London Plan 2011 PDF 1 MB - Lambeth Council

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The London Plan July 2011 – RTF version recognized as one of the most sustainable modes, particularly for low value, non time-critical bulk movements. 7.76 The safeguarding of a number of wharves is a well established aspect of planning in London. The safeguarding directions, some of which have been in existence since 1997, have successfully maintained a number of sites which can now be used to transport goods through London. The Mayor will support positive action, including the use of compulsory purchase powers where necessary, to bring inactive sites into use. The specific sites that are safeguarded are set out in the Safeguarded Wharves Implementation Report January 2005. Appropriate access to the highway network and relevant freight handling infrastructure such as jetties should also be protected. The safeguarding will be reviewed and updated approximately every five years. The next review will look at opportunities to consolidate wharves, expand the use of water freight and consider whether it is appropriate to safeguard any wharf facilities on London’s canal network. 7.77 The redevelopment of safeguarded wharves should only be accepted if the wharf is no longer viable or capable of being made viable for waterborne freight handling uses. The only exception to this would be for a strategic proposal of essential benefit for London, which cannot be planned for and delivered on any other site in Greater London. The viability of a wharf is dependant on: • its size, shape, navigational access, road access, rail access (where possible), planning history, environmental impact and surrounding land use context • its geographical location, in terms of proximity and connections to existing and potential market areas • the existing and potential contribution it can make towards reducing road based freight movements • existing and potential relationships between the wharf and other freight handling sites or land uses • the location and availability of capacity at comparable alternative wharves, having regard to current and projected Port of London and wharf capacity and market demands. 7.78 Appropriate temporary uses on vacant safeguarded wharves can ensure that investment in the wharf is maintained and image problems are minimised for the wider area. Temporary uses must maintain the existing freight handling infrastructure to a specified standard, be limited by a temporary permission with a specific end date and priority should be given to uses which require a waterside location. Temporary uses should not be permitted where a permanent freight handling use is available. 7.79 Some wharves are increasingly surrounded by different land uses that do not have an industrial or freight purpose. Many wharves are in the opportunity areas identified in Chapter 2. The challenge is to minimize conflict between the new and the old land uses. This must be met through modifications and safeguards built into new and established developments. Wharf operators should use appropriate available means to mitigate the environmental impacts of freight handling. New development next to or opposite wharves should utilise the layout, use and environmental credentials of buildings to Page 240 of 310
The London Plan July 2011 – RTF version design away these potential conflicts. Appropriate highway access to wharves for commercial vehicles needs to be maintained when considering proposals for development of neighbouring sites. POLICY 7.27 BLUE RIBBON NETWORK: SUPPORTING INFRASTRUCTURE AND RECREATIONAL USE Planning decisions A Development proposals should enhance the use of the Blue Ribbon Network, in particular proposals: a that result in the loss of existing facilities for waterborne sport and leisure should be refused, unless suitable replacement facilities are provided b should protect and improve existing access points to (including from land into water such as slipways and steps) or alongside the Blue Ribbon Network (including paths). New access infrastructure into and alongside the Blue Ribbon Network will be sought. c should protect waterway support infrastructure such as boatyards, moorings, jetties and safety equipment etc. New infrastructure to support water dependent uses will be sought. New mooring facilities should normally be off line from main navigation routes, ie in basins or docks. LDF preparation B Within LDFs boroughs should identify the location of waterway facilities and any opportunities for enhancing or extending facilities, especially within opportunity areas. 7.80 In order to make the maximum use of the Blue Ribbon Network, particularly for effective transport, a range of supporting infrastructure is required. The infrastructure includes, but is not limited to; boatyards, jetties, slipways, steps and water side paths/cycleways. 7.81 The Mayor commissioned research in 2007 to investigate the provision of boatyards in London 172 . From this it is clear that there is a particular shortage of boatyard facilities that are capable of inspecting, maintaining and repairing the larger passenger craft on the Thames. One of the actions in the Implementation Plan (see Chapter 8) will be to promote such a new facility. 7.82 Similarly, the historic steps and slipways to the Thames foreshore are often overlooked, neglected or even removed. These facilities are vital for enabling access to the Thames foreshore given the huge tidal range of the river and the Mayor wishes to see these facilities retained, improved and where disused, brought back into use. 7.83 The promotion of the use of the Blue Ribbon Network for leisure facilities is an important objective. Water provides opportunities for particular types of leisure and sporting activities such as rowing, canoeing and sailing. Waterbased sport and recreation should be prioritized and facilities that enable or enhance these activities should be supported. 172 Adams Hendry. Assessment of Boatyard Facilities on the River Thames. GLA, April 2007 Page 241 of 310
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