London Plan 2011 PDF 1 MB - Lambeth Council

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The London Plan July 2011 – RTF version b identifying sites for consolidation centres and ‘break bulk’ facilities c safeguarding railheads for aggregate distribution. 6.49 London needs an efficient distribution network to service its people and businesses. The Mayor wants to encourage distribution and servicing in ways that minimise congestion and any adverse environmental impacts. The majority of movements will continue to be by road. This should be recognised and planned for, but the use of construction logistics plans and delivery and servicing plans may help ease congestion and/or encourage modal shift. Safeguarding existing, and identifying new, facilities to promote movement by rail or water will be encouraged as this will ease congestion on the highway network and help combat climate change (see Policy 7.26) Boroughs may wish to explore the possibilities of night time deliveries where this would not have unacceptable impacts on residents. 16.50 ‘Break bulk’ facilities are locations where larger vehicles unload materials and goods (often for retail), which are then transported to their final destination by smaller vehicles. Consolidation centres are currently only used by the construction industry, but are essentially the same concept. These can be intermodal facilities. POLICY 6.15 STRATEGIC RAIL FREIGHT INTERCHANGES Planning decisions A The provision of strategic rail freight interchanges should be supported, including enabling the potential of the Channel Tunnel Rail Link to be exploited for freight serving London and the wider region. B These facilities must: a deliver modal shift from road to rail b minimize any adverse impact on the wider transport network c be well-related to rail and road corridors capable of accommodating the anticipated level of freight movements d be well-related to their proposed markets. 6.50 The advice of the now defunct Strategic Rail Authority that there needs to be a network of strategic rail freight interchanges in and around London still applies. If these facilities result in a modal shift from road to rail, they can offer substantial savings in CO2 emissions. However, they are by their nature large facilities that can often only be located in the Green Belt. In addition, while reducing the overall impact on the network, they can lead to substantial increases in traffic near the interchange itself. The Mayor will need to see robust evidence that the emissions savings and overall reduction in traffic movements are sufficient to justify any loss of Green Belt, in accordance with Policy 7.16, and localised increases in traffic movements. However, planning permission has already been granted for a SRFI at Howbury Park on the edge of Bexley in South East London and an opportunity exists for an intermodal facility in the Renwick Road/Ripple road area of Barking & Dagenham to make provision for North East London without the need to utilise Green Belt land. Page 198 of 310
The London Plan July 2011 – RTF version Parking Addendum to Chapter 6 6A.1 The tables below set out standards for different types of development. If no standard is provided but there is an equivalent in PPG13, that PPG 13 standard should be taken as a maximum although boroughs wish to consider use of a lower maximum to reflect London’s higher levels of public transport accessibility when compared to the national picture. If there is no standard provided in either the London Plan or PPG 13 the level of parking should be determined by the transport assessment undertaken for the proposal and the availability of on and off street parking. Parking for Blue Badge holders 6A.2 Developments should provide at least one accessible on or off street car parking bay designated for Blue Badge holders, even if no general parking is provided. Any development providing off-street parking should provide at least two bays designated for Blue Badge holders. BS 8300:2009 provides advice on the number of designated off street parking bays for disabled people for different building types as shown in the table below. As these standards are based on a percentage of the total number of parking bays careful assessment will be needed in locations where maximum parking standards are reached to ensure that these percentages make adequate provision for disabled people. The appropriate number will vary with the size, nature and location of the development, the levels of on and off street parking and the accessibility of the local area. However, designated parking spaces should be provided for each disabled employee and for other disabled people visiting the building. Table 6.2 Car parking standards Designated Blue Badge parking bays recommended in BS 8300:2009 Building Type Provision from the outset Future provision number of workplaces shopping, recreation and leisure facilities railway buildings religious buildings and crematoria sports facilities spaces* for each employee who is a disabled motorist one space one space one space number of spaces* for visiting disabled motorists 5% of the total capacity 6% of the total capacity 5% of the total capacity two spaces or 6% whichever is the greater. number of enlarged standard spaces** a further 5% of the total capacity a further 4% of the total capacity a further 5% of the total capacity a further 4% of the total capacity determined according to the usage of the sports Page 199 of 310
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