PAGE TO BE DELETED
5.6 Management and Maintenance
One of the objectives of the Masterplan is to
help deliver the physical regeneration of the area,
including that of the public realm. However,
significant expenditure in the public realm would
be wasted if adequate management and
maintenance regimes of the streets and public
places were not in place, to ensure that the
quality of the environment remains attractive and
continues to support the economic regeneration
of Hackney Central.
Well maintained streets and public places
encourage their use and add to their vibrancy.
Proposals for improvements to the public realm
should be considered holistically, taking account
of the lifetime of the project in terms of initial
investment and on-going maintenance.
An overview of the management of the public realm
is also key to its future quality and success.
Ill-thought-out decisions, such as poorly sited
street furniture, or contractors not replacing
original materials following maintenance work,
can individually and collectively undermine the
quality of our public places. A co-ordinated
approach to the management of our public
realm is therefore necessary to ensure that the
initial schemes are designed and maintained in
an appropriate way and continue to provide a
high quality finish.
Skilled operatives are required to maintain the quality of the public realm
60
In general, proposals for streetscape enhancements
through the public realm strategy, should ‘build in’
robustness into their management and maintenance
by:
Detailed Records: Maintaining a detailed record
of the original scheme, including details of the final
implemented design, materials, street furniture etc;
Skills: Ensure that in-house staff has the necessary
skills to implement and maintain the public realm for
which they are responsible;
Awareness: Ensure that in-house staff is fully aware
of the appropriate maintenance procedures;
Utilities: Work with utilities companies to ensure
surfaces are replaced with the appropriate materials;
Stocks of Materials: Maintain adequate stocks
of the relevant materials for repairs and on-going
maintenance;
Maintenance Procedure: Ensure that the
appropriate maintenance procedures are in-place to
provide consistent future management;
Specialist items: Provide for adequate contractual
arrangements for specialist items such as bespoke
lighting or public art or provide the necessary
specialist cleaning equipment where required;
An inappropriate tarmac repair where matching stone should have
been used. This highlights the importance of adequate skilled staff and
stocks of materials
Robustness: The design of places and the choice
of materials should be sufficiently robust so as to
be able to cope with the expected level of use and
adopted cleaning methods, equipment and vehicles.
The LB Hackney is responsible for the management
and maintenance of public streets and spaces
within the borough. Management responsibility is
divided between the Waste Operations Department
and Streetscene. These departments will be fully
consulted on all proposals to ensure that they are
both appropriate and able to be maintained within
the capabilities of these units.
Waste Operations: LB Hackney is responsible for
the management and maintenance of the adopted
roads in the within Hackney Central. The Borough’s
own Waste Operations department is responsible
for street cleaning, litter and refuse collection and
there is an extensive published programme for these
operations.
Each adopted street is swept a minimum of twice
a week on previously appointed days, and areas
defined as ‘town centres’ are swept 5 times a week
and streets identified as ‘extra busy’ are swept more
regularly.
Streetscene
Whereas street cleaning and litter and refuse
collection is the responsibility of Waste Operations,
Streetscene is responsible for maintaining the
infrastructure of the adopted roads including
highways surfaces, footways, kerbs, freestanding
walls, street furniture and lighting. Streetscene’s
area of responsibility normally extends up to the
back of pavement, including the management of
street trees situated within adopted pavements.
Streetscene also maintains no less than 130
green sites elsewhere in the borough and
therefore are normally responsible for the
maintenance of public green spaces.
Streetscene also has 3 graffiti removal teams
within the borough.
New Trees
Streetscene employs a Tree Officer for the
maintenance of trees within its jurisdiction.
Streetscene approves all new street trees to be
planted within their areas of responsibility, and
these should conform to their own Design Guide.
Issues include tree species, planting size, planting
specification, provision of root deflectors etc.
12 month maintenance period under contract
Trees adopted by Streetscene are subject to a
3-5 year Young Tree Maintenance Period.
(During the first 12 months 15 inspections are
carried out of which 9 are carried out in the
growing season. In the following 3-5 years, 4
maintenance visits per year are carried out with
necessary remedial works undertaken, such
as watering, pruning, loosening tree ties etc.).
Established trees are inspected annually with
appropriate works carried out as necessary
(Pollarded trees are re-pollarded every 3 years).
61
 06 THEME 3 - Ensuring a functional town
centre for living, working and shopping
6.1 Land use strategy
Regenerating Hackney Central town centre involves
not only a range of environmental programmes
but also, and critically, ensuring there exists an
underlying and robust local economic strategy. For
Hackney Central this will focus on reinforcing the
town centre’s civic functions (LBH is one of the
largest employers along with Homerton Hospital)
allied with an emerging cultural and creative focus
for business, leisure and recreation. To deliver these
overarching objectives, the Masterplan has identified
a palette of land uses that are described in this
chapter.
The strategic land use framework drawing provides
an overview of the range of land uses proposed,
together with their distribution which reflects the
emerging Core Strategy.
Mixed use city centre development of residential apartments above
shops
62
The Masterplan envisages a mix and distribution
of uses that reflect and support the multifunctional
role that Hackney Central performs as a town
centre. Notably, as a retail, cultural and civic hub,
an important public transport node and as a place
where people also live and work. The proposed
land use mix seeks to maintain and strengthen
existing positive uses, and introduce new uses
that complement the role of the location. In some
cases, and where appropriate, existing uses might
be re-provided, though usually at a greater degree of
intensity, in order to make more efficient use of land
and maximise the potential of the town centre.
This section provides an overview of the suggested
land uses within the Masterplan area. The
subsequent sections in Chapter 6 provide more
detail on the different land use strategies.
Mixed use development around a high quality landscaped space
Land use

Figure 6.1 Land use

63
 Policy/Design Principles
6.1 Land Uses
Overall, development should support the
regeneration of Hackney Central and uses should
complement the vision for the area as high density
and mixed use. Future development should abide
by the following broad land use principles:
1. A mix of retail and residential should be included
at the Tesco and bus garage site with:
• Enhanced pedestrian access through the
Tesco’s site, lined with active frontages.
• Make greater use of railway arches at Bohemia
Place to facilitate a pedestrian link and converted
to retail units.
• A mix of retail and residential uses designed to
overlook adjacent streets and spaces.
• Potential to accommodate a landmark building.
2. The shops on Lower Clapton Road and Morning
Lane to:
• Maximise opportunities for to provide a mix of
uses on these under utilised sites.
3. The Gibbons site (Amhurst Road) to:
• Maximise this excellent town centre location by
providing a mix of retail space at ground floor,
with residential and/or commercial space above.
• Consider appropriately designed temporary
solutions as land is safeguarded for the
Hackney-Chelsea line (Crossrail 2).
4. Residential Areas should:
• Comprise primarily residential uses.
• Ensure that proposals for other uses must be
compatible with residential amenity.
5. Community and residential uses would need to
be considered and addressed appropriately where
facilities are affected by proposals for development.
Proposals affecting community facilities should:
• Retain/enhance and incorporate or re-provide
existing facilities to a high standard.
A mix of Retail and Residential
Mare Street and the Narrow Way would retain their
existing ‘high street’ character and range of uses,
predominantly retail and related activities such as
cafes, offices and residential uses above ground
floor level, in a horizontal and vertical mix. The
presence of local independent retailers contributes
significantly to Hackney Central’s interest and
provides a ‘unique selling point’ for the town. The
64
proposed arrangement would maintain the existing
situation, although additional choice in terms of
places to eat would strengthen the existing mix.
It is envisaged that the range and extent of the
retail area would be expanded to include the Tesco
store on Morning Lane and the bus garage to the
north. It is likely that the existing Tesco store would
be replaced with a new store. Both are shown to
include a retail and residential mix and improved
pedestrian connections.
The railway arches at Bohemia Place have distinctive
qualities and it is proposed to make greater use
of these and convert a number of units for retail
purposes to complement the existing retail offer on
Mare Street.
The retail frontage on Lower Clapton Road
includes a range of single storey retail buildings
and represents an under utilised site. Such a
location would benefit from a mix of retail units with
residential development above.
In the medium to long term the development of the
Gibbons site is appropriate for a mixed retail and
residential development to take advantage of its
excellent town centre location.
Residential Areas
The majority of the Masterplan area west of
Mare Street comprises predominantly residential
accommodation, and it is not proposed to alter
these areas significantly. Proposals for alternative
uses in these areas should be appropriate to
a residential environment and amenity of the
neighbourhood.
A mix of Community and Residential
The area west of St John-at-Hackney Church
comprises the former Rectory, a Scout hut, a
Learning Trust facility and a privately owned
yard. This site has the potential to accommodate
additional town centre housing and provide an
improved relationship with the churchyard.
However, the existing community facilities would
need to be considered and addressed appropriately
through the redevelopment of this site.
The land use map suggests that the area would
continue to accommodate the community facilities
although relocation could be acceptable. The
funding of any re-provided facilities will also be a
consideration.
Policy/Design Principles
6.1 Land Uses (continued)
• P
 roposals to re-locate community facilities
should not be precluded, depending on the
future needs of the operators and the availability
of suitable alternative locations.
• E
 nsure re-located community facilities are sited
on an appropriate alternative site that is equally
convenient, and accessible within the local area,
where there is a continued requirement for these
facilities.
• E
 nsure there is not net loss in community use.
6. A mix of commercial and residential uses on the
bus garage site should:
• P rovide for retail elements to address Bohemia
Place and railway arches.
• P rovide interesting and lively frontages to
Bohemia Place and strengthen its role as an
extension of the retail area.
• P rovide ‘quieter’ more low-key commercial uses
with residential elements above facing towards
the churchyard in order to maintain its tranquillity
and atmosphere.
7. Office, Employment, Community and Leisure:
• E xisting cultural, community and leisure uses
should generally be retained.
• P roposals for mutually supportive uses, such as
such as a cafes or restaurants are encouraged.
• A ppropriate new uses should be sought for the
Ocean venue.
• P roposals should provide active ground level
frontages.
• P eripheral locations could incorporate a mix of
commercial uses with residential elements.
8. Parking within Hackney Central should:
• P rovide town centre parking within a basement
car park beneath Tesco’s as part of proposals for
the redevelopment of this site.
• P rovide minimum residential parking.
• P rovide car club parking spaces within or close
to proposals for residential development.
9. The Bus Garage proposals should:
• R etain or re-provide the existing facility to meet
the current and future requirements of the bus
operator.
A mix of Commercial and Residential
The area of the bus garage, identified as a mix of
both residential and commercial uses, reflects the
transitional role this area performs between the busy
Tesco site and railway arches to the south and the
contrasting tranquillity of the churchyard.
Office, Employment, Community and Leisure
The area around Town Hall Square contains a variety
of uses, including civic functions, entertainment,
employment/offices and community facilities. This
area forms a cultural cluster arranged around a
memorable public square. It is intended to maintain
the current mix of uses and, where possible,
strengthen this cultural cluster.
In addition, beyond the immediate civic core around
the Town Hall, are several locations which have
been identified as potential sites for redevelopment.
It is envisaged that these slightly more peripheral
locations would comprise predominantly commercial
uses with residential accommodation situated
above. The commercial function of these sites
would compliment the existing and emerging office/
employment activities around the Town Hall.
Parking
The Tesco’s site currently accommodates the
main own centre surface car park with some
parking also located next to Hackney Central
railway station. Redevelopment of the Tesco
site would require the town centre parking to be
re-provided. Re-development of the station car
park would see these spaces lost.
New residential development would be provided for
with only very limited car parking provision due to
the highly accessible location of the town centre by
means of public transport (see Transport Chapter 7).
Bus Depot
A bus garage is necessary to meet the current and
future requirements of the bus operator. However,
two options are suggested for the re-provision of
the garage on this site in order to make better use
of this important town centre location (see Part III,
Character Area 1). The facility could potentially be
located underground. This solution would be costly,
but would enable a significantly greater beneficial
use of the existing site at ground level and above.
65
 Policy/Design Principles
6.2 Retail Strategy
1. Opportunities for Improvement to the retail offer
of Hackney Central should:
• Locate future retail development close to the
existing core shopping areas so as to support
rather than undermine, the existing centre.
• Examine the potential of the bus garage and
Tesco’s sites to provide significant change
incorporating new retail development.
• Seek to utilise the railway arches in Bohemia
Place to create a distinctive shopping.
environment and a unique selling point for the
town centre.
2. Enhancements to the quality of the retail
environment should seek to:
a) Improve pedestrian movement through:
• Provision of better links and overall quality/
attractiveness of public realm of the town centre
as a place to stay rather than pass through.
• New or enhanced pedestrian crossings.
• Strengthening of retail ‘anchors’.
• Legibility and general navigability.
b) Provide attractive places and spaces to sit
and relax.
c) Provide new north-south links and a high quality
retail offer on the Tesco / bus garage sites.
d) Maximising the potential of the railway arches
along Bohemia Place as a characterful retail
environment distinctive to Hackney Central.
e) Improve the Hackney Central station area
– essential to radically transforming pedestrian
accessibility.
f) Enhancing the Narrow Way as a quality
shopping experience.
Continued on next page
6.2 Retail strategy
Hackney Central is the second largest of Hackney’s
town centres in terms of total retail floor space, but
contains the largest Core Shopping Frontage area. It
provides the most attractive shopping environment
of the three Hackney centres. The centre supports a
total of 51,300sqm gross ground floor floor space,
but only 55% is used for retail purposes with the
remainder for leisure and office uses associated with
the centre’s civic and administrative functions.
66
Some larger retail units/major multiple retailers are
provided - Marks & Spencer, who are considered
to be a key attraction for a town centre, are located
in Mare Street. However, the majority of the shops
are small independent retailers. This is seen as both
a strength and a weakness. The variety and range
of shops creates both interest and distinctiveness,
for Hackney Central, despite the presence of some
national it is by no means a ‘cloned’ high street.
The limited range of national retailers and suitably
large units, means that many shoppers go
elsewhere for their comparison shopping needs.
There are few suitable sites for significant additional
retail space and strong competition from larger town
centres together with emerging centres such as
Stratford City, makes competing directly with these
locations very difficult.
Comparison shopping (non-food)
Hackney Central has a very low overall market
share of comparison goods retailing, with the
primary reason for visiting as being in close
proximity to home, rather than the quality and
range of the shops. Nearby centres, such as
Dalston, offer a significantly greater choice of
comparison goods shops. The quality and
range of shops tends to be the main reason for
visiting rival comparison goods destinations
outside the Borough.
Convenience shopping (food/other
convenience items)
Hackney Central’s main shopping function is that
of a convenience rather than comparison shopping
destination. Tesco on Morning Lane is the dominant
food store. Shopping is the dominant reason
why people visit Mare Street, although very few
visits to Mare Street are made for cafes, restaurants,
which presumably reflects a relative lack of suitable
places to eat and drink.
Night Time Economy
Hackney Central is the borough’s civic centre
and has the potential to become a civic and
cultural focus for Hackney. The growth of the
night-time economy in Hackney Central in recent
years can largely be attributed to the refurbishment
of Hackney Empire and the Ocean bar night-club
although the future of the Ocean’s venue is
uncertain The small number of cafes, bars
and restaurants is also a weakness in the
evening economy of the town centre.
Figure 6.2 Retail Strategy

67
 Policy/Design Principles
6.2 Retail Strategy (continued)
3. Tesco Site proposals should:
• Provide a replacement retail anchor store of
approximately 14,000sqm (inc. bulk storage/
servicing) over two storeys.
• Provide a mix of smaller retail units at ground
floor as a component of the overall development
of this site.
• Active ground floor frontages adjacent to public
streets and spaces.
• Include a high density residential component
above.; and
• Provide a new high quality pedestrian link
through the site (see ‘Shopping Circuits’).
4. Bus garage site proposals should:
• Examine opportunities to incorporate a number
of modern large shop units attractive to national
multiple retailers.
• Provide space for cafes, bars and restaurants.
• Create a fine grain development to enhance.
pedestrian accessibility and link both with the
Tesco site and shopping area on Narrow Way.
• Examine the potential to re-locate the bus
garage on this site to a basement facility.
• Seek to convert the railway arches into new
retail space.
• Provide a new Mare Street frontage development
and new open space (if the bus garage is to
remain it could be consolidated towards the east
with bus access relocated along Bohemia Place
to facilitate this change).
• Provide a mix of retail, offices and residential.
• Should focus retail development primarily
towards the Narrow Way and the railway
arches, with quieter activities along its
northern side adjacent to St John-at-Hackney
Church Gardens.
5. Mare Street and the Narrow Way should:
• Retain their fine grain high street character.
• Form a new public space to reinforce the
importance of this location with a potential
pavilion building to form a focus for activity.
• Provide an anchor use at the top of the Narrow
Way, that could be a retail, leisure or cultural
function to draw people up this street.
Continued on next page
6.2.1 Opportunities for improvement
A number of opportunities exist to improve the
retail offer in Hackney Central. The range of
small-scale independent and specialist retailers is
68
considered valuable to the community, (although
many would like to see the range and quality of the
shops improve). However, a balanced approach
is required, to strengthen the viability of the town
centre without undermining the existing retailers.
As well as additional shops, the overall enhancement
of the quality of the town centre environment is
important in creating an attractive place that people
will enjoy visiting. Potential enhancement of the
local retail environment could include:
Figure 6.2 illustrates the retail strategy for Hackney
Central town centre.
Tesco site
This site comprises a large area and is an important
location within Hackney Central. Changes to this
site have the potential to form a distinctive element
of the new urban quarter and provide a major new
retail anchor close to the main shopping streets.
However, it is important that proposals compliment
the town centre’s fragile balance of smaller
independent traders from which much of Hackney
Central’s character originates.
Bus garage site
The Hackney Retail and Leisure Capacity concluded
that if a need was “identified for substantial growth
and the market conditions prove favourable then the
bus garage site is the obvious location to expand
the retail centre as it relates well in physical terms to
the prime retail pitch in the centre.”
The site is within the defined town centre and
adjacent to the core shopping frontage. As
such, it is suitable for retail and leisure use.
This is a large opportunity site, and its
redevelopment would provide an important
opportunity to create a step change in the quality
and character of the town centre.
Mare Street and Narrow Way
It is anticipated the existing high street retail
character of Mare Street and the Narrow Way
would be retained, with its mix of retail and business
uses, local and national retailers, although the
quality of the environment could be improved to
enhance this area for visitors and retailers. The
Old Town Hall is also an important historic building
occupying a key space in the town centre, but is
currently a betting office. A restaurant or cafe
with outside seating would provide a more
suitable use to enliven this space and reinforce
its sense of place.
Policy/Design Principles
6.2 Retail Strategy (continued)
• Improve the retail mix in future developments.
• E ncourage appropriate new uses for the Old
Town Hall such as a cafe or restaurant.
6. Bohemia Place proposals should:
• S eek to convert the arches to new retail space
to broaden the overall town centre offer and
maximise the central location
• A ddress problems of severance and barriers to
pedestrian movement by forming north-south
link(s) better integrating areas to the east of Mare
Street to Narrow Way and St John-at-Hackney
Church gardens
• C reate a distinctive and unique location within
the town centre
7. Gibbons site proposals should improve the range
and quality of shops by:
• E xamining opportunities to incorporate larger
shop units attractive to national multiple retailers
• C onsider proposals/uses suitable as temporary
solutions as land is safeguarded for the
Hackney-Chelsea line (Crossrail2)
8. Proposals for the redevelopment of the Tesco’s
and bus garage sites should contribute to the
provision of a shopping circuit by:
• facilitating the provision of a new pedestrian link
through the railway arches
• P roviding an attractively designed street formed
of several small linked spaces
• B e faced on each side by shops and cafes at
ground level to help create lively frontages and
an appealing route
• S creen the unsightly backs of the buildings on
Mare Street
• Implementing high quality public realm
enhancements consistent with the public realm
strategy for Hackney Central
9. Development proposals should incorporate focal
spaces to sit and relax, including:
• ‘spill out’ spaces to enable cafes and restaurants
to provide outside seating and would enliven the
public realm.
Continued on next page
Bohemia Place (railway arches)
At present the arches on Bohemia Place are under-
utilised. They contain minimal retail use and a
predominant amount of semi-industrial/automotive
activity. With the redevelopment of both Tesco and
the bus garage, the opportunity exists to open up
access to the arches and integrate them more fully
into the town centre-wide retail offer.
The arches are distinctive and a potentially attractive
part of the town centre, whose character could be
exploited to provide original shopping streets with
character, that would help provide Hackney Central
with a unique retail offer.
Gibbons site
This site is located within the defined Core Shopping
Frontage area where retail is the preferred use,
and would contribute to the vitality and viability
of Mare Street and Amhurst Road. This is a
large redevelopment opportunity site in the town
centre and has the potential to make a significant
contribution to the regeneration of a key site in
Hackney Central.
The adjacent retail and leisure uses, and its location
next to a railway line make the redevelopment of the
site for these uses both suitable and the only viable
option. In addition, Amhurst Road and Mare Street
are well served by buses, and Hackney Central
railway station is to the rear of this site.
A key constraint on this site is the Chelsea-Hackney
surface safeguarding that introduces a time factor
on the life of any future development (15-17yrs). For
this reason, mixed use development that contains
residential uses may not be appropriate on parts of
the site area.
Shopping Circuit
By developing Tesco’s and the bus garage a new
shopping circuit would be created, that would
establish routes linking disparate parts of the town
centre. These circuits would link Hackney Central
Station, the Narrow Way, Morning Lane, Mare Street
and Town Hall Square in a loop. Beyond this links
reach out along the Narrow Way, Amhurst Road St
John’s Churchyard Gardens.
A new pedestrian street would be created through
the Tesco site between Morning Lane and the
Narrow Way. It is anticipated that existing railway
arches could be opened to provide a more
convenient and attractive route for pedestrians. This
would provide a positive connection to both the
retailers on the Narrow Way and Hackney Central
Station. The focus of the strategy is to provide an
attractive, safe and convivial pedestrian route.
69
 Policy/Design Principles
6.2 Retail Strategy (continued)
10. Leisure (eat and drink) and commercial leisure
facilities proposed within Hackney Central should:
• B e provided for within mixed use developments
provided these are compatible with surrounding
residential amenity.
• E ncourage cafes and restaurants in association
with the cultural quarter around Town Hall
Square.
• H ave regard to issues of safety and security
including the provision of suitable lighting.
Leisure uses and evening activities are important as part of the mix of
town centre uses
70
The opportunity site on Lower Clapton Road (see
Part III), at the top of the Narrow Way, offers some
potential to be redeveloped as an anchor use
to maximise its position at the top of this retail
street and act as a draw to encourage pedestrian
movement up the Narrow Way. Such a use could
incorporate larger retail units, appropriate leisure
uses such as cafes and restaurants.
Focal Spaces to sit and relax
Throughout the area there will be a series of new
and improved public spaces for residents and
visitors to sit and relax. Distinctive public spaces
would also improve legibility and the ability of people
to move through the town centre.
Leisure (eat and drink) and commercial leisure
facilities
Hackney Central would benefit from additional
places to eat and drink which are currently
under-provided for within the existing centre. The
provision of good quality places to eat and drink
would compliment the retail offer and contribute
to an enhanced evening economy. However,
improvements to safety are considered to be an
important part of future changes to the night
time economy and need to be considered
alongside the public realm strategy.
The cultural quarter of Hackney Central is focussed
around Town Hall Square, with the Hackney Empire
Theatre and Ocean venue. With the future of
the Ocean in doubt a positive strategy needs to
be developed for this site, and the potential for
smaller-format venues to open could be explored or
potential for conversion to a cinema.
There may be potential to promote growth in the
café and restaurant sector - in particular, a pre-
theatre dining culture could be developed. Such
uses need not be located on Town Hall Square itself
but could be within easy walking distance.
Policy/Design Principles
6.3 Housing Provision
1. Residential developments must:
• Contribute to the London Borough of Hackney’s
London Plan requirement to provide 10,850 net
additional dwellings between 2007 and 2017.
• Meet London Plan requirements that 50% of
the total amount of new housing should be
affordable (London Plan policies provide some
flexibility for mixed-use and/or regeneration
schemes that deliver wider benefits).
• Consider the need for a mix of homes that
provide for larger families, especially for those
unable to afford market prices.
• Be of sufficiently high architectural and urban
design standards, as well as meet Code for
Sustainable Homes Level 4 (see also 08 Energy
Strategy) regardless of tenure.
• Provide high density housing appropriate to
its town centre location and where applicable
historic context in accordance with London Plan
density requirements; and
• Provide high standards of architectural and
urban design with new homes built to Lifetime
Homes standards.
6.3 Housing provision
The London Plan 2006 amendments, requires LB
Hackney to deliver 10,850 net additional dwellings
between 2007 and 2017. This equates to 1,085
net additional dwellings per year from 2007/08 to
2016/17. Assessments of housing land capacity
and developments in the pipeline suggest the 1,085
target is likely to be exceeded with a supply of
1,200 net new dwellings p.a. up to 2012, reducing
thereafter (Re; ‘Submission for Growth Area Funding
(GAF) (Round 3)’ Report, LB Hackney, 2007). It is
therefore likely that GLA’s target average of 1,085
over the whole period from 2007/08 to 2016/17 will
be attained.
It is envisaged that much development activity
centres on Hackney Central and Dalston where high
density mixed used development is encouraged to
Modern terraced housing
support town centre regeneration and complement
much investment to public transport infrastructure.
These housing projections draw on the Hackney
Housing Land Capacity Study by ENTEC Planning
Consultants 2005, which concluded that with
planning intervention the capacity exists to deliver
1,824 new units in Hackney Central (Ward) over 3
phases to 2022.
Housing mix
Of this total amount of new housing to be
accommodated, the London Plan requires that
50% should be affordable, with 35% social rented
and 15% intermediate, shared ownership Housing
and the remaining 50% private. Evidence from the
‘Housing Needs Survey 2003’ and demographic
projections underpin the case for a mix of homes that
provide for larger families, especially for those unable
to afford market prices. Existing UDP policies require
new development to provide 1/3rd of dwellings as
family accommodation with 3 or more bedrooms
(UDP Policy HO9) and a further 1/3rd of the 1/3rd
should be four or more bedrooms. With the GLA
increase in housing supply targets to 1,085 p.a., it
will be important to ensure that the strategic target
increase should not be attained at the detriment of
meeting local housing needs for larger families.
Housing density and design
The current Masterplan identifies a range of new
housing developments across the plan area.
For highly accessible town centre sites such as
Hackney Central, in order to optimise the potential of
development sites, the London Plan recommends a
minimum density of 650 – 1100 habitable rooms per
hectare (hr/ha), which equates to 240 – 435 units per
hectare when 2.7 habitable rooms per unit (hr/u) is
applied. The London Plan encourages high standards
of architectural and urban design and requires that all
new dwellings are built to Lifetime Homes standards.
The Draft LB Hackney LDF Core Strategy also seeks
to establish that residential development should be
built to Level 4 of the Code of Sustainable Homes,
regardless of tenure.
Duplex and flat units with a common deck above shared 71
parking
 Policy/Design Principles
6.4 Employment Provision
1. Proposals for commercial/employment space
within Hackney central will be required to provide
B1 workspace and/or alternative employment
space that will directly support the following priority
sectors:
• Cultural and creative industries.
• ICT, design and interactive media technologies.
• Finance and business services.
• Public services, including government,
education, health and social care; and
• Transport.
6.5 Community Facilities
1. The Masterplan will support Hackney’s cultural
strategy. (see below) through:
• Enhancing the Town Hall square and setting.
• Broadening the local retail offer.
• Improving streets as settings for wide ranging
activities.
• Ensuring access and integration of existing
cultural facilities.
• Providing new development opportunities that
include the potential for cultural uses.
2. Key projects within the town centre Masterplan
area will:
• Be carried forward in close consultation with
the Learning Trust to determine the adequacy
of existing nursery and primary school provision
in relation to the projected child yield generated
from new residential development in the area.
3. St John-at-Hackney Church and Gardens should
become a focus for community activities and events
including:
• Opening the southern part of the church as a
community cafe, with outside seating space.
• Utilising some of the larger open spaces for
multifunctional activities and events such as
markets or outdoor theatre.
6.4 Employment provision
Hackney’s Defined Employment Areas (DEAs) do
not include areas within the Hackney Central town
centre masterplan boundary. Priority areas for
employment are described in the emerging Core
Strategy as being located in and around Homerton
Station and distributed across the Mare Street
south environs. These locations both fall outside of
72
the Hackney Central Masterplan boundary, though
the former Flowers East building (now Momart) is
included.
The Masterplan provides 18,670 sqm of new B1
employment space in various locations across
the Masterplan area as part of a mix of uses on a
number of the identified opportunity sites. These are
principally located at bus garage site, Florfield Road
and potential sites along Sylvester Path.
Where employment uses are indicated, preferred
development is for B1 use classes and/or non B
use classes which directly support IT / cultural and
creative industries / finance / public services and
transport. 50% of all new / re-provided space must
be suitable for SME’s of 0 - 250 sq.m. It is expected
that these will be accommodated on the ground and
first floors with suitable uses including C3, D1 and
D2 above. Areas suitable for mixed business and
commercial uses are identified on the land use map.
The London Borough of Hackney undertook an
Employment Growth Options Study in March 2006
to inform the emerging LDF. This identified future
demand for employment floor space as follows:
(i) total employment increasing by approximately
26,000 sqm between 2001-2016;
(ii) B use-class employment increasing by
approximately 15,000 sqm between 2001-2016;
(iii) future gross demand for employment floor space
in Hackney amounting to between 200,000 sqm
and 300,000 sqm for the period 2001 to 2016. The
study further identifies potential sources of supply to
meet the demand and of these, Homerton and Mare
Street south are estimated to provide around 21,000
sqm across a range of types of accommodation.
6.5 Community Facilities
The Hackney Cultural Strategy was produced in
2002 and is concerned with promoting cultural
issues in the borough. One of its major themes
is to conserve, maintain, enhance and promote
Hackney’s physical environment and heritage.
Issues raised by the Cultural Strategy that are
relevant to this Masterplan include:
- Safety and security in parks within the Borough;
- Safer and better maintained facilities;
- The physical improvement of 50 open spaces;
- The promotion of good environmental practice.
Figure 6.3 Proposed community infrastructure

73
 The cultural sector makes a significant contribution
to the town centre economy and plays a major part
in shaping the character of Hackney Central. The
Town Hall area forms part of the cultural quarter.
Further, Mare Street is currently the centre of cultural
activity with potential for expansion. Hackney’s
Community Strategy (2005-2015) identifies a
number of key actions including “promoting a
strong creative and cultural sector which marks out
an identity for the Borough as a centre of culture”.
This is supported by the London Plan and Mayor’s
Cultural Strategy. Hackney’s Cultural Strategy (2003)
recognizes the importance of the development of
cultural and creative industries.
The library in Hackney Central is the most modern
of Hackney’s libraries and is co-located within
the Technology and Learning Centre. The centre
also provides training courses, space for creative
industries, school projects and community work.
Hackney Co-Operative Developments (HCD), a not-
for-profit, community benefit company, continues to
play a key role in supporting and developing cultural
activities. Its priority target groups are black and
ethnic minority individuals and organisations, female
entrepreneurs, youth, co-operatives, and green and
ethical businesses.
Educational facilities
A number of key educational developments are
relevant to the Masterplan area.
Homerton College of Technology - though outside of
the Masterplan boundary, demolition of the former
Homerton College of Technology is contextually
relevant. It is to be replaced with a new four storey
building to accommodate an academy, sports hall,
associated hard play areas, recreation areas and
entrance plazas.
The primary schools within the area had spare
capacity at the time early Masterplanning baseline
work was carried out by LBH (2003 / 04). A
secondary school (see below), a Further Education
Institution and the Borough’s only Higher Education
Institution are also relevant to the study though
74
outside the Masterplan area.
The Hackney Free and Parochial secondary
school that lies on the southern boundary of the
masterplan area is planned to undergo complete
demolition and rebuild.
Healthcare Facilities
The Primary Care Trusts (PCT) development of
primary care centres is aligned with Hackney’s Core
Strategy that focuses on the defined town centres
that include Hackney Central and Dalston. The PCT,
however, does not identify any new requirement for
Hackney Central. The redevelopment of the Lower
Clapton Health Centre, outside of the Masterplan
area, is included as part of the plans for the
redevelopment of Hackney Central.
The closest hospital is the Homerton University
Hospital, located east and outside of the masterplan
area. Some primary care facilities are to move to
Homerton Hospital allowing room for expansion
and development. Stage 1 approval is scheduled
for April 2010 for opening of transferred services to
Homerton. Redevelopment of Lower Clapton Health
Centre would then commence.
‘Healthcare for London’ published in December
2006 by the London Strategic Health Authority
outlined proposals for primary care to be provided
alongside a range of health care services in buildings
called ‘polyclinics’. Within this context, the City and
Hackney PCT has over the last year been pursuing
a strategy of a “greater concentration of our general
practices within a smaller number of larger and
better quality buildings in a way that balances
the need to provide easy access with the need
to provide a wide range of health care in modern
buildings that are fit for purpose” (Revised Primary
Care Service and Estates Strategy, PCT, Nov 2007).
St John-at-Hackney Church and Gardens
The Church is a focus for community activities and
initiatives and is looking for ways to make the church
building and grounds more accessible and usable
for the community.
6.6. Development content
The opportunities for redevelopment and new
development have emerged through a thorough
assessment of the constraints and opportunities
of the study area. In some cases these have been
influenced by areas of the town under development
pressure, whilst in others through the aspiration
to improve underperforming areas and contribute
towards improving the town’s overall level of public
realm quality.

The various foci of growth and change were

tested at public consultation, where general and
overwhelming agreement with the areas was noted.
These were then explored through development of Modern high quality mixed use development
a range of options, tested with both stakeholders
and through technical appraisal of issues such
as access/movement, engineering, economics
and planning policy conformity. Importantly all the
options were reviewed against the overarching
Masterplan objectives.

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

garage/Tesco/Hackney Central station and others),
it was decided that the Masterplan should be
represented through a series of high level framework
drawings that established the ‘non-negotiables’ or
design and development principles for the wider
Masterplan area. Such an approach would then
allow various alternative and more detailed scenarios
to be accommodated within opportunity areas
as discussions progress with key landowners /
developers / investors / occupiers.

The proposed development content of the

Masterplan is indicative only and serves to illustrate
the likely yield of new residential and non-residential
uses if a certain set of site scenarios were to be
pursued within the broader framework (see Part
III, Chapter 9). Under these scenarios the following
development content is proposed:

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

(including servicing/bulk store)
New retail (non-anchor): 3,100sq.m
New commercial (office): 18,670sq.m
New residential units: 833
New bus garage (basement): 8,000sq.m

75
 07 THEME 4 - Establishing a coherent and
attractive movement network
7.1 A hierachy of movement and access
The London Borough of Hackney falls within the
North London sub region of the London Plan and
comprises the southern tip of the London-Stansted-
Cambridge-Peterborough Growth Corridor. A small
area of the south east of the borough is within the
Thames Gateway which has been designated a
national priority for urban regeneration. This is
shown in Figure 7.1 where Hackney Borough is
shown in context with neighbouring boroughs in
London. The key strategic connections to and from
the Borough is also represented.

76
Figure 7.1 Borough-wide movement context 77
 7.1.2 Hackney Central’s Vehicular Movement
Network
The key links serving Hackney Central is shown
in Figure 7.2. Key traffic routes follow the primary
and secondary road hierarchy and represent the
most congested vehicular locations, especially at
significant junctions. Although not a primary route,
the Narrow Way forms an extension to Mare Street,
but is limited to bus and pedestrian traffic only.
However, the narrow alignment of the road and
the large number of buses passing along this road
results in significant bus congestion over large parts
of the day.

7.1.4 Hackney’s User Hierarchy

Mare Street forms part of the secondary road network
The following road user hierarchy is proposed for
Hackney Central:

• Pedestrians
• Cyclists
• Public transport users
• Freight distribution (local)
• Car users (multi-occupancy)
• Car users (local)
• Car users (non-local)

People with mobility impairment, the elderly

and parents with children have priority within
each category. The strategy recognises that
this hierarchy needs to be balanced against
the network hierarchy to ensure the efficient
management of all movements.

78
Figure 7.2 Vehicular movement network

79
 Policy/Design Principles
7.2 Pedestrian Movement
1. Proposals to enhance pedestrian movement
include:
•P rovision of a pedestrian route between the
existing site of the bus depot through an open
railway arch, across the Tesco site and Morning
Lane onto Paragon Road.
• Opening up of at least one archway in order to
facilitate the new north-south link.
• A new link to be included in any proposals for
the redevelopment of the Tesco’s site.
• That vehicle access to the Tesco’s underground
car park be located on the eastern side of the
site to reduce conflict between pedestrians and
motor vehicles.
• To facilitate movement across Morning Lane
with a new toucan crossing and a direct route
through the developments on Chalgrove Road
• Effective signage and way-finding to enhance
legibility.
• Provision of better signage and way-finding to
Brett Road to improve pedestrian movement
between the Narrow Way and the Hackney
Central rail station.
• Provide a crossing facility between Brett Road
and the rail station entrance to assist pedestrian
movement.
2. The Narrow Way
Assess the potential for the Narrow Way to be fully
pedestrianised. In the short term proposals for
enhancement of the public realm should include
measures to enhance the pedestrian environment
of the Narrow Way, including:
• Reducing street clutter.
• Provision of seating high quality surface
treatment and street furniture consistent with the
public realm strategy.
3. Interchange between Hackney Downs and
Hackney Central
• Encourage the implementation of a direct
interchange connection between Hackney
Downs and Hackney Central Stations.
4. Hackney Grove
• Enhance the environment along Hackney Grove
to encourage pedestrian movement.
80
7.2 Pedestrian movement
7.2.1 Overall strategy for pedestrian routes
As pedestrians are identified as the top priority in
the hierarchy of road users, the overall strategy
seeks to improve connectivity and permeability
for pedestrians while minimising the likelihood
of conflicts with vehicular traffic. The strategy
also consists of enhancing the environment for
pedestrians using urban design elements to reduce
both crime and the perception of crime.
An issue that has been identified is the lack of
north-south links for pedestrians on both sides of
Mare Street. This pedestrian movement is currently
not possible as the railway arches are occupied by
various types of small businesses. The provision of
an alternative pedestrian route through the railway
arches would significantly enhance movement
through part of the town centre. It would also
reduce the need for pedestrians to access the Mare
Street/Amhurst Road/Narrow Way junction which
has been a pedestrian accident hotspot in the last
three years.
The Narrow Way
As mentioned, the Narrow Way is the main shopping
street in Hackney Central and therefore has high
pedestrian activities. Currently, this area suffers
from severe bus congestion since 12 bus services
are routed south along this very narrow road. The
short term solution would be to reduce the bus
congestion along the Narrow Way. However, the
ambition in Hackney is to assess the potential for
the Narrow Way to be completely pedestrianised
to improve the pedestrian shopping experience.
Achieving this aspiration requires the input of many
stakeholders and will take some time in order to
bring together the many technical and operational
challenges for bus services. Some of the work
already underway, such as the Route 38 study by
TfL will be part of this process. London Borough of
Hackney and TfL are working together on potential
solutions to address this issue.
Interchange between Hackney Downs and
Hackney Central
The need for a new direct pedestrian link between
Hackney Central and Hackney Downs Station has
been identified in the Masterplan Scoping Stage.
Currently, pedestrians wishing to interchange
between the two stations are diverted to Amhurst
Road, which could take up to five minutes on foot.
Proposals exist to create an interchange link
between the two platforms although this scheme
currently remains unimplemented.
Figure 7.3 Pedestrian strategy

81
 Hackney Grove
Hackney Grove is a narrow lane running behind the
library. This route could form a stronger connection
between London Fields and Broadway Market
through to Hackney Central, including to St John-at-
Hackney Church gardens via Mare Street.

Case Study: Cornmarket Street, Oxford

Cornmarket is Oxford’s main shopping street. As
part of the initiative to create a more enhanced
shopping environment and to tackle bus congestion,
daytime pedestrianisation was implemented. The
street is closed off to all traffic, including cyclists,
between 10am and 6pm by means of rising bollards
at each end. Cyclists and service vehicles can
access Cornmarket Street between 6pm and 10am.

A number of traffic calming elements have been

used to establish the user hierarchy in Cornmarket
Street. For instance, the road surface was treated
to form a street-wide pedestrianised area in a flat
horizontal profile with an aggregate surface suitable
for heavy service vehicles. The kerb between
the centre of the street and the pavements was
considered inappropriate as this suggested the
priority of vehicles over pedestrians. Other elements
like street furniture have also contributed greatly to
the success to this public space.

Pedestrianisation has created a successful public space

82
Policy/Design Principles
7.3 Crossings and Junctions
The following crossing/junction improvements are
recommended:
1. Improvements to the Amhurst Road / the Narrow
Way junction should seek to give greater priority to
pedestrian movement including:
• A new pedestrian facility to cater for the east and
west movement on Mare Street (Figure 7.5).
• Traffic calming measures on all three arms of
the above mentioned junction to improving
connectivity.
2. Improvements to pedestrian movement across
Mare Street at Town Hall Square by:
• Installation of a new pedestrian crossing facility
opposite to the Town Hall.
3. Upgrade the existing crossing to Chalgrove
Road to:
• Support the initiative of creating a pedestrian/
cyclist route through the railway arches and
across Morning Lane.
4. Improved facilities are proposed at the following
locations:
• Morning Lane at the junction with Paragon Road.
• The junction of Amhurst Road, Kenmure Road
and Malpas Road to facilitate pedestrian and
cyclist movement from the Narrow Way to
Amhurst Road and improve accessibility to
Hackney Downs and Hackney Central stations.
• Amhurst Road north at the junction with
Marcon Place to facilitate cyclist and pedestrian
movement originating from the junction with
Dalston Lane and Pembury Road.
• Improve the existing crossing facility at the
junction of Morning Lane and Chatham Place to
further encourage the use of Churchwell Path
which forms part of the signed route for both
cyclists and pedestrians.
7.3 Approach to crossings and junctions
Crossings
To facilitate the movement of pedestrians across
busy roads, appropriate crossing facilities must be
provided. This is particularly an issue for the east-
west movement across Mare Street at the junction
with Amhurst Road and the Narrow Way. Currently,
pedestrians on the east side of Mare Street wishing
to access the west side of Amhurst Road are
directed to use the zebra crossing at the foot of
Narrow Way and the pelican crossing on Amhurst
Road. This is rather inconvenient to pedestrians due
to the associated trip and is enforced by the barriers
installed along Mare Street on approach to the
junction with Amhurst Road.
South of the Hackney Town Hall, there is a light
controlled pedestrian crossing on Mare Street
immediately south of Reading Lane serving an east
to west movement of pedestrians. However, a large
number of J-walkers are observed further north
between the two bus stops on serving the Town
Hall on the east and west side of Mare Street. An
additional crossing point opposite the Town Hall will
support the desire line of the pedestrian.
On Morning Lane, there are currently two signal
controlled crossing facilities; one in the east-west
direction and the other in the north-south. As
mentioned, Tesco’s redevelopment plan includes
relocating the car park underground. Therefore,
the absence of cars entering and exiting from the
western side of the Tesco’s site would not require
the crossing on the east-west direction.
Improved crossings are proposed in a number
of locations along Amhurst Road to facilitate
movements of both pedestrians and cyclists.
This will have the aim of improving safety where a
number of cyclist accidents have occurred.
83
 Surface treatments
Urban design elements can sometimes have
traffic calming effects as they can suggest that
pedestrians and cyclists take priority over vehicles.
This could therefore have road safety benefits and
also contributes greatly to the visual appearance
of town centres. In Hackney Central, this strategy
finds it appropriate to apply this concept of using
urban design elements to enhance the environment
for pedestrians and cyclists at junctions particularly
those that have had a history of traffic accidents.
Currently, due to the significant traffic at the main
junctions, the hierarchy seems to favour vehicles
over more vulnerable users of the road.

It is therefore recommended that surface treatments

be applied to the following junctions in Hackney
Central:

- Mare Street and Morning Lane

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

Surface treatment would comprise using contrasting

and robust paving material which usually includes a
mixture of paving slabs and blocks. These will signal
drivers both visually and physically of a change in the
environment as well as assist pedestrian movement.

Pedestrian friendly surface treatment at junctions and crossings

84
Policy/Design Principles
7.4 Cycle Routes
Enhancements are proposed for the transport
network for cyclists by:
1. Providing signed cycle routes as follows:
• A pedestrian/cyclist route to connect to St
John’s-at-Hackney-Church Gardens adjacent to
the existing bus depot site through the railway
arches and across Morning Lane to Chalgrove
Road.
• Along Hackney Grove between Town Hall Square
and London Fields park.
2. Providing improved crossing facilities between:
• Chalgrove Road and Morning Lane.
• The junction of Amhurst Road, Kenmure Road
and Malpas Road.
3. Providing a signed cycle routes to connect with
the London Cycle Network (LCN):
• Along Wilton Way to provide an east and west
connection to the LCN.
• Signage at the Amhurst Road/Dalston Lane/
Pembury Road junction to inform cyclists of the
route to join the LCN.
7.4 Cycle routes
Hackney Borough is recognised for its award-
winning cycling initiatives. This strategy aims to
complement the existing programmes that are
currently being implemented.
Part of the overall improvement of public realm in
Hackney Central envisages increased accessibility
for cyclists and provision of better facilities.
Its aim is to further strengthen the routes within
and beyond the town centre particularly to support
the east-west movement. Figure 7.4 illustrates
the proposed signed routes and locations of cycle
parking.
Dedicated routes and improved legibility for cyclists
would assist in avoiding the mainstream traffic as
the route would be predominantly free from vehicle
traffic. Secure cycle parking in key locations, such
as at the railway stations also form part of the
strategy to encourage cycling.

4. Provision of effective signage at various points

along Mare Street to:
• Identify this approach to the main shopping
district; and
• To guide cyclists to cycle parking facilities.

5. Provision of secure cycle parking facilities at key

locations within the town centre including:
• Hackney Downs and Hackney Central Rail
Stations; and
• Shopping locations to further encourage cycling
within the town centre.

85
 Figure 7.4 Cyclist strategy

86
Policy/Design Principles
7.5 Public Transport
Proposals affecting public transport include:
1. Potential pedestrianisation
Assessment of the pedestrianisation of the Narrow
Way involving the potential re-routing of bus routes
currently in using this street.
2. Reducing bus congestion
• Measures to reduce/remove bus congestion
from the Narrow Way should be investigated as
part of proposals to consider the pedestrianisation
of this area.
7.5 Public transport
7.5.1 Bus congestion in Hackney Central
Hackney Central benefits from good bus services
and rail connections. Currently, the issue within the
town centre is bus congestion at Amhurst Road and
the Narrow Way as each serve twelve bus routes.
Amhurst Road caters for northbound movement
while the Narrow Way caters for southbound
movement. As mentioned in the section on
pedestrian routes, the severe bus congestion along
the Narrow Way has resulted in an unpleasant
environment for shoppers due to safety issues
arising from the potential conflict between buses
and pedestrians.
The complete pedestrianisation of the Narrow Way is
identified as a means of improving the environment
on this important section of Mare Street. However,
it is recognised that this may involve a lengthy
investigation. It will be necessary to examine the
technical and operational evidence to determine the
implications and impacts of pedestrianisation on the
wider transport network and environment to assess
its feasibility.
On Amhurst Road, there is potential to increase
capacity by removing the existing on-street parking,
which will be discussed in the following section. It
is recognised this may potentially be a contentious
issue for local residents. The strategy however
urges that this would complement aims of improving
bus congestion within the town centre to create a
more pleasant environment for both residents and
visitors.
Traffic delay along Mare Street, from the Amhurst
Road/Narrow Way junction to Graham Road, is
recognised. It is therefore suggested that this part
of Mare Street be included in the study to look at
reducing overall congestion in the town centre.
87
 Figure 7.5 Parking, access and servicing strategy

88
Policy/Design Principles
7.6 Parking Strategy
The proposed approach to town centre parking
provision is to:
1. Tesco Car park
Provide a new basement car park beneath the Tesco
site as part of proposals to redevelop this site.
2. On-street parking - Amhurst Road
Examine removing existing on-street parking on
Amhurst Road to increase the capacity of the road
(to be considered alongside proposals for the
potential re-routing some of the bus routes currently
using the Narrow Way).
3. Shop Mobility scheme
Provide a Shop Mobility scheme to be implemented
at Tescos to compensate for the removal of any
mobility impaired parking elsewhere.
4. Parking for new residential development
New residential development should provide a least
one car club parking space is provided on-site or
within 500 metres walking distance of the site.
5. Zero parking development
New residential development will be designed to be
‘zero-parking’ developments where they are sited
in locations that are highly accessible by public
transport. Any on-site parking will be limited to that
required for car club spaces, the mobility impaired
or possibly a very limited number of spaces where
larger family accommodation is being provided.
7.6 Parking strategy
7.6.1 Car parking at Hackney Central
The car park at Tesco’s on Morning Lane serves as
the main town centre car park and caters for both
supermarket shoppers and visitors. From Mare
Street, the car park is accessed through a short
pedestrian path located in its north-west corner.
Currently, this path is not well maintained and is
poorly lit.
There are a number of mobility impaired parking
bays in the Hackney Central Masterplan Area.
However, the only designated mobility impaired
parking bay close to the shopping area is located at
the foot of the Narrow Way, immediately north of the
junction with Mare Street and Amhurst Road.
Along Amhurst Road, on-street parking is provided
for temporary use. These are located on the north
side of Amhurst Road adjacent to the lane catering
for southward vehicular movement. In the residential
areas north and south of Amhurst Road, residential
parking is provided.
7.6.2 On-street parking on Amhurst Road
Amhurst Road currently experiences traffic
congestion in its entire route. The provision for
on-street parking on the southbound side does not
alleviate this situation.
7.6.3 Mobility impaired parking bay
The existing mobility impaired parking bay at
the junction of Narrow Way and Amhurst Road
is located in a highly congested location where
access to and from the space can be unsafe. It
is therefore proposed that this parking bay for the
mobility impaired be removed and replaced with a
shop mobility scheme which would provide scooters
to those with mobility impairment to allow them to
access the shops on Narrow Way.
7.6.4 Car club parking
Increasingly, new developments particularly in
London are required not to provide parking for
residents. Instead, residents are encouraged to
participate in a local car club which provides an
alternative to private car ownership. To participate,
users pay a nominal annual fee and an hourly charge
for use of the vehicle.
7.6.5 Parking on new development
New development will generally provide zero on-site
car parking, particularly in locations that are highly
accessible by public transport. On-site parking will
generally be limited to that necessary for the mobility
impaired, minimal level parking where proposals
incorporate family accommodation or where car club
spaces are provided within the development.
89
 Policy/Design Principles
7.7 Servicing Strategy
The proposed approach to servicing is as follows:
1. Bus Depot access
Access to a basement bus garage should:
• Provide a ramp with a minimum clearance height
of at least 4.5 metres.
• Allow for a structural beam depth of around 1.5m.
• Use a ramp gradient no steeper than 1:15 (with a
resulting ramp length of ramp is 90m).
• Start the ramp descent some 25 metres from the
Narrow Way, to allow a north-south pedestrian
route at grade before buses join the ramp.
• Establish an appropriate management system to
minimise bus/pedestrian conflict.
• Provide a roadway width to allow two buses
to pass of 7.5m (taking into account central
separation and structural clearances).
• Ensure the ramp design is informed by a vehicle
swept path analysis at its detailed design stage.
2. Servicing requirements
• Potential retail or commercial development at the
existing bus depot site should be accommodated
in future proposals for this area with regard to the
space requirements for service vehicles.
• Servicing should take place at ground level with a
service road from Mare Street at Bohemia Place.
• A loading bay of at least 20 x 20m is
recommended The eventual loading bay size
and layout would be informed by vehicle swept
path analysis in its detailed design.
3. Tescos Servicing should:
• Be accessed from Morning Lane east to minimise
conflicts between road users.
4. Rectory site access should:
• Be sufficiently wide to accommodate fire tenders,
removal vans and refuse vehicles.
• Lead to an area within the development site able
to facilitate three-point turns.
• Ensure the detailed design is informed by a swept
path tracking analysis during its detailed design.
90
7.7 Servicing strategy
7.7.1 Bus Depot Site
The aspiration is to relocate the bus depot
underground to utilise the existing area for a retail
or commercial development. This would require
a detailed design of access and servicing. In
particular, the access ramp to the underground
bus depot should ideally be placed in the same
alignment as the existing entrance to the bus depot.
Consultation with Arriva suggested future operational
use of the bus depot will be for overnight storage of
double decker buses and as well as parking, there
would be a need to fuel and wash buses on site in
the future.
7.7.2 Tesco’s development site
The existing Tesco store is serviced from a loading
bay at the eastern end of its site. Service access
should continue from this end of the site but with a
separation between the access to an underground
car park in order to minimise the conflict between
cars and service vehicles.
7.7.3 Site at corner of Morning Lane and Mare
Street
It is likely this site would be used for retail uses and
as such service vehicles would need to encroach
onto the designated pedestrian cycling area.
Delivery times should therefore be structured to
minimise conflicts for example be limited to hours
between 1900 and 1000.
7.7.4 Development opportunity site to East of the
Narrow Way (Rectory site)
This opportunity site is likely to be predominantly
residential but could include other uses such as the
Scout hall. The existing access road from Mare
Street would need to be at least 5 metres in width
to provide sufficient capacity to accommodate fire
tenders, removal vans and refuse vehicles. Figure
7.6 shows a potential location of the access route.
This access road should only be accessed by
service vehicles as car club parking would be
provided elsewhere close to the site.
08 THEME 5 - Promoting forward thinking
sustainable regeneration strategies
8.1 Introduction
Sustainability considerations are a key component of
the Hackney Central Masterplan. These are set out in
a preliminary energy strategy outlined in this section.
The Energy Strategy has been developed in order to
meet the national, regional and local policies aimed
at mitigating the impact of climate change. National
Government policies are geared to reducing UK
carbon emissions by 80% by 2050. The GLA policy
sets targets for at least 14% of London’s electricity
to be provided using renewable energy by 2010. For
major projects, the GLA requires that measures are
applied to reduce energy consumption and that at
least 20% of power consumption is from renewable
sources.
The vision for of Borough of Hackney is eventually to
become a zero carbon community.
8.2 Energy Hierarchy
The following sections outline a strategy in
accordance with the Energy Hierarchy of the London
Plan (Feb. 2008) with the aim to decrease the overall
CO2 emissions:
1.Using less energy by adopting sustainable design
and construction measures (Policy 4A.3).
2.Supplying energy efficiently in particular by
prioritising decentralised energy generation (Policy
4A.6)
3.Using renewable energy (Policy 4A.7)
Large Wind Turbine
8.3 Energy Reduction and efficiency guidance
Legislation drives development and building design
to be more efficient, thus reducing overall demands.
This includes the following considerations:
• O ptimised building orientation and passive solar
design (e.g. large windows on the south side,
small window area on the north side) results in
energy savings.
• Minimisation of shadowing for maximisation of
solar gains.
• Shading devices to avoid overheating risk in
summer.
• “Warm” rooms preferably situated on the south
side.
• Low U-Values for building envelope.
• Good window sealing with double glazing as a
minimum.
• High air-tightness of buildings.
• Low thermal bridging value.
• High performance condensing boilers (seasonal
efficiency minimum 90%) with load compensator
for individual heat supply (where individual heating).
• Efficient heating control systems.
• Hot water demand reduced through water efficient
appliances.
• High levels of insulation on hot water cylinder and
thermostat (where applicable).
• Energy efficient lighting.
• Energy efficient appliances.
• Reduction of number of vents /fans.
The CO2 emission reduction that can be anticipated
from considering energy efficiency measures
can range from 10% to 20%. In this report an
approximate 15% CO2 emission reduction from
implementing effective energy efficiency measure
is assumed. In general, the best recommendation
for an investment into energy efficiency measures is
the improvement of outdated insulation standards
to minimise consumption. In addition, refurbishment
potential for insulation can be seen where existing
buildings do not meet the minimum U-value
requirements of Part L.
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 8.4 Supply strategy
The Hackney preliminary energy strategy outlines a
distinct heating scenario with the key driver being
the reduction of carbon emissions. District heating
systems provide a wide range of environmental
benefits in addition to providing the local community
with:
• Hot water and space heat on demand;
• Reduced energy bills and lower annual running
costs;
• Reduced maintenance costs (no boiler to service/
maintain);
• Increased storage/floor space in units as individual
boilers are not required; and,
• Ability to ‘buy in’ to a green development.
The anticipated future heating demands of three
separate sites (building clusters) were estimated in
the baseline report. The scenario for district heating
supply is now suggested as follows:
Three building clusters are supplied independently
with individual heating networks (see Figure 8.1).
In practice, the exact number and location of the
energy centres will depend on the final site layout
as well as on the overall phasing plan. The energy
strategy is based on the assumption of the 3 clusters
where a number of feasibility aspects have been
taken into account, such as:
• Possible distance to a central heating plant
• Heat demands and building sizes
• Accessibility for vehicles and underground
pipe-work
• Phasing of the redevelopment
As an example, the first 3 criteria can possibly
determine the Great Eastern Buildings together with
the Florfield Road Depot in Reading Lane as well
as the buildings in Wilton Way and Sylvester Road
as sensible independent clusters. The sites have
therefore been outlined with their own community
heating systems.
The decision about the number and location of the
district schemes will be based on the final Masterplan
as well as on the criteria mentioned above. The
developers have to work closely with the Council to
determine the optimum strategy. This will consider
the following aspects:
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• D istrict and community heating schemes are the
preferred technologies to supply space heat and
domestic hot water.
• Supply strategies can include district gas CHP
plants for each of the defined clusters. The
diversification of the heat loads is in all cases
feasible to implement CHP. The remaining heating
demand can be delivered proportionally by
biomass and gas boilers.
• Plant rooms are designed to supply a particular
floor area with heat, considering mainly:
- Number and sizes of main boilers and back-up
boilers, depending on their rated output
- Service, equipment and control room
- Walking and maintenance areas
- Fuel storage facilities and logistics, in case
biomass based heat sources are operating
- Space for later connection of additional sites,
of desired
Preliminary plant room sizes are presented in the
baseline report. These figures are however only
indicative and should be revisited by the involved
ESCO and updated based on the heat load pattern
of future sites.
• F uture-proof connection facilities should be
integrated if buildings are not immediately
connected to a district network, e.g. because of
phasing plans.
• Sites such as the Service First Centre and Town
Hall have planning approval and are currently
being developed with their individual heating
systems. They will however be suitable for a
connection to a large scale district heating system
in the future, if future-proof connection facilities
have been considered, i.e. pipe work for possible
linkage is fitted.
• For the success of energy centres supplying
district heating or electricity it is important for
policy to support the use by both, public and
private sectors.
• Solar Hot Water is not recommended since the
implementation of CHP makes this inappropriate.
It should be retained however as a renewable
option and applied to individual buildings or
residential units which are not linked to the district
network.
• Photovoltaic panels can be an optional upgrade
for integration in broad areas or for selected
individual buildings.
Figure 8.1 Energy strategy

93
 8.5 Energy Service Company (ESCO):
The management of larger district heating networks
and electrical infrastructure can be provided by an
Energy Service Company (ESCO). The ESCO is
usually involved from the early stage of planning and
will provide an all-round service with the following
benefits:
• S
 upport in the planning process and supervision of
the network and plant construction.
• Reduced investments by a capital contribution or
a revenue share arrangement in lieu of the capital
contribution, e.g. by a joint venture model.
• Supply management for all energy services to the
end user as well as for fuel purchase.
• Optimised plants and networks operation.
• Individual consumption metering and billing of end
users.
• Maintenance of plant, infrastructure, heat
exchangers and metering equipment.
8.6 General considerations for renewables
In order to determine how to best meet the GLA’s
renewable energy target, an assessment of the
technical and economic feasibility of a range of
renewable energy technologies must be carried out
with reference to the final Masterplan. These include:
• Urban wind turbines
• Photovoltaics (PV)
• Solar hot water systems
• Biomass heating
• Biomass combined heat and power
• Ground sourced heating
• Ground sourced cooling
8.7 GLA renewable energy compliance
The toolkit of the Greater London Authority assists in
determining the energy production from renewables.
In policy 4A the GLA sets targets for CO2 reductions
and requires a percentage of the energy demand to
be supplied by renewable sources.
Solar power can provide only minor savings. In
particular, the expensive and space consuming PV
technology is only feasible where small CO2 savings
are required, or could be used to upgrade other
renewable technologies.
94
The calculation methods provided with the GLA
toolkit, along with detailed results are shown in
Appendix B.
Table 8.1 highlights the estimated carbon dioxide
savings arising from each individual renewable
technology. A combination of the two major options
– gas CHP and biomass district boilers – will
therefore be capable of providing a reduction in CO2
emissions of 23.5%, exceeding the GLA requirement.
Table 8.1: CO2 reductions and cost
Technology CO2 reduction CO2 reduction cost
(%) (£/kg CO2)
Solar Hot Water 1.5% 7.7
Photovoltaics 1.4% 16.3
Biomass boiler 17.2% 0.6
(33% of demand)
Gas CHP 6.3% 1.3
Figure 8.2 shows the Energy Hierarchy of the London
Plan with the results of the proposed energy strategy
for Hackney. Solar hot water and Photovoltaics
can be applied as independent and decentralised
systems. Therefore, Solar Hot Water and PV are not
included in the figure
8.8 Biomass guidance
Sustainable biomass supply should be established at
an early stage. Investigations showed that wood chip
producing companies generally see a high potential
in the local growth of sufficient wood, in particular
in the south-east of England. Potential suppliers are
therefore confident that they can deliver wood fuel
and “home-grown” biomass for the demands of
residential and larger mixed-use developments.
However, current debates consider the feasibility of
biomass in London due to transport reduction efforts.
The outcome may eventually result in changes and
therefore influence the fuel strategy. In addition,
the supply security for locally sourced biomass is
difficult to predict in the long-term, as the demand
for biomass is constantly increasing. Other important
issues to be considered are:
 Figure 8.2 Energy Hierarchy

• E stimating fuel demand regarding project phasing The Code for Sustainable Homes assesses
during the re-development residential developments for their environmental
• Early planning to allow time for capacity performance. In general, dwellings will be required to
developments and biomass growth meet the minimum applicable standards, i.e. Code
• Establishing contacts with preferably local level 4.
suppliers to minimise transport and strengthen the
regional economy
• Diversification and identification of numerous
potential suppliers
• Determining wood specification, based on the
chosen boiler
• Not ignoring current supply markets and installing
boilers which can operate with range of different
fuel qualities
• Long-term contracts for frequent fuel purchase
to guarantee a repayment of the suppliers’
investments

8.9 Low carbon landmarks

The potential to implement low and zero carbon

sites (Code for Sustainable Homes level 6) is being
followed in order to create one or more show case
buildings in the London Borough of Hackney. In
response to this, examples of simulated dwellings are
used to outline the approach and the requirements Low Carbon houses built to Code level 4 (Upton, Northants)
for low carbon buildings in the area.

95
 Example: Code level 5 buildings
Appendix 2 shows an example case and
specifications for a Code level 5 apartment,
simulated with NHER 3.1 software. As each dwelling
within a block has to comply with the Code,
the model can be easily implemented in various
buildings, e.g. potential flats above Tesco on Morning
Lane.
The pre-assessment checklist in Appendix B shows
moreover possible targets in all categories for Code
level 5 schemes.
Summary:
• Biofuel fired CHP and biomass district boilers are
not sufficient to meet level 5. Additional renewable
energy sources, such a Photovoltaics and small
wind turbines are to be considered.
• The required PV capacity for 200 flats would
summarize to a system size of 100kWp. The
physical size of the panels is thus around 600
m2 which can be placed upon the roof of Tesco,
provided it is not shaded by the surrounding block
of flats.
• Four roof-mounted wind turbines, each providing
4,000kWh p.a. help to keep the size of the PV
array low. Vertical turbines are designed for urban
wind patterns and generate less visual impact that
3-bladed turbines. An accurate assessment of the
expected wind capacity is however essential. This
has to include the precise height and shapes of
the surrounding future buildings.
Carbon neutral flats (St.
Matthews, Lambeth)
A zero Carbon Home
96
Example: Zero carbon dwellings (Code level 6)
A zero carbon requirement is part of the Code for
Sustainable Homes level 6 which is likely to become
mandatory in 2016.Two examples are given in
Appendix B which highlight the efforts on energy
efficiency for a typical house and a typical flat. The
resulting figures give an estimation of the expected
heating and insulation standards and will assist the
specification of a sustainable zero carbon building.
Summary:
• Zero carbon homes require very high insulation
standards.
• Biomass district or community schemes supply
heat in a carbon-neutral way.
• Expensive and large PV systems are required
to neutralise electricity consumption. In addition
electrically driven ground source heat pumps will
increase the necessary PV array.
• Zero carbon emissions can be easier achieved in
new buildings which are designed from scratch.
Refurbishment projects demand larger efforts and
are therefore less recommendable although they
could state a good landmark. Therefore, the focus
for zero carbon sites should be located on new
and densely populated dwellings such as a block
of flats.
Vertical roof mounted wind turbine
PART III - SHAPING LOCAL CHARACTER
This section outlines proposals for each of the character areas within the
town centre, starting from the premise of appreciating and strengthening the
character and unique identity that already exists. Indicative development
proposals are envisaged and illustrated on a site-by-site basis. Some sites
are shown as having different ‘scenarios’ to indicate different possibilities for
development, dependent on land assembly, viability, cost, etc.

Development proposals should reflect the principles demonstrated in this

section for each of the character areas, and developers are encouraged to
engage with the Council early on in forming development proposals for sites.

09 Character Areas and Opportunity Sites

9.1 Character Areas and Sites Overview
This chapter presents the proposed character
areas structure for Hackney Central town centre
and builds on the existing areas identified in the
baseline report. The various opportunity sites within
the character areas are described where change is
most likely to be accommodated. It also sets out
guidance on how development proposals should be
approached through the application of urban design
principles, specific to each character area and
opportunity site.
Collectively, these character areas reflect many of
the distinguishing qualities of Hackney Central as a
whole and illustrate the great diversity in character
across the town centre. The character areas are
defined in terms of streetscape, urban form and
grain, building type, height and mass, as well
as building material. This chapter thus sets out
guidance on how development proposals should be
tailored to support their ‘parent’ character area and
in the case of the New Quarter, how the character of
this new urban area should be defined.

97
 Figure 9.2 Proposed opportunity sites block reference diagram

98
9.1.2 Opportunity sites
Hackney Central contains a number of areas of
vacant or under utilised land and buildings within
and around the town centre. These sites vary
in scale from large sites like Tesco’s and the bus
garage, to small infill opportunities behind Mare
Street and on Sylvester Road. Regardless of their
size, all of the sites identified are capable of making
an important and positive contribution to the future
of the town. The various sites are identified below.
These are not exhaustive and over the plan period it
is conceivable that further opportunities may come
forward.
The identified opportunity sites are summarised in
Table 9.1 should be read in conjunction with Figure
9.2 which provides a Block Reference Plan to
identify the location and character area of each site.
For the purpose of preparing schemes for sites
within the Masterplan area, developers and
designers should read the urban design principles in
association with the strategic framework themes set
out in Part II of this document.
Hackney Central Masterplan Opportunity Sites
Opportunity Site name (address)

Block Ref
The opportunity areas are not necessarily confined Site ref.

to individual areas of land ownership. In some

locations it is suggested that they are grouped to A New A1 Tesco (retail ground and 1st floor,
ensure that comprehensive solutions are considered, Quarter servicing area east, with residential
rather than being dealt with in isolation or on a residential over retail)
piecemeal basis. A2 Tesco’s car park, west/Mare St backs
(ground floor retail, residential over retail)

A3 5-13 Morning Lane

A4 302-304 Mare Street
A5 Bus depot (mixed use blocks east)

A6 Bus depot (mixed use blocks west)

A7 Bus depot (pavilion retail on Mare St)

A8 Bus depot (basement)

A9 Railway arches, Bohemia Place

A10 2-20 Morning Lane and Hackney Trades
Hall
B1 - Station B1 Gibbon site, Station Car Park Amhurst
Plaza/ Road Frontage (south), Marcon Estate,
Amhurst 21-41 Amhurst Road and 1-11 Malpas
Road
Gateway
B2 - Station B2 Hackney Central old ticket office and
Old Ticket surrounds
Office
C1 - The C1 Former Rectory, 356 Mare Street,
Rectory Land rear of 392-396 Mare Street and
Learning Trust site
D - Narrow D1 3-17 Lower Clapton Road
Way D2 Clarence House and 2-12a Clarence
Northern Road
Gateway
E1 - E1 Florfield Road Depot, Maurice Bishop
Hackney House and 13 Reading Lane
Yards
Figure 9.1 Proposed character areas F1 - Great F1 1-10 Great Eastern Buildings and
Eastern Infill Land to the rear of 29-39 Horton Road
G1 - G1 Offices and land, 70 Sylvester Road and
Hackney Office/Warehouse, 117 Wilton Way
Lanes

99
 9.2 Character Area 01: Mare Street East
9.2.1. Existing features to be respected /
enhanced
This opportunity area is the largest site within
Hackney Central but has no overall defining quality
and numerous weaknesses in terms of its current
townscape. It therefore presents an opportunity to
be redefined as a new high quality urban quarter.
Key positive characteristics to be respected:
• Medium building heights along Morning Lane
West and where the backs of the buildings
fronting Mare Street (typically 3-4 storeys at
present) define the edge of this area;
• Vibrant active area at the front of the bus garage
site where it meets the Narrow Way and Amhurst
Road junction;
• St John-at-Hackney Church Gardens bound the
northern edge of this area and form a tranquil
parkland area;
• At the western end of Morning Lane, Bohemia
Place and side wall of Tesco’s existing buildings
sit on the back of the pavement;
• The amenity of adjacent properties, such as the
backs of buildings on Mare Street looking towards
the Tesco car park;
• Active uses in the arches on Bohemia Place;
• Subterranean constraints associated with
the Channel Tunnel Rail Link (CTRL) and land
safeguarded for the possible future Hackney-
Chelsea underground line (Crossrail2 – CR2) must
be taken into account.
Active uses in the railway arches on Bohemia Place
100
Existing negative characteristics that should be
addressed include:
• M
 orning Lane is a busy thorough-fare, being a
secondary route east whilst also serving as an
important route to the Tesco supermarket. Whilst
it will continue to provide an important vehicular
route, measures should be taken to enhance
conditions for pedestrians and cyclists;
• Poor quality one and two-storey commercial
buildings along Morning Lane and Bohemia Place
undermine the townscape;
• A weak edge to the streetscape along the
frontage of the Tesco car park facing Morning
Lane, results in a poorly defined streetscene;
• The backs of the buildings on Mare Street facing
the Tesco car park are unsightly and form a poor
edge to this space;
• The pedestrian link between Mare Street and
Tesco’s is a poor quality, unwelcoming route;
• The high level railway line divides the two parts
of this area and is a major barrier to north-south
movement in Hackney Central;
• The outside walls of the bus garage and Tesco’s
on Morning Lane are blank resulting in long ‘dead
frontages’;
• Poor quality public space in front of 2-20 Morning
Lane.
The pedestrian link from Mare Street to Tesco is unwelcoming
9.2.2 Proposals for Character Area 01
As the largest opportunity area within Hackney
Central this Character Area offers the scope for
numerous design options. Figure 9.3 identifies a
number of constraints, but also design principles
that, as a minimum, should be addressed through
any proposals for development affecting this area.
There are five potential components to this:
a) Tesco’s store redeveloped with underground
car park and two floors of retail development,
with shop windows addressing the adjacent
roads and spaces. Above the store residential
development is provided to make the best use of
the site.
b) The western side of the Tesco’s car park is
developed and a new pedestrian link is formed
between Morning Lane and Bohemia Place,
incorporating ‘spill out’ spaces, it is lined with
shops and cafes, it is attractively landscaped and
overlooked by residential properties
above. An improved pedestrian crossing
would be formed over Morning Lane.
and cafes, that would relate to the street and
provide active and lively areas. Quieter uses could
be designed to face towards the park so as to
maintain its low-key and tranquil atmosphere.
Locating the bus garage below ground is a
significant undertaking, both in engineering terms
and financially. However, it is considered to be
technically possible to deliver such a facility.
Although this would be a very significant cost to
any development financial assessment of this
option has indicated that it is financially viable.
d) An enlarged public space would be formed at the
bottom of the Narrow Way with new connections
through the railway arches.
e) A site on the southern side of Morning Lane
would be redeveloped with mixed retail and
residential uses. Development would take place
at or close to the back edge of the pavement to
create enclosure and a well defined streetscene.
Figure 9.3: Design Principles and constraints to be considered

c) The bus garage would either be

relocated into a new basement facility
with mixed use development above or
the existing depot would be retained
at grade with a new development of
shops and offices at the entrance.

Locating the bus garage in a basement

facility would have a number of
advantages in terms of how the site
relates to the surrounding townscape.
Importantly, it would serve to release
highly valuable town centre land and
maximise the opportunity this presents
to positively change the character of this
area, especially at ground level.

New buildings would be able to provide

a significantly improved relationship with
the adjoining streets and spaces. The
existing bus garage building currently
presents long stretches of blank wall
onto the adjacent St John’s-at-Hackney
Church Gardens, Churchwell Path and
Bohemia Place.

A redeveloped site would be able address these

frontages more positively with appropriate uses
incorporated at ground level, such as shops

101