PAGE TO BE DELETED
Policy/Design Principles
9.2 Mare Street East
1. Character: Distinctive new urban town centre
character.
2. Permeability: New pedestrian connection
through the railway arches incorporating
public spaces.
3. Frontages 1: Strong frontages defining the
edges of their site.
4. Frontages 2: Active ground floor to main
frontages, (Mare Street, Morning Lane and new
link), quieter uses adjacent to churchyard.
5. Building Heights
Morning Lane: 6-8 storeys with the potential for
one or more towers (subject to constraints).
Bohemia Place: Up to 4-storeys in height.
Bus Garage: Up to 4 storeys maximum
adjacent to the park provided the building
design is sensitive to St John’s Church and
churchyard setting.
7. Land Uses: Retail at ground floor and in
the arches, mixed commercial and residential
flats above.
8. Landmarks and Corners: Landmark features
at key junctions. Corners on Morning Lane
102
addressed/emphasised.
9. Public Spaces: Space outside the Old Town
Hall to be enlarged and connected with the
new route south through Tescos. Remodel
the space between the Trelawney Estate and
Morning Lane.
10. The Arches: Refurbished with new mixed
uses to enliven Bohemia Place.
11. Servicing: Service areas in rear courts or
on-street servicing for Bohemia Place or
Morning Lane sites, where feasible, with
deliveries restricted to outside peak times;
12. Bus Garage:
Option 1 - Garage is relocated below ground
with ramp access from Bohemia Place;
Option 2 - Existing garage facility is retained
at grade with new retail/office building at the
front of the site.
13. Parking: Town centre parking in a new
underground car park beneath the Tesco’s site.
14. Energy: The use of a neighbourhood based
combined heat and power system should
be provided on the Tesco site to meet GLA
requirements.
Figure 9.4: Proposal for Character Area 01: Mare Street East Option 1
Figure 9.5: Proposal for Character Area 01: Mare Street East Option 2

Figure 9.6: View south towards the proposed new town square and pedestrian route through the railway arches

103
 Opportunity Site A1 Opportunity Site A5
Tesco’s store and car park (east) Morning Lane Bus Garage (east)
Site Area: 10360 sqm Site Area: 7870 sqm
Proposed Building Footprint: 8350 sqm Proposed Building Footprint: 2610 sqm
Proposed Building Height: 6-8 storeys with Proposed Building Height: 4-6 storeys (4 storeys
potential for two towers on podium facing park)
Proposed Use: Retail at ground and first floor with Proposed Use: Option 1. A mix of retail, commercial
residential above and residential uses across this site with active
ground floor frontages (facing the Narrow Way and
Opportunity Site A2 Bohemia Place) with quieter uses addressing the
Site Area: 4610 sqm park Option 2. Existing bus garage retained. Retail
Proposed Building Footprint: 1450 sqm and office development on front part of site
Proposed Building Height: 4-6 storeys (3 storeys)
Proposed Use: Retail uses at ground floor facing
the new pedestrian link. Residential development Opportunity Site A6
above. Potential for Mews workspace in courtyard Bus Garage (west)
Site Area: 3760 sqm
Proposed Building Footprint: 1150 sqm
Opportunity Site A3 Proposed Building Height: 4-6 storeys (4 storeys
5-13 Morning Lane facing park)
Site Area: 450 sqm Proposed Use: Retail at ground floor and first floor
Proposed Building Footprint: 350 sqm with residential above
Proposed Building Height: 4-5 storeys
Proposed Use: Retail provision at ground floor Opportunity Site A7
facing Morning Lane. Residential development 350-352a Bohemia Place
above Site Area: 1670 sqm
Proposed Building Footprint: 150 sqm
Opportunity Site A4 Proposed Building Height: 1 storey
302-304 Mare Street Proposed Use: Retail pavilion in new town square
Site Area: 160 sqm Bus garage located in new basement
Proposed Building Footprint: 160 sqm facility, with mixed uses above
Proposed Building Height: 5 storeys
Proposed Use: Retail at ground and
first floor with office space on upper
storeys
Site A8
(basement) Site A5
Site A6

Site A7
Site A9
New town square with
pedestrian connection
under the railway

Site A2

New pedestrian link with

enhanced crossing at
Morning Lane Site A3

Site A4

Figure 9.7: Indicative schematic of the New Urban

Site 10
Quarter Character Area (Option 1)
New buildings define the edges of the street
104
 New prime retail and office Existing bus
Opportunity Site A8 building fronting the new garage retained
Bus Depot (basement) public space
Site Area: 8000 sqm
Proposed Building Footprint:
8000 sqm
Proposed Building Height:
Basement level
Proposed Use: Bus garage facility
(underground)

Opportunity Site A9
Railway Arches, Bohemia Place
Site Area: 1600 sqm
Proposed Building Footprint:
1600 sqm (Gross)
Proposed Building Height:
1 storey (existing)
Proposed Use: Mixed retail uses

Opportunity Site A10

2-20 Morning Lane and Trades Hall
Site Area: 2080 sqm
Proposed Building Footprint:
1000 sqm
Proposed Building Height:
4 to 5 storeys
Proposed Use: Retail at ground floor Figure 9.8: Indicative schematic of New Urban Quarter Character Area (Option 2)
facing Morning Lane with residential
above

Figure 9.9: View west along Morning Lane towards Mare Street
105
 9.3 Character Area 02: Amhurst Road
9.3.1 Existing features to be respected/
enhanced/addressed
Amhurst Road forms a major route into Hackney
Central and stretches between the Dalston Lane
junction and the bottom of the Narrow Way in the
heart of the town centre.
Key positive characteristics to be respected:
• M
 edium building heights along the north side of
Amhurst Road (typically 3-4 storeys).
• T
 raditional architectural styles, with back edge of
pavement development towards the town centre
and the junction with Dalston Lane.
• C
 onveniently located close to Hackney Central
station.
• T
 he original ticket office (currently vacant) is a
positive building at the very heart of the town
centre.
• T
 he amenity of adjacent properties, such as the
buildings on the Marcon estate.
• S
 ubterranean constraints associated with
the Channel Tunnel Rail Link (CTRL) and land
safeguarded for the possible future Hackney-
Chelsea underground line (Crossrail 2 – CR2)
must be taken into account.
• E
 xisting Buildings adjacent to the ticket office
are characteristic of the conservation area and
must be retained. They would benefit from
refurbishment and improved maintenance.
Vacant land adjacent to Hackney Central station station
106
Existing negative characteristics that should be
addressed include:
• A
 mhurst Road is dominated by traffic movements
with major junctions at each end. Although it will
continue to provide an important vehicular route
measures should be taken to enhance conditions
for pedestrians and cyclists, particularly at the
junctions.
• T
 he vacant land and car park create an area of
unkempt and underutilised space in the heart of
the town centre.
• T
 he vacant former station ticket office is vacant
and surrounded by low-grade spaces.
• D
 ead frontages along the ground floor of Marks &
Spencers (Amhurst Road frontage).
• P
 oor quality, unwelcoming pedestrian connection
between the existing station and the Mare Street.
• M
 arcon Estate is of indifferent architectural
appearance. Its frontage to Amhurst Road
contains areas of underutilised land and
building set backs weaken the definition of the
streetscene.
Amhurst Road contrasts traditional houses with modern estate
development
Policy/Design Principles
9.3 Amhurst Rd
 haracter: Potential to reinstate a well
1. C
defined traditional street, with high density,
contemporary development but which
complements its historic setting.
 rossrail 2: Proposals must satisfy the
2. C
requirements of Crossrail Links Ltd, allowing for
the site to be used for CR2 at a future date.
3. Interim solutions: Station Plaza could
accommodate interim schemes (medium term
lifespan) enabling the area to be reclaimed
for the purposes of CR2 at a future date.
Temporary modular buildings could provide
a solution. Alternatively, as a minimum
requirement, the existing vacant area should be
landscaped to provide public open space until
such time as the site is able to be developed.
 tation improvements: The former station
4. S
ticket office should be reinstated and become
the new main entrance to the station. Potential
for a southern entrance, possibly through the
car yard on Graham Road should be explored.
 ermeability: Enhancement of the existing
5. P
connection between the station and Mare
Street.
 rontages 1: Strong frontages defining the
6. F
edge of their sites fronting Amhurst Road, and
adjacent pedestrian link. Built edges close to or
Figure 9.10: Proposed for Character Area 02: Amhurst Road
on the back edge of the pavement/space.
7. Frontages 2: Active ground floor containing
mixed uses to Station Plaza site along Amhurst
Road and the route leading to the station.
8. Building Heights: 4 storeys although
temporary development at Station Plaza could
potentially be lower subject to its design.
7. Land Uses: Mixed uses of shops, cafes or
other suitable uses at ground floor at Station
Plaza with residential above. The Amhurst
Gateway would be residential development.
8. Landmarks and Corners: Strengthen the
presence and setting of the ticket office as a
local landmark. The corner of the new Amhurst
Gateway building should address the corner as
a point of entry.
9. Public Spaces: Redesigned space outside the
ticket office to enhance the quality of the public
realm and should be considered alongside
any wider improvements to the Narrow Way
junction.
11. Servicing: Rear service courts or on-street
servicing if feasible, with deliveries restricted to
outside peak times.
13. Parking: Minimum residential/commercial
parking, generally limited to the needs of
disabled users.
107
 9.3.2 Proposals for Character Area 02
The proposals for this character area identify two
potential opportunity sites comprising (B1) Station
Plaza and (B2) Amhurst Gateway.
Station Plaza occupies a pivotal position within the
heart of the town centre and forms part of the nexus
of Hackney Central, which ties the area together.
The station is a key component of the sustainability
of the town. Development around the station could
significantly improve access to this facility, which
is currently illegible and, in places, threatening.
However the central location invites a mix of retail
and high density residential uses, enhanced street
frontages and public realm improvements together
with the refurbishment of the existing historic
buildings, including the original ticket office.
Much of this area is contains land safeguarded for
the Crossrail2 (CR2) project and poses a major
constraint.
Figure 9.11 View towards a reinstated Hackney Central Station and enhanced public realm at the bottom of the Narrow Way.
108
However, until the project is more defined it is not
known what the exact requirements will be. As
such, proposals for this area would need to have
regard to the constraints imposed by CR2 and this is
likely to necessitate temporary, interim solutions that
would provide significant aesthetic and functional
improvements in the medium term, but which would
allow the area to be reclaimed for CR2 when this
becomes necessary. As a minimum requirement,
the area of vacant land should be landscaped to
provide an area of temporary public open space,
to ensure a more satisfactory treatment of this area
until it is able to be developed.
Amhurst Gateway envisages the redevelopment
of part of the frontage of the Marcon Estate
onto Amhurst Road and would better define the
townscape and the mark a point of entry into the
town centre.
Figure 9.12: Indicative schematic of Station Plaza opportunity site

Architectural
response sensitive
to nearby
conservation area
and neighbours

Site B1
Interim mixed use
development

Existing buildings
retained and
refurbished

Ticket office
Site B2 re-opened and
improved public
realm at entrance

Care to maintain Well defined frontages Potential for Enhanced pedestrian

residential amenity of to Amhurst and southern connection to station
existing dwellings Malpas Road entrance to
the station

New building to
address corner

Opportunity Site B1
Amhurst Road Sites
Site Area: 4550 sqm
Proposed Building
Footprint: 2050 sqm
Proposed Building
Height: 4-5 storeys
Proposed Use: Retail
at ground floor with
employment on first floor
and residential above

Opportunity Site B2
Old Hackney Central
Ticket Office
Site Area: 1000 sqm
Proposed Building
Footprint: 360 sqm
Proposed Building
Height: 2 storeys
Proposed Use: Residential
Figure 9.13: Amhurst Road and Station Plaza opportunity site 109
 9.4 Character Area 03: Mare Street
9.4.1 Existing features to be respected /
enhanced / addressed
Mare Street has a distinctive high street character.
It is the predominant character area of the town
centre and acts as both a physical and functional
axis around which the adjoining areas are linked.
Mare Street and the Narrow Way are bustling streets
with a vibrant atmosphere, and the Narrow Way
in particular has a distinctive winding alignment
and very enclosed feel. The area also contains
many good quality buildings, although some are
unremarkable or poor. The quality of the retail offer
is also mixed. Traffic congestion, particularly bus
congestion on the Narrow Way, also detracts from
the quality of the environment for other users.
Key positive characteristics to be respected:
• Medium building heights along Mare Street and
the Narrow Way (typically 3-4 storeys).
• T
 raditional architectural styles, with buildings
located on the back edge of the pavement.
• M
 are Street/Amhurst Road junction is a crucial
‘nexus’ that links key routes and places in the
town centre.
• T
 he original ticket office (currently vacant) is
a positive building at the very heart of the
town centre.
• T
 he Old Town Hall and St Augustine’s tower
form memorable landmarks within a distinctive
open setting.
• V
 ibrant, bustling atmosphere with a mix of uses
and independent and national traders.
View south along the Narrow Way
110
Existing negative characteristics that should be
addressed include:
• Mare Street and the Narrow Way suffer from traffic
congestion, with buses particularly problematic
on the Narrow Way, due to their size in this tight
street and the number of buses that use this road.
• T
 raffic dominated streets and junctions at Mare
Street/Amhurst Road, Mare Street/Morning Lane
and the Narrow Way/Lower Clapton Road at the
expense of other users.
• L
 ack of an ‘attractor’ at the top of the Narrow Way
to draw pedestrians along this shopping street.
• T
 he former station ticket office is a key focal
building in its location, however, it remains vacant
and its setting is poor.
• T
 he railway over-bridge forms a visual and
psychological barrier to movement.
• D
 ead frontages along the ground floor of Marks
& Spencers (Amhurst Road frontage).
• P
 oor quality, unwelcoming pedestrian
connection between Mare Street and Hackney
Central station.
• P
 oor quality corners and frontages at the junction
of Mare Street and Lower Clapton Road and
Mare Street and Morning Lane.
• Some low quality shops and lack of places to eat.
• S
 ome poorly maintained buildings and
uncoordinated shop front design results in a tired
looking environment in places.
The junction of the Narrow Way and Amhurst Road forms the nexus of
Hackney Central
 Policy/Design Principles
9.4 Mare Street
1. Character: Retain its high street character,
vibrancy/atmosphere and distinctive architectural
richness.
2. Bus congestion: It is an ambition to remove bus
traffic from the Narrow Way and pedestrianise this
street. Evaluate the potential to pedestrianise the
Narrow Way to create a high quality environment.
3. Pedestrian environment: Reduce conflicts
between pedestrians and traffic and introduce
measures to prioritise pedestrian movement that
conform to the main desire lines for pedestrian
activity in the area.
4. Magnet: Locate an ‘attractor’ use or magnet at
the top of the Narrow Way to act as a destination,
attract visitors and encourage pedestrian
movement.
5. Station improvements: The former station ticket
office should be reinstated and become the new
main entrance to the station. Potential for a
southern entrance, possibly through the car yard
on Graham Road should be explored.
6. Environmental enhancement: As the principle
street in the town centre Mare Street and the
Narrow Way should provide the focus for public
realm improvements, to include:
• High quality surface treatment, including to achieve
a new shared surface design at the junction with
Mare Street and Amhurst Road and continuing
south to the junction with Graham Road, improve
the experience and safety for pedestrians and unify
this central location.
• New palette of streetscape furniture and materials
that could include creative lighting features to link
the Narrow Way into Mare Street (south of the
railway bridge) at night.
• Opportunities for public art at key nodes (e.g.
the new square south of the Old Town Hall, the
northern end of the Narrow Way and creative
treatment to the railway over-bridge).
• Shop front improvements focusing on achieving
consistent and unobtrusive shop signage.
• Investment in improvements to the facades of
buildings lining Narrow Way. This ‘face lift’ would
include removal of items that ‘clutter’ the facades
along with basic maintenance;
• Potential to introduce canopies at shop fronts to
9.14 Proposal for Character Area 03: Mare Street provide an all-weather alternative for pedestrians
• Ensuring all street signage is integrated into a
common design palette and where possible co-
located on vertical structures (to avoid multiple
poles for different signs to reduce clutter).
111
 Policy/Design Principles (Continued) 9.4 Proposals for Character Area 03
9.4 Mare Street (continued)
7. Public Spaces: Associated with the Mare Street is has a distinctive high street character
environmental enhancement of this character and the proposals for improvements to this area
area (see above) key public spaces should be focus primarily on its environmental enhancement,
addressed as follows: in terms of improving and maintaining the existing
• A major new high quality public space in front of building fabric, raising the quality of the public realm
the bus garage to signify the importance of this and providing enhanced public spaces and tackling
location and provide a clear focal point. Designs bus congestion on the Narrow Way.
should be approached comprehensively with
proposals for the improvement of the Station Buildings on Lower Clapton Road at the top of
entrance space and the Mare Street Amhurst the Narrow Way are the only site to offer potential
Road junction. scope for new built development. The majority
• A redesigned space outside the ticket office to of the existing buildings are or poor or indifferent
enhance the quality of the public realm and create quality and a range of single storey shops represent
a welcoming, attractive space. Improvements the underutilisation of this space and present a
should be considered with wider junction poor face to St John-at-Hackney Church Gardens.
changes. Introducing an attractor use/magnet in this location
would attract visitors and draw pedestrians up the
8. Narrow Way Northern Gateway Opportunity Narrow Way.
Site: Buildings at the junction of Clarence Road
and Lower Clapton Road form this opportunity
site. The following principles should be applied
to the development of this site.
Magnet: Provision of a magnet to create a
destination at this ‘edge of town centre’ site.
Uses that could be considered include:
• Evening related retail such as cafes and
restaurants;
• A cultural/leisure use such as a boutique
cinema;
• Larger format retail space across ground floor
and mezzanine.

Figure 9.15: Narrow Way Northern Gateway opportunity site
Frontages 1: Strong frontages defining the edge of
the site, close to the back edge of the pavement.
Opportunity Site D
Frontages 2: Active ground floor frontages. Narrow way northern gateway
Site Area: 2650 sqm
Building Heights: Varied, 4-6 storeys. Proposed Building Footprint: 1960 sqm
Proposed Building Height: 4-6 storeys
Land Uses: In addition to a major magnet use, Proposed Use: Retail/commercial at ground and
a mix of uses should be accommodated and could first floor with residential above and behind
include smaller shops, cafes and employment space,
with residential accommodation on upper floors.

Landmarks and Corners: The corner at the

junction of Clarence Road and Lower Clapton
Road should positively address this corner.

Servicing: Rear service courts or on-street servicing

if feasible, with deliveries restricted to outside peak
times.

Parking: Minimum residential/commercial parking,

generally limited to the needs of disabled users.
112
 New development addressing Lower Clapton Road
and the park with a magnet use to draw people up the
Narrow Way and providing well defined active frontages

Building to address important corner and close the

view from the Narrow Way

It is an ambition to pedestrianise the Narrow

Way - examine the potential for the Narrow Way
pedestrianised - buses re-routed
Narrow Way

‘Face lift’ of existing buildings and shop fronts

Common treatment to the public realm to unify the town

centre

Major new public square at the heart of the town

Ticket office re-opened and improved public realm

at entrance

Treatment of railway bridge to make this a feature

rather than a barrier

Shared surface junction to unify the ‘nexus’ of the

town centre and enhance pedestrian movement

‘Face lift’ of existing buildings and shop fronts

Key corner to be addressed

Junction improvements to enhance pedestrian

movement

Figure 9.16 Indicative schematic of the Mare Street

Character Area and opportunity site
113
 9.5 Character Area 04: St John-at-Hackney
Church Gardens
9.5.1 Existing features to be respected / Existing negative characteristics that should be
enhanced / addressed addressed include:
• Blank frontages around the adjoining bus garage
St John-at-Hackney Church Gardens is the major building.
public open space within the area. A mixture of
different spaces, the gardens provide a formal • U
 nsightly backs of buildings along the Narrow
setting for the church and Clapton Square to the Way.
north. Fine mature trees across much of this area
provide a sense of tranquillity and isolation from the • Lack of overlooking/natural surveillance.
nearby bustle of Mare Street, creating a peaceful
haven in the heart of the town centre. • U
 nder utilised land at the Rectory, Learning Trust
site and yard.
To the west of the churchyard and currently
screened by a tall brick wall lies the former Rectory • L
 imited connections between the gardens and the
(although still within the ownership of the Church) a Narrow Way.
small Scout hut occupying the southern part of this
area, a Learning Trust exclusion facility and small • P
 otential enhanced connections east, towards
private yard in the northern part of the site. Homerton.

Key positive characteristics to be respected: • Limited activities/function of formal spaces.

• Medium building heights around the outsides of
this area (typically 2-3 storeys).

• Traditional architectural styles.

• Formal setting to the church and Clapton Square.

• B
 oundary walls, structured pathways and railings
contribute to the formality of the area.

• Mature trees and landscaped open spaces.

• C
 hurch is a key a focus for community
engagement and activities.

View through St John’s Church Gardens toward Sutton Place View of the Rectory opportunity site

114
Policy/Design Principles

9.5 St John-at-Hackney Church Gardens

1. Character: Retain the tranquil and peaceful
character of the gardens.

2. Church: Utilise church building for beneficial

community uses, e.g. a meeting place for
voluntary groups/organisations, a community
cafe and outdoor seating on the southern side of
the church.

3. Community Spaces: Expand the potential

range of activities and uses able to take
place within this area. Large spaces could
accommodate activities, such as Farmers
Markets or outdoor theatre.

4. The Rectory Opportunity Site: The following

principles should be applied to this site.

5. Design character: This opportunity area

forms part of the wider setting of the Church. It
should reflect the character of the surrounding
Conservation Area in terms of a modest grain and
scale and respect for the setting of the church.

6. Defined Edges: Buildings should generally

provide clear built frontages, being sited at or
close to the outside edges of the plot, enclosing
adjacent public routes or spaces with windows
arranged to overlook these areas.

7. Heritage: Proposals must preserve or enhance

the character or appearance of the conservation
area, having regard to buildings and their settings,
trees and historic features of interest.
Figure 9.17: Proposal for Character Area 04: St John-at-Hackney
8. Building Heights: 2-3 storeys maximum. Church Gardens
Building heights should be 2 storeys where
fronting St Johns Church and churchyard to
respect its setting.

9. Residential Use: To comprise medium density
residential development to maximise its potential
as a central location whilst respecting the scale
and setting of the Conservation Area.

10. Community Uses: Existing community uses

in the form of a Scout hut and Learning Trust
facility should be accommodated on-site or
be re-provided on an appropriate alternative
site that is equally convenient, and accessible
within the local area, where there is a continued
requirement for these facilities.

115
 Policy/Design Principles Opportunity Site C1
9.5 St-John-at-Hackney Church Gardens Rectory, Land rear of 392-396 Mare Street and
(continued) the Learning Trust Site
Site Area: 5400 sqm
Proposed Building Footprint: 2030 sqm
11 Boundary Wall: The wall separating The
Proposed Building Height: 2-3 storeys
Rectory from the churchyard should be retained,
Proposed Use: Residential with potential for
although proposals for potential modification of
community at ground floor to southern edge
the wall may be considered in conjunction with
the Borough of Hackney and English Heritage,
where this would enhance the relationship
between the development and the churchyard
on terms of overlooking and public safety
provided that the essential qualities of the
conservation area are preserved or enhanced.

12. Trees: Proposals should seek to retain existing

mature trees and ensure that development does
not adversely impact on their canopies or root
structure

13. Servicing: Rear service courts or on-street

servicing if feasible, with deliveries restricted to
outside peak times.

14. Parking: Minimum residential/commercial
parking, generally limited to the needs of
disabled users.

9.5.2 Proposals for Character Area 04

The key elements for proposals for this character

area involve greater beneficial use of the existing
open spaces and the church building for community
based activities and for the church to captialise on
its important location and ability to reach out to the
community for wider social benefits.

Wider enhancement of the park could be achieved

through improved edges in locations where existing
boundaries are blank and unobserved. For example
changes to the bus garage site should consider the
relationship with the park and examine potential
improvements to the existing situation.

The existing Rectory, Learning Trust facility and

yard to the rear of 392 - 396 Mare Street are a low
density and underused site in the heart of the town
centre. Collectively these sites form Opportunity
Site C and represent an opportunity to address
some areas of weakness in relation to this character
area.

However, proposals should always seek to maintain

the unique tranquil quality of this area and manage Figure 9.18: The Rectory opportunity site
changes sensitively.

116
 Possible community events space for outside activities
e.g. market, ice rink in winter, outdoor theatre etc

Potential new link between the Narrow Way and the park

Community cafe and outside seating

Sensitively designed residential development

Site C around the edges of the site (potential connections
through existing wall)
Unsightly backs of buildings on Mare Street
screened by new development

Possible community events space for outside

activities e.g. market, ice rink in winter, outdoor
theatre etc

Potential improved relationship with bus garage site

to be enhanced

Figure 9.19 Indicative schematic of The Rectory opportunity site

117
 9.6 Character Area 05: Civic Heart
9.6.1 Existing features to be respected /
enhanced / addressed
This character area is the civic, administrative and
cultural heart of the town, comprising a cluster
of key buildings and activities. The Town Hall,
Hackney Empire theatre, Ocean venue and Library
and Museum are focussed around the memorable
Town Hall Square. The buildings are a mix of
distinctive individual designs, situated directly on
the back edge of the pavement they create a strong
sense of enclosure and good definition of the
space. Behind the Town Hall further Council related
office development is taking place reinforcing its
administrative and civic role. Mare Street passes
through one side of this area with bus stops
located on the Square making this an important
primary route.
Key positive characteristics to be respected:
• Medium building heights (typically 3-4 storeys),
although buildings around the square have a
larger scale reflecting the public and cultural
functions of the area.
• Mixed, mostly positive architectural styles, with
back edge of pavement development enclosing
the street/space.
• The formal setting of Town Hall and its square.
• Mixed uses comprising, public/civic
administration, business and cultural activities.
• Bustling vibrant atmosphere.
Service road in front of the Town Hall
118
Existing negative characteristics that should be
addressed include:
• Mare Street is heavily congested and divides this
area into halves, forming a barrier to pedestrian
movement across the street.
• The Ocean venue is a key building opposite Town
Hall Square, but is vacant and requires a new
positive use.
• Dead frontages along the front and the rear of the
Ocean building.
• Potential for more varied activities to take place
within Town Hall Square.
• A lack of cafes and restaurants.
9.6.2 Proposals for Character Area 05
With the recent completion of the library/museum
and the construction of the Service First Centre
behind the Town Hall few opportunities remain for
major new developments within this character area
at the present time. Principle areas of change will
be likely to relate to the use and function of existing
buildings, potential remodelling of facades and
improvements to the public realm.
Mare Street and the Ocean venue
 Policy/Design Principles
9.6 Civic Heart
1. Character: The civic and cultural character of
this area should be maintained and enhanced to
support the existing functions and vibrancy of
this location.

2. Mare Street: Proposals should seek to reduce

the dominance of traffic, creating a pedestrian
priority area to enhance the ease of movement of
pedestrians across Mare Street.

3. Town Hall Square 1: Explore the potential to

enlarge the size of this public space. Reading
Lane, Hillman Street and Wilton Way could be
closed to general traffic and be designed to
prioritise pedestrians.

4. Town Hall Square 2: Potential to convert the

current Town Hall car park into a new public
space incorporating a playable space to provide
alternative public space with appeal and activities
for different age groups.

5. Ocean Venue: Examine positive strategies

to secure the future of this building for cultural
Figure 9.20 Character Area 05: Civic Heart
related activities, such as cafes, restaurants,
cinema or a mix of suitable uses to support the
function of the character area.

6. Active Frontages: Dead frontages around

the Ocean venue and other buildings should be
addressed in any future proposals for changes of
use, locating active uses at ground floor level.

7. Supporting uses: Cafes and restaurants, that

would support the cultural role of this area,
for example, pre-theatre dining, should be
encouraged in appropriate locations.

Enlarge Town Hall Square

New treatment and enhanced pedestrian

environment on Mare Street

New use for the Ocean building

Allow for cafes and restaurants to compliment the

existing cultural facilities

New uses to address dead frontages

Figure 9.21: Indicative schematic of character Area 05: Civic Heart
119
 9.7 Character Area 06: Mixed Employment
9.7.1 Existing features to be respected /
enhanced / addressed • Traditional industrial warehouse architecture of
Florfield Passage.
This character area covers two areas of mixed
employment but also contains some pockets of • The amenity of adjacent properties.
residential development. The northern area is at
the junction of Institute Place, Dalston Lane and • Useful pedestrian and cycle links along Hackney
Amhurst Road. The southern area is located on Grove.
Reading Lane. Distinctive buildings include the
Institute, and traditional industrial warehouses. Existing negative characteristics that should be
Access into the southern area is via Florfield Road addressed include:
and Florfield Passage, a narrow characterful path • Some low grade industrial buildings architecture.
leading off Reading Lane. The area includes a
mixture of modern office and depot facilities with • Relationship of buildings to the railway line.
lower grade employment buildings to the rear.
Both areas are bounded by the railway line along • Relationship with nearby neighbouring buildings.
their eastern edge. The area immediately north
comprises the civic core of the town and the LBH • Largely inactive frontages facing onto Hackney
Service First Centre is currently under construction Grove.
on the site opposite. Hackney Grove is an important
footpath/cycle path on the east of this area between
Reading Lane and Richmond Road but it is poorly
overlooked at present.

Key positive characteristics to be respected:

• Medium building heights (typically 3-4, storeys).

• Traditional buildings, with most development

located on the back edge of the pavement.

• Tight grain and character of Florfield passage,

Hackney Grove and Institute Place.

Fine grain, modest scale industrial buildings on Florfield Path Modern commercial building

120
 Policy/Design Principles
9.7 Mixed Employment
1. Character: To form part of a cluster of high
quality modern mixed use office/residential
buildings emerging in the context of the civic
services facilities.
2. Access: The southern site is to be accessed
off both Reading Lane and Richmond Road,
with the principal access off Reading Lane. A
new service road will provide access to into a
shared service/courtyard area. Access from the
south off Richmond Road will utilise the railway
backlands area.
3. Frontages: Key development frontage should
address the southern side of Reading Lane
and respond in scale, massing and form to
the emerging Service First Centre (under
construction), with active frontages facing
Hackney Grove where opportunities arise.
4. Grain: Other than the large modern office
proposals, frontages should create a fine
grain character, reflecting the existing ‘lanes’
of Hackney Grove and Florfield Passage and
Institute Place.
5. Land Uses: Mixed employment and some
residential, with potential for some live-work
space. A range of office accommodation is to
be provided from small scale ‘own front door’
type space to larger multi-let modern offices, and
potential for residential development
above offices.
6. Building Heights: Appropriate building heights in
this area are informed by the existing built context
(typically 3-5 storeys). Taller heights may be
possible along the Reading Lane frontage (up to
5 storeys) to match the Service First Centre and
3-4 storeys to reflect the height of the Victorian
warehouse fronting Richmond Road.
7. Servicing: Office uses to be serviced from a
shared internal courtyard at ground floor. An
Figure 9.22: Proposal for Character Area 06: Mixed Employment
element of parking is also envisaged within the
courtyard. Servicing will also take place along the
western edge adjacent to the railway.
8. Parking: Car free with the exception of mobility
impaired and large family-sized units or car club
spaces.
9. Retained Buildings: Buildings of character
and architectural interest, particularly traditional
warehouse/industrial architecture associated
with this character area should be retained and
converted to maintain these elements of positive
character in this area.
121
 9.7.2 Proposals for Character Area 06 Opportunity Site E1
Hakcney Yards
This character Area contains one area of relatively Site Area: 5860 sqm
low grade buildings that has the potential to be Proposed Building Footprint: 2790 sqm
redeveloped at a greater scale and density to make Proposed Building Height: Up to 5 storeys
more efficient use of the site. Proposed Use: Mixed. Employment, with elements
of residential. Potential for some live-work units
Within the existing and emerging context, elements
of this development of this could be up to 4-5
storeys in height in response to both the existing
Victorian warehouse (Flowers East) on Richmond
Road and the new Service First Centre on Reading
Lane which is 5 storeys in height.

Building grain should also respond to the more

fined grained lanes associated with this area, where
appropriate in terms of context. Some potential
may exist to comprehensively redevelop/convert
the nearby Vernon Hall and 21-23 Hackney Grove
and could be considered as part of proposals for
this area, particularly with the introduction of active Figure 9.24: Hackney Yards opportunity site
frontages.

Wider enhancement of the public realm should

include improved surface treatments and links to
Town Hall Square in a way that is consistent with
the public realm strategy. Potential treatment of the
railway bridges and associated streetscape to the
west (on Reading Lane and Richmond Road) could
also signify these locations as gateways into the
town centre.

Well defined frontage up to 5

storeys on Reading Lane

Mixed employment uses with

some residential

Site E Possible redevelopment

of Vernon Hall and 21-23
Hackney Grove for mixed
employment purposes and
better interaction at ground
floor level

Narrow grain to reflect

traditional character

Railway arches converted for

employment uses

Figure 9.23: Indicative schematic of Hackney Yards opportunity site

122
9.8 Character Area 07: Traditional Streets
9.8.1 Existing features to be respected /
enhanced / addressed

Areas of traditional streets are predominantly

characterised by Victorian and Edwardian housing
and apartment mansions providing consistent
architectural treatment in a traditional street form.
Buildings are located behind the pavement, set
back slightly behind a narrow front garden. Building
heights vary between 2-5 storeys depending on
their location and design. These are generally, high
quality residential areas.

Key positive characteristics to be respected:

• Moderate building heights (typically 2 storey, but
up to 4 storeys in places).

• Good quality traditional architectural styles,

with short front gardens, bay windows and
architectural detail.

• Some mixed employment uses on the edges of

these areas towards more commercial locations
such as behind Mare Street.

Existing negative characteristics that should be

addressed include:
• Some low grade industrial buildings.
Figure 9.25: Character Area
• Relationship with nearby neighbouring buildings. 07: Traditional Streets

Typical traditional housing behind short front gardens Edge of character area with a mix of uses

123
 Policy/Design Principles
9.8 Traditional Streets
1. Character: Retain the traditional residential
character and appearance of these streets.
2 Building Lines: Building line should follow those
of the established street pattern.
3. Grain: Frontages should create a fine grain
character, reflecting the existing context.
4. Land Uses: Predominantly residential, although
low-key uses compatible with a residential
environment could be suitable. Locations close
to existing commercial areas should reflect the
commercial nature of these places and contain
mix of uses, including commercial/office space
and residential above.
5. Building Heights: Appropriate building heights in
this area are to be informed by the existing built
context (typically 2-3 storeys depending on the
location). Potential for a minor taller accent.
6. Frontages: Windows should be arranged to
overlook public streets and spaces.
7. Residential Parking: Retain on-street parking.
8. Retained Buildings: Existing buildings that
make a positive contribution to the character
appearance of this area should be retained
and refurbished in the first instance, rather than
demolished and replaced.
124
9.8.2 Proposals for Character Area 07
It is envisaged that the majority of this character area
will remain unchanged.
One potential opportunity area has been identified.
Hackney Lanes (Sylvester Path) is a small
opportunity area located behind Mare Street on the
edge of this character area. It is situated between
Sylvester Road to the north and Wilton Way to the
south. Its principle frontage faces Sylvester Path, a
narrow pedestrian path linking the two roads. The
area at the corner of Sylvester Road and Path is
occupied by a single 4-storey building with spaces
to both the side and rear. Adjacent is a single
listed building in the centre of Sylvester Path. The
southern portion of the site is occupied by a modern
warehouse building, which presents a visually poor
elevation onto Wilton Way.
The key site constraints include the listed building
which must be retained and respected, the
requirements of the existing users and tight the
relationship between the site frontage and the
existing buildings/occupiers on the east side of
Sylvester Path.
The proposal shows a perimeter development to
define the edges of the site and a well designed
ground floor would offer interest and variety for the
pedestrian.
Doors and windows would be arranged to address
the adjacent spaces so as to provide overlooking.
The buildings would contain a mix of employment
and residential uses.
Building heights would generally be no higher than
3 storeys, reflecting the immediate built context
and height-to-width ratio of this pedestrian way.
A taller accent could potentially be located at the
southern end of the site onto Wilton Way opposite
the Town Hall.
Opportunity Site G1
Hackney Lanes
Site Area: 1390 sqm
Proposed Building Footprint: 800 sqm
Proposed Building Height: 3 storeys, potential for
minor 4 storey accent
Proposed Use: Mixed, office /commercial and
residential combined.

Figure 9.26 Hackney Lanes opportunity site

Well defined frontage with

active ground floor uses

Listed Building retained

Building heights 3 storeys

Site G maximum

Mixed employment and

residential uses

Potential entrance to internal

courtyard

Figure 9.27 Indicative schematic of Hackney Lanes opportunity site

125
 9.9 Character Area 08: Kenmure Triangle
9.9.1 Existing features to be respected /
enhanced / addressed

This character area is another area of traditional

streets contained within a triangle of land between
the backs of development on Amhurst Road
(south-west), the Narrow Way (east) Dalston
Lane (north). Development facing Dalston Lane
comprises mostly pairs of attractive traditional villas.
Internal streets are fronted by terraced housing.
Unusually, the area also contains an irregular
shaped backland area (Kenmure Yard) that has
been developed as an infill housing development.
Generally a quiet residential area (although Dalston
Lane is a busy thoroughfare), Kenmure Road and
Brett Road form secondary pedestrian routes
between Amhurst Road and the Narrow Way.

Key positive characteristics to be respected:

• Moderate building heights (typically 2 storey,
but up to 4 storeys in places).

• Good quality traditional architectural styles,

with short front gardens, bay windows and
architectural detail.

• Good connections between the Narrow Way and

Amhurst Road.
Figure 9.28: Character Area 08: Kenmure Triangle
Existing negative characteristics that should be
addressed include:
• Some low grade buildings with potential
occasional infill or replacement.

• Low grade streetscape on connecting roads.

A street of traditional housing in Gould Terrace Kenmure Yard, backland development surrounded by traditional housing

126
Policy/Design Principles 9.4 Proposals for Character Area 08

9.9 Kenmure Triangle
1. Character: Retain the traditional residential
character and appearance of these streets.
2 Building Lines: Building line should follow those
of the established street pattern.
3. Grain: Frontages should create a fine grain
character, reflecting the existing context.
4. Land Uses: Predominantly residential, although
low-key uses compatible with a residential
environment could be suitable.
It is envisaged that the majority of this character area
will remain unchanged with the exception of very
occasional minor infill or replacement buildings in
specific locations.
The principal areas of changes are likely to
be associated with selective environmental
enhancement of the public realm, primarily Kenmure
Road and Brett Road which serve to line the
northern part of the Narrow Way with Amhurst Road
and provide potentially useful pedestrian links to
both Hackney Central and Hackney Downs railway
stations.

5. Building Heights: Appropriate building heights in

this area are to be informed by the existing built
context (typically 2-3 storeys depending on the
location, although up to 5 storeys on Brett Road).

6. Frontages: Windows should be arranged to

overlook public streets and spaces.

7. Residential Parking: Retain on-street parking

8. Retained Buildings: Existing buildings that

make a positive contribution to the character
appearance of this area should be retained
and refurbished in the first instance, rather than
demolished and replaced.

Enhanced public realm on

connecting streets

Improve crossings at key

junctions

Figure 9.29: Indicative schematic of Kenmure Triangle

opportunity site

127
 9.10 Character Area 09: Horton Road
9.10.1 Existing features to be respected /
enhanced / addressed
This area is a small contained backland site located
west of the railway and situated between Reading
Lane to the south and Wilton Way to the north. A
long narrow site, the land is largely utilised for
residential parking by occupants of properties
immediately to the west along Horton Road. The
Reading Lane frontage is currently defined by a
vacant two-storey building of relatively simple but
attractive appearance.
The relationship of the site to nearby residential
properties and the proximity of the site to the
adjacent railway will be important considerations, as
will the accommodation of existing vehicle parking
arrangements. The railway embankment contains
mature vegetation and a number of mature trees are
also present within the site.
Existing negative characteristics that should be
addressed include:
• Close relationship with railway line.
• Internal space is limited and required for
residential parking.
• Limited access opportunities.
9.10.2 Proposals for Character Area 09
It is envisaged that development would occupy the
open area adjacent to the railway to create a mews
style courtyard space behind the buildings that face
onto Horton Road.
The ground floor area would need to provide space
for existing parking and possible additional parking
associated with the new development.

Key positive characteristics to be respected: Opportunity Site F1

• Medium building heights (typically 3-4 storeys). Great Eastern Infill
Site Area: 4150 sqm
• Traditional architectural styles along Horton Road, Proposed Building Footprint: 1540 sqm
together more modern flats of a sensitive height Proposed Building Height: 2 storeys
and scale to their context. Proposed Use: Residential

• Simple but attractive vacant building on the

Reading Lane frontage.

• Mature trees within and along the edge of the

site.
Designs to avoid
harming neighbour
• The amenity of adjacent residential properties. amenity

Residential
development, parking
at ground floor

Existing trees
retained where
possible

Existing buildings
converted to
residential use

Building frontage on Reading lane Figure 9.30 Indicative schematic of the Horton Road opportunity site

128
 Policy/Design Principles

9.10 Horton Road

1. Character: A relatively isolated pocket of land
containing a vacant building of moderate quality.
This site has the potential to define its own
character though with due regard to proximity and
overlooking of adjacent residential.

2. Residential Amenity: The close relationship

with the existing surrounding residential
properties would require care in the design of any
development on this site to avoid undue impacts
on privacy and loss of light to existing residents.

3. Frontages: Minimal frontage potential given the

narrow street edges of the site area. Potential
to refurbish the existing building fronting onto
Reading Lane. Internal building frontage to
address issues of overlooking onto neighbouring
properties.

4. Land Uses: Residential only uses are anticipated.

5. Building Heights: It is proposed that 2 storey

development could be suitable in this location
given the close relationship with existing
neighbouring properties.

6. Trees: Whilst it is recognised that clearing will

need to take place, a number of significant and
mature trees exist on the site and these should
Figure 9.31 Proposal for Character Area 09 - Horton Road be considered within any proposal and retained
where possible.

7. Railway: The development site runs adjacent

to the railway line. High levels of noise/vibration
insulation will be achieved to protect amenity.

8. Servicing and parking: Car free with the

exception of mobility impaired and large family-
sized units or car club spaces.

9. Existing Buildings: The existing buildings on

Reading Lane could potentially be converted for
residential use, in preference to demolition and
redevelopment

129
 9.11 Character Area 10: Clarence Mews
9.11.1 Existing features to be respected /
enhanced / addressed
Clarence Mews forms a well defined character area
in the north of this Masterplan area. It comprises
a mixed range of buildings including, modern work
spaces as well more traditional flats over garages
and converted industrial buildings. Its narrow
street creates an intimate character with almost
no pavement buildings are accessed directly
from the street.
This eclectic range of mostly 1 and 2 storey
buildings is of variable quality and despite the
somewhat shabby quality of some parts of this
street it retains a rather attractive and distinctive
character.
Key positive characteristics to be respected:
• Low-rise buildings (typically1-2 storeys).
• Varied building styles from very modern to
traditional industrial buildings.
• Narrow street width with almost no pavement.
Buildings accessed direct from the street.
• Mixed uses including residential and small scale
work spaces.
A modern work space development in Clarence Mews.
130
Existing negative characteristics that should be
addressed include:
• Poor quality buildings or poorly maintained
buildings.
• Some unsightly gaps sites/vacant plots.
• Some dead frontages.
• Low grade streetscape.
9.11.2 Proposals for Character Area 10
No specific proposals are identified for this area as
no major sites are contained in this character area.
However, much scope exists for improvement and
interventions should address occasional gap sites,
derelict buildings and improvements to the less
successful western side of the street.
Streetscape improvement measures, including a
new high quality shared surface treatment that is
consistent along the length of the street. Potential of
tree planting along one side of the street would also
enhance its character and appearance.
Low grade single storey buildings on the west side of the road.
 Policy/Design Principles

9.11 Clarence Mews

1. Character: Potential to reinforce and improve the
traditional narrow Mews street character.

2. Interventions: Gap sites and unsightly derelict

or under used buildings could be redeveloped to
improve the quality and consistency and of the
streetscence.

3. Building heights: Buildings generally between 1-

2 storeys (exceptionally occasional 2.5 - 3 storeys
in suitable locations).

4. Maintenance: Facelift lift improvements and

general maintenan ce where required.

5. Streetscape: General improvement of the

streetscape surfaces to provide a unifying
treatment. Potential for street tree planting on
one side of the road.

6. Uses: Mixed small scale employment and

residential.
Figure 9.32: Character Area 10 - Clarence Mews
7. Frontages: Where possible remove dead
frontages and introduce active/semi-active
frontages to enliven the streetscene and increase
overlooking.

8. Parking: On-street parking. Minimum residential
commercial parking provision.

Figure 9.33 Schematic of Clarence Mews Character Area

131
 9.12 Character Area 11: Clarence Road
9.12.1 Existing features to be respected /
enhanced / addressed
This area comprises one of the direct linkages
into the principal Mare Street axis from the north
and comprises a retail area opposite the Pembury
Estate to the west side of this area. The southern
end of Clarence Road at the junction with Lower
Clapton / Mare Street is weak with a poor
development edge defining either side. Parking
dominates the eastern side of the street and
would benefit from intermittent tree planting.
Retail activity is very much secondary in nature
with a more local feel. Connections west into
the Pembury Estate are poor and reinforce the
north south linearity of the route.
Intervention will focus on upgrading shop fronts,
signage and a new streetscape palette that links
with Mare Street. Importantly the junction with
Lower Clapton/Mare Street will require pedestrian
improvements and would take into account the
underused land at the south east corner of the
Pembury Estate.
Key positive characteristics to be respected:
• Medium building heights along the east side of
the road (typically 2-3 storeys).
• Traditional architectural styles, although
somewhat plain and austere, with back edge of
pavement development.
Clarence Road is enclosed to the east and open on its west side.
132
• Mixed residential and local retail uses intermingled
along the street.
Existing negative characteristics that should be
addressed include:
• Some unkempt poorly maintained buildings.
• Lack of street trees/greenery on east side of
the road.
• Car parking dominates the east side of the street.
• The west side of the street is poorly enclosed due
to the open design of the Pembury Estate.
9.12.2 Proposals for Character Area 11
No specific proposals are identified for this area as
no major sites are contained in this character area.
However, some scope exists for improvement of the
physical environment and building fabric.
It is envisaged that streetscape improvement
measures, could include enhanced surface
treatments in certain locations and possible tree
planting along the east side of the street to help
mitigate against the visual impact of dominant on-
street parking.
Secondary retail uses and on-street parking on Clarence Road
 Policy/Design Principles

9.12 Clarence Road

1. Character: Peripheral retail street with specialist
and local shops intermingled with residential
development.

2. Interventions: Gap sites and unsightly derelict

or under used buildings could be redeveloped to
improve the quality and consistency and of the
streetscence.

3. Building heights: Potential to increase building

heights from to 2 to 3 or 4 storeys, to better
enclose this broad street.

4. Maintenance: Building maintenance and shop

front ‘facelift lift’ improvements.

5. Streetscape: General improvement of the

streetscape surfaces targeted at key locations.
Potential for street tree planting on the east side
of the road.

6. Uses: Mixed small scale retail and residential

Figure 9.34: Character Area 11 - Clarence Road between and above shops.

7. Frontages: Retain active shop frontages to

enliven the streetscene.

8. Parking: Reduce the visual dominance of on
street parking with potential planting of street
trees on the east side of the street.

Figure 9.33 Schematic of Clarence Road Character Area

133
 9.13 Character Area 12: Residential Estates
9.13.1 Existing features to be respected /
enhanced / addressed
Two post-war housing estates comprise this area
- the Trelawney Estate to the south-east and the
Marcon Estate to the north-west, plus a small
section of the Pembury Estate (just north of the
Masterplan area).
These estate layouts contrast strongly with the
traditional streets found in other parts of this
area. Blocks of flats are mainly inward looking and
arranged in regular patterns with large open spaces
between buildings. Estates are generally no-through
routes with roads arranged in cul-de-sacs.
Existing characteristics that should be addressed
include:
• Poor connectivity and relationship with adjoining
areas.
• Low grade streetscape and poor legibility.
• Indifferent architectural appearance.
• Under used general amenity space.
• Back boundaries fronting onto public space.
9.13.2 Proposals for Character Area 12
No specific proposals are identified for this area
However, some scope exists for improvement of the
physical environment.
Masterplan intervention is focused on improvement
to local linkages and a range of public realm
enhancement measures to improve, legibility,
permeability and safety. Two key through-routes
could be enhanced through the Trelawney Estate
connecting north-south. The Marcon Estate is a
cul-de-sac area by virtue of the bounding railway
Trelawney Estate from Paragon Road
134
lines to the west and south. As a result the estate
only serves local resident access and therefore
intervention will focus on improving ‘back-to-front’
issues and safety/overlooking and landscaping of
local spaces/car parks.
The area of the Pembury Estate within the
Masterplan boundary is currently vacant and it is
anticipated that this will be redeveloped, primarily for
housing. Schemes should be considered holistically
together with proposals for improvements to the
Pembury Road junction to improve access and
movement for pedestrians and enhance the quality
of the pedestrian environment.
In addition, there is an aspiration to transform two
car parks on Dalston Lane into amenity space for
the Pembury Estate (although these are located just
outside the Masterplan boundary).
The Marcon Estate has been identified as falling
below the standard for decent homes. In order to
be decent a home should be warm, weatherproof
and have reasonably modern facilities. Such homes
are an important element of any thriving, sustainable
community.
As the Marcon Estate falls below this standard the
estate is not economically viable for renewal. It is
recommended that aspirations for future changes
to the estate are investigated as part of a separate
piece of work (see ‘Aspirations‘ opposite).
Garage court on the Marcon Estate
 Aspirations:

1. Potential redevelopment of the Marcon Estate

and re-cater for residential units.

2. Redevelopment of the Marcon Estate and

Aspland Estate comprehensively and re-cater for
residential units.

3. Transform two car parks on the Pembury Estate

(adjacent to Dalston Lane) into amenity space for
the Pembury Estate.

Policy/Design Principles

9.13 Residential Estates

1. Character: Modern residential estate but
enhanced where opportunities allow in term of its
interface with the public realm and surrounding
areas.

2. Streetscape: General improvement of the

streetscape surfaces targeted at key routes.
Potential for street tree planting on Paragon
Figure 9.36: Character Area 12 - Residential Estates Road.

3. Frontages: Address poor relationship with fronts

and backs where walls and fences create dead
space adjacent to the public realm.

4. Legibility: Seek enhancements to the legibility
of these areas, primarily focussed on leading
people through key routes towards important
locations such as the town centre or stations.

5. Development on the Pembury Estate:

Figure 9.38 Indicative schematic of the Marcon Estate
Proposals for development of the vacant site on
the Pembury Estate should include measures for
the enhancement of the pedestrian environment
at the Pembury Road/Dalston Lane Junction in
terms of access, movement and the quality of
the public realm.

Figure 9.39 Indicative schematic of the Trelawney Estate

135
 PART IV - MOVING FORWARD
This section puts forward an overall approach to implementing this project.

10 Delivery and Implementation

10.1 Introduction
The implementation strategy is design to support the
planning and delivery of the masterplan.
While this is not a detailed implementation strategy
for specific projects, it has been informed by market
realities and distinguishes between development
that is likely to be procured through active
intervention and that which will primarily depend
on passive measures such as development control
requirements and restrictions.
The implementation strategy aims to be clear about
what active public sector intervention is necessary
to achieve it and is mindful of both the management
and financial constraints which apply. Clearly it is
neither possible or desirable to achieve everything
proposed at once and therefore a phased approach
is suggested. The following general principles would
apply:
Issues of financial viability, timing and risk are
intimately related, but deliverability and viability are
not fixed hurdles and can be lowered by assuming
longer time frames, projecting values, and (to a
lesser extent) possible changes in the financing
system.
The ownership of the sites across the masterplan
area is key to developing a strategy for
implementation of the masterplan. Within the
Hackney Central masterplan area there are very
limited sites owned by the Council where an
increase in site value could be achieved from the
proposed development. Whilst this capital value
increase can be realised through site disposal to
generate funds to pay for, say, public realm works it
would not cover all the costs of the works identified.
It will therefore be necessary for the Council to seek
ways of generating funding for the capital works
suggested in this masterplan.

Phase 1 development will; 10.2 Delivery Constraints and Opportunities

• Have the highest positive impact on the viability
and impact of later phases; There are four main delivery opportunities/strengths
• Require re-development of the bus garage into a • The potential to meet new housing growth
basement facility; and, requirements and housing needs demand
• Can be delivered through private sector through proposed developments;
development or using existing or • The potential to enhance the town centre’s
• accessible budgets. range of facilities and retail provision, meeting
part of the anticipated retail demand in the
Phase 2 development will; borough’s Retail strategy;
• Depend on viability and delivery by the private • The potential for redevelopment of the bus
sector on the completion of early phases; and, garage and the Tesco site in the short-
• Require public funds that need to be planned for medium term present a major opportunity for
some years in advance. comprehensive change; and,
• Capitalise on planned enhancements and the re-
Phase 3 development will; opening of Hackney Central rail station.
• Require change in market conditions (e.g.
Improvements in viability dependent on medium There are five main delivery constraints:
term market trends); and, • Funding for public realm and other capital works
• Require public funding that either needs to will not be deliverable through development
be bid for or is not covered by existing values from the Council-owned sites alone;
mainstream budgets and thus cannot be relied • LBH have limited capital funds to deploy for site
upon within proper implementation planning. assembly, though CPO acquisition could be
considered;

136
• Potential uncertainty over demand in the current
market;
• The majority of opportunity sites are in private
ownership/control and therefore timescales
are uncertain and generating value limited to
agreements, planning obligations and potential
Section 106 terms.
• Improvements to the pedestrian environment
along Narrow Way are dependent upon wider
area traffic modelling and agreement with TfL and
bus operators;
The implementation strategy addresses the following
issues:
• Uses the masterplan as a mechanism to avoid
inappropriate development in the town centre;
• Extracting value to pay for public realm
enhancements;
• Focusing on well defined development
opportunity sites;
• Looking to the ‘bigger picture’ where each
opportunity area contributes to overall
comprehensive change, shifting the character
and image of the quality of the town centre;
• Maximising development value; and,
• By introducing CPO in the longer term, securing
development value subject to funding.
10.3 Responding to the Market
One objective of regeneration is to change the
economics of investing. Accordingly, it is important
to look at the long term effect of foreseeable
movement in values and costs on land prices and
viability.
The potential increases in the land value across the
various opportunity sites were reviewed providing
an indication of the deliverability of the masterplan.
However, property and land values (and therefore
viability) are highly sensitive to relatively minor
changes and since estimates of cost at this stage
are limited and the value of development can differ
depending on the outlook of a developer, a large
margin of error has to be accepted and built into the
implementation strategy. However, over time, this
margin is likely to reduce, as cost and value data for
each of the developments progress.
10.4 Council Ownership
Where the council owns a site outright, the Council
has control over its development and timing. This
could be used as a kick-start scheme to fund
early works. At site E1, for example, the Council
may take the lead in developing proposals, finding
potential developers and packaging the site for a
comprehensive development.
10.5 Private Sites
On privately owned sites the council will have
less influence but can work to demonstrate to the
land owners the potential of the site within the
masterplan vision. This may extend to assisting in
the preparation of development briefs (for example
on the site known as the ‘Gibbons site’ (B1) and
providing contacts and links to interested parties.
This development assistance would help in the
sequencing of the development of certain key
sites such as the Station Plaza/Amhurst Gateway.
Assisting with the realisation of development on
private sites will also help in generating funds for
other works via agreements such as S106.
Delivering the Public Realm Enhancements
As described above, the increase in site value can
be used as a way of generating funds to provide
for public realm improvements. The provision of
all the works identified in the masterplan vision is
dependant to a large extent on all of the sites being
developed. This may not, however, be possible
as most sites are privately owned and so the
development decision rests with the land owners.
Therefore, what needs to be reviewed are the
following:
• Priority – Which of the public realm works more
important than others. By identifying key public
realm projects, these may receive early focus of
investment;
• Scope – The masterplan vision identifies public
realm works that may be on privately owned
sites. Aspects of these works may therefore be
provided as part of the site (re)development;
This is particularly relevant for the Tesco site where
a public open space element (i.e. new pedestrian
route) is on privately owned land. The scope of
provision by the developer needs to be clearly
understood so that works undertaken by the Council
and works undertaken by the private sector may be
apportioned.
Similarly, the timing of the works on key sites needs
to be understood in relation to the sequencing of the
development of the other public realm works. Where
a significant residual value is being generated then a
137
 sizeable contribution via S106 agreements could be
made to fund other projects.
10.6 Funding
The type and scale of physical transformation
promoted through the masterplan requires
significant investment. It is understood that public
sector funding is relatively limited and may need to
be generated first before they can be used.
The Councils can play an active role in the following
ways:
• Through use of their statutory powers;
• Through releasing value through change of land
from employment to residential use on brownfield
sites;
• Through land acquisition and CPO powers;
• Through planning contributions; and,
• Through application of their own funds or use of
their land assets.
A key objective is to ensure that any change of use
to residential must provide a wider benefit for the
local area, such as public realm improvements,
access infrastructure or support for the creation of
employment opportunities either indirectly or directly
(i.e. the value of the residential development is used
to cross fund employment opportunities).
As far as any potential CPO is concerned, support
may be required from the Councils’ own resources
for a rolling programme of land acquisition and
disposal, on the basis that initial investment would
be returned from the proceeds of disposal after
change of use.
Another useful power is contained in Section 215
of the Town and Country Planning Act 1990, which
empowers Councils to require proper maintenance
of (privately owned) land. This provides a useful
way of reducing apparent dereliction and indirectly
encouraging development.
In some cases, in particular at project level, there
might be scope to involve other delivery partners,
such as organisations involved in providing
affordable housing without grant. While Registered
Social Landlords (RSLs) will have a key role both
as purchasers of affordable housing and in some
cases, as developers in their own right, access
to Housing Corporation and loan funding will be
crucial. This will usually be available where the
Housing Corporation can see clear added value
138
from their investment; maximised by careful forward
planning of calls on their resources and the creation
of an appropriate framework for planning gain
contributions.
Planning gain will also be a major tool in the
regeneration process and will mainly arise in
situations in which residential use is proposed.
Complicated and protracted Section 106
negotiations are a barrier to investment, so a simple
and transparent regime is required. In procedural
terms the scope is defined by ODPM Circular
05/2005. In some situations the potential
will be limited by the need to allow the developer to
achieve an adequate reward after covering the cost
of preparing and remediating the site.
Marketing for Hackney Central’s town centre as an
expanding, attractive and vibrant town centre should
consider:
• Promoting the area as friendly for developers/
investors with clear steps for planning process;
• Promoting the area as a great place to live and
work; and,
• Partnership working with local providers / labour
market to attract incoming employers.
10.7 Phasing
Delivery of regeneration through the Hackney Central
masterplan SPD will be progressed in a phased
manner over a 14 year timescale to 2021
Investment required for infrastructure, station
refurbishments and so on will influence timescales.
Phases should aim to be complete in their own
right and serve as catalysts for successive phases.
Phasing must be considered in both physical and
funding terms.
Key phasing principles in terms of land use include:
• Retail: Short term – to establish new Tesco store
and other associated retail with the
proposed development. Amhurst Gateway
(Gibbons site) may also occur in the short term
along with station refurbishment. Other retail
developments (e.g. The Narrow Way gate –
northern end of the Narrow Way) would fall in the
medium term.
• Offices/employment : Limited employment/
office provision. Short term – bus garage
redevelopment to enable new development on
current garage site, including new office space.
 New office and mixed use scheme at Hackney
Yards
• Residential: Range of projects that include both
residential only and mixed use. Short term would
include the Tesco mixed use scheme, Amhurst
Gateway and bus garage site redevelopment.
Medium and long term – The Rectory, Horton
Road, Hackney Lanes and Yards, Morning Lane.
Key phasing principles in terms of development
opportunity areas include:
• Tesco: Short term, at pre-application stage with
LBH;
• Railway Arches (new pedestrian access): Short
term and linked to Tesco development;
• Bus garage: Short to medium term – dependent
upon agreements with Arriva and TfL. Linked to
arches access and new Bohemia Place retail and
public realm works;
• Amhurst Gateway / Gibbons site: Short term
linked to Hackney Central Station refurbishment
and opening of the station itself;
• Hackney Central station: Short term – TfL
programme
• Narrow Way Gate: Medium term – requires
• The Rectory: Medium to long term – requires
relocation of Learning Trust and Scout Hall
facilities;
• Morning Lane (south side): Medium term
• Hackney Lanes: Medium to long term
• Hackney Yards: Short to medium term
• Horton Road: Medium term
In broad terms the phasing sequence will be:
Phase 1 Short term 2008 – 2012. Initial priorities
should be focused on:
- Site identification and disposals of Council owned
sites suitable for private development (Site E1
south of Reading Lane and car park site within
the Amhurst Gateway site area);
- Initial ‘quick wins’ in terms of small scale public
realm improvements;
- Initial development brief preparation for
discussion with site owners;
- Sites already in the ‘pipeline or at pre-application
stage (e.g. Tesco)
- Commencement on site of advanced
development schemes with capturing of increase
value via S106 or other agreements
- First major public realm works in conjunction with
early private developments; and,
- Site assembly discussions.
Phase 2 Medium term 2013 – 2017. Initial priorities
should be focused on:
• Commencement of sites developed from briefs
previously prepared;
• Site assembly implementation following agreed
joint development schemes;
• Effect on local market of initial development
schemes starting; and,
• Preparation of schemes based on improved local
market.
Phase 3 Long term 2018 – 2021 and beyond. Initial
priorities should be focused on:
• Private scheme development in improved local
market
10.8 Risks
In order to develop a sound delivery strategy for
the masterplan, the risks associated with the
redevelopment of the sites are identified below:
Private site owners not willing to develop schemes
in the same format as the masterplan. Whilst the
masterplan shows the possibilities for the sites
where they are privately owned the decisions made
regarding the sites are primarily the land owners.
Only through assistance in development preparation,
partnership or direct intervention can the Council
control the changes to the site.
Timing of development:
As noted above for privately owned sites, the
development decision may not be in the Council’s
control. Consequently, the timing of the progression
of the masterplan is similarly affected.
Dependencies and interlinking of projects:
Whilst the financial analysis can be done on
individual sites, often the linkage of developments
within a small area of the masterplan area may
facilitate or hinder the progression of the masterplan
as a whole. Often these links are social, commercial
and intrinsic to each other.
By examining these links, further ways in which
development projects can be brought forward or
impediments to development removed can be
investigated. However, due to their complex and
often private nature this needs to be done on a
case by case basis which would be the subject
of further work.
139
 10.9 Conclusion

The high cost of the public realm works needs to be

paid for from capturing some of the increase in value
from developments on land owned by the Council
and also on private developments. As outlined there
are a number of mechanisms to carry this out and
their effectiveness may vary.

Where the council have the opportunity to control

the asset of the site then this may be a significant
source of funding. However, turning an asset into
capital for funding involves the loss of the asset. This
will need a decision by the Council with inevitable
non-financial considerations.

10.10 Moving Forward

The consultation draft Masterplan outlines scenarios

for the future development of and improvements
to Hackney Central Town Centre. Furthermore
it explains how the scale, type and nature of
development is underpinned by London Plan
policies and GLA targets. The local community and
key stakeholders will be consulted on the content
of the Masterplan and their views and feedback on
the options presented here will feed into the final
Masterplan.

140
 Risk Likelihood Impact Avoidance Mitigation
Difficulty in attracting Medium but will Significant Flexibility over type of retail. Retail to be phased
retail-led development occur in line with Alternative speculative office
other growth space
Onerous affordable hous- Medium (new Significant Site–by-site sensitivity testing Range of levels of
ing quantums Mayoral targets) allowed affordable
Difficulty in bringing High Significant Partnership working, prepare Realistic phasing
forward land for develop- Briefs programme
ment
Area-wide traffic model- Medium – may Moderate Early completion of modelling Flexibility of trans-
ling testing impact on Nar- work port proposals
row Way
Consented/pre-applica- Medium Significant Early discussion with land own- Require revision to
tion stage sites imple- ers pre-app schemes
mented outside master-
plan recommendations
Bus garage relocation un- Medium Moderate Technical testing to indicate vi- Alternative site de-
certain dependent upon ability / mtgs with Arriva etc. velopment options
TfL/Arriva etc.

Excessive planning High Significant Detailed evaluation of schemes Town-wide regen-

requirements reduce vi- to test thresholds eration to distribute
ability cost of public realm
works
Table 10.1 Risks Assessments

141
 APPENDIX A - RELEVANT LONDON PLAN
OBJECTIVES
Relationship to the London Plan

The Masterplan vision for Hackney will be realised by

adherence to the 5 key ‘themes’ which underpin the
approach to the masterplan. The Hackney Central
Masterplan will be Interim Planning Guidance and
the policies of the London Plan (2008) are closely
associated with these themes.

The table identifies the principal areas of overlap

between the five key themes and the policies
contained within the London Plan (2008).

142
Relationship of London Plan to Hackney Central Masterplan

Masterplan Themes

Theme 1: Theme 2: Theme 3: Theme 4: Theme 5:

Promoting high Enhancing the Ensuring a Establishing Promoting
Relevant London quality urban public realm functional town a coherent forward thinking
Plan Policy design for centre for living and attractive sustainable
Hackney Central working and movement regeneration
shopping network strategies

l.1 Mayors Objectives Уm m У

m У
m У
m У
m

2A.1 Sustainability
criteria У
m У
m У
m У
m У
m

2A.7 Areas for

regeneration У
m У
m У
m У
m

2A.8 Town centres

У
m У
m У
m У
m У
m

3A.2 Borough housing

target У
m У
m

3A.6 Quality of
housing provision У
m У
m

3A10 Negotiating
affordable housing
in individual private m
У m
У m
У
residential and mixed-
use scheme
3B.1 Developing
London’s economy У
m У
m У
m У
m

3B.2 Office demand

m m m m
and supply У У У У

3B.3 Mixed use

development m
У m
У m
У

3C.1 Integrating
transport and У
m У
m У
m У
m
development
3C2 Matching
development to У
m
transport capacity
3C.3 Sustainable
transport in London m
У m
У m
У

3C.19 Local
transport public realm У
m У
m
enhancements
3D1 Supporting Town
Centres m
У m
У m
У m
У m
У

143
 Masterplan Themes

Theme 1: Theme 2: Theme 3: Theme 4: Theme 5:

Promoting high Enhancing the Ensuring a Establishing Promoting
Relevant London quality urban public realm functional town a coherent forward thinking
Plan Policy design for centre for living and attractive sustainable
Hackney Central working and movement regeneration
shopping network strategies

3D.2 Town Centre m m m

Development
3D.3 Maintaining and
improving retail facilities m m m

3D.4 Development
and promotion of the m m m m
arts and culture
3D.8 Realising
the value of open
space and green m m m
infrastructure
4A.1 Tackling climate
change m m m m

4A.2 Mitigating climate

m
change
4A.3 Sustainable design
and construction
m

4A.4 Energy
m
assessment

4B.1 Design principles

for a compact city m m m m

4B.2 Promoting world

class architecture and m m
design

4B.3 Enhancing the

quality of the public m m m m
realm
4B.5 Creating an
inclusive environment m m m

4B.6 Safety, Security

and fire protection m m m

144
 Masterplan Themes

Theme 1: Theme 2: Theme 3: Theme 4: Theme 5:

Promoting high Enhancing the Ensuring a Establishing Promoting
Relevant London quality urban public realm functional town a coherent forward thinking
Plan Policy design for centre for living and attractive sustainable
Hackney Central working and movement regeneration
shopping network strategies

4B.7 Respect
local context and m m m
communities
4B.9 Tall Buildings
- Location m m m

4B.10 Large scale

buildings - design and m m m m
impact
4B.12 Heritage
conservation m m

4B.13 Historic
conservation - led m m m m
regeneration
5A.1 Sub-Regional
implementation m m m m m
framework
5B.1 The Strategic
Priorities for North m m m m m
London

6A.2 Working in
partnership m m m m m

6A.3 Promoting
development m m m m m

6A.9 Working with

Stakeholders
m m m m m

6A.10
Coomplementary m m m m m
strategies

145
 APPENDIX B - TECHNICAL ENERGY TABLES

Relationship to the London Plan

The Masterplan vision for Hackney will be realised by

adherence to the 5 key ‘themes’ which underpin the
approach to the masterplan. The Hackney Central
Masterplan will be Interim Planning Guidance and
the policies of the London Plan (2008) are closely
associated with these themes.

The table identifies the principal areas of overlap

between the five key themes and the policies
contained within the London Plan (2008).

146
147