BU1 Development Brief A10 Corridor

8/3/2019 BU1 Development Brief A10 Corridor

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Shoreditch Development Brief

A/10 Corridor Extension AreaAs part of BU1 Transforming Urban Locals Areas Program

Department Planning Unit (DPU)University College of London (UCL)

24th

of March- 2009

London.

Mike Chan

Laura Colloridi

Alexander Darby-BrownSharif Dawoud

Barabra Dovarch

Basma Gaber

Phirany Lim

Julia Maurer

Gynna Millan

Hyejoo Park


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Shoreditch Development Brief / A10 Corridor

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Introduction

1.0 Terms of ReferenceThis development brief is to help guide professionals in implementing a design

approach in revitalizing and strengthening the A10 corridor. These are achievedthrough:

Defining our fundamental principles and development vision. Investigating the much need improvements especially in regards with

accessibility and the public realm. This includes sustaining and up-scaling the

built infrastructure and open urban spaces. In addition to this, the analysis of

the social and economic facets that interrelates to these improvements.

Strategic interventions and proposals in the study site.1.1 Setting out the physical and socio-economic context

Within the context of London, East London and Shoreditch, the A10 corridor(Kingsland Road) which is south of Dalston Road and north of Old Street, is a heavy

traffic through-fare that leads many travellers to and from the city centre. Owing to

this the corridor itself lacks much connectivity on the pedestrian level which shapes

the incongruity of the whole road. It also does not retain residents or visitors within

which lead to an absence of social activities on the pathways majority of the time.

Social rental housing is predominant however; there has been a decrease in social

housing renters due to the redevelopment housing stocks by private renters. Because

Shoreditch is considered as 10% most deprived Super Output Areas in England

(Indices of Deprivation 2004), many of these families are considered struggling

families with a household composition of lone parents, single person or large adult

household. The population in Shoreditch consist of a large working age group

(males 16-64, females 16-59) that accounts for 69% while the past working age

group (males 65+, females 60+) makes up only 12-13% and the youth (males and

females 0-15) only 19% of the total residents (Office of National Statistics). As part

of the borough of Hackney, the concentration of the unemployed and inactive

persons remains higher than the region or national statistics with 55.5% being

employed in comparison to 74% in England (Office of National Statistics).

Shoreditch economy is based on the service sector, which has increased quickly in

comparison to London. Many of the shops are on the lower end or family business

driven on the northern part of the road while the southern end where many of the

bars and clubs are located has a brand but may be considered a growing influencewithin that cultural industry. The influx of Asian immigrants from the last decade has

shown an increase from 6% to 9% and a decrease in the White and Black population

in Shoreditch overall. Crimes tend to occur near shops, bars, clubs and near the

railway station. Kingsland Road is considered to be a prime area for this with a

railway bridge near these clusters of social activities.

The East London Line Extension will help benefit this deprived and depressed area

bringing in more potential employers or employees as well as visitors. This creates a

new pathway for an entry point and transport link since none exist nearby within thetransportation sphere. The closest rail station is Old Street.


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1.2 Summary of policy and planning frameworkHackneys current planning document, the Unitary Development Plan is to be

replaced by The Core Strategy Preferred Policy Options (CSPPO) which sets out

policies to describe how the borough will change and develop over the next 15 yearsproviding a long-term vision for what the Council wants to achieve. It was developed

under new Government guidance and the London Plan (2004) and reflects Hackneys

Community Strategy Mind the Gap (2005). It will be used to determine planning

applications, and will affect everyone who lives, works, provides services or

develops in the borough.

The CSPPO reflects the big national and regional issues, such as sustainability and

growth, but it also reflects the specific needs and aspirations of Hackney and

therefore Shoreditch.

Objectives include: Mixed use development and growth. Renew housing estates to create new neighbourhoods with sustainable high

quality private and affordable homes.

Protect existing housing and ensuring we have enough land to deliver more. Ensure 50% of all new homes are affordable with a minimum of not less that

40% affordable.

Provide larger homes for families. Focus on protecting and expanding opportunities for new jobs . Protect all existing open space across the borough and encourage new spaces

for outside recreation.

Policies for Shoreditch

Under the Licensing Act, 2003, Hackney Council designated Shoreditch as a Special

Policy Area (SPA). This was mainly due to the increase in popularity of the night

time activity. SPA is aimed to improve management and reduce the negative effect

of the night time economy. According to Hackney Councils Licensing Policy 2005,

SPA puts additional licenses and certificates requirements with the intention of

making Shoreditch enjoyable and liveable for all stakeholders. SPA is an attempt to

mitigate high crime, public nuisance and noise pollution.

2.0 Area Analysis2.1 Urban Design Characteristics

The urban analysis previously carried out on the A10 Corridor in Shoreditch

highlighted the clear structure of the area that are defined by the two North-South

axes of Kingsland Road and the railway track. While Kingsland Road is already apoint of strength for the area, many people still perceive the elevated railway line as

a visual and physical obstacle.


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Our study area is characterised by an urban fine grain between the two North-South

axes and the East side of the railway track. This fine grain composed by short blocks

is the fabric that allows the most interconnections between them and therefore more

vitality on the public space. On the western portion of Kingsland Road, this is mostly

characterised by a coarse grain, which includes the non-permeable long blocks that

generate residual and dead spaces encouraging criminal actions.

The density of the A10 Corridor area varies along the East-West direction: the east is

denser than the west on the horizontal plan. However, on the west there is a higher

number of clusters of tall buildings. The average building height in our study area is

between 2+1 and 3+1 storey with their usage mixed and well balanced. There are

similar proportion of residential units, retails, offices, industrial spaces and

institutional buildings. The example of Kingsland Road shows that many buildings

have been adapted to accommodate a commercial uses on the ground floor in

response to the busy street life along the corridor. The mixed use that characterises

the A10 Corridor area is one of the most important strengths that needs to be

considered in its redevelopment.

Formal landmarks such as Suleymaniye Mosque, Geffrye Museum and Hackney

Community College including informal landmarks of an art wall, the railway bridge

and Regents Canal are not only characteristics of the A10 Corridor, but importantnodes for the development of the area. View corridors and open spaces are allies of

landmarks in the sense that they are the physical features that allow landmarks to be

spotted from the distance and to be easily recognizable from the point of reference.

The main view corridors in the A10 area are Shoreditch High Street, Kingsland Road

and the railway track. Here the views are continuous yet it offers a heterogeneous

typology and construction materials. These long axes offer a fragmented final image.

Only few open spaces in the study area are accessible by the public with majoritybeing restricted in access for estates residents. This selective access to open space

leads to a poor use of amenities and encourage criminal activities.

The access to our study area is made possible mainly through the North-South axes

already mentioned while the permeability in the other direction is lower due to

numerous dead-ends and discontinuities on the roads network. Regents Canal is now

a physical barrier for pedestrian, cyclist and vehicles, but its attraction as a singular

landmark combined with an appropriate redevelopment of its banks could lead to the

creation of a unique and vital space.

The analysis of the area also highlighted the lack of public car parks due to the low

car ownerships. This implies the dependency of public transportation, which is

becoming increasingly more efficient because of its strong bus network. The new

Hoxton station that will open in 2010 will further help bring linkages to this area.

The opening of the East London Line Overground will likely experience an increase

in its night time activities which could lead to opposing views. The Council can

revitalize the A10 but its impact could also lead to an increase of noise, which then

conveys a different image of the residential area.


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Social diversity in our study area is another outstanding characteristic; different

ethnicities are mixed together creating a culturally interesting neighbourhood.

However, the concentration of low-skilled immigrants has led to high levels of

unemployment and low-income families. This situation needs to be considered in the

future redevelopment, both its positive aspect of reinforcing the attractive cultural

diversity and the problematic aspect of the high number of struggling families thatshould be integrated into the plan.


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2.2 Constraints and OpportunitiesStrengths Opportunities

A10 Corridor extension line Cultural diversity Proximity to the City of London Light industrial and informal activities Growing cultural sector through

creative and media activities

High value of manufacturing sector Significant inward investments Presence of public sector (St. Leonard

Hospital and Bridge Academy, several

educational institutions, housing

council estates) Good bus network Regent's canal (important element in

the local and global connectivity for

cycling and pedestrians)

Existing historical buildings

East London Line Extension Project(linking the area with the rest of thecity, more coherent local transport

system, improving mobility, avoiding

congestion in Old Street Station area)

Opening of Hoxton Station East- West connectivity Using the corridor as a catalyst for

achieving a more cosmopolitan living

Housing redevelopment in situ(creating affordable housing)

Using existing resources(organizations, growing activities,

inward investment, third sector

enlargement) to build up the

regeneration program

The area presents a structure that canbe improved to encourage cycling and

walking

Rehabilitation of heritage buildingsWeaknesses Threats

Lack of car and bicycle parks East-West connectivity is poor formotorized vehicles as well as

pedestrian

Accessibility Lack of design coherence of the

council buildings and permeability

increasing the insecurity of the place

Lack of North-South connectionthrough the Canal

Lack of connection and continuitybetween East and West part of the area

The area is deficient in space availablefor enterprises and businesses

Shortage of urban furniturecontributing a disoriented and unsafe

feeling in the area.

Quality of pavements and pavementsizes are poor, especially in the

Southern corridor underneath the

railway

High unemployment

Possible process of gentrification Growing land property price due to thenew improvements In the coarse grain, the big dimension

of the blocks reduces the permeability

making social interaction very difficult

and therefore increasing the level of

insecurity and crime.

Racial and cultural resistances to socialand economic advancement.


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3.0 Objectives, vision and design principles3.1 Vision

We envision Hackney borough as revitalization process in its physical and social

characteristics while maintaining its connection and integration within the wider citycontext. This is achieved by respecting the existing layout and sustaining resources

of the local community while identifying significant nodes and incorporating them

into a spatial and social network that can make visible its actual value.

Two levels of connectivity were taken into consideration: one within the site and the

other with the rest of the city. The current A10 Corridor developments have one of

the most significant environmental elements in the area playing a fundamental role in

the renovation process. It gives a tangible platform for the future of the site. Hoxton

station that will be built between Kingsland Road and the railway corridor makes a

crucial point from where the development can expand. The current housing

redevelopment projects represent an essential opportunity for social rehabilitation aswell as highlighting the nature of the built environment. All these elements can

contribute to the attractiveness of the area at issue and its integration in the whole

city.

The Olympic Game in 2012 should not be seen as an ending point, but as a trigger of

aspiration for renovation that could generate sustainable development.

3.2 ObjectivesThe overall purpose of this development brief regarding the A10 Corridor/East

London Line is increasing the overall accessibility and revitalizing the aesthetic,cultural, social and economic aspects in the area. This is further explained through a

set of more detailed objectives below:

To enhance the level of permeability within the area. To use the accessibility improvement as a catalyst for social integration and

interaction in the area as well as within the wider context.

To enhance the social cohesion of the community by creating moreopportunities for interaction.

To link the positive impact of ongoing revitalization processes in surroundingarea to A10 Corridor.

To strengthen the sense of awareness and identity of residents in relation tothe historical and architectural value.

To provide opportunities for mixed-use development. To support the existing small-scale local enterprises. To reduce vulnerability of certain areas to be crime hotspot.

3.3 Design PrinciplesIn light of the previously identified objectives, a number of design principles are

established in order to aid in a much deeper identification of potential interventions.


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To improve the East-West mobility/accessibility of the area giving continuityto the already existing streets and providing a more efficient system of public

access.

To improve the connection between the main nodes that allows accessibilityto and from the area.

To promote activities, to revitalise and create new public spaces in order toincrease social interaction. To use the existing activities in and popularity of surrounding areas to

increase the flow of people to/to promote similar activities within the A10

Corridor.

To increase the recognition of historical buildings and to promote themamongst residents and outsiders.

To facilitate the establishment of new development for potential investors. To implement a set of incentives that encourages the competitiveness of small

local enterprises.

To redesign physical features of the built environment in order to increase theperception of safety and to reduce the possibility of unsocial and criminal

behaviour.

4.0 Detailed development strategy: Identification of development sitesBased on the design principles and in line with the objectives the following

interventions have been identified for developing the A10 corridor.

Through the analysis previously done, the lack of connectivity on the East-West axis was highlighted. Our proposal focuses on reinforcing existing axes

such as Nuttall street-Whiston road and Falkirk Street-Cremer street, plus

creating links between discontinuous streets such Stanway and Pearsons. This

is to strengthen the vitality of the existing connections through adding urban

furniture such as lighting, eliminating visual barriers and facilitating

pedestrian crossing (see figure 2).


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The planned demolition of council houses gives us the opportunity of creatinga new link between Hoxton station, Kingsland road and Hoxton market.Other relevant nodes within the study area are Regents Canal, Suleymaniye

Mosque, Geffrye Museum and Graeae Theatre; outside the area, the nodes

that have to be connected are Hoxton Square and Hoxton Street market (see

figure 3).

The transformation of the Kingsland road council estates semi-privategardens into areas managed by the council makes them more accessible to the

public. Opening up those areas and linking them to the Geffrye Museum Park

will create better and improved chances for utilizing the space and hence,

more social interaction. (see figure 4)


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Revitalizing Regents Canal by promoting more leisure activities, provisionsof resting spots and well maintained benches will improve its quality as an

open space and increase its usage.

In the spirit of the renovation of the arches as part of the Hoxton Station Plan,it is recommended to give new value to the remaining Geffrye Street archesby creating new commercial or leisure activities in those spaces (see figure 5)

Setting up a street market on Kingsland Road will encourage the localeconomic venture. (see figure 6)


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Generating an overspill of people from the lively Hoxton Square/Shoreditchtriangle into the less social part of Kingsland Road will bring vitality to the

area. The Hoxton Square galleries could be linked to the theatre and GeffyreMuseum establishing a cultural route. In addition, the nightlife in Hoxton

Square could enhance the potential for more leisure and nightlife activities

along Kingsland Road. Hoxton Square market when linked with the newaccessibility route to Kingsland Road will possibly boost the overall

commercial enterprise. Nonetheless the influx of people will not only create a

natural surveillance for those who are passing through but also give meaning

to the area hoping to inspire and promote businesses that can attract

additional patrons.

Placing plaques on the facades of historical buildings and those ofarchitectural value states their conservational, aesthetical and cultural status

increases their recognition and appreciation. Integrating historical and

significant buildings into the walking route of Shoreditch as promoted by the

council will have the same effect. (see figure 1)

Promoting development sites to potential investors through rehabilitation ofsites and surrounding. This can be enhanced by holding regular meetings with

the council and investors discussing opportunity sites and activities.

In order to enhance safety and security we recommend the followinginterventions:

o Removing garbage bins underneath the bridges on Kingsland Roadwill eliminate the feeling of disorder.

o Improve the overall lighting by installing lower wattages underneathbridges, private alley ways and side streets

o Removing barriers and gates that obstruct pedestrian passageways.


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Figure 1.

Example of map used to promote places of interest, activities and walking routes

within Shoreditch.


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Figure 2.

The Map shows the potential East/West additional Connection as well as the desired

revitalization of existing links.


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Figure 3.

The Map illustrates the desired possible connections between the main nodes in the

study area.


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Figure 4.

The map shows the main open space clusters within and around A10 Corridor area.

The intervention proposed is based on linking them through pedestrian or vehicular

roads in order to improve their access and increase their use. These clusters are

distributed on an East-West axis and this fact reinforces the previously stated need of

increasing the permeability in this direction.


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Figure 5.

The arches along the corridor have historical and economical value. Our proposal

refers to all the arches that are part of the councils property and that are rented by

private companies. The intervention will focus on the rehabilitation of the brickwork

structures in order to host commercial activities such as restaurants, bars, retails and

artistic activities like galleries and performance spaces.


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Figure 6.

The blue lines on the map represent the location of the new street market, proposed

with the aim of reinforcing the existing commercial activities in order to compete

with the new activities that might be set on A10 Corridor area. The red dots indicate

undeveloped areas that have a considerable potential and could be used in different

ways to strength our objectives.


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5.0 Phasing

Phasing Plan

PHASE PROPOSEDINTERVENTION

SHORT/MEDIUMOR LONG TERM

STAKEHOLDERINVOLVEMENT

1 Removing garbage bins

underneath the bridges on

Kingsland Road.

Improve the overall lighting by

installing lower wattages

underneath bridges, private

alley ways and side streets.

Removing visual barriers and

gates that obstruct pedestrian

passageways.

Short term Local authority

1 Placing plaques on the facades

of historical buildings and

those of architectural value.

Integrating historical and

significant buildings into the

walking route of Shoreditch aspromoted by the council.

Short term Local authority /

historical societies

/ owners of such

buildings and

establishments

1 Provisions of resting spots and

well maintained benches at

Regent Canal to promote more

leisure activities.

Short Term Local authority /

private sector to

set up leisure

schemes

2 Cycle paths at inner area

connecting Canal,Suleymaniye Mosque, Geffrye

Museum and Graeae Theatre;

Medium Term Local authority /

Transport forLondon

2 Open up and commercialised

Kingsland road council estates

semi-private gardens, linking

them to the Geffrye Museum

Park.


Museum owners/

local private retail

sector/

horticultural

services/ Housing

authority


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2 Develop shopping street along

Geffrye Street arches by

creating new commercial or

leisure activities in those

spaces.

Medium Term Private sector /

local authority /

Transport for

London

2 Establishment street market on

Kingsland Road.


Private sector

(namely street

traders)

2 The Hoxton Square galleries

could be linked to the theatre

and Geffyre Museum

establishing a cultural route.


local private sector

2 Link HoxtonSquare/Shoreditch triangle into

the less social part of

Kingsland Road.

Medium Term Local authority /local private sector

(street trader,

retailers,

entertainment

owners)

3 Demolishing part of the

council housing.

Long term Private developer /

Housing authority

3 Creation of new transport

links, connecting Hoxtonstation to Hoxton Street market

and Hoxton Square.

Long term Central & local

Government,private sectors /

developers / local

community

(residents and

business owners)

affected by any

such construction

and establishment

of such

infrastructure

3 Rehabilitation of sites and

surrounding.

Long term Local authority /

private sectors /

developers

Phase 1: The first phase is set to have a duration of between 1-2 years and thusconstitutes the short run

Phase 2: The second phase is set to have a duration of between 2-4 years and thus

constitutes the Medium run

Phase 3: The third and final phase has a duration of over 4 years therefore

constituting the long term.


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Phase 1

In short term, the Hackney Borough can improve the existing streets and nodes.

Apart from clearing up the space from barrier and garbage bins, lighting and street

furniture could be installed to receive immediate effect of a well maintained built

environment as well as better crime prevention.

Some intervention on Regent Canal can also be done in short term. Leisure activities

can be promoted by simply putting more benches at resting spots.

Historical building in the area should be defined and form a cultural route extending

from Hoxton area. Plaques can be placed on the building and promotion on the

historic path can also be done by Hackney Borough.

Large investment is not expected. The cost can be covered in general street

maintenance and cultural development expenses.

Phase 2

In medium term, following the opening of East London Line and Hoxton Station in

the area, connection to the Station should be defined. Cycle path will connectRegent Canal from Hoxton Station. It can be covered as part of the Hoxton Station

project by London Transport.

Existing road connections to Kingsland Road, as well as the linkage to Hoxton

square, can be strengthened by promoting street sellers on Kingsland Road. Hackney

Borough could promote this idea to the community. After realising the benefits of

new traffic flow by Hoxton station, the community can invest on small retail orcatering business.

The ground level of Council Houses will be commercialised and promote public

access. Private investors are invited to open shops or supermarkets in the plaza. Part

of the gate will be removed and allow open access. The cost for the renovation is on

the council houses authority. It will be payback by the rent income from shop

tenants.

With the linkage through the council house plaza, Geffyre Museum could renovate

its garden by putting recreation facilities and create more open access from

Kingsland Road. Expensive intervention is not expected.

On the other side, shopping street will be developed along the Overground corridor.

Investors are encouraged to open shops under the arches with entrance at both side of

the corridor which also form penetration between east and west. London Transport

can be benefited by renting out the storage or unused space under rail.

Phase 3

In longer term, the council house at Hare Walk will be demolished and the area can

be redeveloped for commercial use. Private developers are invited to design the


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space as the connection of Hoxton Street and Kingsland Street. Income is generated

by bidding off the land. The cost of redevelopment on the area is afforded by the

private developer. Community should also be involved in the design of the space as

well as the relocation of the original residents.

The development links Pearson Street to form a direct link from Hoxton station toHoxton Street Market. Necessary street connection will be constructed by London

Transport.

In longer term, the borough should hold regular meetings with the council and

investors to discuss opportunity sites and activities for rehabilitation and

development.

6.0 ConclusionsAt present the study area displays as a run-down and fragmented section of

Shoreditch with no centre and is divided by the A10 Corridor and the East LondonLine Extension surrounded by largely impermeable social housing estates. The

objective is to create a cohesive area that will be pleasant to live, work in and to visit.

Part of this picture is the creation of user-friendly streets and throughways for

pedestrians and cyclists that includes crime-preventive architecture and landscaping.The emphasis on integration, clearing and restoration and the implementation will as

estimated, take up to 4 years. It is recommended that there is a high level of

community participation and consultation so that the community can take ownership

of the various schemes and have a stake in the development. It is hoped that these

recommendations will accord with the aims of the Shoreditch Trust and will be

projects that it can endorse.

Documents

BU1 Development Brief A10 Corridor