Thamesmead & Abbey Wood OAPF - Analysis (2022)

THAMESMEAD & ABBEY WOOD OPPORTUNITY AREA PLANNING FRAMEWORK:

AN ANALYSIS GROUP 2: ANJALI MANIAR LEYLA MOY MEGAN STEVENS SAMANTHA CHUANG NED ADAMS-FELTON

THE BARTLETT SCHOOL OF PLANNING [2021-22]

[BPLN0057] URBAN DESIGN: DESIGN GUIDANCE, INCENTIVE, AND CONTROL

CONTENTS

OVERVIEW WHAT IS AN OAPF?

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INTRODUCTION

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METHODOLOGY

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SITE CONTEXT

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ANALYSIS

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• OAPFs set out long-term planning, regeneration and design guidance that helps to guide development in an OA. • It considers how London Plan policies can be implemented to address the strategic challenges and opportunities in an area.

• OAPFs can be adopted by a local planning authority as a Supplementary Planning Document (SPD) to help inform local plans to sit in coherence with the London Plan

MOVEMENT

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HOUSING

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EMPLOYMENT

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SOCIAL & COMMUNITY INFRASTRUCTURE

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ENVIRONMENT

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CONCLUSIONS

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GROUP WORKING REFECTIONS

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BIBLIOGRAPHY

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GROUP CONTRIBUTIONS SHEET

• This document critically analyses the OAPF for the Thamemead and Abbey Wood opportunity area (TAW OA), against a framework of Guidance, Incentive and Control measures laid out in the OAPF by the GLA.

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INTRODUCTION LOCATION

OPPORTUNITY AREA PLANNING FRAMEWORKS

GREENWICH BEXLEY

OAs are high level strategic plans for areas of importance and/or areas that cross regular bureaucratic borders. Thamesmead and Abbey Wood (TAW) being spread over two boroughs is subject to two separate local plans which may provide different visions for the place however, the OA unites these visions providing a holistic view of an area earmarked for growth.

The Thamesmead and Abbey Wood Opportunity Area (TAW OA) is situated across two London Boroughs- The Royal Borough of Greenwich and London Borough of Bexley To the North lies the River Thames which connects the area with eight other interlinked OAs which form the Thames Estuary corridor The corridor is a mayoral priority for regeneration and growth and is earmarked for over 250,000 homes and 200,000 jobs.

OAs are developed by the Greater London Authority (GLA) as the regional body responsible for the spatial development plan of the city, the London Plan.

OAPFs sit alongside the London Plan’s strategic policies and the more detailed policies of boroughs’ Local Plans and as such, it must be read in the context of the relevant statutory planning policies that apply to the OA

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METHODOLOGY METHODOLOGY To analyse the Opportunity Area (OA), we identified 5 themes which underpinned the opportunities and foci for Thamesmead and Abbey Wood (TAW).

We then reflected on these themes based on the three spatial components of Task 1 as defined in the module brief: 1. Demonstrating an in-depth understanding of the characteristics and qualities of your area and the challenges it faces 2. Demonstrating a high-quality understanding of the existing approaches to planning its future set out in the plan document you are working with 3. Producing a critical evaluation of the likely performance of the tools used in the plan document you are working with (in this assement- TAW OAPF 2020)

FIVE THEMES The report is structured around the five identified themes based on their relative significance towards the site and as set out in the OAPF. Movement within the site bears the fundamental role to unleash the potential for housing and employment opportunities.

Social and community infrastructure as well as green and blue assets are crucial in supporting the overall growth and development of the OA and make the area distinctive.

MOVEMENT

HOUSING

EMPLOYMENT

COMPONENT KEY

SOCIAL & COMMUNITY INFRASTRUCTURE

ENVIRONMENT

For clarity, as each theme is discussed, we colour-code the analysis of each of the three spatial components of the task as below: 1. PLACE

2. PLANNING APPROACHES

3. CRITICAL EVALUATION

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SITE CONTEXT • Built in the 1960s, Thamesmead was part of the government’s move to create new towns due to the short housing supply in the aftermath of the second world war.

• The style of the time was brutalist architecture, the dominant use of concrete and elevated walkways, all still visible in Thamesmead today.

• The area has remained mostly unchanged since the 1960s; however, it is now due for significant regeneration projects as part of the Mayor of London’s growth scheme.

• Prior to 2014, Trust Thamesmead and Tilfen Land were the predominant landowners and managers of TAW. However, these organisations were then taken over by Peabody, who now owns and manages over 65% of the OA land. Peabody is at the centre of the regeneration scheme along with the Boroughs of Bexley and Greenwich and the Greater London Authority.

• With an area of approximately 8.83km2, Thamesmead and Abbey Wood is one of the largest opportunity areas in London. The flat terrain is conducive to developments and enables plenty of blue infrastructure.

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ANALYSIS GUIDANCE, INCENTIVE AND CONTROL The planning approaches and critical evaluation is analyzed based on the formal tools of intervention including guidance, incentive and control as coined

by Carmona et al. (2010).

Design standards, design coding, design policy, design frameworks Subsidy, direct investment, process management, perks & bonuses Developer contributions, adoption, development consent, warranting, penalties

SWOT ANALYSIS OF PLACE Strengths

Weaknesses

• Well developed highway infrastructure • Robust and generally well-connected blue and green infrastructure with canals connecting catchment zones for appropriate flood risk management • Pedestrian network permeable through streets and BGI • Existing social and community infrastructure, including the Thamesmead Arts and Culture Office and The Link Thamesmead

• Limited public transport into and within the OA • Prioritizing vehicular accesibility has lead to highway developments that create physical barriers in pedestrian and cycle paths.

• Low legibility of cycle and pedestrian networks across the OA • Limited employment opportunities • Amenities are spaced far apart due to land use zoning • Quality of public realm is negatively impacted by overuse of cars

Opportunities

Threats

• Connect cycle paths/trails to provide safe and evenly distributed network • Improve public transport to increase connectivity and reduce car use • Improve quality of the public realm, including legibility and lighting of pedestrian network • Increase employment opportunities in area and local economy • Industrial intensification is a growing land-use practice

• Over densification of residential area • Development in the area may cause gentrification and ultimately displace existing residents • Low ground levels risk flooding • Connecting the OA to existing transport networks is expensive

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MOVEMENT SUMMARY

1. PLACE

2. PLANNING APPROACHES

3. CRITICAL EVALUATION

• Access to the perimeter of the site by national rail and Elizabeth line (opening Summer 2022).​ • Sparse bus network within OA​.

• Road networks are well established and connected to spaces within OA​. Cul de sac nature of the roads decreases legibility.

• Plenty of cycle paths, however they lack connections with eachother to create broader network.

• Pedestrian networks lack legibility and sense of safety resulting in low usage.​ • Zoning of spaces, poor public transport and large site area has increased vehicular use within site.​

Extending Public transport network into the OA to support new homes and jobs • DLR Extension • Bus Transit

• OAPF lacks a strict structure (guidance and control measures) in delivering a time bound plan for both investment into the area, and development of supporting infrastructure.

View from pedestrian bridge Pedestrain/ Cycle path crossing Yarnton Way along South Mere Lake

Good public transport experience • Maintenance of highway network • Integrating existing rail to wider transport network • Potential for passenger river services.

Healthy streets and healthy people • Reducing car dependency • Joined walk and cycling networks • Focus on improving blue-green infrastructure network

OAPF Transport strategy

• Incentivising a healthy lifestyle within the OA can contribute to the migration in the region, ultimately catalysing its growth.

• No specific control or incentive measures to ensure inclusive design.

• Lack of mention of clear funding with development of river bus services, and DLR Extension

Pedestrian and bike routes disrupted with flyovers over years of car focused development in the OA

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MOVEMENT 1. PLACE:

RAIL & VEHICULAR ACCESS

Public Transport Network

Road Hierarchy

Access to the perimeter of the opportunity area is via national rail which takes approximately 30-45 minutes from Abbey Wood into Central London and departs every 10 minutes. This access will be improved when the Elizabeth line opens in the summer of 2022 and will take approximately 20 minutes to Central London.

The road networks are well established with the arterial and primary roads allowing for broad circulation around the site.

There are plenty of local roads, however many of them are cul de sacs which decrease the legibility and permeability while increasing the congestion on primary roads.

The internal site can be accessed via bus, however the current bus routes are sparse and still require high amounts of walking. The lack of frequent and well distributed public transport and long distances between amenities increases car use.

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MOVEMENT 1. PLACE:

WALKING AND CYCLING ROUTES

Pedestrian Network

Cycle Network

Dedicated Cycle Lanes & Trails

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There are plenty of cycle routes in the site, however cycling along the road is required to connect them. Further bike lanes should be added to enable a fully permeable, ledgible and safe cycle network.​ The ridgeway traverses the length of the Eastern Way and successfully provides connection between the East and West of the site.

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Footpaths

BPLN0057 URBAN DESIGN: GUIDANCE, INCENTIVE, AND CONTROL

The pedestrian network is highly permeable. However, due to the large plot sizes and housing estates, the network lacks legibility. The low levels of lighting and cul de sac nature of the streets decreases the sense of safety which further encourages car use.

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MOVEMENT 1. PLACE:

BARRIERS TO PEDESTRIAN & BIKE MOVEMENT Barriers to accessing the site are a common in TAW. The high level of vehicular movement through the site causes barriers to pedestrian and bicycle movement, therefore decreasing non-vehicular permeability and quality of the public realm. With only six pedestrian crossings in the OA, the arterial road through the centre of the site currently decreases permeability and separates the north and south.

Arterial Road Pedestrian Crossing

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MOVEMENT 2. PLANNING APPROACHES (i) Extending Public Transport to support new homes and jobs A great emphasis is put over the transport network to allow growth for new homes and jobs in the area.

The OAPF transport strategy laid in coherence with the London Plan and TFL, staes the extension is best suited phased into 3 stages, depending on the growth level achievable

1. Current situation with growth supported by Elizabeth Line

(ii) Good public transport experience Improvements to existing services and proposed new transport options complement the strategic public transport proposal. These improvements would increase access to employment and other opportunities for residents of the OA.

Improve public transport journey times

Maintain performance of highway network, focusing on bus and freight movements

2. Growth potential with intermediate bus transit system

3. High growth stage with DLR extension supported by bus transit

(iii) Healthy streets, healthy people A package of interventions is proposed to make new public infrastructure accessible, tackle severance at a local scale and improve the extent and quality of local walking and cycling connections.

Improve local connectivity and reduce physical obstacles

Enable travel by sustainable modes

“... this OAPF supports and plans for the extension of the Docklands Light Railway (DLR) from Gallions Reach station v ia Beckton Riverside to Thamesmead and beyond. As a complementary and intermediate stage, a bus transit is proposed to provide reliable, sustainable connections from the outset with potential to kick-start investment and development in the OA.”

(p37, TAW OAPF 2020)

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MOVEMENT 2. PLANNING APPROACHES

Proposed DLR and Bus transit routes in the OA (Map from TAW OAPF, 2020)

PLANNING APPROACHES Extending Public transport network into the OA to support new homes and jobs

OBSERVATIONS

Good Public transport Experience

Guidance: Efficient connection of new transport links to the existing network.

Introducing new pier and passenger river services.

Incentive: Improvement to existing transport options. Potential river bus services to better connect communities across the Thames.

Control: Maintenance of highways and existing transport infrastructure, focusing on bus and freight movements. Integration of railways with wider transport network.

Healthy Streets, Healthy People

Guidance: Integrated walking and cycling paths with strategic routes, and existing transport infrastructure. Enhancing green infrastructure – to improve and extend existing off-road routes.

Incentive: Reducing car dependency, Enhance quality of public realm, Enabling local convenience trips and leisure. Better access to Thames ridgeway.

Control: 80% of all trips to be made by walking cycling and public transport (as per Mayor’s initiative for LP2041) Creating high quality streets for high quality public realm, following a Max car park approach to new developments.

Guidance: DLR extension from Gallions Reach station to Thamesmead town centre. New bus transit system as a intermediate stage before delivery of rail network.

Incentive: New homes and jobs in the area. Access to easy and sustainable travel options with strategic public transport across development sites.

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OAPF Transport strategy, Dec 2020 THE BARTLETT SCHOOL OF PLANNING [2021-22]

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MOVEMENT 3. CRITICAL EVALUATIONS PLANNING APPROACHES Extending Public transport network into the OA to support new homes and jobs

CRITICAL EVALUATIONS POSITIVE

NEGATIVE

Guidance and incentive measures for new developments in a OA directly addressing the intensions of development in coherence with the London plan, TFL guidelines, and the local borough plans.

Extension of DLR line depended on funding from housing developers and residents (TAW OAPF 2020, p39).

Bus transit route, and frequency of service, heavily dependent on a large population for its use.

Influx of population is conversely dependent on the connectivity to, and within the Thamesmead and Abbey Wood OA.

Good Public transport Experience

Guidance, Incentive and Control measures laid out for the maintenance of existing infrastructure, and the development of their extensions.

Clear focus on integrating sustainable transport measures with existing network.

Healthy Streets, Healthy People

Guidance to ensure appropriate delivery of new walking and cycling infrastructure allows less space for deviation from important development goals.

Incentivising a healthy lifestyle within the OA can contribute to the migration in the region, ultimately catalysing its growth.

GAPS Mutual dependency between transport investment, population inflow, creating a loop which delays the delivery of both DLR extension as well as profit from housing investments.

OAPF lacks a strict structure (guidance and control measures) in delivering a time bound plan for both investment into the area, and development of supporting infrastructure.

OAPF proposes options for the extension on DLR to the Thamesmead town centre – Overground and Underground, providing potential options without considering the disruption to the existing infrastructure along the line extension.

No specific control or incentive measures to ensure inclusive design.

The notion of creating “accessible” green infrastructure networks is loose and has the potential to cause detrimental effects to the existing “accessible yet secluded” BGI network of canals and wetlands

Lacking perspective with zoning of residential and commercial developments currently in the area.

Lack of mention of clear funding with development of river bus services along the Thames link.

The aims for achieving 5min walkability to provisions is equally dependent on smaller neighbourhoods sharing commercial spaces.

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HOUSING SUMMARY

1. PLACE

2. PLANNING APPROACHES

3. CRITICAL EVALUATION

• Large areas of non-residential land use • Low density and relatively low rise buildings (50m max), mainly consists of slab/terraced house typologies.

• Much of the housing appears to be unchanged since it was built in the 1960s

• Unlocking housing with transport infrastructure • Dense Thamesmead town centre and corresponding waterfront densities • Builds around existing GLA Housing Zones • Estate regeneration focus

• Reliance on transport infrastructure • House prices associated with transport infrastructure • Lack of guidance on form and scale • Land-use conflicts

DLR Extension Rapid Bus Transit

5,000

Elizabeth Line

7,500

3,000

Slab typologies perpendicular to Abbey Way Park

Proposed Areas for Housing

Share of unlocked homes per transport infrastructure improvement

Iconic tower blocks along Yarnton Way visible from Abbey Wood

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HOUSING 1. PLACE Building Typologies

Building Heights

Pavillion/Tower Slab/Terraced House Courtyard Non-residential 0

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Slab/terraced houses are the most common typology in the OA. This is likely to change as the regeneration projects introduce high density developments. Currently there is a high proportion of space occupied by non-residential buildings such as the HMP Belmarsh and industrial sheds.

The maximum building height in the OA is 50 meters, however the most common is 10 meters. To achieve the increased density targets outlined in the OAPF, the new developments will likely increase the overall building height of the area, therefore changing the character.

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HOUSING 2. PLANNING APPROACHES Proposed Areas for Housing

PLANNING APPROACHES Unlocking housing with transport infrastructure

Dense Thamesmead town centre and waterfront response Builds around existing GLA Housing Zones

Housing Zones MarcH 2016

Estate regeneration focus

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GLA Housing Zones Programme (2016)

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OBSERVATION Incentive: A target of 15,500 new homes set are to be unlocked by transport.

With the Elizabeth Line confirmed and set to open in 2022, 5,000 homes are set to be ‘unlocked’. An ‘intermediate stage’ mostly focused on the bus and cycle network could secure another 3,000 homes whilst the significant capital expenditure of a new crossriver DLR connection could support the unlocking of the remainder.

Promises of infrastructure provide an incentive for developmers to support regeneration in the area.

Guidance: Thamesmead town centre should 'optimise density... through innovative, mixed-use typologies' (2020, p135). Thamesmead Waterfront should respond to the heights of existing development and those of the new town centre whilst densities should be concentrated in areas with good transport links. Varied scale and character is suggested to create a 'vibrant' (2020, p135) waterfront.

Guidance/Incentive: 'Housing Zones' is a GLA housing programme initiated by previous London Mayor Boris Johnson. Two housing zones were flagged in the initial proposals in 2016 with circa 2,500 homes earmarked for additional GLA monetary support. This both incentivises housing through investment and controls its whereabouts.

Guidance: The OAPF acknowledges that most of the housing change, particularly on the LB Bexley side of the OAPF will be estate regeneration schemes. As such, the OAPF outlines some of the key tenets of these schemes, derived directly from either the London Plan and the Mayor’s Good Practice Guide to Estate Regeneration. This guidance includes an intimation to focus on rehousing strategies during regeneration programmes crucial for the sustainability of vulnerable local communities.

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HOUSING 3. CRITICAL EVALUATION DLR Extension Rapid Bus Transit

5,000

Elizabeth Line

7,500 3,000

Share of unlocked homes per transport infrastructure improvement

PLANNING APPROACHES POSITIVE Transport infrastructure is a Reliance on reliable means of catalysing and transport incentivising development. The infrastructure

process of ‘unlocking’ areas for development can be seen across London and beyond.

House prices associated with transport infrastructure

Land values increasing due to transport infrastructure improvements is likely to incentivise development.

Lack of guidance on form and scale

Over oneroues control measures on housing design can slow development and dis-incentivise homebuilding.

Land-use conflicts

Mixed land-use is promoted in the OAPF allowing for efficient allocation of limited land.

Exclusive development around the Northern Line extension THE BARTLETT SCHOOL OF PLANNING [2021-22]

CRITICAL EVALUATION NEGATIVE Housing developers are needed to fund the transport infrastructure and with almost 50% of the housing in TAW linked to the costly river crossing of the DLR, this is a signifcant strain on delivery of the OAs objectives.

‘Unlocked’ areas often struggle with high prices due to their newly acquired proximity to attractive job markets. The OAPF cites (2020, p39) the extension of the Northern Line in South-West London as an example of transport infrastructure leading regeneration however, it has resulted in significant speculative investment leading to criticism that the area has been gentrified (Evening Standard, 2021).

The OAPF does not try to control or greatly guide development from a design perspective. This could lead to poor housing design and unaffordable homes The site to the north of Plumstead Station identified as a GLA Housing Zone borders SIL and Plumstead Bus Garage. This creates a conflict of uses which requires careful consideration to generate high quality housing.

GAPS Guidance on how transport infrastructure will be delivered and support from central government would reduce the requirement from developers.

Control over development and affordable housing aims are not clearly set out. More control measures are needed to limit displacement.

A spatial plan guiding high-level desnity and height priniciples would support the existing planning documentation to promote effective ouotcomes and avod over-densification.

Guidance of the suitability and acceptability of co-locating industrial and housing land coul unlock further housing provision.

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EMPLOYMENT SUMMARY

1. PLACE

2. PLANNING APPROACHES

3. CRITICAL EVALUATION

• Sparse local employment areas concentrated around town centres, transit corridors, and historic industrial areas • Town centre defined by retail park, exemplifying the relative lack of employment opportunities in the area • Transit to employment centres in Central London requires use of National Rail and a transfer

• Unlocking jobs with transport infrastructure • Positioning the area within the wider London Estuary hub for industrial, creative and cultural production • Industrial intensification and diversification • Improvements in town centre and retail provision

• Reliance on transport infrastructure • Local and central employment centres • Blend of industries

Thamesmead Town Centre with shops and plaza

West Plumstead industrial zone plan

Multi-storey warehousing - Hatton Cross

Adjoining Cannon Retail Park with McDonald’s drivethrough fronting onto main road

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TRAVEL TIME TO CENTRAL LONDON EMPLOYMENT CENTRES from Abbey Wood station

EMPLOYMENT 1. PLACE Currently, employment areas are sparse and concentrated around a town centre in central Thamesmead and satellite town centres areas around the Plumstead, Abbey Wood, and Belvedere National Rail stations.

Other economic hubs include the West Thamesmead and Veridion Park industrial areas.

to Bank

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42 mins

Employment Centres

Employment areas around Thamesmead Town Centre are examined on a district scale in the above map. Namely, employment opportunities are clustered around the Cannon Retail Park in northwest Thamesmead.

HMP Thameside: The West Thamesmead Industrial Area is home to 3 prisons as well as the West Thamesmead Business Park, which contains trade and light industrial uses.

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The Veridion Park Industrial Area in East Thamesmead also offers warehouse and office space, construction, and construction education facilities.

Thamesmead Moorings Shopping Centre

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EMPLOYMENT 2. PLANNING APPROACHES West Plumstead industrial zone plan

PLANNING APPROACHES Unlocking jobs with transport infrastructure

Positioning the area within the wider Thames Estuary hub for industrial, creative and cultural production Industrial intensification and diversification Improvements in town centre and retail provision

OBSERVATION Incentive: The narrative of ‘unlocking’ housing through transport infrastructure is also used in relation to jobs. 8,000 jobs in total are anticipated to be provided should the full suite of transport connections be provided with 4,000 secured through the Elizabeth Line, 1,500 through the ‘intermediate stage’ of transport link and the remainder via the DLR connection. These transport elements incentivise businesses to move to the area.

Incentive: The planned transport infrastructure is not solely for accessing jobs in central London. Eight interlinked Opportunity Areas along the Thames Estuary are to be created to generate 200,000 new jobs in East London (2020, p22). Again this incentivises businesses who will benefit from this new east London hub.

Guidance: Existing industrial sites in the OA are to be intensified, particularly to allow space for alternative types of industry such as workspaces for creatives.

Guidance: The retail offer across the OA is very poor at present with residents underserved by a range of services. Improving town centres and retail provision wil serve to boost the offer across the OA providing jobs within the sector.

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EMPLOYMENT 3. CRITICAL EVALUATION PLANNING APPROACHES Reliance on transport infrastructure

Local and central employment centres Blend of industries

POSITIVE

Like housing, transport infrastructure is likely to incentivise new businesses to move to the area boosting employment opportunities.

CRITICAL EVALUATION NEGATIVE

Industry and employers have a less direct mechanism to fund transport infrastructure than housing. S106 focuses on new development whereas much of this OA’s jobs are sourced from intensification of industrial land which won’t necessarily be construed as new development.

Without careful consideration, the area is likely to become popular as employment opportunties are boosted. This could lead to displacement.

In creating a network of opportunity areas along the estuary, jobs are provided outside of the traditional employment centres of London. This eastern focus will boost liveability in the OA as jobs are accessible without significant commutes.

Guidance in the OAPF focuses on town centres, Co-location of industries is a relatively new industrial land and transport infrastructure, jobs concept and as such, is not tested to a significant across a range of industries will be generated degree. creating a varied jobs market residents.

GAPS

Guidance on how transport infrastructure will be delivered and support from central government would reduce the requirement from developers.

Reaching this employment network still relies on transport infrastructure however and as such the phasing of these works is crucial to realising this wider estuary opportunity.

Guidance on specific industries to locate in the OA. To ensure competitiveness, an estuary wide plan may be needed to reduce duplication of industry.

DLR Extension

INDUSTRIAL I N T E N S I F I C AT I O N PRIMER

Rapid Bus Transit Elizabeth Line

2,500 4,000

1,500

The GLA encourages mixed-use industrial areas, even with industrial and residential uses subject to design guidance.

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Share of unlocked jobs per transport infrastructure improvement

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SOCIAL & COMMUNITY INFRASTRUCTURE SUMMARY

1. PLACE

2. PLANNING APPROACHES

3. CRITICAL EVALUATION

• Area is well served by schools, as follows from its primarily residential character • Presence of Arts and Culture and Community Centres • Certain services concentrated near Plumstead beyond the site’s soutwestern border

• Well-connected social infrastructure hubs • Meanwhile / temporary uses to boost to support retaining culture and heritage • Early and inclusive community engagement

• Establishment and connection of social infrastructure hubs would depend on lower level plans and transport connection • Mismatch of cultural and creative clusters to the existing population • Early and inclusive community engagement incorporated in the OAPF formation

Pocket park at The Link Thamesmead

Proposed social infrastructure depending on transport

World-class centre for creative and cultural production (Thames Estuary Production Corridor)

Bishop John Robinson Primary School

Sample of public consultation boards for OAPF formulation

RB Greenwich and LB Bexley Local Plans

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SOCIAL & COMMUNITY INFRASTRUCTURE 1. PLACE While the Thamesmead & Abbey Wood area does have social and community infrastructure, certain services located far apart from one another, leading to a lack of easy accessibility and eroding the feel of interconnected community.

Post Educational Medical Sports facilities

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The Thamesmead Arts and Culture Office (TACO!) is an ‘artist-led space’ with a gallery, bookshop and broadcast studio

The Link Thamesmead is a youth and community centre that occupies nine arches under the Harrow Manor Way Flyover.

The Birchmere Community Hub is a community centre focused on health and wellbeing: it offers a community garden and cook-and-eat sessions

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SOCIAL & COMMUNITY INFRASTRUCTURE 2. PLANNING APPROACHES Social & Community Infrastructure Planning Approaches

PLANNING APPROACHES

OBSERVATION

Well-connected Guidance: social Hubs of social infrastructure to be placed in locations that are ‘well-connected, easy to infrastructure hubs reach and make best use of its proximity to open spaces and lake’ (TAW OAPF, p.27).

Incentive: Under Bus Transit only scenario (as illustrated by the plan), there will be no proposed secondary school, sport facility, health facility and sports and leisure hubs as opposed to the scenario with DLR connection.

Control: The national policy states that local authorities can refuse planning permission if the proposed development is unable to provide adequate provision to cater the needs of the new population.

Meanwhile / Guidance: temporary uses to Culture and heritage should be cherished and integrated into the OA in which meanwhile boost to support / temporary uses add to the identity of the OA and should support existing and new retaining culture grassroots creativity which adheres to Mayor’s Cultural Infrastructure Plan. Heritage and heritage assets should form a part of the area’s identity and there is potential for nationally important archaeology to help shape the OA’s heritage offer.

Early and inclusive Guidance: community The OAPF states that there are ‘opportunities for early and inclusive engagement with engagement local people to improve their neighbourhood’ to enhance the area for residents and businesses.

Incentive: Early engagement events have been carried out by the project team in summer 2019 to inform the draft OAPF published for public consultations. The engagement by GLA in turn incentivizes development actors to do the same.

Control: Appendix B provides an Engagement and Consultation Summary which adhered to the Bexley and Greenwich Council’s adopted Statement of Community Involvement and the statutory requirements of the Town and Country Planning (Local Planning) (England) Regulations 2012.

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SOCIAL & COMMUNITY INFRASTRUCTURE 3. CRITICAL EVALUATION PLANNING APPROACHES Establishment and connection of social infrastructure hubs would depend on lower level plans

CRITICAL EVALUATIONS POSITIVE

NEGATIVE

Suggestions on proposed addition or change of amenities would serve as a guidance for reference of future development for development actors to reference on to contribute to the overall vision of the OAPF. Flexibility and discretion are offered to cater future changes and demands.

Incentive to pay attention to social infrastructure as responded by the Peabody’s Plan for Thamesmead 2018-2023 (TM, 2019, p.21). It is stated that they will complete a ‘social infrastructure modelling tool’ to ‘pave future growth’ of the site and ‘contribute to the overall OAPF led by the GLA’..

Mismatch of cultural and creative clusters to the existing population

Incentives in gathering and supporting community during the development timeframe, that are illustrated by the youth and community centre in support of cultural happenings and youth training – The Link Thamesmead that is set up by Peabody, and realized in Peabody’s promises to co-design the new Community Learning and Enterprise Hub at Arnott Close (ThamesmeadNow, n.d.; TM, 2019, p.21)

The OAPF remains as a high-level assessment and therefore the connection of social hubs would still depend on local plans by Royal Borough of Greenwich and London Borough of Bexley, and detailed work by relevant stakeholders and local community.

The extent of abiding to the guidance would subject to discretionary justification upon various development actors’ individual review and evaluation of the site.

Guided direction of responding to the Mayor’s Cultural Infrastructure Plan and wider connection to the regional scale for world-class creative and cultural centre – Thames Estuary Production Corridor may be a mismatch to the OA’s population. Networks of cultural and creative clusters may attract talents from across London rather than meeting the needs of the current population if temporary cultural uses are not well managed, that might lead to gentrification or displacement.

GAPS OAPF lacks a strict structure (control measures) in delivering a time bound plan for development of social infrastructure.

Lack of sufficient social infrastructure hubs to support the population in 400m radius without DLR connection.

The OAPF addresses the number of existing schools, but lacks analysis on the proportion of schools for different educational levels.

The majority of schools in the area are nurseries, while there is a lack of guidance on supporting facilities to cater the vast number of nurseries.

Lack of guidance on improving accessibility to support temporary uses in the area. The improvement in movement is only guided in the later stage.

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SOCIAL & COMMUNITY INFRASTRUCTURE 3. CRITICAL EVALUATION PLANNING APPROACHES Early and inclusive community engagement incorporated in the OAPF formation

CRITICAL EVALUATIONS POSITIVE

NEGATIVE

Mandatory control in conducting community engagement is laid out by the Town and Country Planning (Local Planning) (England) Regulations 2012.

Guidance and incentive of undertaking public engagement in the delivery process through mentioning Peabody’s role in the OAPF. As a result, there has been evidence of initiating community engagement works by the Peabody which goes beyond the OAPF including engaging with local schools, setting up survey and focus group opportunities as delivered by their consultant Arup (ThamesmeadNow, n.d.).

There is no guarantee whether the results of community engagement can be reflected in the development plan. Lacking control or guidance on preventing tokenistic community engagement. Public consultation is a requirement from top-down, instead of bottom-up community initiative.

GAPS Lack of control in the specific methodology or details in community engagement for developers and other actors on involving the community which is more inclined towards a guidance or incentive that could end up as a tick box exercise.

No specific control measures to ensure inclusive engagement. The OA is home to permanent Gypsy and Traveller site and there is a dominant proportion of BAME community within the site.

There have been guidances on supporting the Moorings Neighbourhood Plan and designated protected Gypsy and Traveller site.

Public consultation for OAPF formulation which incentivizes early engagement

by Peabody

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ENVIRONMENT SUMMARY

1. PLACE

2. PLANNING APPROACHES

3. CRITICAL EVALUATION

• Existing green infrastructure includes the well-connected Thames Path and Ridgeway • Some green space inaccessible or limited by poor legibility, with a relative lack of green space in industrial areas • Majority of the OA falls in Flood Zone 3, indicating a high flood risk from the Thames and marsh dyke system • OA has generally average air quality, with some junctions failing to meet NO2 and particulate matter standards

• Protecting and enhancing open spaces • Improving accessibility of existing green and blue spaces • Mitigating or resilience towards climate change impacts

• Preserving open spaces alongside development • Accessibility of existing green and blue spaces dependent on movement improvement and development plans • Climate change solutions responding to the national level

Thames Path

Proposed improvements to SINC and green spaces

Utilisation and enjoyment of open spaces for all

Ridgeway Green Chain Walk

Proposed improvements to river and canal

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ENVIRONMENT 1. PLACE

Source: Thamesmead & Abbey Wood Opportunity Area Planning Framework

0

200

400

600

800

1000

1200

1400

1600

1800

2000m

Scale 1:15000

Gallions Reach Park

Crossway Park

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Southmere Park

Crossness Nature Reserve

BPLN0057 URBAN DESIGN: GUIDANCE, INCENTIVE, AND CONTROL

The site has robust and interconnected bluegreen infrastructure that is visually pleasing, easily accessible, and adds character to the site, though much of the built environment has sparse greenery.

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ENVIRONMENT 2. PLANNING APPROACHES Environment Planning Approaches

PLANNING APPROACHES

OBSERVATION

Protecting and enhancing open spaces

Guidance: The major goal is to improve the quality, functionality and accessibility of existing green space by integrating more greenery into parts of the OA and aim to secure net biodiversity gain where possible. The map extracted from the OAPF shows the proposed improvements to Sites of Importance for Nature Conservation (SINC) and green space. Developments in proximity to the protected open spaces and SINC should bear environmental considerations in mind.

Improving Guidance: accessibility of Improving access to and through the potential green corridors, existing Thames existing green and Path, Green Chain Walk and Ridgeway for better utilisation of existing green and blue blue spaces spaces. Also, to promote healthier living by improving walkability along the natural assets, integrated with local amenities and destinations. The OAPF also states that footpaths along the environmental assets should be pedestrian-friendly by improving the street lighting and tackle safety concerns.

Mitigating or Guidance: resilience towards Major developments should address flood risk, water use and wastewater climate change infrastructure. Potential urban greening can also be added along bus transit corridor. impacts Incentive: Reduce exposure to poor air quality by providing greener walking/cycling route.

Control: The OAPF responds to the overarching call for a greener and cleaner city from London Plan of which serves as design control, including the goal listed in the London Plan to make half of London green by 2050 and lead to a zero-carbon future (GLA, 2021). Also, control is set out in the OAPF to include detailed Waste Management Strategy, Energy Strategy and update flood defences, in addition to the Circular Economy statement and energy efficient targets as required by the London Plan.

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ENVIRONMENT 3. CRITICAL EVALUATION PLANNING APPROACHES Preserving open spaces alongside development

CRITICAL EVALUATIONS POSITIVE

NEGATIVE

GAPS

While unlocking the potential for housing and transport development along the Thamesmead Waterfront site, there are guidances on preserving the open spaces in the OAPF.

Public space should be better maintained and utilised as guided by the OAPF, yet the enhancement of open spaces would in turn attract development that might damage the environment again.

There is a lack of guidance on long-term maintenance plan of open spaces.

Accessibility of existing green and blue spaces dependent on movement improvement and development plans

The Greenwich Plan has been built based on the OAPF where it is stated that to enhance Royal Greenwich, the accessibility, capacity and quality of the public transport network should be improved together with sustainable travel including public transport in the waterfront area.

65% of the land is owned by Peabody which includes 240 hectares of parks and green space. The enhancement and accessibility of open spaces would depend on other proposed development by Peabody, as well as transport.

Incentives in improving accessibility to existing green and blue spaces is more trivial as compared with transport improvement for unleashing housing and employment potentials.

Climate change solutions responding to the national level

Design controls that respond to the national level plan make waste management, energy and update of flood defences mandatory for development actors.

Guidance on responding to climate change could only work with a holistic improvement of the site. Responding to the national policy, the OAPF only targets for zero net-carbon emission. With the vast amount of carbon Local plans corresponding to the OAPF as sink as offered in the green spaces, it could RB Greenwich (2020) have pledged to be be justified to meet national targets. On the carbon neutral by 2030 one month prior to the other hand, the site has existing industries and publishing of the OAPF. The OAPF has taken is car-oriented which could lead to pollution into account the potential flood risks of the site issues. and addressed the need of biodiversity as well as supporting facilities.

The OAPF sits above the site level and serves as an area-wide plan, it also focuses on strategic planning issues instead of specific details on tackling climate change. The Peabody’s Plan for Thamesmead 2018-2023 mentions that there will be application of new technologies, smart infrastructure and adopting of ‘best practice environmental sustainability standards’ (TM, 2019, p.42), yet with a lack of specific details.

Lack of guidance or control in inclusive design of play spaces and open spaces.

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CONCLUSIONS Themes Positive Movement

• •

Guidance Negative

Guidance on the phasing and extension of public transport.

Descriptive focus on achieving integrtated healthy streets

•

Positive

Incentive Negative

Guidance measures • dependent on external factors like population and investment in the OA to execute plans

Incentivising a healthy lifestyle and walkable streets to encourage migration into the area.

•

Gaps with incentivizing inclusive approach to design.

Positive •

Control Negative

Development restrictions with car free zones to ensure maximum sustainable transport usages.

•

OAPF lacks control measures in delivering a time bound framework for development, as multiple other sectors are dependent of the delivery of a robust transport system.

Lack of control tools on density and height could allow for stark contrast to existing stock

Housing

•

Outlines and references • best practice for prevalent estate regeneration schemes

Lack of guidance on housing design could allow for inappropriate, unaffordable housing for local people

•

OA instigates transport infrastructure improvements that stimulate housing

•

Lack of any tangible incentives

None can be identified

•

Employment

•

Range of industries promoted within planning approaches Growth of employment centres in the OA and the wider Thames Estuary reducing commute times and icnreasing the viability of living in TAW.

None can be identified

•

OA instigates transport infrastructure improvements that stimulate employment Focus on densification of industrial land signifies availability for businesses

•

Lack of any tangible incentives (incentives suggested

None can be identified

•

Lack of control over transport infrastructure puts additional jobs at risk

•

Social & Community Infrastructure

•

Environment

•

•

Range of newly proposed and better connections of facilities to support existing and new population

•

Guidances on preserving open spaces from development damage

•

•

•

Lack of guidance in carrying out inclusive engagement Guidance on developmental direction towards cultural and creative hubs might lead to gentrification or displacement

•

OA instigates transport infrastructure improvement that leads to social and community infrastructure

•

Lack of any tangible • incentives (lower incentive to provide for social good as compared to profitgenerating housing and employment development)

Mandatory requirement of conducting community engagement under the national regulations

•

Lack of control in detailed approach of community engagement

Lack of guidance on long-term management of environmental infrastructure Initiatives towards climate change would only be effective with holistic improvement of the site

•

Provision of green and blue infrastructure to support sales and promotion of housing

•

Lack of any tangible • incentives (lower incentive to provide for environmental good as compared to profitgenerating housing and employment development

Mandatory design controls that respond to the national level plan to address issues of waste management, energy and flooding

•

Lack of control in inclusive design of play spaces and open spaces.

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GROUP WORKING REFLECTION GROUP WORKING We visited the site in two separate groups to accommodate different course schedules; this proved helpful as we gained insight at two different times of the day and week. We then met to exchange initial thoughts, findings, and ideas. From this, five themes were identified as being the most impactful in the site and OAPF (movement, housing, employment, social and community infrastructure and environment). As per the brief, we analysed the existing place and planning approaches and critically evaluated each theme. To ensure a holistic review of the framework, themes were not solely divided between group members. Instead, we each worked across tasks in multiple themes and collaborated with peers on other tasks. We discussed ideas for each section initially and then nominated ourselves to do those which interested us the most and would utilise our respective strengths in graphics, layout, write-ups and organization. We worked on these separately and then met regularly to provide each other with feedback and monitor progress.

INDIVIDUAL REFLECTIONS ANJALI

LEYLA

MEGAN

SAMANTHA

NED

“Going over each others’ work week by week has helped us strengthen an overall narrative for this report. All members have been open to input and change, and this has allowed us a space for quick decision making ultimately leading us all to expand our skill-sets in the process.

Working on the analysis of transport infrastructure was a first, and I really enjoyed learning the multitude of ways a wider network is planned and executed. I am very grateful to all my team members for helping me produce quality work with their valuable insights. ”

“I enjoyed working with maps and site analysis in previous projects, so I chose to work on graphically representing the present place conditions. While I worked primarily on presenting an overview of employment, social infastrctural, and environmental aspects of the site, I also enjoyed reviewing and integrating the OAPF assessments of these factors. Our group worked very well together.

While we had to visit the site separately, I think our communication around the site visit was excellent and the separate visits actually helped us get a more comprehensive view of the site. ”

“My strengths and interests lay in producing and analysing graphical maps; therefore, I was responsible for the movement and housing place analysis along with the site context.

Through this, I have learnt about TAW, the advantages and disadvantages of implementing OAPFs and the scope of change they have. I have also gained more knowledge of urban design tool approaches by critically reviewing the OAPF. We worked well as a group; when differences in opinion occurred, we openly communicated, explored all ideas together and developed compromises.”

“Our group worked together in an effective and efficient manner. I am more into the community side, social infrastructure and open spaces provision from my previous public engagement experience, and therefore I was responsible for these themes. We had fruitful discussion critically analysing what contributes guidance, incentive and control given their implicit and overlapping nature.

I also appreciate how we reflected on one another’s work to refine the final product. Overall, it is a rewarding experience to learn about the site, OAPF and design tools.”

“As a group we have worked well together, visiting the site in two groups initially and then splitting up to look at the place as is and to analyse the planning approaches in the OA respectively.

Disputes have been rare and easily resolved through robust discussion.

Being a part-time student I have been able to add my experience working for a mayoral development corporation to the group whilst learning from peers with different perspectives.

Reviewing an OAPF has given me a deeper understanding of the value of high level strategic plan making in London.”

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BIBLIOGRAPHY & SOURCES BIBLIOGRAPHY

IMAGE SOURCES

Evening Standard, 2021 ‘Northern line extension: House prices to rocket in areas around Nine Elms and Battersea Power Station’ [online] available at: https://www.standard.co.uk/homesandproperty/property-news/northern-line-extension-house-prices-increase-nine-elms-battersea-stations-b956224.html [Accessed 7 February 2022] Greater London Authority, 2021. The London Plan [online] available at: https://www.london.gov.uk/whatwe-do/planning/london-plan/new-london-plan/london-plan-2021 [Accessed 5 February 2022] Greater London Authority, 2020. Thamesmead & Abbey Wood: Opportunity Area Planning Framework.

London: Greater London Authority, pp.1-88.

Greater London Authority, 2020. Thamesmead & Abbey Wood: Opportunity Area Planning Framework – Appendix B. London: Greater London Authority, pp.1-155.

London Borough of Bexley, 2012. Bexley Core Strategy. [online] available at: https://www.bexley.gov.uk/ sites/default/files/2020-05/Bexley-Core-Strategy.pdf [Accessed 6 February 2022] Royal Borough of Greenwich (RB Greenwich), 2014. Royal Greenwich Local Plan: Core Strategy with Detailed Policy, pp.1-170.

Thamesmeadnow.org.uk. n.d. The Story: Thamesmead. [online] available at: https://www.thamesmeadnow. org.uk/the-story/ [Accessed 5 February 2022]

p4: Road by Atif Arshad from NounProject.com, Home by Atif Arshad from NounProject.com, Portfolio by Atif Arshad from NounProject.com, Fountain by Atif Arshad from NounProject.com, Tree by Atif Arshad from NounProject.com p5: Lakeside, Bexley 1973 Thamesmead photo from Thamesmead Community Archive p10: Aerial Photos from Google Earth p11 &12: Maps from TAW OAPF Dec 2020, published by Mayor of London p15, 16: https://www.london.gov.uk/sites/default/files/housing_zones_brochure_march_2016_5.pdf p17: http://www.jonestheplanner.co.uk/2014/03/thamesmead-town.html p18: Thamesmead Moorings Shopping Centre- Wikimedia Commons https://www.skanska.co.uk/expertise/projects/57270/HMP-Thameside p19 & 20: https://www.london.gov.uk/sites/default/files/industrialintensificationprimer.pdf

TM, 2019. Peabody’s Plan for Thamesmead 2018-2023, pp.1-50.

The Young Foundation, 2019. Life in Thamesmead: An ethnography of families with young teenagers. London: The Young Foundation, pp.1-23.

p21: https://twitter.com/paulspellr/status/909457048114536449 https://www.bishopjohnrobinsonprimary.co.uk/ Thames Estuary Production Corridor from GLA https://www.london.gov.uk/what-we-do/arts-and-culture/current-culture-projects/thames-estuary-production-corridor p22: https://www.newsshopper.co.uk/news/16961335.new-radio-station-thamesmead-will-positive-cultural-force-local-community/ p25: https://www.newsshopper.co.uk/news/11888524.thamesmead-thames-path-to-be-transformed-thanks-to-your-votes/ https://annierak.hoofbags.me.uk/ridgewaylondon.html p26: https://goo.gl/maps/2teiPgieDGrSL6hu8 https://goo.gl/maps/Sh1ntDVqfE8oGJax6 https://goo.gl/maps/QmdbzLgAtQeBYap28 https://goo.gl/maps/Wat6hn2cLDq6aWeFA Visualization of green and blue space by Peabody https://www.hortweek.com/peabody-publishes-framework-managing-thamesmead-green-spaces/landscape/article/1700471 Plans of green and blue infrastructure from TAW OAPF (2020) p27: Plans of flooding and air quality from TAW OAPF (2020)

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GROUP CONTRIBUTION SHEET PLAGIARISM Work submitted by you for assessment must be your own. If you try to pass off the work of others as your own you will be guilty of plagiarism.

Plagiarism refers to any work by others, whether published or not, and can include the work of other candidates. Any quotation from the published or unpublished works of other persons, including other candidates, must be clearly identified as such being placed inside quotation marks and a full reference to their sources must be provided in proper form. A series of illustrations taken from several different sources, if not clearly identified as such, constitutes as plagiarism just as much as does unacknowledged written quotations. For further information on plagiarism please refer to your course handbook.

Module Code:

BPLN0057 - Urban Design: Design Guidance, Incentive and Control

Task:

Task 1: Analysis

Tutor:

Neha Tayal

PLAGIARISM DECLARATION I/We certify that this submission is my/our own work and that all ideas, data, images and quotations drawn from other sources (whether printed or electronic, or from other students) are marked as such and are fully referenced.

TO BE COMPLETED BY ALL CONTRIBUTORS TO THE WORK I/We confirm that the graphic panels/components of this submission are the joint work of the author(s). The contribution of each was as follows: Student Name Anjali Maniar

Leyla Moy

Description of Contribution (N/A if this is an individual piece of work) I was tasked with the evaluation of the Transport sector in the London Plan, TAW OAPF , and TFL documents, to then note observations and produce a critical analysis with the framework used in the report. With the enthusiastic coordination of other group members, I edited and structured the report to its final stages. As a group we all contributed to additional input in each section of the report.

Sign or initial & date

AM 08/02/2022

I was responsible for establishing the employment, social and community infrastructure, and environmental context of our site within the “place” sections. I summarised the existing context for each section as well as created maps of key employment areas, an isochrome map of social and community infrastructure, and a green infrastructure map. I also collected example images of key site features.

Additionally, I contributed to the general SWOT analysis of place.

08/02/2022 Megan Stevens

Samantha Chuang

Ned Adams-Felton

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After dividing the sections between us, I was responsible for the movement and housing place components and the site context. For these sections, I created all the graphics, written analysis, and page layouts. Each group member contributed to the initial research and ideas, report format, SWOT analysis and summary pages for their respective themes.

I contributed to the planning approaches and critical evaluation sections in the last two themes (social and community infrastructure and environment) by looking into detailed policies and proposals, cross-referencing with Peabody’s Plan and other hierarchies of government planning documents. I also wrote our introduction for the hierarchy of five themes as well as a definition on guidance, incentive and control.

The entire group visited the site, went through the OAPF document, shared insights and reviewed the report content and layout together.

My primary responsibility was the housing and employment sections of the task, more specifically on the planning approaches and critical evaluation sections. I also drafted the initial report structure then worked with my team to flesh out content and review progress. Our division of labour worked well with each member of the group bringing their own unique skills and experience to the fore.

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MS 08/02/2022

SC 08/02/2022

NAF 08/02/2022

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