Community, Leisure and Cultural Uses (Use Classes D1 and D2)

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9 Transport, Accessibility and Parking 9.1 This Section should be read in conjunction with the Transport Assessment and Travel Plan prepared by Arup. These documents provide a comprehensive review of the Development and a robust assessment of the transportation impacts. The documents also identify any mitigation measures to ensure safe access to and from the site, and circulation within it. The submitted Travel Plan provides a framework for delivering the vision for sustainable travel in and around the Site and identifies the potential measures that may be introduced at the Site to promote alternative means of travel other than by private car such as walking, cycling and public transport. The Travel Plan is also intended to provide a mechanism to monitor the use of car parking spaces and car club spaces. This will enable an appropriate provision of car parking and car club spaces to be identified as the Development is implemented over time. 9.2 The Site has excellent levels of public transport accessibility. Measured from the middle the Site achieves PTAL 6a which rises to 6b towards the periphery. This is the highest possible level and demonstrates the Site’s suitability for high density mixed use development. 9.3 The Transport Assessment and Travel Plan address the following fundamental issues: Access and circulation for pedestrians, cyclists and vehicular traffic as well as access to public transport facilities. Parking provision for bicycles, motorcycles and cars. Development and cumulative schemes (both committed and planned) generated trip forecasts and associated impact on the local pedestrian, public transport and highway networks. The effect of servicing and the impact of construction traffic. Travel Planning measures to promote the use of more sustainable transport modes and to reduce dependency on private car usage. Pedestrian and Cycle Network 9.4 A key benefit of the Development is that it will significantly increase the pedestrian and cycling permeability through the Site. One of the fundamental flaws of the Heygate Estate is the over-reliance of car-borne traffic which is to the detriment of those travelling on foot and by cycle. The Site is currently difficult to cross so the Development will open up the Site to the wider area. 9.5 Pedestrian access will be provided at 14 locations with all new footways being designed with a minimum width of 2m. New crossings are also proposed to improve the pedestrian connections within the Site and to the wider area including to the arches along Elephant Road into the Shopping Centre (which are outside of the application boundary). 9.6 The Development also proposes a number of new routes for cyclists within the Site which will connect into existing cycle routes in the surrounding area. In addition there will be a substantial number of cycle parking spaces provided within the Development, as set out in Table 3.5 of this Statement. Public Transport 9.7 The Development comprises a significant amount of new floorspace, as such the Transport Assessment has considered the impact of the Development on existing public transport capacity and concludes that the additional trips associated with the Development will not result in any significant decreases in capacity on the underground and overground rail services, nor would it unduly impact on the bus network. 9.8 The Applicant has been in discussions with TfL, Southwark Council, and other parties regarding the proposed improvements to the Northern Line Ticket Hall, including additional lifts to increase capacity, which would increase capacity for users associated with the Development and the wider Elephant and Castle Opportunity Area. 9.9 The Draft Section 106 Heads of Terms proposes a significant financial contribution towards strategic transport. We anticipate the Council will ring-fence these funds for works to the Northern Line Ticket Hall, as well as improvements to the Northern Roundabout. This will form part of the Section 106 discussions. 36 The Heygate Masterplan Elephant and Castle Outline Planning Application March 2012
Car Parking 9.10 The Development comprises a maximum of 616 car parking spaces for all uses including residential, commercial, retail, community, leisure and visitors. A maximum of 62 car parking spaces could be provided on street. A quantum of car parking spaces equivalent to 10% of the residential units will be designed to disabled standards. 9.11 For residential parking, a minimum of 20% of the overall number of parking spaces will be equipped with electric vehicle charging facilities with a further 20% with passive provision. For retail parking, 10% of all spaces will have electric car charging points with an additional 10% passive provision for electric vehicles in the future. 9.12 The Southwark Plan (Table 15.4) requires that residential developments within Controlled Parking Zones within the Central Activities Zone are car-free (other than the provision of spaces for disabled users). This is taken forward by draft SPD/ OAPD Policy SPD12: Parking. 9.13 The draft SPD / OAPF goes on to state at paragraph 4.4.10 that there may be instances “where the saleability of new homes is affected if development is car-free, which may impact on viability. Where developers consider this to be the case, applications will be expected to be accompanied by robust evidence, including financial appraisal, in order to justify offstreet spaces.” 9.14 The saleability of the proposed residential units will be affected should insufficient car parking be provided on site. On this basis it is considered that the proposed level of car parking is justified on viability grounds, and this approach has been accepted on other large residential schemes in London and Southwark. The material consideration overriding policy is the viability and deliverability of the scheme as a whole, where the Applicant will demonstrate that car parking is required in order to achieve the anticipated sales absorption rates required for the scheme to be viable. 9.15 The submitted Transport Assessment and Travel Plan demonstrate how any impact from the car parking spaces can be mitigated. The submitted Travel Plan provides a framework for delivering the vision for sustainable travel in and around the Site and identifies the potential measures that may be introduced at the Site to promote alternative means of travel other than by private car such as walking, cycling and public transport. The Travel Plan is also intended to provide a mechanism to monitor the use of car parking spaces and car club spaces. This will enable an appropriate provision of car parking and car club spaces to be identified as the Development is implemented over time. 9.16 Accordingly it is considered the Development accords with policy, specifically Core Strategy Strategic Policy 2 and draft SPD / OAPF Policy SPD 12: Parking. Conclusion 9.17 The Development is considered to accord with planning policy. Specifically, PPG 13 which requires proposals to assess the accessibility by a means of transport including walking, cycling, public transport and the car and the effect of the proposals on the local highway network. 9.18 The Development fully accords with London Plan Policy 6.3 which requires proposals to be fully assessed to ensure there is sufficient road network capacity and London Plan 6.2 which requires developments to provide cycle parking and facilities. 9.19 The Development fully accords with Core Strategy Strategic Policy 2: Sustainable Transport which requires applications to demonstrate that any impacts are minimised, cycle parking is maximised and a range of sustainable transport options are provided. The Heygate Masterplan Elephant and Castle Outline Planning Application March 2012 37
Page 1 and 2: 7.30 The envisaged unit sizes are l
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Community, Leisure and Cultural Uses (Use Classes D1 and D2)

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