hackney central master plan p60-101

8/14/2019 Hackney Central Master Plan p60-101

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5.6 Management and MaintenanceOne o the objectives o the Masterplan is to

help deliver the physical regeneration o the area,

including that o the public realm. However,

signicant expenditure in the public realm would

be wasted i adequate management and

maintenance regimes o the streets and public

places were not in place, to ensure that the

quality o the environment remains attractive and

continues to support the economic regeneration

o Hackney Central.

Well maintained streets and public places

encourage their use and add to their vibrancy.

Proposals or improvements to the public realm

should be considered holistically, taking account

o the lietime o the project in terms o initial

investment and on-going maintenance.

An overview o the management o the public realm

is also key to its uture quality and success.

Ill-thought-out decisions, such as poorly sited

street urniture, or contractors not replacing

original materials ollowing maintenance work,

can individually and collectively undermine the

quality o our public places. A co-ordinated

approach to the management o our public

realm is thereore necessary to ensure that the

initial schemes are designed and maintained in

an appropriate way and continue to provide a

high quality nish.

In general, proposals or streetscape enhancements

through the public realm strategy, should build in

robustness into their management and maintenance

by:

Detailed Records: Maintaining a detailed recordo the original scheme, including details o the nal

implemented design, materials, street urniture etc;

Skills: Ensure that in-house sta has the necessaryskills to implement and maintain the public realm or

which they are responsible;

Awareness: Ensure that in-house sta is ully awareo the appropriate maintenance procedures;

Utilities: Work with utilities companies to ensure

suraces are replaced with the appropriate materials;

Stocks o Materials: Maintain adequate stockso the relevant materials or repairs and on-going

maintenance;

Maintenance Procedure: Ensure that theappropriate maintenance procedures are in-place to

provide consistent uture management;

Specialist items: Provide or adequate contractualarrangements or specialist items such as bespoke

lighting or public art or provide the necessary

specialist cleaning equipment where required;

Skilled operatives are required to maintain the quality o the public realm An inappropriate tarmac repair where matching stone should havebeen used. This highlights the importance o adequate skilled sta andstocks o materials


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Robustness:The design o places and the choice

o materials should be suciently robust so as to

be able to cope with the expected level o use and

adopted cleaning methods, equipment and vehicles.

The LB Hackney is responsible or the management

and maintenance o public streets and spaces

within the borough. Management responsibility is

divided between the Waste Operations Department

and Streetscene. These departments will be ully

consulted on all proposals to ensure that they are

both appropriate and able to be maintained within

the capabilities o these units.

Waste Operations: LB Hackney is responsible orthe management and maintenance o the adopted

roads in the within Hackney Central. The Boroughs

own Waste Operations department is responsible

or street cleaning, litter and reuse collection andthere is an extensive published programme or these

operations.

Each adopted street is swept a minimum o twice

a week on previously appointed days, and areas

dened as town centres are swept 5 times a week

and streets identied as extra busy are swept more

regularly.

StreetsceneWhereas street cleaning and litter and reuse

collection is the responsibility o Waste Operations,

Streetscene is responsible or maintaining the

inrastructure o the adopted roads including

highways suraces, ootways, kerbs, reestanding

walls, street urniture and lighting. Streetscenes

area o responsibility normally extends up to the

back o pavement, including the management o

street trees situated within adopted pavements.

Streetscene also maintains no less than 130

green sites elsewhere in the borough and

thereore are normally responsible or the

maintenance o public green spaces.

Streetscene also has 3 grati removal teams

within the borough.

New TreesStreetscene employs a Tree Ocer or the

maintenance o trees within its jurisdiction.

Streetscene approves all new street trees to be

planted within their areas o responsibility, and

these should conorm to their own Design Guide.Issues include tree species, planting size, planting

specication, provision o root defectors etc.

12 month maintenance period under contractTrees adopted by Streetscene are subject to a

3-5 year Young Tree Maintenance Period.

(During the rst 12 months 15 inspections are

carried out o which 9 are carried out in the

growing season. In the ollowing 3-5 years, 4

maintenance visits per year are carried out with

necessary remedial works undertaken, such

as watering, pruning, loosening tree ties etc.).

Established trees are inspected annually with

appropriate works carried out as necessary

(Pollarded trees are re-pollarded every 3 years).


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6.1 Land use strategyRegenerating Hackney Central town centre involves

not only a range o environmental programmes

but also, and critically, ensuring there exists an

underlying and robust local economic strategy. For

Hackney Central this will ocus on reinorcing the

town centres civic unctions (LBH is one o the

largest employers along with Homerton Hospital)

allied with an emerging cultural and creative ocus

or business, leisure and recreation. To deliver these

overarching objectives, the Masterplan has identied

a palette o land uses that are described in this

chapter.

The strategic land use ramework drawing provides

an overview o the range o land uses proposed,together with their distribution which refects the

emerging Core Strategy.

The Masterplan envisages a mix and distribution

o uses that refect and support the multiunctional

role that Hackney Central perorms as a town

centre. Notably, as a retail, cultural and civic hub,

an important public transport node and as a place

where people also live and work. The proposed

land use mix seeks to maintain and strengthen

existing positive uses, and introduce new uses

that complement the role o the location. In some

cases, and where appropriate, existing uses might

be re-provided, though usually at a greater degree o

intensity, in order to make more ecient use o land

and maximise the potential o the town centre.

This section provides an overview o the suggested

land uses within the Masterplan area. Thesubsequent sections in Chapter 6 provide more

detail on the dierent land use strategies.

06 THEME 3 - Ensuring a unctional towncentre or living, working and shopping

Mixed use city centre development o residential apartments aboveshops

Mixed use development around a high quality landscaped space


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Figure 6.1 Land use

Land use


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Policy/Design Principles

6.1 Land Uses

Overall, development should support the

regeneration o Hackney Central and uses should

complement the vision or the area as high density

and mixed use. Future development should abide

by the ollowing broad land use principles:

1. A mix o retail and residential should be included

at the Tesco and bus garage site with:

Enhanced pedestrian access through the

Tescos site, lined with active rontages.

Make greater use o railway arches at Bohemia

Place to acilitate a pedestrian link and converted

to retail units.

A mix o retail and residential uses designed to

overlook adjacent streets and spaces. Potential to accommodate a landmark building.

2. The shops on Lower Clapton Road and Morning

Lane to:

Maximise opportunities or to provide a mix o

uses on these under utilised sites.

3. The Gibbons site (Amhurst Road) to:

Maximise this excellent town centre location by

providing a mix o retail space at ground foor,

with residential and/or commercial space above.

Consider appropriately designed temporary

solutions as land is saeguarded or the

Hackney-Chelsea line (Crossrail 2).

4. Residential Areas should:

Comprise primarily residential uses.

Ensure that proposals or other uses must be

compatible with residential amenity.

5. Community and residential uses would need to

be considered and addressed appropriately where

acilities are aected by proposals or development.Proposals aecting community acilities should:

Retain/enhance and incorporate or re-provide

existing acilities to a high standard.

A mix o Retail and ResidentialMare Street and the Narrow Way would retain their

existing high street character and range o uses,

predominantly retail and related activities such as

caes, oces and residential uses above ground

foor level, in a horizontal and vertical mix. Thepresence o local independent retailers contributes

signicantly to Hackney Centrals interest and

provides a unique selling point or the town. The

proposed arrangement would maintain the existing

situation, although additional choice in terms o

places to eat would strengthen the existing mix.

It is envisaged that the range and extent o the

retail area would be expanded to include the Tesco

store on Morning Lane and the bus garage to the

north. It is likely that the existing Tesco store would

be replaced with a new store. Both are shown to

include a retail and residential mix and improved

pedestrian connections.

The railway arches at Bohemia Place have distinctive

qualities and it is proposed to make greater use

o these and convert a number o units or retail

purposes to complement the existing retail oer on

Mare Street.

The retail rontage on Lower Clapton Road

includes a range o single storey retail buildings

and represents an under utilised site. Such a

location would benet rom a mix o retail units with

residential development above.

In the medium to long term the development o the

Gibbons site is appropriate or a mixed retail and

residential development to take advantage o its

excellent town centre location.

Residential AreasThe majority o the Masterplan area west o

Mare Street comprises predominantly residential

accommodation, and it is not proposed to alter

these areas signicantly. Proposals or alternative

uses in these areas should be appropriate to

a residential environment and amenity o the

neighbourhood.

A mix o Community and ResidentialThe area west o St John-at-Hackney Church

comprises the ormer Rectory, a Scout hut, aLearning Trust acility and a privately owned

yard. This site has the potential to accommodate

additional town centre housing and provide an

improved relationship with the churchyard.

However, the existing community acilities would

need to be considered and addressed appropriately

through the redevelopment o this site.

The land use map suggests that the area would

continue to accommodate the community acilities

although relocation could be acceptable. Theunding o any re-provided acilities will also be a

consideration.


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6.1 Land Uses (continued)

Proposals to re-locate community acilities

should not be precluded, depending on the

uture needs o the operators and the availability

o suitable alternative locations.

Ensure re-located community acilities are sited

on an appropriate alternative site that is equally

convenient, and accessible within the local area,

where there is a continued requirement or these

acilities.

Ensure there is not net loss in community use.

6. A mix o commercial and residential uses on the

bus garage site should:

Provide or retail elements to address Bohemia

Place and railway arches. Provide interesting and lively rontages to

Bohemia Place and strengthen its role as an

extension o the retail area.

Provide quieter more low-key commercial uses

with residential elements above acing towards

the churchyard in order to maintain its tranquillity

and atmosphere.

7. Oce, Employment, Community and Leisure:

Existing cultural, community and leisure uses

should generally be retained. Proposals or mutually supportive uses, such as

such as a caes or restaurants are encouraged.

Appropriate new uses should be sought or the

Ocean venue.

Proposals should provide active ground level

rontages.

Peripheral locations could incorporate a mix o

commercial uses with residential elements.

8. Parking within Hackney Central should:

Provide town centre parking within a basement

car park beneath Tescos as part o proposals orthe redevelopment o this site.

Provide minimum residential parking.

Provide car club parking spaces within or close

to proposals or residential development.

9. The Bus Garage proposals should:

Retain or re-provide the existing acility to meet

the current and uture requirements o the bus

operator.

A mix o Commercial and ResidentialThe area o the bus garage, identied as a mix o

both residential and commercial uses, refects the

transitional role this area perorms between the busy

Tesco site and railway arches to the south and the

contrasting tranquillity o the churchyard.

Oce, Employment, Community and LeisureThe area around Town Hall Square contains a variety

o uses, including civic unctions, entertainment,

employment/oces and community acilities. This

area orms a cultural cluster arranged around a

memorable public square. It is intended to maintain

the current mix o uses and, where possible,

strengthen this cultural cluster.

In addition, beyond the immediate civic core around

the Town Hall, are several locations which havebeen identied as potential sites or redevelopment.

It is envisaged that these slightly more peripheral

locations would comprise predominantly commercial

uses with residential accommodation situated

above. The commercial unction o these sites

would compliment the existing and emerging oce/

employment activities around the Town Hall.

ParkingThe Tescos site currently accommodates the

main own centre surace car park with someparking also located next to Hackney Central

railway station. Redevelopment o the Tesco

site would require the town centre parking to be

re-provided. Re-development o the station car

park would see these spaces lost.

New residential development would be provided or

with only very limited car parking provision due to

the highly accessible location o the town centre by

means o public transport (see Transport Chapter 7).

Bus DepotA bus garage is necessary to meet the current and

uture requirements o the bus operator. However,

two options are suggested or the re-provision o

the garage on this site in order to make better use

o this important town centre location (see Part III,

Character Area 1). The acility could potentially be

located underground. This solution would be costly,

but would enable a signicantly greater benecial

use o the existing site at ground level and above.


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Figure 6.2 Retail Strategy


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6.2 Retail Strategy (continued)

Improve the retail mix in uture developments.

Encourage appropriate new uses or the Old

Town Hall such as a cae or restaurant.

6. Bohemia Place proposals should:

Seek to convert the arches to new retail space

to broaden the overall town centre oer and

maximise the central location

Address problems o severance and barriers to

pedestrian movement by orming north-south

link(s) better integrating areas to the east o Mare

Street to Narrow Way and St John-at-Hackney

Church gardens

Create a distinctive and unique location within

the town centre

7. Gibbons site proposals should improve the range

and quality o shops by:

Examining opportunities to incorporate larger

shop units attractive to national multiple retailers

Consider proposals/uses suitable as temporary

solutions as land is saeguarded or the

Hackney-Chelsea line (Crossrail2)

8. Proposals or the redevelopment o the Tescos

and bus garage sites should contribute to the

provision o a shopping circuit by:

acilitating the provision o a new pedestrian link

through the railway arches

Providing an attractively designed street ormed

o several small linked spaces

Be aced on each side by shops and caes at

ground level to help create lively rontages and

an appealing route

Screen the unsightly backs o the buildings on

Mare Street

Implementing high quality public realm

enhancements consistent with the public realmstrategy or Hackney Central

9. Development proposals should incorporate ocal

spaces to sit and relax, including:

spill out spaces to enable caes and restaurants

to provide outside seating and would enliven the

public realm.

Continued on next page

Bohemia Place (railway arches)

At present the arches on Bohemia Place are under-utilised. They contain minimal retail use and a

predominant amount o semi-industrial/automotive

activity. With the redevelopment o both Tesco and

the bus garage, the opportunity exists to open up

access to the arches and integrate them more ully

into the town centre-wide retail oer.

The arches are distinctive and a potentially attractive

part o the town centre, whose character could be

exploited to provide original shopping streets with

character, that would help provide Hackney Central

with a unique retail oer.

Gibbons siteThis site is located within the dened Core Shopping

Frontage area where retail is the preerred use,

and would contribute to the vitality and viability

o Mare Street and Amhurst Road. This is a

large redevelopment opportunity site in the town

centre and has the potential to make a signicantcontribution to the regeneration o a key site in

Hackney Central.

The adjacent retail and leisure uses, and its location

next to a railway line make the redevelopment o the

site or these uses both suitable and the only viable

option. In addition, Amhurst Road and Mare Street

are well served by buses, and Hackney Central

railway station is to the rear o this site.

A key constraint on this site is the Chelsea-Hackney

surace saeguarding that introduces a time actor

on the lie o any uture development (15-17yrs). For

this reason, mixed use development that contains

residential uses may not be appropriate on parts o

the site area.

Shopping CircuitBy developing Tescos and the bus garage a new

shopping circuit would be created, that would

establish routes linking disparate parts o the town

centre. These circuits would link Hackney Central

Station, the Narrow Way, Morning Lane, Mare Streetand Town Hall Square in a loop. Beyond this links

reach out along the Narrow Way, Amhurst Road St

Johns Churchyard Gardens.

A new pedestrian street would be created through

the Tesco site between Morning Lane and the

Narrow Way. It is anticipated that existing railway

arches could be opened to provide a more

convenient and attractive route or pedestrians. This

would provide a positive connection to both the

retailers on the Narrow Way and Hackney CentralStation. The ocus o the strategy is to provide an

attractive, sae and convivial pedestrian route.


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6.2 Retail Strategy (continued)

10. Leisure (eat and drink) and commercial leisure

acilities proposed within Hackney Central should:

Be provided or within mixed use developments

provided these are compatible with surrounding

residential amenity.

Encourage caes and restaurants in association

with the cultural quarter around Town Hall

Square.

Have regard to issues o saety and security

including the provision o suitable lighting.

The opportunity site on Lower Clapton Road (see

Part III), at the top o the Narrow Way, oers some

potential to be redeveloped as an anchor use

to maximise its position at the top o this retail

street and act as a draw to encourage pedestrian

movement up the Narrow Way. Such a use could

incorporate larger retail units, appropriate leisure

uses such as caes and restaurants.

Focal Spaces to sit and relaxThroughout the area there will be a series o new

and improved public spaces or residents and

visitors to sit and relax. Distinctive public spaces

would also improve legibility and the ability o people

to move through the town centre.

Leisure (eat and drink) and commercial leisure

acilitiesHackney Central would benet rom additional

places to eat and drink which are currently

under-provided or within the existing centre. The

provision o good quality places to eat and drink

would compliment the retail oer and contribute

to an enhanced evening economy. However,

improvements to saety are considered to be an

important part o uture changes to the night

time economy and need to be considered

alongside the public realm strategy.

The cultural quarter o Hackney Central is ocussed

around Town Hall Square, with the Hackney Empire

Theatre and Ocean venue. With the uture o

the Ocean in doubt a positive strategy needs to

be developed or this site, and the potential or

smaller-ormat venues to open could be explored or

potential or conversion to a cinema.

There may be potential to promote growth in the

ca and restaurant sector - in particular, a pre-

theatre dining culture could be developed. Such

uses need not be located on Town Hall Square itselbut could be within easy walking distance.Leisure uses and evening activities are important as part o the mix o

town centre uses


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6.3 Housing Provision

1. Residential developments must:

Contribute to the London Borough o Hackneys

London Plan requirement to provide 10,850 net

additional dwellings between 2007 and 2017.

Meet London Plan requirements that 50% o

the total amount o new housing should be

aordable (London Plan policies provide some

fexibility or mixed-use and/or regeneration

schemes that deliver wider benets).

Consider the need or a mix o homes that

provide or larger amilies, especially or those

unable to aord market prices.

Be o suciently high architectural and urban

design standards, as well as meet Code or

Sustainable Homes Level 4 (see also 08 EnergyStrategy) regardless o tenure.

Provide high density housing appropriate to

its town centre location and where applicable

historic context in accordance with London Plan

density requirements; and

Provide high standards o architectural and

urban design with new homes built to Lietime

Homes standards.

support town centre regeneration and complement

much investment to public transport inrastructure.

These housing projections draw on the Hackney

Housing Land Capacity Study by ENTEC Planning

Consultants 2005, which concluded that with

planning intervention the capacity exists to deliver

1,824 new units in Hackney Central (Ward) over 3

phases to 2022.

Housing mixO this total amount o new housing to be

accommodated, the London Plan requires that

50% should be aordable, with 35% social rented

and 15% intermediate, shared ownership Housing

and the remaining 50% private. Evidence rom the

Housing Needs Survey 2003 and demographic

projections underpin the case or a mix o homes that

provide or larger amilies, especially or those unableto aord market prices. Existing UDP policies require

new development to provide 1/3rd o dwellings as

amily accommodation with 3 or more bedrooms

(UDP Policy HO9) and a urther 1/3rd o the 1/3rd

should be our or more bedrooms. With the GLA

increase in housing supply targets to 1,085 p.a., it

will be important to ensure that the strategic target

increase should not be attained at the detriment o

meeting local housing needs or larger amilies.

Housing density and designThe current Masterplan identies a range o new

housing developments across the plan area.

For highly accessible town centre sites such as

Hackney Central, in order to optimise the potential o

development sites, the London Plan recommends a

minimum density o 650 1100 habitable rooms per

hectare (hr/ha), which equates to 240 435 units per

hectare when 2.7 habitable rooms per unit (hr/u) is

applied. The London Plan encourages high standards

o architectural and urban design and requires that all

new dwellings are built to Lietime Homes standards.

The Drat LB Hackney LDF Core Strategy also seeksto establish that residential development should be

built to Level 4 o the Code o Sustainable Homes,

regardless o tenure.

Modern terraced housing Duplex and fat units with a common deck above shared

parking

6.3 Housing provisionThe London Plan 2006 amendments, requires LB

Hackney to deliver 10,850 net additional dwellingsbetween 2007 and 2017. This equates to 1,085

net additional dwellings per year rom 2007/08 to

2016/17. Assessments o housing land capacity

and developments in the pipeline suggest the 1,085

target is likely to be exceeded with a supply o

1,200 net new dwellings p.a. up to 2012, reducing

thereater (Re; Submission or Growth Area Funding

(GAF) (Round 3) Report, LB Hackney, 2007). It is

thereore likely that GLAs target average o 1,085

over the whole period rom 2007/08 to 2016/17 will

be attained.

It is envisaged that much development activity

centres on Hackney Central and Dalston where high

density mixed used development is encouraged to


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6.4 Employment Provision

1. Proposals or commercial/employment space

within Hackney central will be required to provide

B1 workspace and/or alternative employment

space that will directly support the ollowing priority

sectors:

Cultural and creative industries.

ICT, design and interactive media technologies.

Finance and business services.

Public services, including government,

education, health and social care; and

Transport.

6.5 Community Facilities

1. The Masterplan will support Hackneys culturalstrategy. (see below) through:

Enhancing the Town Hall square and setting.

Broadening the local retail oer.

Improving streets as settings or wide ranging

activities.

Ensuring access and integration o existing

cultural acilities.

Providing new development opportunities that

include the potential or cultural uses.

2. Key projects within the town centre Masterplan

area will:

Be carried orward in close consultation with

the Learning Trust to determine the adequacy

o existing nursery and primary school provision

in relation to the projected child yield generated

rom new residential development in the area.

3. St John-at-Hackney Church and Gardens should

become a ocus or community activities and events

including:

Opening the southern part o the church as a

community cae, with outside seating space. Utilising some o the larger open spaces or

multiunctional activities and events such as

markets or outdoor theatre.

6.4 Employment provisionHackneys Dened Employment Areas (DEAs) do

not include areas within the Hackney Central town

centre masterplan boundary. Priority areas or

employment are described in the emerging Core

Strategy as being located in and around Homerton

Station and distributed across the Mare Streetsouth environs. These locations both all outside o

the Hackney Central Masterplan boundary, though

the ormer Flowers East building (now Momart) is

included.

The Masterplan provides 18,670 sqm o new B1

employment space in various locations across

the Masterplan area as part o a mix o uses on a

number o the identied opportunity sites. These are

principally located at bus garage site, Floreld Road

and potential sites along Sylvester Path.

Where employment uses are indicated, preerred

development is or B1 use classes and/or non B

use classes which directly support IT / cultural and

creative industries / nance / public services and

transport. 50% o all new / re-provided space must

be suitable or SMEs o 0 - 250 sq.m. It is expected

that these will be accommodated on the ground andrst foors with suitable uses including C3, D1 and

D2 above. Areas suitable or mixed business and

commercial uses are identied on the land use map.

The London Borough o Hackney undertook an

Employment Growth Options Study in March 2006

to inorm the emerging LDF. This identied uture

demand or employment foor space as ollows:

(i) total employment increasing by approximately

26,000 sqm between 2001-2016;

(ii) B use-class employment increasing by

approximately 15,000 sqm between 2001-2016;

(iii) uture gross demand or employment foor space

in Hackney amounting to between 200,000 sqm

and 300,000 sqm or the period 2001 to 2016. The

study urther identies potential sources o supply to

meet the demand and o these, Homerton and Mare

Street south are estimated to provide around 21,000

sqm across a range o types o accommodation.

6.5 Community Facilities

The Hackney Cultural Strategy was produced in2002 and is concerned with promoting cultural

issues in the borough. One o its major themes

is to conserve, maintain, enhance and promote

Hackneys physical environment and heritage.

Issues raised by the Cultural Strategy that are

relevant to this Masterplan include:

- Saety and security in parks within the Borough;

- Saer and better maintained acilities;

- The physical improvement o 50 open spaces;- The promotion o good environmental practice.


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Figure 6.3 Proposed community inrastructure


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The cultural sector makes a signicant contribution

to the town centre economy and plays a major part

in shaping the character o Hackney Central. The

Town Hall area orms part o the cultural quarter.

Further, Mare Street is currently the centre o cultural

activity with potential or expansion. Hackneys

Community Strategy (2005-2015) identies a

number o key actions including promoting a

strong creative and cultural sector which marks out

an identity or the Borough as a centre o culture.

This is supported by the London Plan and Mayors

Cultural Strategy. Hackneys Cultural Strategy (2003)

recognizes the importance o the development o

cultural and creative industries.

The library in Hackney Central is the most modern

o Hackneys libraries and is co-located within

the Technology and Learning Centre. The centrealso provides training courses, space or creative

industries, school projects and community work.

Hackney Co-Operative Developments (HCD), a not-

or-prot, community benet company, continues to

play a key role in supporting and developing cultural

activities. Its priority target groups are black and

ethnic minority individuals and organisations, emale

entrepreneurs, youth, co-operatives, and green and

ethical businesses.

Educational acilitiesA number o key educational developments are

relevant to the Masterplan area.

Homerton College o Technology - though outside o

the Masterplan boundary, demolition o the ormer

Homerton College o Technology is contextually

relevant. It is to be replaced with a new our storey

building to accommodate an academy, sports hall,

associated hard play areas, recreation areas and

entrance plazas.

The primary schools within the area had sparecapacity at the time early Masterplanning baseline

work was carried out by LBH (2003 / 04). A

secondary school (see below), a Further Education

Institution and the Boroughs only Higher Education

Institution are also relevant to the study though

outside the Masterplan area.

The Hackney Free and Parochial secondary

school that lies on the southern boundary o the

masterplan area is planned to undergo complete

demolition and rebuild.

Healthcare FacilitiesThe Primary Care Trusts (PCT) development o

primary care centres is aligned with Hackneys Core

Strategy that ocuses on the dened town centres

that include Hackney Central and Dalston. The PCT,

however, does not identiy any new requirement or

Hackney Central. The redevelopment o the Lower

Clapton Health Centre, outside o the Masterplan

area, is included as part o the plans or the

redevelopment o Hackney Central.

The closest hospital is the Homerton University

Hospital, located east and outside o the masterplan

area. Some primary care acilities are to move to

Homerton Hospital allowing room or expansion

and development. Stage 1 approval is scheduled

or April 2010 or opening o transerred services to

Homerton. Redevelopment o Lower Clapton Health

Centre would then commence.

Healthcare or London published in December

2006 by the London Strategic Health Authority

outlined proposals or primary care to be provided

alongside a range o health care services in buildings

called polyclinics. Within this context, the City and

Hackney PCT has over the last year been pursuing

a strategy o a greater concentration o our general

practices within a smaller number o larger and

better quality buildings in a way that balances

the need to provide easy access with the need

to provide a wide range o health care in modern

buildings that are t or purpose (Revised Primary

Care Service and Estates Strategy, PCT, Nov 2007).

St John-at-Hackney Church and GardensThe Church is a ocus or community activities and

initiatives and is looking or ways to make the church

building and grounds more accessible and usable

or the community.


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6.6. Development contentThe opportunities or redevelopment and new

development have emerged through a thorough

assessment o the constraints and opportunities

o the study area. In some cases these have been

infuenced by areas o the town under development

pressure, whilst in others through the aspiration

to improve underperorming areas and contribute

towards improving the towns overall level o public

realm quality.

The various oci o growth and change were

tested at public consultation, where general and

overwhelming agreement with the areas was noted.

These were then explored through development o

a range o options, tested with both stakeholders

and through technical appraisal o issues such

as access/movement, engineering, economicsand planning policy conormity. Importantly all the

options were reviewed against the overarching

Masterplan objectives.

Due to uncertainty over specic key sites (e.g. bus

garage/Tesco/Hackney Central station and others),

it was decided that the Masterplan should be

represented through a series o high level ramework

drawings that established the non-negotiables or

design and development principles or the wider

Masterplan area. Such an approach would then

allow various alternative and more detailed scenarios

to be accommodated within opportunity areas

as discussions progress with key landowners /

developers / investors / occupiers.

The proposed development content o the

Masterplan is indicative only and serves to illustrate

the likely yield o new residential and non-residential

uses i a certain set o site scenarios were to be

pursued within the broader ramework (see Part

III, Chapter 9). Under these scenarios the ollowing

development content is proposed:

New retail (anchor): 14,000sq.m

(including servicing/bulk store)

New retail (non-anchor): 3,100sq.m

New commercial (oce): 18,670sq.m

New residential units: 833

New bus garage (basement): 8,000sq.m

Modern high quality mixed use development


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77Figure 7.1 Borough-wide movement context


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7.1.2 Hackney Centrals Vehicular Movement

NetworkThe key links serving Hackney Central is shown

in Figure 7.2. Key trac routes ollow the primary

and secondary road hierarchy and represent the

most congested vehicular locations, especially at

signicant junctions. Although not a primary route,

the Narrow Way orms an extension to Mare Street,

but is limited to bus and pedestrian trac only.

However, the narrow alignment o the road and

the large number o buses passing along this road

results in signicant bus congestion over large parts

o the day.

7.1.4 Hackneys User HierarchyThe ollowing road user hierarchy is proposed or

Hackney Central:

Pedestrians

Cyclists

Public transport users

Freight distribution (local)

Car users (multi-occupancy)

Car users (local)

Car users (non-local)

People with mobility impairment, the elderly

and parents with children have priority within

each category. The strategy recognises that

this hierarchy needs to be balanced against

the network hierarchy to ensure the ecient

management o all movements.

Mare Street orms part o the secondary road network


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Figure 7.2 Vehicular movement network


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Figure 7.3 Pedestrian strategy


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Hackney GroveHackney Grove is a narrow lane running behind the

library. This route could orm a stronger connection

between London Fields and Broadway Market

through to Hackney Central, including to St John-at-

Hackney Church gardens via Mare Street.

Case Study: Cornmarket Street, OxordCornmarket is Oxords main shopping street. As

part o the initiative to create a more enhanced

shopping environment and to tackle bus congestion,

daytime pedestrianisation was implemented. The

street is closed o to all trac, including cyclists,

between 10am and 6pm by means o rising bollards

at each end. Cyclists and service vehicles can

access Cornmarket Street between 6pm and 10am.

A number o trac calming elements have beenused to establish the user hierarchy in Cornmarket

Street. For instance, the road surace was treated

to orm a street-wide pedestrianised area in a fat

horizontal prole with an aggregate surace suitable

or heavy service vehicles. The kerb between

the centre o the street and the pavements was

considered inappropriate as this suggested the

priority o vehicles over pedestrians. Other elements

like street urniture have also contributed greatly to

the success to this public space.

Pedestrianisation has created a successul public space


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7.3 Crossings and Junctions

The ollowing crossing/junction improvements are

recommended:

1. Improvements to the Amhurst Road / the Narrow

Way junction should seek to give greater priority to

pedestrian movement including:

A new pedestrian acility to cater or the east and

west movement on Mare Street (Figure 7.5).

Trac calming measures on all three arms o

the above mentioned junction to improving

connectivity.

2. Improvements to pedestrian movement across

Mare Street at Town Hall Square by:

Installation o a new pedestrian crossing acilityopposite to the Town Hall.

3. Upgrade the existing crossing to Chalgrove

Road to:

Support the initiative o creating a pedestrian/

cyclist route through the railway arches and

across Morning Lane.

4. Improved acilities are proposed at the ollowing

locations:

Morning Lane at the junction with Paragon Road.

The junction o Amhurst Road, Kenmure Road

and Malpas Road to acilitate pedestrian and

cyclist movement rom the Narrow Way to

Amhurst Road and improve accessibility to

Hackney Downs and Hackney Central stations.

Amhurst Road north at the junction with

Marcon Place to acilitate cyclist and pedestrian

movement originating rom the junction with

Dalston Lane and Pembury Road.

Improve the existing crossing acility at the

junction o Morning Lane and Chatham Place to

urther encourage the use o Churchwell Pathwhich orms part o the signed route or both

cyclists and pedestrians.

7.3 Approach to crossings and junctions

CrossingsTo acilitate the movement o pedestrians across

busy roads, appropriate crossing acilities must be

provided. This is particularly an issue or the east-

west movement across Mare Street at the junction

with Amhurst Road and the Narrow Way. Currently,

pedestrians on the east side o Mare Street wishing

to access the west side o Amhurst Road are

directed to use the zebra crossing at the oot o

Narrow Way and the pelican crossing on Amhurst

Road. This is rather inconvenient to pedestrians due

to the associated trip and is enorced by the barriers

installed along Mare Street on approach to the

junction with Amhurst Road.

South o the Hackney Town Hall, there is a lightcontrolled pedestrian crossing on Mare Street

immediately south o Reading Lane serving an east

to west movement o pedestrians. However, a large

number o J-walkers are observed urther north

between the two bus stops on serving the Town

Hall on the east and west side o Mare Street. An

additional crossing point opposite the Town Hall will

support the desire line o the pedestrian.

On Morning Lane, there are currently two signal

controlled crossing acilities; one in the east-west

direction and the other in the north-south. As

mentioned, Tescos redevelopment plan includes

relocating the car park underground. Thereore,

the absence o cars entering and exiting rom the

western side o the Tescos site would not require

the crossing on the east-west direction.

Improved crossings are proposed in a number

o locations along Amhurst Road to acilitate

movements o both pedestrians and cyclists.

This will have the aim o improving saety where a

number o cyclist accidents have occurred.


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84

Surace treatmentsUrban design elements can sometimes have

trac calming eects as they can suggest that

pedestrians and cyclists take priority over vehicles.

This could thereore have road saety benets and

also contributes greatly to the visual appearance

o town centres. In Hackney Central, this strategy

nds it appropriate to apply this concept o using

urban design elements to enhance the environmentor pedestrians and cyclists at junctions particularly

those that have had a history o trac accidents.

Currently, due to the signicant trac at the main

junctions, the hierarchy seems to avour vehicles

over more vulnerable users o the road.

It is thereore recommended that surace treatments

be applied to the ollowing junctions in Hackney

Central:

- Mare Street and Morning Lane

- Amhurst Road/Mare Street/Narrow Way- Dalston Lane/Narrow Way/Lower Clapton Road

Surace treatment would comprise using contrasting

and robust paving material which usually includes a

mixture o paving slabs and blocks. These will signal

drivers both visually and physically o a change in the

environment as well as assist pedestrian movement.

Pedestrian riendly surace treatment at junctions and crossings


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7.4 Cycle Routes

Enhancements are proposed or the transport

network or cyclists by:

1. Providing signed cycle routes as ollows:

A pedestrian/cyclist route to connect to St

Johns-at-Hackney-Church Gardens adjacent to

the existing bus depot site through the railwayarches and across Morning Lane to Chalgrove

Road.

Along Hackney Grove between Town Hall Square

and London Fields park.

2. Providing improved crossing acilities between:

Chalgrove Road and Morning Lane.

The junction o Amhurst Road, Kenmure Road

and Malpas Road.

3. Providing a signed cycle routes to connect with

the London Cycle Network (LCN): Along Wilton Way to provide an east and west

connection to the LCN.

Signage at the Amhurst Road/Dalston Lane/

Pembury Road junction to inorm cyclists o the

route to join the LCN.

4. Provision o eective signage at various points

along Mare Street to:

Identiy this approach to the main shopping

district; and

To guide cyclists to cycle parking acilities.

5. Provision o secure cycle parking acilities at key

locations within the town centre including:

Hackney Downs and Hackney Central Rail

Stations; and

Shopping locations to urther encourage cycling

within the town centre.

7.4 Cycle routesHackney Borough is recognised or its award-

winning cycling initiatives. This strategy aims to

complement the existing programmes that are

currently being implemented.

Part o the overall improvement o public realm in

Hackney Central envisages increased accessibility

or cyclists and provision o better acilities.

Its aim is to urther strengthen the routes within

and beyond the town centre particularly to support

the east-west movement. Figure 7.4 illustrates

the proposed signed routes and locations o cycle

parking.

Dedicated routes and improved legibility or cyclists

would assist in avoiding the mainstream trac as

the route would be predominantly ree rom vehicle

trac. Secure cycle parking in key locations, such

as at the railway stations also orm part o thestrategy to encourage cycling.


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7.5 Public TransportProposals aecting public transport include:

1. Potential pedestrianisation

Assessment o the pedestrianisation o the Narrow

Way involving the potential re-routing o bus routes

currently in using this street.

2. Reducing bus congestion

Measures to reduce/remove bus congestion

rom the Narrow Way should be investigated as

part o proposals to consider the pedestrianisation

o this area.

7.5 Public transport

7.5.1 Bus congestion in Hackney Central

Hackney Central benets rom good bus services

and rail connections. Currently, the issue within the

town centre is bus congestion at Amhurst Road and

the Narrow Way as each serve twelve bus routes.

Amhurst Road caters or northbound movement

while the Narrow Way caters or southbound

movement. As mentioned in the section on

pedestrian routes, the severe bus congestion along

the Narrow Way has resulted in an unpleasant

environment or shoppers due to saety issues

arising rom the potential confict between buses

and pedestrians.

The complete pedestrianisation o the Narrow Way is

identied as a means o improving the environmenton this important section o Mare Street. However,

it is recognised that this may involve a lengthy

investigation. It will be necessary to examine the

technical and operational evidence to determine the

implications and impacts o pedestrianisation on the

wider transport network and environment to assess

its easibility.

On Amhurst Road, there is potential to increase

capacity by removing the existing on-street parking,

which will be discussed in the ollowing section. It

is recognised this may potentially be a contentious

issue or local residents. The strategy however

urges that this would complement aims o improving

bus congestion within the town centre to create a

more pleasant environment or both residents and

visitors.

Trac delay along Mare Street, rom the Amhurst

Road/Narrow Way junction to Graham Road, is

recognised. It is thereore suggested that this part

o Mare Street be included in the study to look at

reducing overall congestion in the town centre.


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Figure 7.5 Parking, access and servicing strategy

88


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90


7.7 Servicing Strategy

The proposed approach to servicing is as ollows:

1. Bus Depot access

Access to a basement bus garage should:

Provide a ramp with a minimum clearance height

o at least 4.5 metres.

Allow or a structural beam depth o around 1.5m.

Use a ramp gradient no steeper than 1:15 (with a

resulting ramp length o ramp is 90m).

Start the ramp descent some 25 metres rom the

Narrow Way, to allow a north-south pedestrian

route at grade beore buses join the ramp.

Establish an appropriate management system to

minimise bus/pedestrian confict.

Provide a roadway width to allow two busesto pass o 7.5m (taking into account central

separation and structural clearances).

Ensure the ramp design is inormed by a vehicle

swept path analysis at its detailed design stage.

2. Servicing requirements

Potential retail or commercial development at the

existing bus depot site should be accommodated

in uture proposals or this area with regard to the

space requirements or service vehicles.

Servicing should take place at ground level with a

service road rom Mare Street at Bohemia Place.

A loading bay o at least 20 x 20m is

recommended The eventual loading bay size

and layout would be inormed by vehicle swept

path analysis in its detailed design.

3. Tescos Servicing should:

Be accessed rom Morning Lane east to minimise

conficts between road users.

4. Rectory site access should:

Be suciently wide to accommodate re tenders,removal vans and reuse vehicles.

Lead to an area within the development site able

to acilitate three-point turns.

Ensure the detailed design is inormed by a swept

path tracking analysis during its detailed design.

7.7 Servicing strategy

7.7.1 Bus Depot Site

The aspiration is to relocate the bus depot

underground to utilise the existing area or a retail

or commercial development. This would require

a detailed design o access and servicing. In

particular, the access ramp to the underground

bus depot should ideally be placed in the same

alignment as the existing entrance to the bus depot.

Consultation with Arriva suggested uture operational

use o the bus depot will be or overnight storage o

double decker buses and as well as parking, there

would be a need to uel and wash buses on site in

the uture.

7.7.2 Tescos development site

The existing Tesco store is serviced rom a loadingbay at the eastern end o its site. Service access

should continue rom this end o the site but with a

separation between the access to an underground

car park in order to minimise the confict between

cars and service vehicles.

7.7.3 Site at corner o Morning Lane and Mare

Street

It is likely this site would be used or retail uses and

as such service vehicles would need to encroach

onto the designated pedestrian cycling area.

Delivery times should thereore be structured to

minimise conficts or example be limited to hours

between 1900 and 1000.

7.7.4 Development opportunity site to East of theNarrow Way (Rectory site)

This opportunity site is likely to be predominantly

residential but could include other uses such as the

Scout hall. The existing access road rom Mare

Street would need to be at least 5 metres in width

to provide sucient capacity to accommodate re

tenders, removal vans and reuse vehicles. Figure7.6 shows a potential location o the access route.

This access road should only be accessed by

service vehicles as car club parking would be

provided elsewhere close to the site.


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8.1 Introduction

Sustainability considerations are a key component o

the Hackney Central Masterplan. These are set out in

a preliminary energy strategy outlined in this section.

The Energy Strategy has been developed in order to

meet the national, regional and local policies aimed

at mitigating the impact o climate change. National

Government policies are geared to reducing UK

carbon emissions by 80% by 2050. The GLA policy

sets targets or at least 14% o Londons electricity

to be provided using renewable energy by 2010. For

major projects, the GLA requires that measures are

applied to reduce energy consumption and that at

least 20% o power consumption is rom renewable

sources.The vision or o Borough o Hackney is eventually to

become a zero carbon community.

8.2 Energy Hierarchy

The ollowing sections outline a strategy in

accordance with the Energy Hierarchy o the London

Plan (Feb. 2008) with the aim to decrease the overall

CO2 emissions:

1.Using less energy by adopting sustainable design

and construction measures (Policy 4A.3).

2.Supplying energy eciently in particular by

prioritising decentralised energy generation (Policy

4A.6)

3.Using renewable energy (Policy 4A.7)

8.3 Energy Reduction and eciency guidance

Legislation drives development and building design

to be more ecient, thus reducing overall demands.

This includes the ollowing considerations:

Optimised building orientation and passive solar

design (e.g. large windows on the south side,

small window area on the north side) results in

energy savings.

Minimisation o shadowing or maximisation o

solar gains.

Shading devices to avoid overheating risk in

summer.

Warm rooms preerably situated on the south

side. Low U-Values or building envelope.

Good window sealing with double glazing as a

minimum.

High air-tightness o buildings.

Low thermal bridging value.

High perormance condensing boilers (seasonal

eciency minimum 90%) with load compensator

or individual heat supply (where individual heating).

Ecient heating control systems.

Hot water demand reduced through water ecient

appliances.

High levels o insulation on hot water cylinder and

thermostat (where applicable).

Energy ecient lighting.

Energy ecient appliances.

Reduction o number o vents /ans.

The CO2 emission reduction that can be anticipated

rom considering energy eciency measures

can range rom 10% to 20%. In this report an

approximate 15% CO2 emission reduction rom

implementing eective energy eciency measure

is assumed. In general, the best recommendationor an investment into energy eciency measures is

the improvement o outdated insulation standards

to minimise consumption. In addition, reurbishment

potential or insulation can be seen where existing

buildings do not meet the minimum U-value

requirements o Part L.

08 THEME 5 - Promoting orward thinkingsustainable regeneration strategies

Large Wind Turbine


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8.4 Supply strategy

The Hackney preliminary energy strategy outlines a

distinct heating scenario with the key driver being

the reduction o carbon emissions. District heating

systems provide a wide range o environmental

benets in addition to providing the local community

with:

Hot water and space heat on demand;

Reduced energy bills and lower annual running

costs;

Reduced maintenance costs (no boiler to service/

maintain);

Increased storage/foor space in units as individual

boilers are not required; and,

Ability to buy in to a green development.

The anticipated uture heating demands o three

separate sites (building clusters) were estimated in

the baseline report. The scenario or district heating

supply is now suggested as ollows:

Three building clusters are supplied independently

with individual heating networks (see Figure 8.1).

In practice, the exact number and location o the

energy centres will depend on the nal site layout

as well as on the overall phasing plan. The energy

strategy is based on the assumption o the 3 clusters

where a number o easibility aspects have been

taken into account, such as:

Possible distance to a central heating plant

Heat demands and building sizes

Accessibility or vehicles and underground

pipe-work

Phasing o the redevelopment

As an example, the rst 3 criteria can possibly

determine the Great Eastern Buildings together withthe Floreld Road Depot in Reading Lane as well

as the buildings in Wilton Way and Sylvester Road

as sensible independent clusters. The sites have

thereore been outlined with their own community

heating systems.

The decision about the number and location o the

district schemes will be based on the nal Masterplan

as well as on the criteria mentioned above. The

developers have to work closely with the Council to

determine the optimum strategy. This will considerthe ollowing aspects:

District and community heating schemes are the

preerred technologies to supply space heat and

domestic hot water.

Supply strategies can include district gas CHP

plants or each o the dened clusters. The

diversication o the heat loads is in all cases

easible to implement CHP. The remaining heating

demand can be delivered proportionally by

biomass and gas boilers.

Plant rooms are designed to supply a particular

foor area with heat, considering mainly:

- Number and sizes o main boilers and back-up

boilers, depending on their rated output

- Service, equipment and control room

- Walking and maintenance areas

- Fuel storage acilities and logistics, in case

biomass based heat sources are operating

- Space or later connection o additional sites,o desired

Preliminary plant room sizes are presented in the

baseline report. These gures are however only

indicative and should be revisited by the involved

ESCO and updated based on the heat load pattern

o uture sites.

Future-proo connection acilities should be

integrated i buildings are not immediately

connected to a district network, e.g. because o

phasing plans.

Sites such as the Service First Centre and Town

Hall have planning approval and are currently

being developed with their individual heating

systems. They will however be suitable or a

connection to a large scale district heating system

in the uture, i uture-proo connection acilities

have been considered, i.e. pipe work or possible

linkage is tted.

For the success o energy centres supplying

district heating or electricity it is important or

policy to support the use by both, public andprivate sectors.

Solar Hot Water is not recommended since the

implementation o CHP makes this inappropriate.

It should be retained however as a renewable

option and applied to individual buildings or

residential units which are not linked to the district

network.

Photovoltaic panels can be an optional upgrade

or integration in broad areas or or selected

individual buildings.


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93

Figure 8.1 Energy strategy


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94

8.5 Energy Service Company (ESCO):

The management o larger district heating networks

and electrical inrastructure can be provided by an

Energy Service Company (ESCO). The ESCO is

usually involved rom the early stage o planning and

will provide an all-round service with the ollowing

benets:

Support in the planning process and supervision o

the network and plant construction.

Reduced investments by a capital contribution or

a revenue share arrangement in lieu o the capital

contribution, e.g. by a joint venture model.

Supply management or all energy services to the

end user as well as or uel purchase.

Optimised plants and networks operation.

Individual consumption metering and billing o endusers.

Maintenance o plant, inrastructure, heat

exchangers and metering equipment.

8.6 General considerations or renewables

In order to determine how to best meet the GLAs

renewable energy target, an assessment o the

technical and economic easibility o a range o

renewable energy technologies must be carried out

with reerence to the nal Masterplan. These include:

Urban wind turbines

Photovoltaics (PV)

Solar hot water systems

Biomass heating

Biomass combined heat and power

Ground sourced heating

Ground sourced cooling

8.7 GLA renewable energy compliance

The toolkit o the Greater London Authority assists indetermining the energy production rom renewables.

In policy 4A the GLA sets targets or CO2 reductions

and requires a percentage o the energy demand to

be supplied by renewable sources.

Solar power can provide only minor savings. In

particular, the expensive and space consuming PV

technology is only easible where small CO2 savings

are required, or could be used to upgrade other

renewable technologies.

The calculation methods provided with the GLA

toolkit, along with detailed results are shown in

Appendix B.

Table 8.1 highlights the estimated carbon dioxide

savings arising rom each individual renewable

technology. A combination o the two major options

gas CHP and biomass district boilers will

thereore be capable o providing a reduction in CO2

emissions o 23.5%, exceeding the GLA requirement.

Figure 8.2 shows the Energy Hierarchy o the London

Plan with the results o the proposed energy strategy

or Hackney. Solar hot water and Photovoltaics

can be applied as independent and decentralised

systems. Thereore, Solar Hot Water and PV are not

included in the gure

8.8 Biomass guidance

Sustainable biomass supply should be established at

an early stage. Investigations showed that wood chip

producing companies generally see a high potential

in the local growth o sucient wood, in particular

in the south-east o England. Potential suppliers are

thereore condent that they can deliver wood uel

and home-grown biomass or the demands oresidential and larger mixed-use developments.

However, current debates consider the easibility o

biomass in London due to transport reduction eorts.

The outcome may eventually result in changes and

thereore infuence the uel strategy. In addition,

the supply security or locally sourced biomass is

dicult to predict in the long-term, as the demand

or biomass is constantly increasing. Other important

issues to be considered are:

Table 8.1: CO2 reductions and cost

Technology CO2 reduction

(%)

CO2 reduction cost

(/kg CO2)

Solar Hot Water 1.5% 7.7Photovoltaics 1.4% 16.3

Biomass boiler

(33% o demand)

17.2% 0.6

Gas CHP 6.3% 1.3


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95

Estimating uel demand regarding project phasing

during the re-development

Early planning to allow time or capacity

developments and biomass growth

Establishing contacts with preerably localsuppliers to minimise transport and strengthen the

regional economy

Diversication and identication o numerous

potential suppliers

Determining wood specication, based on the

chosen boiler

Not ignoring current supply markets and installing

boilers which can operate with range o dierent

uel qualities

Long-term contracts or requent uel purchase

to guarantee a repayment o the suppliers

investments

8.9 Low carbon landmarks

The potential to implement low and zero carbon

sites (Code or Sustainable Homes level 6) is being

ollowed in order to create one or more show case

buildings in the London Borough o Hackney. In

response to this, examples o simulated dwellings are

used to outline the approach and the requirements

or low carbon buildings in the area.

The Code or Sustainable Homes assesses

residential developments or their environmental

perormance. In general, dwellings will be required to

meet the minimum applicable standards, i.e. Code

level 4.

Low Carbon houses built to Code level 4 (Upton, Northants)

Figure 8.2 Energy Hierarchy


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Example: Code level 5 buildingsAppendix 2 shows an example case and

specications or a Code level 5 apartment,

simulated with NHER 3.1 sotware. As each dwelling

within a block has to comply with the Code,

the model can be easily implemented in various

buildings, e.g. potential fats above Tesco on Morning

Lane.

The pre-assessment checklist in Appendix B shows

moreover possible targets in all categories or Code

level 5 schemes.

Summary:

Biouel red CHP and biomass district boilers are

not sucient to meet level 5. Additional renewable

energy sources, such a Photovoltaics and small

wind turbines are to be considered. The required PV capacity or 200 fats would

summarize to a system size o 100kWp. The

physical size o the panels is thus around 600

m2 which can be placed upon the roo o Tesco,

provided it is not shaded by the surrounding block

o fats.

Four roo-mounted wind turbines, each providing

4,000kWh p.a. help to keep the size o the PV

array low. Vertical turbines are designed or urban

wind patterns and generate less visual impact that

3-bladed turbines. An accurate assessment o the

expected wind capacity is however essential. This

has to include the precise height and shapes o

the surrounding uture buildings.

Example: Zero carbon dwellings (Code level 6)A zero carbon requirement is part o the Code or

Sustainable Homes level 6 which is likely to become

mandatory in 2016.Two examples are given in

Appendix B which highlight the eorts on energy

eciency or a typical house and a typical fat. The

resulting gures give an estimation o the expected

heating and insulation standards and will assist the

specication o a sustainable zero carbon building.

Summary:

Zero carbon homes require very high insulation

standards.

Biomass district or community schemes supply

heat in a carbon-neutral way.

Expensive and large PV systems are required

to neutralise electricity consumption. In addition

electrically driven ground source heat pumps willincrease the necessary PV array.

Zero carbon emissions can be easier achieved in

new buildings which are designed rom scratch.

Reurbishment projects demand larger eorts and

are thereore less recommendable although they

could state a good landmark. Thereore, the ocus

or zero carbon sites should be located on new

and densely populated dwellings such as a block

o fats.

A zero Carbon Home

Carbon neutral fats (St.Matthews, Lambeth)

Vertical roo mounted wind turbine

96


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PART III - SHAPING LOCAL CHARACTER

This section outlines proposals or each o the character areas within the

town centre, starting rom the premise o appreciating and strengthening the

character and unique identity that already exists. Indicative development

proposals are envisaged and illustrated on a site-by-site basis. Some sites

are shown as having dierent scenarios to indicate dierent possibilities or

development, dependent on land assembly, viability, cost, etc.

Development proposals should refect the principles demonstrated in this

section or each o the character areas, and developers are encouraged to

engage with the Council early on in orming development proposals or sites.

09 Character Areas and Opportunity Sites

9.1 Character Areas and Sites OverviewThis chapter presents the proposed character

areas structure or Hackney Central town centre

and builds on the existing areas identied in the

baseline report. The various opportunity sites within

the character areas are described where change is

most likely to be accommodated. It also sets out

guidance on how development proposals should be

approached through the application o urban design

principles, specic to each character area and

opportunity site.

Collectively, these character areas refect many o

the distinguishing qualities o Hackney Central as a

whole and illustrate the great diversity in character

across the town centre. The character areas are

dened in terms o streetscape, urban orm and

grain, building type, height and mass, as well

as building material. This chapter thus sets out

guidance on how development proposals should be

tailored to support their parent character area and

in the case o the New Quarter, how the character o

this new urban area should be dened.

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Figure 9.2 Proposed opportunity sites block reerence diagram


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Figure 9.1 Proposed character areas

9.1.2 Opportunity sitesHackney Central contains a number o areas o

vacant or under utilised land and buildings within

and around the town centre. These sites vary

in scale rom large sites like Tescos and the bus

garage, to small inll opportunities behind Mare

Street and on Sylvester Road. Regardless o their

size, all o the sites identied are capable o making

an important and positive contribution to the uture

o the town. The various sites are identied below.

These are not exhaustive and over the plan period it

is conceivable that urther opportunities may come

orward.

The opportunity areas are not necessarily conned

to individual areas o land ownership. In some

locations it is suggested that they are grouped to

ensure that comprehensive solutions are considered,rather than being dealt with in isolation or on a

piecemeal basis.

The identied opportunity sites are summarised in

Table 9.1 should be read in conjunction with Figure

9.2 which provides a Block Reerence Plan to

identiy the location and character area o each site.

For the purpose o preparing schemes or sites

within the Masterplan area, developers and

designers should read the urban design principles in

association with the strategic ramework themes set

out in Part II o this document.

Hackney Central Masterplan Opportunity Sites

Opportunity

Site re.

BlockRef Site name (address)

A New

Quarter

A1 Tesco (retail ground and 1st foor,

servicing area east, with residentialresidential over retail)

A2 Tescos car park, west/Mare St backs

(ground foor retail, residential over retail)

A3 5-13 Morning Lane

A4 302-304 Mare Street

A5 Bus depot (mixed use blocks east)

A6 Bus depot (mixed use blocks west)

A7 Bus depot (pavilion retail on Mare St)

A8 Bus depot (basement)

A9 Railway arches, Bohemia Place

A10 2-20 Morning Lane and Hackney Trades

Hall

B1 - Station

Plaza/

Amhurst

Gateway

B1 Gibbon site, Station Car Park Amhurst

Road Frontage (south), Marcon Estate,

21-41 Amhurst Road and 1-11 Malpas

Road

B2 - Station

Old Ticket

Oce

B2 Hackney Central old ticket oce and

surrounds

C1 - The

Rectory

C1 Former Rectory, 356 Mare Street,

Land rear o 392-396 Mare Street and

Learning Trust site

D - Narrow

Way

Northern

Gateway

D1 3-17 Lower Clapton Road

D2 Clarence House and 2-12a Clarence

Road

E1 -

Hackney

Yards

E1 Floreld Road Depot, Maurice Bishop

House and 13 Reading Lane

F1 - Great

Eastern Inll

F1 1-10 Great Eastern Buildings and

Land to the rear o 29-39 Horton Road

G1 -

Hackney

Lanes

G1 Oces and land, 70 Sylvester Road and

Oce/Warehouse, 117 Wilton Way


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9.2.1. Existing eatures to be respected /

enhancedThis opportunity area is the largest site within

Hackney Central but has no overall dening quality

and numerous weaknesses in terms o its current

townscape. It thereore presents an opportunity to

be redened as a new high quality urban quarter.

Key positive characteristics to be respected:

Medium building heights along Morning LaneWest and where the backs o the buildings

ronting Mare Street (typically 3-4 storeys at

present) dene the edge o this area;

Vibrant active area at the ront o the bus garage

site where it meets the Narrow Way and Amhurst

Road junction;

St John-at-Hackney Church Gardens bound the

northern edge o this area and orm a tranquil

parkland area;

At the western end o Morning Lane, Bohemia

Place and side wall o Tescos existing buildings

sit on the back o the pavement;

The amenity o adjacent properties, such as the

backs o buildings on Mare Street looking towards

the Tesco car park;

Active uses in the arches on Bohemia Place;

Subterranean constraints associated with

the Channel Tunnel Rail Link (CTRL) and land

saeguarded or the possible uture Hackney-

Chelsea underground line (Crossrail2 CR2) must

be taken into account.

Existing negative characteristics that should be

addressed include:

Morning Lane is a busy thorough-are, being a

secondary route east whilst also serving as an

important route to the Tesco supermarket. Whilst

it will continue to provide an important vehicular

route, measures should be taken to enhance

conditions or pedestrians and cyclists;

Poor quality one and two-storey commercialbuildings along Morning Lane and Bohemia Place

undermine the townscape;

A weak edge to the streetscape along therontage o the Tesco car park acing Morning

Lane, results in a poorly dened streetscene;

The backs o the buildings on Mare Street acingthe Tesco car park are unsightly and orm a poor

edge to this space;

The pedestrian link between Mare Street andTescos is a poor quality, unwelcoming route;

The high level railway line divides the two parts

o this area and is a major barrier to north-south

movement in Hackney Central;

The outside walls o the bus garage and Tescos

on Morning Lane are blank resulting in long dead

rontages;

Poor quality public space in ront o 2-20 Morning

Lane.

9.2 Character Area 01: Mare Street East

Active uses in the railway arches on Bohemia Place The pedestrian link rom Mare Street to Tesco is unwelcoming


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9.2.2 Proposals or Character Area 01

As the largest opportunity area within Hackney

Central this Character Area oers the scope or

numerous design options. Figure 9.3 identies a

number o constraints, but also design principles

that, as a minimum, should be addressed through

any proposals or development aecting this area.

There are ve potential components to this:

a) Tescos store redeveloped with underground

car park and two foors o retail development,

with shop windows addressing the adjacent

roads and spaces. Above the store residential

development is provided to make the best use o

the site.

b) The western side o the Tescos car park is

developed and a new pedestrian link is ormed

between Morning Lane and Bohemia Place,

incorporating spill out spaces, it is lined with

shops and caes, it is attractively landscaped and

overlooked by residential properties

above. An improved pedestrian crossing

would be ormed over Morning Lane.

c) The bus garage would either be

relocated into a new basement acility

with mixed use development above or

the existing depot would be retained

at grade with a new development o

shops and oces at the entrance.

Locating the bus garage in a basement

acility would have a number o

advantages in terms o how the site

relates to the surrounding townscape.

Importantly, it would serve to release

highly valuable town centre land and

maximise the opportunity this presentsto positively change the character o this

area, especially at ground level.

New buildings would be able to provide

a signicantly improved relationship with

the adjoining streets and spaces. The

existing bus garage building currently

presents long stretches o blank wall

onto the adjacent St Johns-at-Hackney

Church Gardens, Churchwell Path and

and caes, that would relate to the street and

provide active and lively areas. Quieter uses could

be designed to ace towards the park so as to

maintain its low-key and tranquil atmosphere.

Locating the bus garage below ground is a

signicant undertaking, both in engineering terms

and nancially. However, it is considered to be

technically possible to deliver such a acility.

Although this would be a very signicant cost to

any development nancial assessment o this

option has indicated that it is nancially viable.

d) An enlarged public space would be ormed at the

bottom o the Narrow Way with new connections

through the railway arches.

e) A site on the southern side o Morning Lanewould be redeveloped with mixed retail and

residential uses. Development would take place

at or close to the back edge o the pavement to

create enclosure and a well dened streetscene.

Figure 9.3: Design Principles and constraints to be considered

hackney central master plan p60-101

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