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Committee STRATEGIC PLANNING COMMITTEE Item No. 2

Report Title OCTAVIUS STREET AND DEPTFORD STATION, DEPTFORD HIGH STREET SE8

Ward Evelyn/New Cross Contributors Julia Robins Class PART 1 Date 8 SEPTEMBER 2005

Reg. Nos. (A) DC/05/58571

(B) LBC/05/58629 (C) DC/05/58688 (D) DC/05/58693 (E) DC/05/59219

Applications dated (A) 31.8.04, revised 23.8.05

(B) & (C) 31.8.04 (D) & (E) 4.10.04, revised 7.2.05

Applicants (A) – (C) Brown and Pletts on behalf of

London Borough of Lewisham. (D) & (E) London Borough of Lewisham. Proposals (A) Deptford Railway Station and Carriage Ramp

The application is for the demolition of existing Station buildings and the construction of a new station building at Deptford Railway Station, 137-139A Deptford High Street SE8, together with refurbishment of the Carriage Ramp, viaduct and platforms, including alterations and the use of the arches for retail, food and drink and business purposes (Use Class A1/A3/B1), provision of retail units to Deptford High Street, public spaces and pedestrian access.

(B) & (C) Deptford Railway Station and Carriage Ramp

These applications are for Listed Building Consent and Conservation Area Consent for demolition of the station buildings.

(D) Octavius Street This application is for the demolition of the existing buildings on the site of the Rose Apple Day Centre and car park, Octavius Street SE8, and the construction of a nine storey building (7 storeys plus mezzanine and recessed top floor) incorporating terracing, comprising 14, one bedroom, live/work units, 41, one bedroom, and 60, two bedroom self contained flats/maisonettes, 35 internal and external parking spaces, resurfacing and alignment of part of the pavement on Octavius Street, refuse storage facilities for the proposed dwellings and Deptford Housing Co op, 100 cycle parking bays together with associated landscaping.

(E) Octavius Street

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This application is for Listed Building Consent for the bridge attachment from the proposed Octavius Street building to the Carriage Ramp.

Applicant’s Plan Nos. (A) 0301/002, 030, 031, 032, 033, 034, 035 &

040, 041, 042, 043, 044, 045, 046, 047, 050, 060 & Design Statement, Reducing Drawing Set, Structural Engineering In Support of Planning (ARUP), Stage D Design Document, Wind Study, Planning Statement

(B) 0301/002, 030, 031, 032, 033, 034, 035 &

040, 041, 042, 043, 044, 045, 046, 047, 050, 060 & Design Statement, Reduced Drawing Set, Structural Engineering In Support of Planning (ARUP), Planning Statement

(C) 0301/002, 030, 031, 032, 033, 034, 035 &

040, 041, 042, 043, 044, 045, 046, 047, 050, 060 & Design Statement, Reducing Drawing Set, Structural Engineering In Support of Planning (ARUP), Planning Statement

(D) Planning Statement, Design Statement –

July 2005, 4270-ga-plan-001 rev C, 002 rev B, 003 rev C, 004, 005, 006, 0011, 012, 4270-SK-001, 002, 003 NORTH, SOUTH, EAST WEST, SECTION, VIEWS A, B, C, D, 4270 – R – R – 002, Aerial View of Development, sunlight and daylight and overshadowing report, Financial Viability Report,

(E) Planning Statement, Design Statement –

July 2005, 4270-ga-plan-001 rev C, 002 rev B, 003 rev B, 004, 005, 006, 0011, 012, 4270-SK-001, 002, 003 NORTH, SOUTH, EAST WEST, SECTION, VIEWS A, B, C, D, Aerial View of development

Background Papers (1) DE/156/139A /TP & DE/200/A/TP

(2) Adopted Unitary Development Plan (3) PPS1: Delivering Sustainable Development (4) PPG15: Planning and the Historic

Environment (5) The London Plan

Zoning (A), (B) and (C)

Adopted UDP - Major District Centre, Shopping Core Centre, Sustainable Living Area, Deptford High Street Conservation, Area of

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Archaeological Priority. (D) and (E) Adopted UDP - Major District Centre, Deptford

High Street Conservation Area, Sustainable Living Area & Area of Archaeological Priority.

Introduction and Background The applications have been submitted following the work of a steering group initiated and chaired by Joan Ruddock MP since 2002 to address the condition of Deptford Station and its surroundings. The Deptford Station Steering Group (DSSG) initially brought together local people and key stakeholders with a strong interest in focusing on improving Deptford Station and addressing problems suffered by the station and its environs. The steering group is made up of representatives from the following organisations: • London Borough of Lewisham, including representatives from the Planning,

Property, Transport and Urban Design departments; • Deptford Town Centre Manager; • Deptford High Street Association; • London Development Agency; • Deptford Police; • SE Trains • Railway Heritage Trust • London Rail; • Creative Lewisham Agency • Deptford Traders Association • Network Rail; • A number of strategic landowners

Feasibility studies were initially undertaken and input from the group has informed the development of the proposals. The development would necessitate works requiring the grant of Listed Building Consent and Conservation Area Consent. As part of the land affected by the applications for Listed Building Consent and Conservation Area Consent is in the ownership of the Council, under the provisions of section 82 (3) of the 1990 Town & Country Planning Act and regulation 13 of the (Planning and Listed Buildings and Conservation Areas) Regulations 1990 the Council cannot determine these applications. Consequently they have been referred to the Secretary of State (Government Office for London) to be determined.

1.0 Property/Site Description

1.1 The site comprises Deptford Station, the station forecourt, the Carriage Ramp

and land on the east side of Octavius Street including the Rose Apple Centre and the Octavius Street car park. The site is located on the west side of Deptford High Street, to the rear of existing buildings fronting the High Street and north of Douglas Way to the north of the Albany Community Centre.

1.2 The existing railway viaduct which incorporates Deptford Station forms the site’s

northern boundary. The western boundary is formed by Octavius Street. Octavius

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Street is characterised by predominantly 2 storey residential properties in Rochdale Way (Deptford Housing Co op). The Rose Apple Day Centre is located on the east side of Octavius Street. The eastern boundary of the site is formed by Deptford High Street and the rear of 3 to 4 storey properties fronting the High Street, including the Church of Our Lady of the Assumption. To the north of the railway viaduct is the Titan Business Centre and 139-141 Deptford High Street.

1.3 The part of the site east of the carriage ramp is within the Deptford High Street

Conservation Area, the Deptford District Centre and is within a Sustainable Living Area.

Deptford Station, Carriage Ramp and Arches

1.4 The site consists of the existing station buildings and platform access, the

carriage ramp (which extends from the station platform level to the rear of 121/123 Deptford High Street) and the arches below, an area of land to the rear of 125 Deptford High Street, the station forecourt and land to the east of the Carriage Ramp known as Deptford Market.

1.5 The viaduct including the Station building, platforms and the Carriage Ramp are

listed Grade II. The station and Carriage Ramp lie within the Deptford High Street Conservation Area, the boundary of which runs along the western and southern edge of the Carriage Ramp. The Carriage Ramp which was listed June 1979 is the only remaining carriage ramp of the three originally built in London. The railway viaduct is also separately listed. As Deptford Station is attached to the viaduct and carriage ramp it forms part of the listed structures. The Carriage Ramp has been on the Register of Listed Buildings at Risk since October 1997 and is described as being in poor condition.

1.6 The existing buildings on the site include the ticket office, stair access to the

platforms, a small retail premises fronting Deptford High Street and lean-to units situated at the forecourt entrances adjacent to nos. 125 and 135 Deptford High Street. All the arches are now vacant and the site is gated and secured. The listed ramp has been poorly maintained and has been the subject of a number of unsympathetic alterations. The arches were until recently occupied by a number of small businesses many associated with vehicle repairs. The land to the rear of 125 Deptford High Street is currently occupied as a vehicle depot.

1.7 The Station provides mainline access to London via London Bridge/Cannon

Street/Charing Cross and to Kent via Greenwich. 1.8 The surface of the ramp has not been used for many years as access to it was

removed some years ago by the demolition of its lower section that originally extended to Deptford High Street. The arches have been infilled in a piecemeal fashion and there is currently no access through the ramp. Until recently, the arches and Deptford Market area in front of them were used by a number of businesses, several of which were engaged in vehicle repairs, and the forecourt was used for parking associated with these activities.

Land at Octavius Street

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1.9 This site is located immediately to the west of the Carriage Ramp on the east side of Octavius Street and at the east end of Rochdale Way. It includes the existing Rose Apple Centre, Octavius Street Car Park and the car park attached to the Deptford Housing Co op, Rochdale Way. Access to the site is via Rochdale Way. To the south of the site is the Albany community centre building which has a service yard and parking adjacent to the application site and the Market Square off Douglas Way.

1.10 To the north of the Octavius Street site is the railway line adjacent to which is the

fire exit for the units in the Titan Business Park arches (154-156).

2.0 Planning History Deptford Station

2.1 Deptford railway station and its associated buildings have been extensively

altered over the years. Records indicate that the first station entrance building was erected in the 1830’s, when the railway line was built. Early images of the station from the 1840’s show a simple stairwell to the station platform. In the 1860s a new station building was erected to the west of the Carriage Ramp (where a wider section of viaduct exists today). A plan of this building dated 1868 shows that the building consisted of a booking office and separate waiting areas for ladies on both sides of the railway line. The station entrance building was replaced in the late 1880s on the site where the station entrance building stands today. This forms the basis of the station building in its current form, albeit today’s station has been much altered. The original 3rd station was accessed via a broad spiral staircase inside a turret. The second turret on the east side of the High Street still remains today. Records show that the station stair turret was demolished in the late 1920s and was replaced by the access stairway in situ today. In more recent years works to the station have included the partial refurbishment of the station entrance including the enclosure of the station platforms where they cross Deptford High Street.

Station Forecourt, Listed Carriage Ramp and Viaduct

2.2 The Carriage Ramp is an early feature of the station and was used by carriages

to access the platform. The Carriage Ramp and associated arches have been subject to a significant number of unsympathetic and unauthorised alterations and arch infill works, some of which were carried out prior to the listing of the structure. With increasing concern over continued unauthorised works taking place, it was considered necessary to undertake a full audit of breaches of listed building and planning control. The Carriage Ramp has been included in the Register of Listed Buildings at Risk for some considerable time and is categorised as being in poor condition. It was therefore considered appropriate and timely to adopt a proactive approach in seeking to improve the appearance of the carriage ramp and the restoration of the listed structure.

2.3 Following a comprehensive site inspection in April 2004 a report was submitted

to the Planning Committee on 3 June 2004 and the Committee resolved to initiate listed building and planning enforcement action in respect to a significant number of breaches of listed building and/or planning control including the formation of openings and arch infills.

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2.4 The Carriage Ramp and station forecourt were subsequently acquired by the Council on 25 February 2005.

Octavius Street site

2.5 In 1974 permission was granted for the northern part of the Deptford Housing

Co-op development in Rochdale Way which consists of 8 x 3 storey houses in 2 blocks; 7 x 3 storey blocks comprising of 24 x 1 person and 18 x 2 person, self contained flats together with a single storey building for use as a community centre and 18 parking spaces. The parking area forms part of the current application site.

2.6 In 1977 fencing was erected around the Deptford Housing Co op.

2.7 In 1980 permission was granted for 2 storey buildings consisting of 8 x 4 person

houses and 8 x 2 person flats (now numbered 17-32 Rochdale Way).

2.8 Planning permission was granted in 1995 for the construction of the Rose Apple Day Centre and 6 parking spaces.

3.0 Present Application

3.1 While separate applications have been submitted for the works to the Station and

Carriage Ramp and for the development of land in Octavius Street, the two developments have been conceived as a comprehensive scheme to achieve master planning aspirations and the schemes are linked both physically and financially. A planning statement has been submitted covering both sites which sets out the linkages between the two developments and the reasoning for adopting a comprehensive approach to the overall scheme. The poor condition of the existing buildings and the substantial cost of repairing and improving the station and associated structures has led to a comprehensive approach being adopted to secure the future and integrity of the listed buildings. Funding from the development of the Octavius Street site will directly contribute to the refurbishment of the station and Carriage Ramp.

3.2 A number of supporting documents have been submitted accompanying the

applications, including design statements for both elements, a Structural Engineering Statement in regard to the Carriage Ramp; Financial Statement, Wind Study, Day and Sunlight Study in regard to the Octavius Street proposal. A number of these documents have been amended and supplemented during the assessment of the application following discussions with officers.

3.3 Although the proposals for both the station and Octavius Street schemes are

submitted as full applications, the proposals for the station and ramp have been developed to a greater level of detail, including detailed specifications of materials, lighting and landscaping. It is envisaged that the development would be progressed in phases, with the initial phase of the station scheme being the first stage.

3.4 The masterplan solutions for the whole area are as follows:

To open up the station so that it interacts with the streetscape and public space

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To reinforce Deptford High Street as a connector of urban spaces To give the station back its civic setting To create new public space which is interlinked, continuous and

coherent To re-define the carriage ramp as a interactive link which can be used by

the pubic and acknowledge it as a historic and attractive feature To provide the ramp and station square with commercial activity and

increase permeability and connectivity To provide a new backdrop building containing dwellings which will

revive the area as an interactive piece of architecture

3.5 The key objectives of the two schemes are to: Regenerate Deptford Station To create a sense of place and civic pride; Create a sustainable urban solution; Encourage connectivity and permeability through the site; Integrate existing structures and re-establish focus of activity within a

new public realm; Create a new characteristic urban area which will be a catalyst for

economic and cultural diversity; High standards for living and working; Prioritise pedestrian and cycle movement whilst fully integrating public

and private transportation; Optimise the development potential of the site in a sustainable,

environmentally responsible manner; Create architecture and urban design of the highest quality.

Deptford Station and Carriage Ramp (Applications A, B and C) 3.6 The proposal comprises the following elements:

A new station entrance building set back from Deptford High Street within a new public square. The new entrance building would be a glazed, lightweight structure adjacent to the up platform consisting of stair and lift access to the up platform, with a waiting area and ticket office at platform level. An angular glazed roof would extend over the platform to provide a new canopy.

The demolition of the existing station building structures and canopies after the construction of the new station building.

Refurbishment of the Listed Carriage ramp to provide a new pedestrian route upon it to the station and platform level. The missing lower section of the ramp would be replaced with a new section providing access onto the ramp from a new landscaped station square.

The arches at the southern end of the ramp would be opened up to provide a pedestrian and cycle route from the new station square to Octavius Street and the Albany.

Refurbishment of the arches underneath the Carriage Ramp and viaduct and the conversion of the space to provide retail space, workshops for creative industries and café/restaurant uses (providing around 950sq.m. of refurbished floor space)

Provision of new retail space on the site of the current stair access to the down platform and the existing station ticket office.

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The construction of a new waiting shelter to the down platform, with seating and a new canopy; lift access is also proposed to the down platform:

The refurbishment of the arch adjacent to the new station building to provide a new route to the down platform;

3.7 Although public funding has been made available for the remodelling of the

operational railway station structures, the historic ramp construction costs and all the surrounding neighbourhood regeneration will have to be paid for out of the development receipts. It is envisaged that the ramp and station square refurbishments together with the Octavius Street development would be undertaken by a developer, as a combined development; and that a S106 Agreement would be entered into to ensure the delivery of the refurbishment of the Ramp and provision of the new Station Square.

3.8 A number of buildings and structures are proposed to be demolished: the station

entrance building including 139a Deptford High Street, lean to units adjacent to the base of the ramp, infills to the arches in both the carriage ramp and viaduct, temporary lean to structures next to the station entrance building and the covering over the railway bridge.

3.9 The proposed development would replace the former unauthorised uses and car

repair businesses which occupied the arches and forecourt area with a mix of retail (A1), restaurant and cafes (A3) and commercial (B1) uses. The precise mix of these uses is yet to be determined and the application seeks flexibility in the mix of uses.

3.10 The end of the Carriage Ramp, would be removed in order to create a new

ramped access on to the surface of the ramp. Two single storey buildings (121/123 Deptford High Street) next to the southern access to the forecourt would be demolished and land to the rear of 125 Deptford High Street is proposed to be incorporated into the site to provide improved access to the new station square and Carriage Ramp. This access route would enable the public to reach the station platform using the ramp and would also provide access via the ramp to the live/work accommodation in the proposed Octavius Street development to the west.

3.11 The detailing of the station scheme has been substantially progressed and the

architects have submitted a full schedule of materials. A range of high quality contemporary materials are proposed. The station square and ramp would be surfaced in granite setts.

3.12 Ticket machines are proposed to be located at the entrance to the down platform

and in the station building which would be at platform level. 3.13 Vehicular access (for servicing) would be via Deptford High Street and is

proposed to be restricted to a route around the inner perimeter of the site which also retains a right of way at the rear for 125 -135 Deptford High Street. Key operated bollards would allow the use of the forecourt to be controlled, ensuring that deliveries can be controlled and to prevent parking. Refuse storage is proposed in a bin collection point abutting no. 135 Deptford High Street. Further details of the refuse collection arrangements would be necessary if planning permission is granted.

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3.14 A number of revisions have been made to the scheme since first submitted, the

most significant of which is the revision to the station roof by rotating the canopy by 90 degrees. This amendment followed a structural engineer’s report which advised that it would have more structural efficiency (as the canopy structure would be on one axis in this revised position). The down platform canopy has also been rotated by 90 degrees to match the up platform canopy. The canopies are proposed to be constructed in stainless steel plate, which is durable and easy to maintain.

Octavius Street Applications (D) and (E) 3.15 The proposal comprises the following elements:

An eight storey mixed use building on the site of the existing car parks in Octavius Street and the Rose Apple Day Centre comprising 101 residential units and 14 live/work units;

Reprovision of the parking spaces and refuse storage facilities for the Rochdale Way properties;

The new building would be connected to the carriage ramp through a series of glazed bridge links.

3.16 The original proposal included the re-provision of the Rose Apple Centre as part

of the new building, however following an assessment of the services provided by the facility and in the light of discussions with the users it is now proposed that the activities provided by the Centre will be rehoused within other local facilities.

3.17 Above ground floor parking, the lower part of the building would be occupied by

live/work units with a semi-public face fronting the Ramp. Above this would be 6 levels of residential, with the upper part forming recessed duplex units.

3.18 Due to the need for this element of the scheme to finance the refurbishment of

the Ramp and the re-modelling of the station forecourt it is not proposed to include affordable housing within the scheme. The financial modelling that has been undertaken indicates that the scheme is not economically viable if the developer has not only to fund these but also provide an element of affordable housing. Therefore the scheme does not propose any affordable housing. The costs and sales figures used in these modelling exercises have been provided by external professional consultants.

3.19 The ground floor of the proposed building would provide 49 car parking spaces

for the proposed residential and live/work units within an undercroft and 26 external spaces as reprovision for the Deptford Housing Co-op car park (which would be displaced by the proposed development). Most of the external spaces are proposed to be arranged at right angles to the proposed building with the remainder on the western side of the access adjacent to the eastern boundary of the Deptford Housing Co op. All spaces would be at ground level accessed from Octavius Street. Servicing would also take place from Octavius Street and the vehicular route to the market area by the Albany would be blocked off using bollards.

3.20 Landscaping is proposed on the western side of Octavius Street adjacent to the

southern most dwellings in the Deptford Housing Co-op.

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3.21 The applicant’s Planning Statement sets out the reasoning for adopting a comprehensive approach to the overall scheme highlighting the substantial cost of repairing and maintaining the station and associated structures. The package of demolition, alterations and new development aims to safeguard the future and integrity of the listed buildings. It makes reference to the national and Unitary Development Plan policies relevant to the proposals. The statement addresses the financing of the scheme in relation to affordable housing policies and the regeneration benefits of the proposals.

4.0 Consultations and Replies

External responses on both applications: Thames Water

4.1 No comments received.

English Heritage

4.2 The archaeological adviser for English Heritage wrote to the Council stating that the condition requiring an archaeological programme

4.3 EH’s historic buildings adviser has responded to LBL stating that they are minded

to advise the Government Office for London who are dealing with the Listed Building and Conservation Area Consent applications that consent should be granted. Government Office for London (GoL).

4.4 GoL have responded in their capacity as the decision making authority on the

Listed Building and Conservation Area Consents and they propose to add the following condition:

1. The position, type and method of installation of all new and relocated services and related fixtures (for the avoidance of doubt including communications and information technology servicing), shall be specified in advance of any work being carried out, and the prior approval of the Secretary of State shall be obtained wherever these installations are visible, or where ducts or other methods of concealment are proposed. Particular regard shall be given to the following:

a) new external lighting proposals for the refurbished ramp and new station building

2. No new grilles, security alarms, lighting, cameras or other appurtenances shall be fixed on the external faces of the building unless shown on the drawings hereby approved.

3. Details in respect of the following shall be submitted to and approved in writing by the Secretary of State before the relevant work is begun:

a) design and construction of new glazed frontages to the arches in the form of drawings showing elevations, plans and sections at a scale of no less 1:20

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b) materials and finishes to the new station building, including samples as appropriate

Request to be advised if the Council is content for these conditions to be imposed in the Secretary of State's consent.

Neighbours & Local Amenity Societies etc

4.5 Letters of consultation were sent to residents of the following addresses: Flats A-F Garland House 177-179 Deptford High Street, Flats a -l 112 Deptford High Street, Site of 12 Lockups on SE boundary of Deptford High Street,110-114 Deptford High Street; Wavelengths Leisure Pool 22 to 150 (even) Giffin Street; Dental Surgery, Revival, & Hales Gallery 70 Deptford High Street; Car Park Hales Street, 1-22 Flamingo Ct Hamilton St, 1-60 Maple Hse, 1-30 Camellia Hse, Idonia St, 1A, 2, Units 1-7 Mary Ann Workshops Mary Ann Gardens; (Flats 1-3, New Butt Lane), 105-108,109,111,122 Resolution Way; 1-8, (Flats 1-6) 9-15, 18-32 Rochdale Way; 1-15 St Pauls Courtyard; 1-8 Albion Hse, Watson St; 1-56 Vaughan Williams Close; Council Yard, 5, 22-150, & (Units1-15) Giffin Bus Cte, Giffin Street; 2-16 Elgar Close; 1A FFinch St; 10A, 11A, 30A, 50, & Flats 1-46, Frankham Hse, Tidemill Sch, Shaftebury Christian Cte, Frankham St; 1a, 1-18, Peregrine Ct, 1-36 Mandarin Hs, 1-42 Bittern Ct, 1-36 Merganser Ct Edward Street; 1-30 Ibis Ct, & 1-12 Sandpiper Ct Edward Place; Dovetail Nursery, 1a, Market Square; 1-24 Addey Hse, Albany Centre Douglas Way; 1-30 Stanhope Hs, Adolphus St; 13-14, 6-7, 18-19, 17-31 Deptford Market; Railway Arches, 104, 107, 109, 111, 113, 115,117, Deptford Church St; 62 -68, 70, Dental Surgery 70, Revivial 70, Harvey & Thompson 72, 72A, 73-79, 80 FFF 80, 81, 83, 84-88, 90-92, 91,92-105, FFF 105, 105A, 107-109, 110-114, 111, (Flat A-I)112, 113-118, 118A, 119, 119A, 120-122, 121-123 Job Cte 124, FFF 124, 125-127, Top Flat 127, 127A, 129, 163, 164-168, 165, 165A, 167-169, 169A-D, 170, 170A, 171, 171A, 172, 172A, 174-176, 178, 178A-D, 179-181, 181A, 183-185, 186, 186A, 187, 189, Flat A,B 190-196, Top Flat 191, 191-193, 195, 195A, 197-199, 198, 200-215, 229 1-9 Deptford High Street, Mr & Mrs Quinn site rear of St.Pauls House, 125 Deptford High Street, Mr & Mrs Patel, Station News, 137a Deptford High Street and notices were displayed on site and in the local press.

4.6 The following were consulted but no response has been received: Creekside Ecology Group Deptford Discovery Team Magpie Resource Library London Electricity Board GLA – Diversity Group Metropolitan Police – Crime Prevention Unit SUSTRANS St John Society Deptford High Street Association Deptford Traders Association Creekside Forum

Deptford Traders Association

4.7 No written response, however a representative of the Association attends the Steering Group meetings and has verbally expressed support for the scheme.

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Lewisham Cyclists

4.8 They saw the presentation at the Made in Deptford event which showed the cycle parking as Sheffield Stands. They hope that a more secure cycle parking solution could be found at this location, especially as Lewisham intend to divert part of the London Cycle Network through the new public space. They recommend BikeAway lockers at this location as they now have new lockers that meet the requirements of Network Rail and so do not have the former security issues associated with enclosed storage facilities. They hope that LBL have sought the advice of Peter Stunell, The Council’s Cycle Officer on the storage issue and are well aware of the new cycle network that will use this area and hopefully will deliver many more cyclists than at present.

Station application

4. 9 One letter of support was received from the resident of 15 Mandarin Court,

Edward Street, the main points made being: It is to be commended that most applications in this area improve housing

conditions, landscape, the environment in general, however there are problem areas where Deptford High Street and Edward Street meet which are neglected and have been for many years. The letter draws attention problems associated with dilapidated buildings at the north of the High Street.

Trusts that work in partnership with other agencies help to eradicate the problems in the area and in doing so improve our environment.

One letter of objection from the resident of 84 Speedwell Street:

Relocation of the station would be grossly detrimental to the appearance of the High Street. The building line along this part is particularly fragmented and what is needed here is unified urban edge not another gaping hole. Any station building should have presence on the High Street as it is as important to its function as any other shop or meeting place;

Design of the new building is appalling, it has the appearance of a bus shelter and is cluttered and over complicated and will be far from transparent once the glass is vandalised and dirty. A far simpler approach is needed, one which is robust and will really allow the form of the viaduct and ramp to be read more easily;

The canopy offers inadequate cover on both sides of the railway line; The covered are on the bridge itself offers a unique vantage point, there are

fantastic views of the historic market street from this point and the proposal to remove the roofs over this area is insensitive and ignorant;

There is no consideration for what would happen to the single storey workshops to the south of the existing station – if they were integrated somehow how would they contribute to the public space;

The approach to design the craft units in arches is poorly thought out, the selected materials work against the existing, a potential clarity and transparency is lost;

The design of the craft units is monotonous, one fears that the appearance of these units all together will be a soulless as Mechanics Path;

The proposals need a great deal more consideration, after all it is a listed structure of civic importance, a gateway to Deptford;

This scheme is a half hearted effort, ignores the area around it and leaves the sites completely unresolved, does nothing to contribute to the urban fabric of

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the High Street and fails to propose in sufficient detail how the remaining buildings will be dealt with after the demolition of the station.

Made in Deptford Festival 4.10 Brown and Pletts ran a stall to present the proposals to the general public.

Approximately 250 people over the course of the day (21 May 2005) attended and discussed the scheme. The response was enthusiastic and Brown and Pletts finding state that there was ‘almost unanimous support and approval’. Many people expressed their concern over the existing station buildings being dangerous and dirty.

Octavius Street

Environment Agency 4.11 The Agency find the proposal unobjectionable in principle and suggest a

condition regarding surface water drainage.

Network Rail

4.12 Requested informative so that the Applicant can take due account of any comments made by Network Rail. Sets out a list of Building Control matters and the additional requirements for protecting Network Rail interests. Deptford Housing Co-op

4.13 Objects to the proposal for the following reasons:

1. Height – the proposed building is 7 storeys high. The surrounding buildings in Rochdale Way are 3 (1-15 Rochdale Way) and 2 (17-32 Rochdale Way) storeys high. Referring to Revised UDP policy URB2: Urban Design. Given that eh building is 7 storeys high and the surrounding building is 3 and 2 storeys high it would seem that there is a conflict between the proposed development and the revised UDP.

2. Lack of elevations accompanying the application, whilst there are a lot of

artist’s impressions. 3. Concern expressed about the difficulty of enforcement of the work element

in the proposed 14 live work units.. The letter refers to an Inspectors decision in relation to premise in Creekside.

4. Reduction in Daylight - Report by Gordon Ingram Associates states that the

main window to room F, 1 Rochdale Way (Numbered W4/11) will have a reduction in daylight of 51.66% and that the main window to Room J, 1 Rochdale Way will have a reduction of 48.33% - the report considers that because the rooms have 2 other windows which will be unaffected that the overall light levels will be satisfactory. We question that conclusion. The main windows to these rooms are 93cm x 89 cm whilst the unaffected windows are 39cm x 95cm. It is our view that the reduction in the daylight to the 2 main windows will have a significant impact on the residents in these rooms.

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5. Any reductions below BRE guidelines should be unacceptable and secondly

the comments about the block are misleading 32 Rochdale Way is a terraced house and the light levels to other terraced houses at 25-31 Rochdale Way and the flats at 17-34 Rochdale Way are not relevant to the levels of light enjoyed by the residents of 32 Rochdale Way.

6. Concern about adequacy and amount of re-provision of car parking spaces

for Deptford Housing Co op, we currently have 30 secure parking spaces. We are concerned about the level of security provided by the planned car

parking arrangements - a condition should be imposed for the applicant to install a security gate on the access route to the parking spaces.

7. Parking and Transportation - A parking level of 0.29 can only be regarded

as acceptable in a development which is within a (properly managed) controlled parking zone. There are no parking restrictions on Octavius Street and Idonia Street. The low level of provision of these proposals would inevitably lead to on street parking in Octavius Street and probably Idonia Street. Access for emergency vehicles would be compromised by such parking.

8. The applicants claim very good public transport links. This assertion is

questionable, bus routes are a 5-6 minute walk, train services at Deptford Railway Station are heavily overcrowded during peak hours and the service levels are lower than that on the Underground.

9. TfL have published a comprehensive methodology for calculating Public

Transport Accessibility Levels. (PTAL) The London Plan states clearly that calculations of PTAL should be in accordance with that methodology. The applicant should be required to submit a properly calculated PTAL.

With regard to the underground car park, we are concerned that this may attract undesirable elements.

10. Increased traffic - There will clearly be an increase in traffic in Octavius

Street should the development go ahead and a consequent increase in the risk to children. It is our view that planning permission be granted that a condition should be imposed for the applicant to fund traffic calming measures at Octavius Street.

11. Loss of paladin storage area - The current plans for the development would

involve the demolition of our paladin refuse storage area. The applicant has not shown this to be re-provided.

12. Refuse arrangements for the proposed development - The refuse

arrangements for the proposed development are questionable. The general refuse storage area is accessed through 3 sets of doors. LBL refuse operatives would have to take the bins out and put them back. With such an arrangement it is inevitable that the bins would end up being left outside. The apparent lack of recycling facilities is unacceptable.

13. Noise levels to 1 Rochdale way - The servicing arrangement for the live/

work units is close to 1 Rochdale Way. The number of delivery vehicles for

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the live work units would clearly generate noise. Further more there appears to be no restriction as to what time servicing would take place.

4.14 Fourteen individual letters were received from: Flat 1, 15; Flat 4, 9; Flat 5, 10;

Flat 15, 5; Flat 3, 10 Rochdale Way, 13 and 15 Camelia House, 11 and 59 Maple House, , 18 and 20 Rochdale Way, 1, 2, 5, 8, 12, 13, 14 Camelia House, Idonia Street: Recently the estate installed CCTV which was taken into account in persons

motor insurance – are they going to be compensated for the loss? Council car park is currently used on Wednesday, Friday and Saturday by

Deptford Markets Traders – what provision has been made with regard to future parking? If none surely this will mean the demise of Deptford Market followed closely by the demise of the shops in Deptford High Street and the subsequent loss of revenue to the Borough. This will effect Lewisham Town Centre if people have to travel further if the market is adversely affected.

Will there be affordable housing? The Co op will be hemmed in, overshadowed and impinged; Light restrictions on residents; Car park was also used by people visiting The Albany and other businesses.

If the community was excluded from such a facility then the whole economy of the area will suffer.

Density levels exceed the Council’s policies The area is well used and busy and all these different uses of the space have

developed into a co-existing arrangement with it would seem relatively little disagreement, or crime or vandalism. Perhaps not pretty but the area functions well for the demands made on it. To place further mixed development in this space would push this activity and parking into surrounding area increasing congestion there, as parking and pedestrian requirements would not be met;

Little evidence of real social added value. I do understand that some of the property will be available under special circumstance but this will be limited to a few and the high density housing is a serious negative value.

Residents should not be contributing to Global warming – recycling of water, rubbish, renewable energy and the use of solar heating and power, not use of cars.

Limited school places within the Borough, one small leisure centre and a small library and this will put more stress on local facilities;

The proposal should be 3 storeys max, the day centre should have real added value – you cant give us what we already have, value for money long tem, environmental – low carbon dioxide emissions form planning to inhabitancy.

An Environmental Impact Assessment should be submitted; What provision has been made for the elderly that use the current day

centre? Is this development a Council one or is the land being sold off to a property

developer who will make a large profit while the council end up with a one off payment that will be swallowed up by the loss of revenue from the market?

Where do we park our cars when our car park is going to be utilised for the residents of the new flats?

This seems a very short sighted proposal and as a supporter of the current council I strongly urge the Planning Committee to dismiss this proposal – this area has enough new housing developments – instead we need local resources for local people like the market and the elderly day centre.

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This increase in traffic and 100 people plus going to and from the property will substantially increase, we are already affected by traffic going towards New Cross both morning and evening along Idonia Street – this manifests itself in severe congestion and a lot of engine roar, petrol fumes and often arguments along the street between drivers passing up and down a street that is too small for the weight of traffic in it.

The amount of people who will live in the block is incredibly disproportionate in relation to the area of the building. Living in a 5 storey building with 30 flats is sufficiently crowded and brings social problems that challenge the community (knowing one’s neighbours).

It has been the trend to build houses in Deptford Happy to think of Deptford Railway Station being improved however as

residents for almost 3 decades they rarely use the station as the trains are few and the service does not compete with New Cross station. Your list should include the relevance of the improvement when one sees the number of passengers using the station. Is it within our power to increase the numbers of trains? Deptford Railway Station does not compete with New Cross or the DLR

Aware that architectural practice/training requires an awareness of the social impact upon a community of a building and this cannot be divorced from the existing social conditions. Would be more relevant and less patronizing to add to your considerations the long lasting potential effect on crime rate amongst the youth in the area, the rate of damage to current properties caused by a lack of belonging and the current and very poor care of property in the area by LBL.

Seems like a build them cheap stack them high development; Rooms are small and the design intrudes on the current architecture of the

area; What is wrong with the current facilities at the Rose Apple Day Centre? Shadowing from the building reaches Idonia Street and they currently enjoy

sunlight all day long. Why should they suffer for the profits of a developer? The building towers over existing buildings and the terracing will add to

overlooking and residents will suffer a loss of privacy; High rise development has been found to have a negative influence on the

community and environment , hence individual, low density housing. Residents in Camelia House are surrounded on 3 sides by buildings of similar

heights, to remove the horizon line above the current buildings that benefits the front windows and will remove sunlight at certain parts of the day. No other residential building anywhere in this residential area that competes in terms of size. There maybe flats that are high in Deptford but their ground area is not a fraction in terms of the overall impact of this plan when the height is added. It is a monstrosity in terms of its scale – even the untrained eye is shocked by the imbalance of the structure next to its surrounding buildings.

The current state of the surrounding area is already below par in regards that there is a complete lack of space for children and young people to constructively play in. There are inadequate sports facilities and poorly cared for and pleasant areas with sky and trees and natural light. The impact of this on the community is already evident when young people are outside getting up to mischief on the street – why are we considering removing yet another potential space for improvement to the lives of an already community with a nine storey building (including mezzanine and car park).

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The buildings recently built on MacMillan Park are fairly in keeping with the feel of the older dwellings nearby. This makes the increased sense of being enclosed bearable but we have lived in Deptford for 27 years and have felt the increased impact of the removal of green space. We should be adding to the sense of space not removing it.

(Letters are available to Members) Drop in Session – 4 August 2005

4.15 As part of the consultation process concerning the Octavius Street proposals a drop in session was held on 4 August 2005 in the Albany, to give residents and other interested parties an opportunity to discuss the merits of the redevelopment proposal. This provided an opportunity for residents to raise their concerns in an informal manner. This drop in session followed on from a re-consultation exercise (including site and press notices) advising residents of the changes to parking arrangements and ground floor layout. The drop in session took place between 4pm and 7pm and during that time 5 residents (from the Deptford Housing Co op and Camelia House) attended and discussed the proposals with those present. The main concerns were:-

• Security • Density • Congestion along Idonia and Watsons Street • Reprovision of the co ops car parking • Day and sunlight; • Size of the block

Internal responses to both schemes: Deptford Town Centre Manager 4.16 Known to be in support as has worked with the applicant and their agents to draw

up the scheme. Design and Conservation Panel 4. 17 Generally the Panel supported the scheme although questions were raised

concerning location of tickets machines and cleaning of glazed areas and how protected from the wind is the platform shelter?

4.18 In terms of design they commented that the balustrading along the platform edge

and ramp must be as transparent as possible and the on going design of the station is very important and owing to the nature of the design the detailing of the design must be carried out with great care.

Highways and Transportation 4.19 Unobjectionable in Principle. Subject to there being a scheme of management for

the refuse on the Octavius Street scheme and detailed submission of the alterations being made to the roadway of Octavius Street. With regard to cycle parking – the provision in both schemes is considered to be acceptable. The

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Octavius Street scheme introduces 100 spaces and the station cycle introduces Sheffield Stands.

Environmental Health 4.19 Station: Whilst unobjectionable in principle, Environmental Health requested that the

following conditions are attached: C10, C11, N10, N11, N02, N03, N04, N05 Octavius Street: Whilst unobjectionable in principle, Environmental Health requested that the

following conditions are attached: C10, C11, N10,LW1, LW2, LW3

5.0 Policy Context

Central Government Policy Guidance 5.1 Several statements of Government planning policy and advice are relevant to the

proposals, particularly PPS 1 (Delivering Sustainable Development), PPG 3 (Housing), PPS 6 (Planning for Town Centres), PPG 13 (Transport), PPG 15 (Planning and the Historic Environment), PPS 22 (Renewable Energy) and PPS 23 (Planning and Pollution Control).

Planning Policy Statement 1: Delivering Sustainable Development

5.2 The PPS was published in January 2005. The objectives of the guidance are

wide ranging. Among the aims are to make suitable land available for development in line with economic, social and environmental objectives, to improve peoples quality of life and to contribute to sustainable economic development. The PPS also states that planning should ensure high quality development through good and inclusive design and the efficient use of resources.

5.3 In the section entitled "Delivering Sustainable Development" the PPS states that

planning authorities should seek to:

Provide improved access for all jobs, health, education, shops, leisure…..by ensuring that new development is located where everyone can access services or facilities on foot, bicycle or public transport rather than having to rely on access by car; and to……

Promote the more efficient use of land through higher density, mixed use development and the use of suitably located previously developed land and buildings .......

5.4 Paragraph 29 of PPS1 states:-

In some circumstances, a planning authority may decide in reaching a decision to give different weight to social, environmental, resource or economic

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considerations. Where this is the case, the reasons for doing so should be explicit and the consequences considered.

5.5 The PPS also contains advice on design which includes the general advice that

local planning authorities should not attempt to impose architectural styles or particular tastes and they should not stifle innovation, originality or initiative through unsubstantiated requirements to conform to certain development forms or style.

Planning Policy Guidance 3: Housing 5.7 PPG 3 outlines objectives to ensure a sufficient level of good quality housing is

provided for all, including affordable housing. It strongly encourages the re-use of previously developed land for housing purposes.

5.8 The Guidance states that housing should be sustainable and linked with public

transport provision and lower overall levels of off street parking. Mixed use development should be promoted where possible, with proposals making the best use (most efficient use) of land.

5.9 Paragraph 46 states:

“New housing development of whatever scale should not be viewed in isolation. Considerations of design and layout must be informed by the wider context, having regard not just to any immediate neighbouring buildings but the townscape and landscape of the wider locality.”

In relation to car parking PPG3 states in paragraph 60 that: “Car parking standards for housing have become increasingly demanding and

have been applied too rigidly, often as minimum standards. Developers should not be required to provide more car parking than they or potential occupiers might want, nor to provide off-street parking when there is no need, particularly in urban areas where public transport is available or where there is a demand for car-free housing.”

Planning Policy Statement 6: Planning for Town Centres

5.10 In Chapter 2 the guidance states that it is important to maintain a high quality and

safe environment if town centres are to stay competitive and attractive to customers. It states in paragraph 2.19:

“Well-designed public spaces and buildings, which are fit for purpose,

comfortable, safe, attractive, accessible and durable, are key elements which can improve the health, vitality and economic potential of a town centre. Policies for the design of development for main town centre uses, regardless of location, and for development in town centres, should promote high quality and inclusive design, in order to improve the character and quality of the area in which such development is located and the way it functions.”

5.12 In creating successful town centres, the guidance states in paragraph 2.20 that:

Local planning authorities should formulate planning policies which encourage well-designed, and where appropriate, higher-density, multi-storey development

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within and around existing centres, including the promotion of mixed-use development and mixed-use areas.

5.13 PPS 6 also advises (paragraph 3.28) that, in reaching a decision, Councils

should also take into account relevant local issues and other material considerations which might include the following: • physical regeneration; • employment; • economic growth; • social inclusion.

Planning Policy Guidance Note 13 Transport (March 2001) 5.16 The objective of this Guidance is to promote more sustainable transport choices

for both people and for moving freight, to promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling and to reduce the need to travel, especially by car.

5.17 As regards car parking, the Guidance suggests that car parking has a major

influence on the means of how people choose their journeys. The document requires development plans to set maximum car parking standards for broad classes of development and sets out maximum car parking levels that should be applied.

PPG15: Planning & the Historic Environment (1994) 5.18 PPG15 provides detailed guidance on the consideration of proposals that affect

buildings of architectural or historic importance or their setting. The guidance (para 3.5) identifies issues that are generally relevant to all listed building consent applications. In summary these are: The importance of the building, its intrinsic architectural and historic interest

and rarity The particular physical features of the building which justify its inclusion in

the list The building's setting and its contribution to the local scene The extent to which the proposed works would bring substantial benefits for

the community. 5.19 PPG15 notes (para. 3.8) that new and continuing uses of listed buildings will

often necessitate some degree of adaptation. There is a presumption against demolition of any listed building. PPG15 (para 3.16) also notes that while it is an objective of Government policy to secure the preservation of historic buildings there will very occasionally be cases where demolition is unavoidable. Where proposals involve demolition of all or a significant part of a listed building then in addition to the general considerations, PPG15 identifies (para. 3.19) additional considerations that will need to be addressed: The condition of the building and the cost of repairing and maintaining it in

relation to its importance; The adequacy of efforts made to retain the building; The merits of alternative proposals;

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There may be cases where proposals will bring about substantial benefits for the community which have to be weighed against the arguments in favour of preservation.

The London Plan

5.21 The London Plan was published in February 2004 and is the Spatial

Development Strategy for London. In addition, under Section 38 (2) of the Planning and Compulsory Purchase Act 2004, the development plan for any area in Greater London (including LB Lewisham) is now both the spatial development strategy (i.e. the London Plan) and the recently adopted Unitary Development Plan (July 2004). For those reasons it is now a statutory requirement for the application to be considered in the context of the London Plan Policies where relevant.

5.22 The London Plan promotes the concept of London as a sustainable and compact

city. It highlights that future residential development needs to be located so that it maximises the use of scarce land available, conserves energy and is within easy access of employment, schools, shops, and public transport. The Plan sets each Borough a housing target and states that there is sufficient housing capacity within London to respond to both existing and future housing demand but more capacity can be achieved through redevelopment and applying higher densities. Boroughs should investigate additional sources of housing capacity and identify further sites, applying higher densities where appropriate.

5.23 In Chapter 2, Policy 2A.1 deals with sustainability criteria which the Mayor will

take into account when, among other matters, considering planning applications referred to him.

Among those criteria are: • optimising the use of previously developed land and vacant or underused

buildings (see chapter 3, parts A and B and chapter 4 part B) .......... ensuring that development occurs in locations that are currently, or are planned to be, accessible by public transport, walking and cycling (see chapter 3 part C);

• ensuring that development occurs in locations that are accessible to town centres, employment, housing, shops and services (see chapter 3 part D).

5.25 Policy 2A.5 Town Centre aims to promote the strategic importance of town

centres in accommodating economic growth, meeting the needs of Londoners and improving the sustainability of London’s development. It states that UDP’s should provide for a full range of town centre functions including retail, leisure, employment, services and community facilities. It also states that Council’s should seek to sustain and enhance the vitality and viability of town centres including maximising housing provision through high density, mixed use development and environmental improvement.

5.26 Policy 3A.1 Increasing the Supply of London’s Housing seeks that 30 000 new

homes are achieved per year from all sources. The specific target for Lewisham in the period between 1997-2016 being 17 350, this equates to 870 homes on an annual basis. The Mayor’s strategic target for affordable housing is 50%.

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5.32 Policy 3C.22 sets out the Mayor's parking strategy. It seeks to ensure that on site car parking at new developments is the minimum necessary and that there is no over provision that could undermine the use of more sustainable non car modes. The policy also embraces maximum parking standards which are set out in Annex 4 of the London Plan where appropriate, taking account of local circumstances and allowing for reduced car parking provision in areas of good transport accessibility.

5.33 Policy 4A.6 deals with the improvement of air quality and among the measures

proposed are to improve the integration of land use and transport policy and reduce the need to travel especially by car; by promoting sustainable design and construction; by ensuring at the planning application stage that air quality is taken into account along with other material considerations and that formal air quality assessments are undertaken where appropriate, particularly in designated air quality management areas.

5.34 Policy 4B.3 and the related table 4.B1 deal with maximising the potential of sites.

It states that the Mayor will and Boroughs should, ensure that development proposals achieve the highest possible intensity of use, compatible with local context, the design principles and with public transport capacity.

5.35 Deptford falls within an area identified in the Plan as an ‘Area for Regeneration’.

This is an area where the Mayor will work with strategic partners to achieve their sustained renewal by giving them priority for action and investment. The plan advises that each London Borough should produce spatial policies that integrate regeneration, development and transport proposals with improvements in learning and skills, health, safety, access, employment, environment and housing.

Adopted Unitary Development Plan

5.36 The relevant policies in the Unitary Development Plan (2004) are:-

URB3 Urban Design; URB10 Roller Grilles and Shutters URB12 Landscape and Development URB13 Trees URB14 Street Furniture and Paving URB16 New Development, Changes of Use and Alterations to Buildings in Conservation Areas; URB17 Demolition in Conservation Areas; URB18 Preserving Listed Buildings; URB19 Listed Buildings Change of Use HSG2 Housing on Previously Developed Land; HSG4 Residential Amenity; HSG5 Layout and Design of New Residential Development, HSG6 Dwelling Mix; HSG14 Provision of Affordable Housing; HSG16 Density HSG17 Sustainable Living Areas TRN2 Travel Impact Assessments TRN4 Access for Public Transport TRN10 Protection and Improvement of Public Transport;

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TRN14 Cycle Parking TRN15 Provision for cyclists and walkers TRN23 New Residential Parking; TRN24 Car Free Residential Development TRN26 Car Parking Standards EMP2 Promotion and Retention of Creative Industries; EMP7 Live/Work Developments. STC4 Major and District Centres –Core Shopping Areas; STC9 Restaurants, A3 Uses and Take Away Hot Food Shops; STC12 Mixed Use Development. LCE 2 Existing Leisure and Community Facilities.

5.35 Supplementary Planning Guidance 5.36 In April 2004 the Council adopted the Deptford Urban Design and Development

Framework as Supplementary Planning Guidance. The framework reviews the strengths and weaknesses of Deptford’s environment and provides guidance on design principles. The document refers to the station site and identifies a need for investment in the area to enhance the quality of the environment to improve “first impressions” of Deptford and to improve the area so that there is a sense of arrival. The Framework places emphasis on the need to enhance the general High Street environment adjacent to the station.

6.0 Planning Considerations

6.1 The main planning considerations are:-

• Whether the proposed mix of uses is acceptable; • the acceptability of the proposals in relation to the Listed structures; • design approach adopted by the applicant including mitigation measures

designed to overcome potential adverse impact (including noise, residential amenity, contamination, air quality and light pollution) and renewable energy;

• design and scale of the residential/live/work building • impact of the development on residential amenity including daylight and

sunlight and overshadowing; • traffic and car parking considerations; • the re-provision of the Rose Apple day centre; • lack of affordable housing provision; • linkages through the sites; • overall regenerative benefits of the proposed development, including

consideration of measures required to ensure a comprehensive approach to the regeneration of this site.

Mix of Uses within the scheme 6.2 The proposed development would include a mix of residential, live/work, retail,

A3, and employment space. The introduction of a mix of uses is considered to be consistent with policy STC12. This policy states “the Council will welcome development proposals which involve appropriate mixed use schemes or a compatible mix of uses within close proximity to each other in the Major and

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District Town Centres and in other appropriate locations that are well served by public transport.”

6.3 The proposed re-use of the arches for a mix of A1, A3 and B1 uses would

introduce uses that would be compatible to those in existence already in Deptford High Street. The primary retail function of the High Street would be reinforced and the proposed uses are in line with the objectives of policy STC4. This policy seeks to preserve the primary retail function within the core area of District Town Centres. The introduction of these uses would also bring the arches back into use with activities which are beneficial to the town centre in contrast to the former vehicle repair uses.

6.4 With regard to the proposed commercial space, this would be consistent with

policy EMP2. The introduction of B1 accommodation both within and above the ramp would provide new space for creative businesses. These industries would add to Deptford’s growing creative sector. Additionally the introduction of live/ work units within this town centre location meets the requirements of policy EMP7 which encourages live work developments in town centres. The frontages of the live work units would be glazed, so work being undertaken within the units would be visible from the ramp, contributing to an active frontage.

6.5 While initially flexibility is sought in relation to the commercial floorspace, the

inclusion of A3 uses would be compatible with the High Street and consistent with policy STC 9, however the issue of ventilation and fume extraction would need to be sensitively handled. The policy aims to protect the amenity of residential premises and by locating A3 uses within the arches which open onto the station forecourt area to the east of the Carriage Ramp, it is considered they would be compatible with existing and new residential properties to the west.

6.6 The proposed 7 storeys of residential accommodation which would be located

above the live work units within the Octavius Street building are an appropriate town centre use.

6.7 The mix of uses proposed is considered to be acceptable as they would work

together to achieve an environment which would be vibrant and active in relation to the town centre. The likelihood is that these uses would spill out into the station forecourt. The mix of shops, cafés, restaurants and commercial units (likely to be workshops or art galleries) in the station arches are considered to strengthen the functioning and security of the town centre. The mix of uses not only draw strength from each other but would work together to achieve a vibrant and active forecourt environment which would consolidate the heart of the town centre. The frontage of these units proposed to be fully glazed with slatted wooden shutters which would be light and permeable so the uses behind them are easily visible.

Design and Listed Building Issues 6.8 Policies URB 16, 17, 18 and 19 set out the Council’s commitment to the

preservation of Listed Buildings and to preserving and enhancing the special architectural or historic character of the boroughs conservation areas. Policy URB 17 states a presumption in favour of the preservation of buildings that make a positive contribution to the character and appearance of a conservation area . Policy URB 16 states that the Council will only grant consent for alterations and

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extensions to Listed Buildings which relate sensitively to the important characteristics of the original building. Policy TRN10: Protection And Improvement of Public Transport supports initiatives which would improve the environment of rail stations and prevent crime or fear of crime in relation to public transport provision. The design concept for the station and forecourt involves the creation of a new visible and accessible entrance to the station set within a landscaped forecourt. The ticket office at the new station building would be at platform level, reached by a lift and staircase, all enclosed within a predominantly glazed structure.

6.9 The proposed development involves a range of works to and adjacent to the

Listed viaduct, Station building and Carriage Ramp and demolition of the unlisted single storey buildings at 121/123 Deptford High Street.

6.10 The proposals involve the removal of the station entrance building. When

considering the demolition of a building within a conservation area consideration has to be given to the contribution that it makes, its physical state and whether the proposed replacement will contribute to the conservation area.

6.11 While the station entrance building is not in a particularly bad state of repair, it

does not present a positive elevation to the High Street and is an uninviting entrance to the station. The High Street frontage would be replaced by a retail unit with a predominantly glazed façade to the High Street.

6.12 The new building is considered to enhance the appearance of the High Street

and listed carriage ramp. The proposals would present an attractive and active elevation to the station forecourt and High Street and relate to it well.

6.13 It is considered that the case presented by the applicants for the removal of the

existing building is acceptable in terms of the requirements set out in PPG15. 6.14 With regard to the alterations to the listed structure, PPG15 states that in

assessing proposals to alter listed buildings, consideration must be given to the importance of the building, its intrinsic architectural and historic interest and rarity, the particular physical features of the building which justify its inclusion in the list; the building's setting and its contribution to the local scene; and the extent to which the proposed works would bring substantial benefits for the community. The proposal involves the removal of the station entrance building, arch infills, the southern end of the ramp, bridge across railway and down platform (including shop unit 139a).

6.15 Deptford carriage ramp is one of the only remaining carriage ramps in the

country and is one of the early features of the station. The viaduct is also of historical importance as this was part of the first suburban railway line linking London to Greenwich which was constructed in 1834 and is the longest listed structure in Britain.

6.16 There have been a number of alterations to the listed structure and along with

unsuitable uses, poor management and unsympathetic and unauthorised alterations have led to the Carriage Ramp being placed on English Heritage’s Buildings at Risk register.

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6.17 The present state of the building detract from its appearance and make for a very unwelcoming environment and one which is unattractive and feels unsafe. The additions also hide the original structure and their removal is considered to be positive. The proposed alterations to the listed structure application are considered to be positive and would enhance the ramps appearance, bring it back into use and protect it from further damage.

6.18 The applications for LBC and CAC have been referred to GoL for their

consideration as the Council cannot determine these. Both GoL and English Heritage have found the proposals unobjectionable subject to a number or conditions regarding the submission of further details.

6.19 The new contemporary additions abutting the listed ramp and viaduct will allow

the listed structures to be easily read and this will allow them to re establish their visual importance. The new structures and additions are mainly transparent and would allow the ramp and viaduct to be read clearly and show the juxtaposition of the highly contemporary new permeable structures and the historic, solidly built brick structures.

6.20 The design of the station entrance building is considered to be of high quality. It

has an unusually designed, steel roof which would be highly articulated, atop a glazed box (the station office) supported on a stainless steel frame. The design is considered to be of high quality. The building’s design will create a highly visible and transparent building providing a feeling of safety and security to the station and its environs. At present there is no visibility for passengers to the street when using the up platform stairs, and even when on the London bound platform visibility is not good. The elevated position of the station office would allow views to be maintained of the whole station forecourt and both platforms.

6.21 The design and materials, would give the building a lightweight appearance

which is considered to enhance the setting of the Listed structures and integrate with them, to create a neighbourhood beacon, symbolic of Deptford’s regeneration. The lightweight appearance would enable the ramp and viaduct to be seen in their entirety.

6.22 The steel, faceted roof of the station is considered to be a feature which would

make a statement and will give Deptford station an identity. The roof would extend over the London bound platform and a similar but smaller roof would extend over the east bound platform. The architects have confirmed that the roof would not be reflective and that the ticket offices have been designed as an insulated box so that when it rains it will not suffer noise and disturbance. The apparent light weight structure underneath will give the station roof a floating appearance and with the faceted surface it will have a dynamic finish (some panels shining and others being in shade whilst being slightly reflective). The design of the building is considered to comply with policy URB3: Urban Design which states that developments should be of a high design standard.

6.23 One of the Arches (134) would be opened up to provide a through route to the

down platform and will, when the station is closed, be secured by stainless steel security shutters. The arch will be finished internally with ceramic mosaic tiles with mirror polished stainless steel panels, lit by feature lighting. A further arch would house services such as electrical systems.

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6.24 The station forecourt and Deptford Market has not in the past drawn people in or contributed positively to the vitality of the High Street. It is considered that the current proposal would transform this area, making it a focus for the High Street , encouraging passing trade and contributing to the shopping function of the high street.

6.25 The station forecourt would be opened up and landscaped and would provide

access to the ramp. A new gently ramped pedestrian access to the ramp would be a significant feature of this landscaped square. The removal of the buildings on the southern entrance to the forecourt would open up the bottom of the ramp. This landscaped area would introduce greenery in the form of trees and shrubs and a courtyard feel to the station forecourt which would encourage pedestrian use of the ramp as an alternative access to the station and open up views to the ramp and station behind.

6.26 The appearance of the arches would change dramatically, each are proposed to

have almost totally glazed frontages so the uses within would be visible and to maximise light within the units. The use of fully glazed infills would also emphasize the railway arch as the dominant structure. This would be a much more sympathetic infill for the arches, whereas presently there are brick with heavy wooden doors that detract from the appearance of the structure. Each arch infill would be fully glazed with stained hardwood shutters which would cover the sides of the unit’s frontage. They would allow for views into each unit, the central part of each unit would only be shuttered when the unit is closed. Each viaduct infill would have stainless steel signage and an open mesh security shutter from the mullion leaving the top of the arch glazed. This would accord with policy URB10 which encourages use of open grilles allowing goods within the unit to be seen at night and allowing the diffusion of internal light to the forecourt.

6.27 Also proposed within the forecourt are cycle racks and a landscaped area at the

base of the ramp which would be in the form of a group of Himalayan birch trees. These trees were chosen owing to their light coloured trunks and hardiness, additionally they are lightly coloured and when in leaf are not overly dense and would create dappled shadows. Whilst it was originally mooted that benches would be sited within the forecourt they have been removed from the proposal as they may restrict the functioning of the uses within the arches or the extension of Deptford Street Market.

6.28 Three of the arches (150-152) would be opened up to provide a pedestrian route

through the ramp to Octavius Street, thereby increasing permeability in the area and facilitating access to and from the station.

6.29 The proposed unit to the north of the railway line, no. 139 (137a and 139a at

present) would also have a fully glazed frontage and create a unit with an orthodox relationship to the High Street. Proposed Unit 130a which located at the entrance to the station forecourt on the northern most corner would be fully glazed and double height. This would give an open and active frontage with visibility onto the station forecourt. Both of these units are proposed to have shop fronts of contemporary design. The contemporary treatment to these frontages would provide a visual link with the new station entrance and would be satisfactory in the context of the Listed structure and conservation area.

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6.30 Above the unit (139) would be the end of the platform, this would introduce activity to the High Street and increase visibility and surveillance. The platform would be enclosed with robust but lightweight stainless steel mesh in a light weight metal frame. The use of these materials are considered to maintain the lightweight nature of the additions to the listed ramp and viaduct and allows the listed structure to be read clearly.

6.31 The station forecourt is proposed with granite sett paving that would extend all

the way up the carriage ramp. The proposed forecourt area is considered to create a place where people will feel comfortable spending time in and passing through, and is now considered to comply with the requirements of URB4: Designing out Crime and URB14 Street Furniture and Paving.

6.32 The station proposal along with all of the related elements is considered to create

a positive and welcoming environment which meets the aspirations of the Council and desires of the local residents.

Linkages through the site 6.33 Presently the carriage ramp acts as a physical barrier cutting land at Octavius

Street and beyond off from the town centre. The proposal includes breaking through 3 arches (150-152) so that an east-west route can be established. This route will also be visible from the southern entry point of the station forecourt and it is likely to encourage people to take this route. This route would be lit ensuring that people are safe when walking through. Concerns have been raised about the existing routes around the site and it is understood that the route between the carriage ramp and The Albany is at present a dark and uninviting route. When the arches are opened up they will add to the feeling of security and the area would benefit from the proposed lighting.

6.34 The carriage ramp would provide access to the upper level of the new station

building. This would make the upper level active and would encourage people to use its surface as a new public route, as well as providing access to the live-work units in the building on Octavius Street.

Design and Scale of the Octavius Street Building 6.35 The proposed residential building would be of a scale that is significantly greater

than the relatively low rise buildings in the immediate vicinity of the site or the wider town centre. It would be eight storeys high, including a recessed top floor which would contain the upper floor of duplex residential units. The adjacent buildings range from 2 to 4 storeys high. Whilst the proposed building would be substantially taller than surrounding buildings, the size of the building would achieve the urban design objective of giving Deptford a landmark building which would improve the town’s legibility. A building of this size would denote the town’s centre and mark the location of the station and concentration of retail uses, while being set back from the low rise buildings in the High Street that form the focus of the conservation area. In addition it would provide the station forecourt with a back drop.

6.36 The proposed block would be substantially taller than the building’s to the

immediate east of the site (the Deptford Housing Co operative) some of which are 2 storeys. Certainly not a reason for acceptability for the juxtaposition of the

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two but it is unusual to have such low rise buildings in such an arrangement so close to a town centre. When viewed from Octavius Street the impact of the building will substantially alter the townscape and would give a feeling of enclosure to the area immediately to the east. It is not considered that such a feeling of enclosure would be detrimental to the surrounding area. One benefit of the building is that it will introduce activity into this part of Deptford, where there is a perception of crime and is likely to make the area safer.

6.37 The building has been designed on the eastern elevation such that it appears to

‘hover’ over the listed carriage ramp. The residential upper floors is proposed to have a different elevational treatment and juts forward of the first floor so, when it is viewed from the west it appears to float above the carriage ramp from a distance. The building’s design is contemporary and uses contemporary materials. It does not bear resemblance to the blocks around it, but many of the architectural styles around would either not be appropriate to be used on a building of this style or are styles which are now considered not to be examples of good design and therefore should not be repeated. The edges of the building are glazed but with a much lighter weight frame leaving the central, residential element prominent. This form of elevational treatment emphases the floating nature of the block. This is considered to be a well designed building of high quality design with uses which are well located which will strengthen the town centre and station.

6.38 The ‘floating’ appearance of the structure derives from the winter gardens that

are proposed to cover both the east and west elevations. The winter gardens would create a semi interior space for each dwelling. Such amenity spaces are considered to be an innovative way of providing people with semi external space. It is space which would be more useful than a balcony as the space can be used year round. The use of a winter garden gives the building a double skinned appearance. It would give the elevation a feeling of being dynamic and animated. The technical specification of the winter garden has been required as a condition as the design must provide a comfortable environment for future occupiers. The winter garden also gives the elevations a dynamic feel and interesting backdrop to the station forecourt.

6.39 The second and third levels of the building, containing live-work units, would be

recessed. These units would face onto the ramp which would give it a semi-public function. The work element of the units would face the ramp and have access from it. A bridge from the ramp would form an upper entrance into the building which directly links into the building’s internal circulation (stairs and lifts).

6.40 The live/work units on the lower floor would address the slope of the adjacent

Carriage Ramp. The live work units would be linked to the carriage ramp by glazed bridges so that the building appears to just touch the ramp. Views of the undercroft would be gained and as the materials are penetrable and lightweight the integrity of the ramp is considered to be maintained. The entrance point to each live work unit creates visual interest (as each unit’s entrance will be at a different height within the units as the height of the ramp increases). Internally this would create a double height space inside which mezzanine levels of different heights would be created. The units would also ‘address’ the Carriage Ramp allowing access either from Octavius Street or from the ramp.

6.41 The top floor of the building would be recessed which would reduce the

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perceived height of the building somewhat at close quarters. The use of lightweight materials also reduces bulk and gives a sense of activity and movement behind the glazing.

6.42 The footprint of the building allows for sufficient circulation space around the

base and whilst the building would occupy most of the site, it is within a town centre location and a Sustainable Living Area therefore can reasonably be expected not to have a large amount of outdoor space. The ground floor layout allows for access though arches 150-152 which link to the station forecourt.

6.43 The building has been designed so that uses will spill out on both the ground and

first floors onto the station forecourt and Carriage Ramp respectively, above that the winter gardens will encourage residents to use this semi internal space, the resultant effect being that this elevation would appear alive. Having a residential building behind the station will also result in natural surveillance over the forecourt.

6.44 Further consideration will be given to the choice of materials, however given that

the proposed Octavius Street building will be physically attached to the Carriage Ramp the glazed bridge links have been considered in detail at this stage.

Residential Amenity 6.45 With regard to the impact on the amenities of adjacent properties, privacy and

shading constitute the main considerations in relation to the Octavius Street housing.

Privacy

6.46 In terms of privacy the impact of the residential units facing Deptford High Street

are considered not to cause significant harm in the form of overlooking or loss of privacy owing to the distance maintained between the proposed and existing buildings.

6.47 With regard to the proposed units on the west part of the building, the orientation

of the new block means that it would face the flanks of the terraced properties in Rochdale Way. Whilst there would be no directly opposing windows it is considered that the introduction of a building of this height in close proximity to these properties will give rise to some degree of overlooking, mainly of gardens, and a perception of overlooking. One of the effects of the proposed winter garden feature is that it acts as a double skin to the building and as such the main windows in the building are set back 2m from the face of the building behind another skin of glazing; so overlooking from the main living spaces of the block is effectively reduced. The winter gardens are intended to allow for use all year round so it is accepted that there will be a level of overlooking or certainly a perception of overlooking in relation to the closest properties in Rochdale Way. The scheme has been amended to introduce a row of trees along the western side of Octavius Street along the side boundary of the closest property (32 Rochdale Way). Owing to the movement of the sun these trees would not be likely to cause significant shading to the gardens of nos. 31 and 32 but would provide a level of screening between the proposed flats and the closest properties in Rochdale Way.

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Daylight and Sunlight 6.48 A daylight and sunlight analysis has been submitted by the applicants. A

sunpath analysis has been carried out throughout the year and each date is illustrated with four diagrams from 10.00am to 4.00pm. The study identifies firstly, that the proposed residential building will cast shadow over Octavius Street and existing residential properties early in the morning but overshadowing would be removed by midday or possibly earlier. Secondly, the proposed public space receives good solar aspect all day until late afternoon when the proposed residential building would cast shadow over the space.

6.49 Day and sunlight calculations were done for 1-3, 12-15, 25-32 Rochdale Way,

25-30 Camelia House, Upper storeys of 125, 127, 129 and 135 Deptford High Street, 131 Deptford High Street, The Albany and the Church, Our Lady of the Assumption.

6.50 A detailed assessment of daylight and sunlight to neighbouring buildings has

concluded that the proposed development will be acceptable by reference to the BRE guidelines. The analysis reveals that there will be some light lost to a small number of windows, which presently have a low level of sunlight and given the site’s location the remaining levels of sunlight are considered to be acceptable.

6.51 Specifically with regard to 25-32 Rochdale Way (it should be noted there is an

error in the report as it refers to window R9/70 and it should be W8/70) – The room is a living room and the VSC loss is just below the recommended guidelines and the ADF is reduced from 1.6-1.3%, the guidelines state that the ADF should be 1.5% so it will be slightly below that recommended.

6.52 All other windows within the properties assessed were found to have acceptable

levels of daylight. 6.53 In terms of sunlight, all windows within 90 degrees of due south serving

residential properties were analysed. The only two properties found to not meet the recommended levels were 131 Deptford High Street and 135 Deptford High Street. The study finds that although there are some windows which are lightly below the recommended levels that given this site is in a dense urban area and that many of the windows will have reasonable levels of sunlight, overall the reduction in sunlight will be acceptable.

6.54 In terms of overshadowing the levels are found to be acceptable.

Housing Issues 6.55 Policy HSG 4 provides detailed guidance on the layout and design of new

residential development to ensure it is both attractive and meets the functional requirements of its future inhabitants. Specifically new housing should provide a quality environment for residents (in terms of internal and external space), be physically accessible to all members of the community and achieve a sustainable form of development (through providing parking in accordance with the Council’s maximum parking standards, and encourage energy and natural resource efficiency). In terms of the internal space the entrance has been opened up and has over doubled in size making an entrance hall of note which is required on a

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building of this size. The residential accommodation proposed is also acceptably laid out.

6.56 The proposed mix of accommodation comprises of 14 Live/work, 14 One

bedroom units, 60 Two bedroom, 41 One bedroom duplex units. This mix would be in line with the requirements of policy HSG 6, which seeks provision of a mix of dwelling sizes in residential developments of 15 units or more. As the supporting text to policy HSG17: Sustainable Living Areas states, this is determined by reference to the housing needs of the area and nature of the development and its proposed relationship to the surrounding area. The supporting text to policy HSG 7 notes that there is a lack of one and two bedroom accommodation across the Boroughs.

6.57 In the residential block there is purely residential accommodation above second

floor level. The flats on floors three to eight are single aspect, with central servicing, and each would have an enclosed winter garden providing amenity space. The units on the seventh and eighth floors are duplex units which have a balcony on the lower level. Lift access is proposed to all units.

6.58 The proposal would give rise to a residential density level of approximately 1000

habitable rooms per hectare. Whilst the density is high and exceeds the maximum density level set out in policy HSG12: Density, the site is located within a Sustainable Living Area and therefore standards can be applied more flexibly. The density level does fall at the upper end of the density levels suggested as appropriate in town centre locations in the London Plan, therefore the intensity of development is not considered to be excessive. The building is considered to be of an acceptable scale and is not considered to constitute an over-development of the site. The development makes a good use of this land and an eight storey building on this site, in this location, close to Deptford Town Centre with excellent accessibility to a variety of public transport options, shopping and other local facilities would not be inappropriate.

6.59 With regard to HSG 2 Housing on Previously Developed Land, the residential

element of the proposed scheme meets the requirements of this policy as this scheme proposes residential use on a previously developed site, in accordance with sustainable development objectives.

6.60 Policy HSG 5 seeks the provision of readily accessible, secure, private and

useable external space. The provision of amenity space in the form of winter gardens is considered to be acceptable. As the site is in a town centre location the provision anything more than this, such as balconies (which would increase overlooking) or roof terraces (which would not be possible with the design of this building) would increase overlooking.

6.61 UDP policy HSG 14 sets the targets for affordable housing in the borough and

gives criteria for an assessment of suitability. These include whether the provision of affordable or keyworker housing would prejudice the realisation of other planning objectives that need to be given priority in development of the site. The supporting text to that policy notes that the scale of contribution towards the provision of affordable housing can vary from site to site, dependent on site conditions, market conditions and other material considerations.

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6.62 As outlined above, the proposals for Deptford Station and the land at Octavius Street form a comprehensive, linked development. It is acknowledged that the site would be suitable for the provision of affordable housing however a financial appraisal of the comprehensive scheme has concluded that the provision of affordable housing as part of the development would impact on the ability of the scheme to deliver a comprehensive treatment of the station, station square and the carriage ramp.

6.63 The analysis demonstrates that the estimated construction costs for the listed

structures and regeneration works means that the viability of the proposal without any affordable housing provision is marginal. The analysis explains that a developer is likely to achieve sufficient return to enable delivery of the scheme however no surplus would be generated. For the same reasons the quantum of development on the Octavius Street site could not be reduced. As it is intended to use funds from the disposal of the Octavius Street site to finance the works to the Listed carriage ramp and viaduct it is considered that the provision of affordable housing could not be realised without adversely impacting on the achievement of the comprehensive improvement of the station and station square. The station, Listed viaduct and Carriage Ramp demand a high quality scheme using the highest quality materials and on the basis of the financial appraisal, it is considered that it would be acceptable to forgo an element of affordable housing provision in this instance.

6.64 Subject to planning permission being granted the applicants will be required to

submit access statements for both parts of the scheme. This document should set out the ways that the developments will have an inclusive approach to the design of the environment, focusing on people with disabilities.

Rose Apple Centre 6.65 The Rose Apple Centre is no longer proposed to be re-provided within the

amended proposals for the Octavius Street development. Much discussion has taken place concerning this aspect, including with the current users of the centre. It is now proposed that, owing to the predominant function of the centre being for religious meetings, this use will be re-provided within the Deptford Mission.

Traffic and car parking

6.66 The station and uses within the station forecourt would be serviced from Deptford High Street (as existing) and the residential and live/work units from Octavius Street. Servicing to The Albany would not be altered by the proposed development. A service route would follow the inside edge of the station forecourt and would also be the access route to the rears of units 125 to 135 Deptford High Street. The Octavius Street building would be serviced at the northern end where the lift and staircase to the live work units would be located.

6.67 In terms of parking, none is proposed on the station forecourt area and bollards are to be placed in front of the uses within the carriage ramp to prevent parking. For this space to be successful it must be kept free of parked vehicles, which would obstruct the uses and free flow of pedestrians.

6.68 Outside the Octavius Street building 26 external parking spaces are proposed. 21 spaces will be sited directly alongside the building but not on the highway.

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The remaining 5 spaces would be on the opposite side of Octavius Street. These would be in substitution for the car parking spaces lost by the occupants of the Deptford Housing Co operative, who currently park their cars in the area allocated to them at the north of the Octavius Street site. The S106 Agreement will provide funding for additional waiting and loading restrictions to be provided in Octavius Street both at its junction with Idonia Street and at its junction with the access road to the site. These will be implemented to ensure that there will be adequate manoeuvring and turning space for all service vehicles. They will also prevent market traders from unloading in these areas.

6.69 49 off-street car parking spaces are proposed inside the building which provides an approximate 45% parking ratio. This level of provision is considered acceptable to the Council’s Highways and Transportation officer. In Annexe 4 Parking Standards in the London Plan it states that the maximum provision should be 1 space per unit and in areas where there are good public transport links less than that number should be proposed. This site has a moderate level 3-4 Public Transport Availability Level (PTAL). However the site is within the Town Centre and is also within a "Sustainable Living Area" as defined in the adopted UDP. Therefore off street car parking provision at under 50% ratio is considered acceptable. The issue has been raised by the Deptford Housing Co op that this level would only be acceptable if there was a controlled parking zone around Octavius Street. There is a borough wide study being undertaken at present, with a focus on Deptford. The results of this study will be known in late September and at that time consideration will given to whether this area should have further parking control and management.

6.70 The development would result in the loss of the Octavius Street car park which is currently mainly used by market traders free of charge. Consultation has been held with the market traders to ensure that the removal of this car park would not impinge of the functioning of the market and it has been agreed that the traders will receive parking permits for other council car parks in the vicinity - Hamilton Street and the Giffin Street car park adjacent to Wavelengths, both of which are underused metered car parks

6.71 Cycle parking provision of 100 spaces would be located on the ground floor adjacent to the listed carriage ramp. Within the station forecourt bike stands are proposed for commuters and visitors to the forecourt uses. It is the opinion of the Highways Department that the provision of Sheffield Stands is appropriate in this location as there is little room for internal provision (i.e. bikeaway stands or lockers). It is also considered that the station is unlikely to attract large numbers of cyclists given the close proximity of a number of other local stations and DLR.

Wind study 6.72 A wind study has been undertaken by the applicant’s and was aimed at

identifying whether adverse wind speeds are likely and where and why these would develop. The report finds that there will be locations where wind flows are increased - south west corner of the up platform and the exposed faces of the up and down platforms. As the report finds that the reason for the increase is 2 fold, the Octavius Street building and the station entrance building’s roof. Whilst the findings show that wind speeds will increase and suggest that a wind tunnel test would conclusively show these findings there are mitigation measures which can

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be undertaken such as screens or planting, therefore this issue can be dealt with by condition.

Biodiversity 6.73 Due to lack of use the surface of the Carriage Ramp has attracted self-seeded

plants and mosses particularly at the base of the ramp, the junction of the ramp and the platform. The full extent of the flora and fauna present on the ramp is detailed in an Appendix to the applicants Design Statement. Whilst it is considered important to protect flora and fauna it is considered unrealisatic to retain the vegetation which has grown on the ramp due to neglect and compromise the realisation of this regeneration. A new planted area is to be formed at the base of the ramp and whilst the existing plants etc would be lost a new area would be formed which would be able to create new biodiversity within the area.

7.0 Consultations

7.1 An Urban Design and Development Framework for the area was commissioned

by the Council in 2003. It has been adopted as supplementary planning guidance to the Unitary Development Plan. The production of the study involved extensive public consultation with local people who provided input on the strengths and weaknesses of their area. Whilst the ease of access to London Bridge was cited as a major strength, the quality of the station was listed as one of the worst things about the High Street.

7.2 Issues raised in responses to consultations have been taken into consideration in

the report and the recommendations.

8.0 Planning Obligations

8.1 While elements of public funding have already been allocated for the refurbishment of the operational railway structures, the bulk of the works would need to be funded through development receipts. Funding has been confirmed from ODPM, London Development Agency and Sel Trans. Further monies are expected from ODPM, Sel Trans, the Railway Heritage Trust and SEL. The proposed scheme is both extensive and ambitious and substantial funding support from the disposal of the Octavius Street site would be required to contribute to the cost of undertaking the extensive works to Deptford Station and the listed carriage ramp.

8.2 Should planning permission be granted the Council will require that a developer

enter into a S106 Agreement which will include all the required works to the listed structures and public spaces – such works being fundamental to the Council’s regeneration aspirations for the area.

8.3 Since the Council cannot enter into a Section 106 Agreement with itself; and to

enable the funded station works to proceed as the first phase of the development, it is intended that the S106 Agreement would be entered into at the time of the completion of the transfer of the freehold interest in the Octavius Street development site to a developer. The Agreement will include the following obligations:

to undertake the works to an agreed specification,

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to carry out all the works of refurbishment and regeneration required for the station yard and ramp structures;

to enter into a management plan for the refuse arrangements, the replacement of an agreed number of parking spaces and the provision

of a screen of trees to the western side of Octavius Street; to commit to the live work element of the scheme and to ensure the

retention of the identified commercial space within the live/work units; to provide the revised waiting restrictions at the junction of Octavius

Street and Idonia Street.

9.0 Conclusion The proposed developments are considered to be acceptable. The proposed

package of works represents a comprehensive approach that would deliver a scheme of regeneration benefits to an important and historic transport location resulting in a major improvement to the area.

10.0 RECOMMENDATIONS

RECOMMENDATION (A) – Application (A)

GRANT PLANNING PERMISSION subject to the following conditions:- 1. AR2 Archaeological Programme 2. The development shall be carried out using the materials set out in table

12.2 of the submitted Stage D Report unless the local planning authority agrees in writing to any variation.

3. B09 Plumbing or Pipes 4. C02 Hours of opening – Town and District Centre 5. C10 Site Contamination 6. No deliveries in connection with construction works shall be taken at or

dispatched from the site and no work shall take place on the site other than between the hours of 8am and 6pm on Mondays to Fridays and 8am and 1pm on Saturdays and not at all on Sundays other than those works with affect the operation of the railway.

7. C12 Delivery Hours (0700-0900 Mondays to Saturdays and not on Sundays)

8. H12 Provision for cyclists 9. L04 Planting and Seeding ’prior to the to the occupation of the arch units’ 10. N02 Ventilation System Ventilation 11. N03 Amplified sound systems 12. N04 No repairs in open yard 13. N05 No process detrimental to R.A. 14. N10 Dust Minimisation Scheme 15. N11 Wheel washing 16. Full particulars and detailed plans, sections and elevations (at scale 1:50)

of the shutters to the arches shall be submitted to and approved in writing by the LPA prior to the units being occupied.

Reason OT2 R 17. RF1 Refuse Storage 18. The position, type and method of installation of all new and relocated

services and related fixtures (for the avoidance of doubt including

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communications and information technology servicing) at any phase of the development, shall be specified in advance of any work being carried out in that phase, and the prior approval of the Secretary of State shall be obtained wherever these installations are visible, or where ducts or other methods of concealment are proposed. Particular regard shall be given to the following:

a) new external lighting proposals for the refurbished ramp and new station building

2. No new grilles, security alarms, lighting, cameras or other appurtenances shall be fixed on the external faces of the building unless shown on the drawings hereby approved.

3. Details in respect of the following shall be submitted to and approved in writing by the Secretary of State before the relevant work is begun:

a. design and construction of new glazed frontages to the arches in the form of drawings showing elevations, plans and sections at a scale of no less 1:20

b. materials and finishes to the new station building, including samples as appropriate

Reason

To ensure that the development is inkeeping with the Listed Building to safeguard its special architectural and historic character and to comply with policies URB17 Preserving Listed Buildings in the adopted Unitary Development Plan.

19. No development shall commence until an access statement is submitted and approved by the Local Planning Authority.

Reason: To ensure that the development makes suitable provision for all in accordance with policy URB7: Access to buildings for people with disabilities.

Reasons 2. BO4R

6. C11R

10. C12R Informatives Construction Drainage Take Away Litter Problem Sustainability – Energy Efficiency

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Work You are advised that this permission does not give consent for any advertisements and separate consent would be required. RECOMMENDATION (B) - Application (D) Authorise officers to negotiate a satisfactory Section 106 Agreement in respect of the following:- a) undertake to an agreed specification all the works of refurbishment and

regeneration to the station yard and ramp structures; b) to enter into a management plan for the refuse arrangements, c) the replacement of an agreed number of parking spaces and the provision

of a screen of trees to the western side of Octavius Street, d) to commit to the live/work element of the scheme and to ensure the

retention of the identified commercial space within the live/works units, e) to provide the revised waiting restrictions at the junction of Octavius Street

and Idonia Street

RECOMMENDATION (C) - Application (D)

Subject to the completion of a satisfactory Section 106 Agreement, authorise the Head of Planning to GRANT PLANNING PERMISSION subject to the following conditions:-

(1) AR2 Archaeological Programme (2) OT2 Elevations and Facing Materials (3) H09 Parking residential – ‘The whole of the car parking accommodation

shown on the drawings, shall be provided and retained permanently for the accommodation of vehicles of the occupiers of the development and Deptford Housing Co op and the premises shall not be occupied until such car parking accommodation has been provided.

(4) H11 New Street – Standard Spec (5) B09 Plumbing or Pipes (6) C02 Hours of opening – town and district centre (7) C10 Site Contamination (8) C11 Construction Hours (9) C12 Delivery Hours (10) H12 Provision for cyclists (11) L04 Plating and Seeding (12) Details of screening and planting at ground floor level along the Octavius

(east) elevation shall be submitted to and approved in writing by the local planning authority prior to the commencement of development and shall be implemented prior to the occupation of the buildings hereby approved and permanently maintained thereafter. Reason L01R Planting, Paving, Walls Etc. (but delete reference to trees).

(13) N10 Dust Minimisation Scheme (14) N11 Wheel washing (15) Details of proposals for the storage, disposal and collection of refuse and

recycling facilities (for the residential and live work uses hereby approved) and a scheme of refuse management shall be submitted to and approved in writing by the local planning authority before the commencement of

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development. The facilities shall be provided in full accordance with the approved details before the permitted use starts and shall be permanently retained and maintained thereafter.

Reason In order that the local planning authority may be satisfied with the provisions for recycling facilities and refuse disposal, storage and collection, in the interest of safeguarding the amenities of neighbouring occupiers and the area in general, in compliance with Policy URB 3 Urban Design in the adopted Unitary Development Plan (July 2004).

(16) The position, type and method of installation of all new and relocated

services and related fixtures (for the avoidance of doubt including communications and information technology servicing) at any phase of the development, shall be specified in advance of any work being carried out in that phase, and the prior approval of the Secretary of State shall be obtained wherever these installations are visible, or where ducts or other methods of concealment are proposed. Particular regard shall be given to the following:

a) new external lighting proposals for the refurbished ramp and new station building

2. No new grilles, security alarms, lighting, cameras or other appurtenances shall be fixed on the external faces of the building unless shown on the drawings hereby approved.

3. Details in respect of the following shall be submitted to and approved in writing by the Secretary of State before the relevant work is begun:

a. design and construction of new glazed frontages to the arches in the form of drawings showing elevations, plans and sections at a scale of no less 1:20

b. materials and finishes to the new station building, including samples as appropriate.

Reason

To ensure that the development is in keeping with the Listed Building to safeguard its special architectural and historic character and to comply with policies URB17 Preserving Listed Buildings in the adopted Unitary Development Plan.

(17) No development shall commence until an access statement is submitted and approved by the Local Planning Authority.

Reason

To ensure that the development makes suitable provision for all in accordance with policy URB7: Access to buildings for people with disabilities.

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(18) LW1 Live work units – no sub division

(19) LW2 No use detrimental to R.A.

(20) N09 Railway Noise

(21) N13 Residential Lighting

(22) Surface water drainage works shall be carried out in accordance with details which shall be submitted to and approved in writing by the Local Planning Authority before development commences.

Reason: To prevent the increased risk of flooding and to protect the quality of ground water.

(23) No telecommunications installations, whether or not permitted under Article 3 and Schedule 2 (Part 24) of the Town and Country Planning (General Permitted Development) Order 1995 or any subsequent re-enactment thereof, shall be carried out without the prior written permission of the local planning authority. Reason: In order that, in view of the nature of the development hereby permitted, the local planning authority may have the opportunity of assessing the impact of any further development.

(24) IM2 Building/Full

Informatives Construction Drainage Take Away Litter Problem Sustainability – Energy Efficiency Work You are advised that this permission does not give consent for any advertisements and separate consent would be required. Under the terms of the Water Resources Act 1991, the prior written consent of the Environment Agency is required for any discharge of sewage or trade effluent into controlled waters (e.g. watercourses and underground waters), and may be required for any discharge of surface water to such controlled waters or for any discharge of sewerage or trade effluent from buildings or fixed plant into or onto ground or into waters which are not controlled waters. Such consent may be withheld.