Crossrail Regeneration Benefits Strategic Prospectus - Islington Council

Crossrail Regeneration Benefits Strategic Prospectus A Report to the LDA By Regeneris Consulting, Innovacion, Cyril Sweet and 5th Studio

Regeneration Benefits of Crossrail: Strategic Prospectus

Contents Regeneration Benefits of Crossrail: Executive Summary

1

2.

Introduction

13

3.

Introduction to Crossrail

15

4.

Defining the Regeneration Benefit of Crossrail

18

5.

The Role of the London Development Agency

25

6.

The Crossrail Locations

30

7.

Prioritisation of Locations

64

8.

Phasing and Targeting of Delivery

83

9.

Establishing Appropriate Delivery Arrangements

94

Appendix A Summary of Crossrail Economic Impact Work

96

Appendix B Record of Consultation

111

Appendix C Equalities Impact Assessment

119


Regeneration Benefits of Crossrail: Executive Summary Introduction i.

Crossrail is the biggest single investment in London’s transport infrastructure in a century. Once operational, the line will change the city’s economic geography forever, providing significant economic opportunity for London residents and London businesses. The core objective of this strategy is to ensure that the LDA and its partners respond in a way that ensures that this opportunity is realised. The intention of this project is to understand and identify where there are market failures which could benefit from intervention by the LDA and its partners. Overseeing the holistic delivery of Crossrail will be a long term process, with many of the permanent and persistent benefits being delivered over at least a 30 year period.

ii.

To do this, this strategy has the following objectives:     

To review background data and information to provide an understanding of the opportunity at the current moment in time. To identify the station hinterlands with the capacity to deliver growth and change linked to Crossrail. To develop an understanding of the regeneration benefits, when they are most likely to be realised and how partners can influence this. To consider the benefits that a new station and increased connectivity can deliver to a locality and how participation in the local opportunity can be maximised. To identify potential interventions to support the realisation of the Crossrail regeneration opportunity in the future.

Crossrail iii.

Crossrail is a major cross‐London rail link project. Once completed, it will provide fast, efficient and convenient rail access to the West End, the City and Canary Wharf and linking existing routes from Shenfield and Abbey Wood to the east to Maidenhead and Heathrow Airport to the west. The project has three key objectives:   

To support the development of London as a world city, and its role as the financial centre of Europe and the United Kingdom To support the economic growth of London and its regeneration area by tackling congestion and the lack of capacity on the existing rail network; and The improve rail access into and within London.

iv.

The project involves construction of seven new stations (Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Whitechapel and Canary Wharf) providing interchange with London Underground, National Rail, London Overground, the Docklands Light Railway and London Bus services. It also involves upgrading or renewal of existing stations outside central London. It also requires extensive twin‐bore tunnelling beneath central London and track reconfiguration along eastern and western branches of the line.

v.

Crossrail is essential to delivery of the strategic objectives of the London Plan, particularly in terms

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of addressing capacity issues on Network Rail service and London Underground routes towards central London. Its delivery will enable continued economic growth by creating a virtual unified economic and business core through the linking of previously isolated areas. Crossrail will make an important contribution to improving the accessibility and attractiveness of the Thames Gateway to the east, and will support development opportunities around Heathrow.

Regeneration benefit of Crossrail vi.

vii.

The fact that Crossrail will not be operational for 7 years, allied with the current economic and political uncertainty makes it difficult to outline specifically what the benefits will be means that the significant work already undertaken by Crossrail is a useful starting point for the consideration of regeneration benefits. These include: 

GLA and TfL research and forecasts suggest that demand for public transport into and within central London is nearing capacity. Employment growth forecast for the future will increase demand further, threatening continued development and employment growth in central and eastern London.



Estimates suggest the annual economic benefit across all London’s boroughs of faster journey times, reduced public transport congestion, improved productivity and higher earnings will be £1.24 billion (2008 prices) when modelled for the year 2026.



Newham (with five Crossrail stations) and Greenwich (with two Crossrail stations) are forecast to be the London boroughs which secure the highest annual economic benefits from Crossrail (with benefits totalling £100 million and £85 million per annum respectively).

In line with the experience of other transport project, there are a large number of likely regeneration impacts that will be directly attributable to Crossrail; these include  

Improved journey to work times changing the perception of locations as viable residential locations Increasing land and property values

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   

Opportunities to secure land use changes, transforming the form and functions of key locations Agglomeration benefits secured as a result of increasing popularity of certain locations as business locations Increases in local footfall in station locations, providing benefits for businesses within the area Improvements in perceptions of certain location and opportunities to capitalise upon new area identities

viii.

Crossrail also provides a strategic opportunity to focus economic development intervention within London and deliver the objectives of the London Plan and the Mayor’s Economic Development Strategy.

ix.

Although it is difficult to anticipate exactly what the regeneration benefit of Crossrail will be, the evidence from other projects and the baseline position suggests that the following benefits may be apparent as the programme develops. This is presented diagrammatically below:

x.

For certain locations, evidence suggests that Crossrail will provide opportunities to drive significant transformation, changing the economic and demographic bases of local areas as well as perceptions and functions. These locations will provide significant added value and as such, it is important for the public sector to play a role in supporting this growth. It is acknowledged,

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however, that it will be difficult to identify exactly what the regeneration benefits will be and where they will manifest themselves. This uncertainty underpins the need for regional partners to play a role in identifying and monitoring the regeneration opportunity.

Role of LDA xi.

One of the key functions of this strategy is to identify the role that the LDA must play in maximising the regeneration and economic development benefits from Crossrail and provide a mandate for intervention linked to the regeneration opportunity.

xii.

It is important that the LDA defines a clear role amongst this partnership group which articulates its ability to influence and maximise the regeneration opportunity on the Crossrail line. The partnership group consists of Crossrail Ltd (CRL), Transport for London (TfL) and the London Boroughs. The scope of the LDA’s services is identified below.

Broad area of Intervention

Description

Skills, Training, Employment and Inclusion

Investment in programmes that tackle barriers to employment and help to improve and strengthen the skills of the workforce.

Supporting Growth and Commercial Opportunity

Investment initiatives that help maintain London as a key place to do business, and encourage enterprise start‐up, business growth and competitiveness

Type of Intervention         

Creating Better Places

Investment to support future growth and create healthy, sustainable, high‐quality communities.

   

Promoting London

xiii.

 Investment in marketing and promotion  that helps maintain and develop London as  a top international destination and the principal UK gateway for tourism,  education and investment.

Schemes and programmes that support Londoners in becoming ‘work ready’ (including Academies Programme) Supporting local organisations to deliver solutions to address local issues Influence the private sector to stimulate job opportunities for London (e.g. London Employer Accord) Providing a repository for contract opportunities (Compete For) Support businesses in becoming more ‘fit to supply’ (Supply London) Work with big business to overcome the barriers to them operating successfully within London locations Delivery of holistic business support to support new and growing business in London (Business Link in London, Solutions for Business) Sector specific support Supporting London’s capacity to undertake Innovation and R and D activities. Delivery of London’s Climate Change response Building upon the work of the work of the existing TfL interchange group to provide long term strategic design and planning advice for London (Design for London) Delivery of relevant infrastructure to support development Supporting the Mayor on delivery of the right mix of housing within London. Showcasing London on an international stage (e.g. Shanghai 2010) Maintaining London’s position as a major Global City Developing London’s economy (and delivering the Mayor’s Tourism Strategy 2009‐2013) Co‐ordination of London’s inward investment offer.

In addition, there are a number of general roles that the LDA should consider to realise the opportunity. These include: 

The ‘Bottom‐Up’ element of delivery; ensuring that the LDA to act as an advocate for those groups who have the most to gain from Crossrail, ensuring that the mechanisms are in

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

 

xiv.

place to prepare them for the opportunity; developing the necessary skills and capacity to participate in London’s economy There must be clear Market Failure rationale. In the Crossrail context this is likely to relate to Addressing Deprivation and Inequality where there is a limitation of the ability of residents and businesses to participate in an identified economic opportunity; or Capitalising upon a Market Opportunity where there is a limitation on the market to deliver positive outcomes in a timely and high impact manner. Provision of economic development regeneration advocacy and expertise, ensuring the LDA plays a definitive role as advocate for the regeneration element of Crossrail. The collection, monitoring and analysis of information pertaining to the regeneration opportunity will be a key component of the initial phase of the LDA intervention.

Importantly in responding to regeneration opportunity, it is recognised that the activities of partners delivering regeneration related impacts should in no way impinge upon the core objective of completing the project by 2017.

Prioritisation of Locations xv.

The full report presents the baseline position for each location within the detailed context of the borough, and describes the impact that Crossrail will have on each area, alongside the possible LDA intervention at each location. To assist in the development of initial interventions, it is however, important to consider those stations where the potential regeneration impact within the station hinterland (in this case 1 mile) is most significant.

xvi.

There are a variety of factors to consider in doing this; these are grouped broadly as two ‘cases’ for prioritisation; the Deprivation and Inequality ‘Case’ and the Market Opportunity ‘Case’.

xvii.

Analysis for the Deprivation and Inequality Case is based on a comparison of deprivation, claimant count, change in local employment 2005‐2008, and change in local business base 2005‐2008. 







xviii.

Based on deprivation of station hinterlands, the top 10 stations in proximity to 20% most deprived areas in London are: Stratford, Custom House, Maryland, Whitechapel, Abbey Wood, Woolwich, Forest Gate, Southall, Liverpool Street and Paddington. 8 are in east London. Unemployment statistics show that the top 10 station hinterlands where Claimant Count is above 7% of working age population are Liverpool Street, Stratford, Maryland, Whitechapel, Custom House, Woolwich, Forest Gate, Canary Wharf, Southall, and Ilford. 9 are in east London. Decline in employment is noticeable across London, but is most prominent with 7 of the top 10 in the east. The stations that have seen the most significant decrease in employment 2005‐2008 are Goodmayes, Gidea Park, Chadwell Heath, West Ealing, Maryland, Ealing Broadway, Stratford, Woolwich, Abbey Wood and Acton. In two locations the business base has contracted, Stratford and Liverpool Street. In 8 other areas, the business base has grown, but at a rate below the London average: Romford, Maryland, Gidea Park, Ealing Broadway, Acton, Bond Street, Heathrow, and Tottenham Court Road.

Analysis of the Market Opportunity case is based on journey time improvements, town‐centre floorspace, unimplemented planning permissions, retail turnover for comparison goods, proximity

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to Brownfield sites, and proximity to Strategic Housing land availability. 











xix.

The locations with the greatest indicative time improvement to central London (Farringdon) due to Crossrail are Abbey Wood (37mins), Woolwich (29mins), Custom House (27mins), Southall and Heathrow (22mins), Hayes (20mins), Hanwell and Acton (19mins), and Canary Wharf, West Drayton, West Ealing, Seven Kings, Goodmayes and Chadwell Heath (all 18mins). The Mayor of London’s Town Centre Health Check describes the quantum of floorspace across London. Notable centres include the West End (Tottenham Court Road and Bond Street), Romford, Ilford, Ealing Broadway and West Ealing, Canary Wharf, Woolwich, and Southall. In terms of the development pipeline Woolwich, Ilford, Canary Wharf, and Ealing Broadway have the greatest number of unimplemented (residential and non‐residential) planning permissions within their station hinterlands. The Mayor of London’s Town Centre Health Check also provides a retail turnover, which is used as a measure of success. Ilford, Romford, Canary Wharf, Ealing Broadway and Liverpool Street show the highest levels of retail turnover (excluding the West End which is incomparable with other locations). Proximity to Brownfield sites within 1 mile hinterland (excluding the Olympic Site) ranks the top 10 stations as Southall, Custom House, Canary Wharf, Whitechapel, Chadwell Heath, Woolwich, Romford, Ealing Broadway, Tottenham Court Road and Harold Wood. Rating the stations by their proximity to (and quantity of) Strategic Land for Housing sites puts Stratford first. The following, in order, are Maryland, Canary Wharf, Custom House, Southall, Romford, Whitechapel, Chadwell Heath, Woolwich, and West Drayton.

Using a weighted index of the statistics outlined above along with the market commentary and proportional impact of intervention provided by Cyril Sweet PLC, a prioritisation model for intervention of Crossrail hinterlands was created. The following chart shows the output of this process, which ultimately supports the prioritisation of Croissrail locations:

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80

‘Top 10’ Deprivation Case 70

Stratford

Isle of Dogs

Custom House

Woolwich

50 Ilford Tottenham Court RoadRomford

40

Ealing Broadway Whitechapel

Bond St

30

Southall

Chadwell Heath

West Ealing

20 West Drayton Manor Park

10

Harold Wood Seven Kings

‘Top 10’ Market Opportunity Case

Market Opportunity Case Scoring (Based on Ranking)

60

Forest Gate Abbey Wood

Hayes and Harlington Acton Hanwell Paddington

Maryand

Liverpool St Heathrow

Goodmayes Gidea Park

Farringdon Faringdon

0 0

10

20

30

40

50

60

Deprivation Case Scoring (Based on Ranking) Key: Independent Market Assessment = Evidence of market failure and market weakness, some opportunity and interest and high proportionate impact (base on £15m investment) = Some evidence of market failure and market weakness, some opportunity and interest and medium proprotionate impact (base on £15m investment)

= Limited evidence of market failure and market weakness, some opportunity and interest and medium/low proprotionate impact (base on £15m investment) = Limited evidence of market failure and market weakness, some opportunity and interest and very low proprotionate impact (base on £15m investment)

Based on the analysis above, the following prioritisation of station locations is recommended. These are split into 2 priority groups one where the current opportunity is driven by residential development and another where the opportunity is a more ‘multi‐faceted’ and holistic area transformation:

Priority Level 2 Opportunity to support the market in significant residential development supported by improved town centres.

xx.

This prioritisation is by no means cut and dried, the LDA and partners will ensure that all locations are monitored and reviewed to account for any changes in political, economic and strategic drivers that could prompt a change in the regeneration opportunities. As such the prioritisation should be

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reviewed at regular intervals over as the Crossrail line is delivered and locations, for instance: 

In Abbey Wood the journey time to the CAZ will improve by 40 minutes, completely changing the locations ‘proposition as a residential and business location,



Larger town centres such as Romford and Ealing Broadway will become more attractive to investors and developers, providing significant opportunities for investment.



Locations such as Harold Hill, Forest Gate and Manor Park, will benefit from increased footfall and (in the longer term) increased residential development



If London does expand in a westerly direction, Paddington will become an increasingly important commercial location.

Clearly, these and other locations will need to be reviewed on an ongoing basis, with frequent dialogue with London Boroughs forming an important part of this.

Phasing and Targeting of Interventions xxi.

Although the regeneration benefits are likely to be felt over 10‐30 years, it is crucial that preparation for the regeneration opportunity starts as soon as possible to allow partners to steer resources and expertise suitably. As such, a 3‐stage, phased approach to intervention is proposed: Crossrail Operational

2010 ‐ 2013

2013 ‐ 2017

2017 ‐ 2027

Co‐ordination and Planning

Enabling The Opportunity

Embedding and realising the opportunity

Activity Ensure that the regeneration benefit is acknowledged within the existing interventions and strategic decision making. As well as some new projects, identify specific market failures in relation to information and co‐ ordination on the Crossrail route . This stage will co‐ordinate existing LDA strategy and delivery to include Crossrail elements. This will include the ‘bending’ existing delivery (of the LDA offer) and promoting improved dialogue between LDA and boroughs. Setting‐up relevant monitoring and information systems to track benefits should be a key element of this period.

Activity Put the mechanisms in place to ensure that each station location and its residents are given the chance to participate in the opportunity created by Crossrail. Ultimately, this must support the development of the Crossrail infrastructure whilst also delivering more tailored delivery of employment and skills support. Clearly all design and planning work (in broader station hinterlands) should be completed in this period as should land assembly and general area improvement.

Activity Monitoring of the achieved regeneration benefits ensuring that this becomes self‐sustaining. Intervene where other market failures are identified

Measure of Success ‐Increase in (the right) planning applications and development activity ‐Noticeable improvement in business performance ‐Improvement in skills and employability of residents within key locations ‐Increase in investor interest within station hinterlands

Measure of Success ‐Crossrail opens ‐Increase in numbers of residents in key locations accessing jobs in London ‐Continued improvement in businesses performance within station hinterlands ‐Acknowledged transformation of priority locations ‐Broad mix of residential property delivered within station hinterlands.

Measure of Success ‐Acknowledgement of improved partner relationships ‐Initial improvement in employment and business performance in key locations ‐Increase investor interest in key locations

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xxii.

This structure forms the basis of the LDA response to the Crossrail regeneration opportunity. In particular providing a structure to intervene in relation to ‘Skills, Training, Employment and Inclusion’ and ‘Supporting Growth and Commercial Opportunity’.

Skills, Training, Employment and Inclusion xxiii.

Of all of the areas for intervention, supporting London residents (particularly those in more deprived areas) to participate in the benefits occurring as a result of Crossrail, will probably be the most long term and intangible. This of course, presents a level of risk for public‐sector partners in intervening, particular in the context of 3 year funding regimes and 12 month employment outputs. Clearly, effective partnership arrangements will be required to ensure the ‘people’ benefits are maximised. An outline process for achieving this is illustrated below:

Supporting Growth and Commercial Opportunity xxiv.

Crossrail will change London as a business location; it will transform station hinterlands into viable business areas and will provide new opportunities for London’s existing business community. These changes will be a significant contributory factor in Crossrail achieving the added value that formed the original case for development. The critical challenge for public sector partners will be ensuring that as well as a significant quantum of business growth, Crossrail also contributes to an increase in

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the sustainability of this growth at a local and regional level. The business community itself will be a key partner in delivering this, making this component an iterative process built on strong partnerships and involvement. A process for achieving this is outlined in the diagram below:

Location Specific Interventions xxv.

‘Skills, Training, Employment and Inclusion’ and ‘Supporting Growth and Commercial Opportunity’ are fundamental elements of the strategy to maximise the regeneration benefits of Crossrail. It will, however, be the tangible physical and economic transformation of locations on the Crossrail line which will dictate whether partners have been successful in responding to the opportunity.

xxvi.

Maximising the regeneration benefits of Crossrail at key locations (in particular Custom House, Southall and Whitechapel) will be dependent upon partners establishing effective dialogue and shared objectives. Assuming that the transformation of Crossrail hinterlands mirrors that of other transport investments, real transformation and change will be a 20‐30 year process. The intervention of the public sector must be fluid and responsive to political and economic changes as well as the reprioritisation and impact of other factors on local conditions.

xxvii.

Rather that pursuing a ‘linear’ strategy for intervention which assumes a definitive end point, it is recommended that the response to the regeneration of Crossrail hinterlands is cyclical allowing the constant revisiting of objectives and interventions, thus responding in the most effective way to the emerging regeneration opportunity. This is illustrated below.

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Direct intervention

Monitoring impact

Reporting findings to stakeholders

Supporting & Supporting & coordinating

Planning appropriate interventions

Delivery xxviii.

This strategy is intended to influence the delivery activity and investment of key partners to ensure that through collaborative working and targeted intervention the regeneration benefits of Crossrail are realised. To ensure that occurs and has the maximum impact, there is a need to establish effective delivery arrangements which will ensure the public sector response to Crossrail is effective, efficient and responsive. Of particular importance will be establishing an effective delivery group and arrangements for the collection and dissemination of information.

Establishing and Effective Delivery Group xxix.

This document includes a significant number of interventions which are designed to support the maximisation of the Crossrail regeneration opportunity. Clearly, it will not be possible to deliver all recommendations and priorities will inevitably change over the next 7 years and beyond. As such, it is important to affect an effective dialogue to ensure that interventions are delivered in a timely and effective way. To facilitate this it is recommended that a group is given responsibility of monitoring and guiding actions that emerge from this assignment.

xxx.

Where possible, these groups should include representatives of borough’s as well as senior representation from the GLA family, as well as overseeing delivery of the project, the group should also seek to promote the benefits of Crossrail, particularly as the project becomes more tangible and high profile.

Monitoring and Information xxxi.

Maximising the regeneration benefit of Crossrail will be largely dependent upon the ability of partners to anticipate and respond to the changing opportunity. In the first phase of this process ‐ Enabling and Co‐ordinating ‐ partners have identified a need for a set of mechanisms and functions that will enable a close monitoring and scrutiny of progress towards maximising the perceived benefits of Crossrail.

xxxii.

Establishing an effective mechanism for tracking the emergence of the regeneration benefits of Crossrail is a key recommendation of this strategy. As recommended by the University of Westminster in their previous research, a baseline forecast of specific regeneration and economic benefits should be established at the outset of monitoring activities, against which progress could

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be measured at key intervals. Although previous studies have sought to capture the scale of possible benefits in economic terms, given ongoing changes in London’s economic circumstances, a number of key indicators will have to be updated and existing forecasts projected forward at the point where monitoring commences.

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1. Introduction 1.1

Crossrail is the single biggest investment in London’s transport infrastructure since World War II. Once operational, the line will change the city’s economic geography forever, reinforcing London’s position as a leading global city and providing significant economic opportunity for London residents and London businesses. As such, Crossrail is not only the biggest transport project in London in living memory, but also perhaps the biggest regeneration project. The core objective of this strategy is to ensure that the LDA and its partners respond in a way that ensures that this opportunity is realised.

1.2

This strategy is not about the direct delivery of the network, nor is it about proposing detailed plans for redevelopment at the stations. The intention of this project is to understand the wider regeneration benefits that Crossrail could provide in the location of the new stations and surrounding hinterland and identify where there are market failures which could benefit from intervention by the LDA and its partners.

1.3

This document provides the foundation for the LDA to work with partners to effectively oversee the holistic delivery of the Crossrail regeneration benefit, maximising the added value for London and Londoners. This will be a long term process, with many of the permanent and persistent benefits being delivered over at least a 30 year period. Phasing and co‐ordination will be key, as will be constantly reviewing the evolution of Crossrail, London’s economy and the opportunities at locations along the line.

1.4

To do this, this strategy undertakes the following tasks: 

Identifies the station hinterlands/development zones with the capacity to deliver growth and change linked to Crossrail.



Reviews background data and information to provide an understanding of the opportunity at the current moment in time.



Develops an understanding of the regeneration benefits, when they are most likely to be realised and how partners can influence this.



Considers the benefits that a new station and increased connectivity can deliver to a locality and how participation in the local opportunity can be maximised.

1.5

As a starting point, this strategy uses the following working definition of regeneration: “regeneration1 is the process of integrated actions to reverse physical, social and economic decline where the market will not do so without intervention”. In line with this, a range of actions have been considered to underpin this strategy. Whilst spanning the areas of expertise of a number of different organisations, these actions are presented under the broad LDA service area headings of ‘Skills, Training, Employment and Inclusion’; ‘Encouraging Business’; ‘Place and Infrastructure’ and ‘Promoting London’.

1.6

The remainder of this document is structured in the following way:

1

Ros Dunn presentation (Thames Gateway London Partnership) – Waterfront London: City East (10 December 2009)

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

An introduction to Crossrail



Defining the regeneration benefit of Crossrail



The role of the London Development Agency



Consideration of the Crossrail locations



Initial prioritisation of locations



Phasing and targeting of future intervention

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2. Introduction to Crossrail 2.1

2.2

2.3

Crossrail is a major cross‐London rail link project developed to serve London and the south‐east of England, providing fast, efficient and convenient rail access to the West End, the City and Canary Wharf and linking existing routes from Shenfield and Abbey Wood to the east to Maidenhead and Heathrow Airport to the west. It will ensure improved services for rail users by relieving crowding, ensuring faster journeys and providing a range of new direct journey options while also facilitating interchange between different public transport modes. It will also have wider social and economic benefits for London, enabling the continued growth of key economic sectors and locations. It has three key objectives: 

Support sustainable economic development and population growth by increasing transport capacity, reducing congestion on the transport network



Improve transport connectivity through journey time savings



Bring wider benefits including: enhancing accessibility (including those with restricted mobility) thereby improving people’s access to jobs, schools and other facilities; improving transport safety with reduced road accidents; and environmental improvements, including a reduction in CO2 emissions

It will achieve these objectives by: 

Addressing problems of inadequate capacity on the National Rail and London Underground networks;



Improving accessibility to regeneration areas; and



Providing transport capacity for the growth expected for London.

The project involves construction of eight new stations (Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Whitechapel, Canary Wharf and Woolwich) providing interchange with London Underground, National Rail, London Overground, the Docklands Light Railway and London Bus services. It also involves upgrading or renewal of existing stations outside central London. The route is shown below. From west to east, the route as approved will consist of: 

Use of the existing Great Western Main Line between Maidenhead and Westbourne Park, with a new flyover structure at Stockley to allow trains to access the existing tunnel to Heathrow, and a rail underpass west of Acton Yard. A new line, within the existing rail corridor, will be provided between Langley and West Drayton. Enhancements will be made to stations, with the most significant works at Ealing Broadway, Southall, Hayes and Harlington and West Drayton



A central section – largely through a twin‐bore tunnel beneath central London, with portals at Royal Oak to the west, Pudding Mill Lane to the north‐east and a point just to the east of Poplar Dock and the A1206 Prestons Road in the Isle of Dogs in the south east. New stations and associated structures (such as ventilation shafts) will be provided along this part of the route

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

A northeast route section, using the existing Great Eastern Main Line between Pudding Mill Lane and Shenfield. This will include station enhancements – the most significant at Ilford and Romford – and reinstatement of track between Goodmayes and Chadwell Heath



A southeast route section, running from a point east of the Isle of Dogs station and the eastern terminus at Abbey Wood, where Crossrail will serve a reconstructed station. It will run through a twin‐bore tunnel to a reconstructed station at Custom House, and then follow the former North London Line alignment through the Connaught Tunnel to Silvertown. At North Woolwich a new twin‐bore tunnel will pass beneath the Thames. There will be a station at Woolwich, and two new tracks will run between Plumstead to a point east of Abbey Wood station to accommodate Crossrail services on the North Kent corridor.

2.4

2

Crossrail is essential to delivery of the strategic objectives of the London Plan, particularly in terms of accommodating London's growth within its boundaries and without encroaching on open spaces; making London a more prosperous city with strong and diverse economic growth; and improving London's accessibility: 

Demand for public transport into and within central London is nearing capacity, with crowding on Network Rail services and on London Underground routes towards central London (in particular, the West End and the City) and the Isle of Dogs. Employment growth envisaged in the London Plan will further increase demand, with employment in the West End, the City of London and Canary Wharf projected to grow by about 415,000 by 2026. The result is likely to be a 40 per cent increase in demand for peak hour public transport by 2025, particularly on radial routes into central London. On certain limited areas of the network, passenger flows are projected to be higher than could be supported in reality, with consequential constraints on demand arising. Increasing congestion on London's rail network therefore poses a threat to achieving the projected growth in jobs and economic activity envisaged in the London Plan and the Mayor’s Economic Development Strategy;



Carrying 200,000 passengers each day between 7am and 10am, Crossrail will reduce current levels of overcrowding on the Underground (between 20% and 60%2); particularly in the central part of London and the Isle of Dogs (all Underground lines other than the

Crossrail Business Case Summary Report (July, 2010)

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Northern Line should see a reduction in passengers following the opening of Crossrail). It will also reduce crowding on some National Rail services (particularly those using Liverpool Street, Paddington, Fenchurch Street, Charing Cross and Cannon Street); 

In the longer term Crossrail will be critical in linking High Speed 2 (at Old Oak Common) to the rest of the London transport network.



Addressing these capacity issues is essential to enabling the continued economic growth in central and eastern London outlined in the London Plan. In particular, Crossrail links closely to the Mayor’s EDS objective to support the growth of the financial and business services sectors in central London and the Isle of Dogs. It will also provide much‐needed additional transport capacity to the West End, supporting the future development of that area as London's premier retail and leisure location as envisaged in the London Plan. The scheme will also improve links to Heathrow, thereby supporting connections for London's global businesses. By linking these areas, Crossrail will help create a virtual unified economic and business core in London. It is also crucial to the realisation of regeneration and intensification opportunities around key interchanges within the Central Activities Zone and to its east and west;



Crossrail will also support delivery of London Plan policies supporting the development and regeneration of east London in particular. Crossrail will make an important contribution to improving the accessibility and attractiveness of the Thames Gateway to the east of the Isle of Dogs, through its cross‐river link to south‐east London and its links to the east including interchange with the DLR at Custom House;



Crossrail will also help support growth in west London identified in the Plan. It will support development opportunities around Heathrow and at Hayes/West Drayton/Southall, and will assist in supporting West London's network of town centres; and London’s core business area. This will help improve access to the Central Activities Zone, town centres, major Opportunity Areas and regeneration sites and many parts of suburban London.

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3. Defining the Regeneration Benefit of Crossrail 3.1

Crossrail will fundamentally reshape London’s economic geography, changing the way that a significant number of Londoners live and work. This will bring with it a significant economic development and regeneration opportunity for London and locations on the line. Many of these will be realised over a long time period and are, as yet, unclear. This section considers what is already known about the regeneration opportunity and what other projects can tell us about how this might manifest itself. The section concludes with an initial consideration of when and where benefits may take place.

The Economic Impact of Crossrail 3.2

Crossrail have already undertaken a significant amount of work looking at the ‘bottom line’ economic benefits of Crossrail. This provides a useful starting point for considering the regeneration benefits. Indeed this strategy assumes that the regeneration benefits will be achieved by ensuring that the right individuals, businesses and locations are exposed to the economic opportunity.

3.3

The findings of the work undertaken by Crossrail are outlined below: 

GLA and TfL research and forecasts suggest that demand for public transport into and within central London is nearing capacity, with crowding on Network Rail services and on London Underground routes towards the West End, the City and Isle of Dogs. Employment growth forecast for the future will increase demand further. Continued development and employment growth in central and eastern London will be threatened unless additional public transport is provided.



Crossrail is expected to deliver substantial economic benefits for the whole of London and the South East after the railway opens in 2017. Research3 for Crossrail estimates that the annual economic benefit across all London’s boroughs of faster journey times, reduced public transport congestion, improved productivity and higher earnings will be £1.24 billion (2008 prices) when modelled for the year 2026.



The highest benefits are estimated to accrue to boroughs along the route alignment, with a particular concentration of benefits in inner east London. Newham (with five Crossrail stations) and Greenwich (with two Crossrail stations) are forecast to be the London boroughs which secure the highest annual economic benefits from Crossrail (with benefits totalling £100 million and £85 million per annum respectively). Along the route alignment in west London, Hillingdon (£59 million per annum) and Ealing (£57 million per annum) also secure a relatively high level of benefits. Other areas of London away from the route alignment are also forecast to secure significant annual benefits due to the wider productivity gains. Croydon is an example of this, with annual economic benefit from Crossrail forecast to total £30 million.

3

The Crossrail Transport and Economic Benefits Study (February 2009).

Page 18


Total Annual Transport and Economic Benefits by Borough (£ million, modelled for 2026) 120 100 80 60

100 85 64 61 59 58 58

57 52

49 48 43

40

41 35

35 33 31 31 30

20

29 28 27 26 26 23

21 18 17 16 15

14 14

Newham Greenwich Camden Lambeth Hillingdon Southwark Bexley Ealing Tower Hamlets Redbridge Westminster Havering Islington Kensington and Chelsea Lewisham Haringey Brent Barnet Croydon Bromley Enfield Hounslow Hackney Wandsworth Hammersmith and Fulham Richmond upon Thames Kingston upon Thames Barking and Dagenham Harrow Waltham Forest Merton Sutton

0

Source: Crossrail (February 2009)

3.4

Crossrail is also Europe's largest construction project. Up to 14,000 people are expected to be employed at the peak of construction in 2013/2015, with a further 7,000 jobs created indirectly.

3.5

Assuming these benefits do persist, then it will be the role of LDA and partners through this strategy to ensure that this economic value becomes tangible regeneration ‘added value’ for London. The types of regeneration impact are considered below.

Types of Regeneration Impact 3.6

The nature of the regeneration impact of Crossrail will be multiple and complex. Crossrail is an important part of London’s evolution and will in itself drive a significant amount of regeneration both on the route and in the city as a whole. Regeneration impacts directly attributable to Crossrail will include: 

Journey to work times (inward and outward workforce): An increased proportion of the population of London (and the Greater South East) will have a viable commute to Central London, Canary Wharf and future economic nodes that will make up the city. Businesses will benefit from a deeper labour force and residents will benefit from a greater variety of economic opportunities.



Land and property values: Land /property values are already increasing within areas close to Crossrail stations. Whilst this in itself generates economic value for London, it is important that the LDA and partners intervene to ensure that regeneration benefits from this rise in values are realised.



Land use changes: Crossrail will significantly change the economic geography of locations on the line. This will generate demand for a variety of different types of development (both residential and commercial). It is important that the LDA and partners intervene in a co‐ ordinated fashion which ensures that this development benefits London as a whole as well as the locality where it takes place.

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3.7



Agglomeration benefits: The agglomeration benefits both in the CAZ and at certain station locations will generate an increase in local economic activity as well an increase in the propensity of businesses to innovate and grow.



Area identity: Crossrail will give (or reinforce) area identities. This will provide opportunities to enhance perceptions of areas on the line as economic, visitor and residential locations. Certain areas, previously perceived as peripheral in the regional context, will become significant in the future.



Footfall: Crossrail will increase footfall and usage of certain nodes within London; this in turn will drive opportunities for local business growth, particularly in retail and service sectors. 1.5m additional people will be located within a 45 minute commute of the City, Canary Wharf and the West End.



Demographic impact: The associated uplift in the general ‘quality’ of areas associated with Crossrail should lead to a more settled demographic (and less transient) profile in more deprived locations on the Crossrail route. In addition to this, employers along the route, should have access to a more highly skilled and settle workforce.



Long term impact: Crossrail has the potential to operate as a fulcrum for future economic development and regeneration activity in London. Like the Olympics, Crossrail is a brand which is recognised by London’s residents and businesses. As such, Crossrail provides a long term opportunity to access a broader beneficiary base than may have otherwise been the case. In line with this, the opportunity to innovate in delivery is not insignificant.



Strategic impact: Strategically, there is significant momentum behind the delivery of Crossrail, and as such, clear links to the London Plan and Economic Development Strategy: 

Crossrail will contribute to improving the accessibility and attractiveness of the Thames Gateway to the east of the Isle of Dogs, through its cross‐river link to south‐east London and its links to the east including interchange with the DLR at Custom House.



Crossrail will also help support growth in west London identified in the London Plan. It will support development opportunities around Heathrow and at Hayes/West Drayton/Southall as well as assist in supporting West London's network of town centres.



Crossrail stations will lie within eight Opportunity Areas and Areas for Intensification identified in the current London Plan. Together, these areas have spatial capacity for 216,000 new jobs ‐ over half of which are planned for the Isle of Dogs ‐ and 85,000 new homes (more than a third in Stratford).

This is of course a general list of regeneration benefits that could emanate from Crossrail. Some of these have greater significance that others in terms of the realisation of the objectives set out within this strategy. Broadly, Investor perceptions of London and the transformation of specific locations on the line will drive the realisation of regeneration benefits. These are discussed in more detail below.

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Inward Investment: Improvements in function and perception of London as the preeminent Global City 3.8

In independent analyses of the global cities, London is still perceived as the most important and desirable business location in the world. Crossrail (and other transport improvements) are absolutely imperative to ensuring that this persists. Part of the regeneration benefit for Crossrail will be dependent upon the city maintaining its global significance and continuing to act as a repository for global investment.

3.9

Despite the global economic recession, inward investment flows into the UK have continued to increase in recent years. London is at the forefront of the UK FDI market and is seen by observers to be the natural point of entry into UK markets for most foreign inward investors.

3.10

It is suggested that the factors which provide London with such a strong proposition for inward investment – including its regulatory, accounting and legal frameworks, its skilled labour force and its critical mass of financial services participants – remain relatively unaffected despite the 2008/9 global economic recession. As such, projections suggest that London will continue to operate as the UKs leading centre for financial and business service sector inward investment in the years to come.

3.11

The impact of this investment manifests itself primarily within the CAZ. It should be recognised, however, that a number of locations along the Crossrail line will be in a position to benefit from London’s global pre‐eminence as an economic location, particularly if they are able to define their position within London and promote certain specialisms. More peripheral Crossrail locations are unlikely to be able to compete as locations for investment. However, these locations should still benefit from increased employment opportunities.

3.12

As London evolves as an investor location, it is important that mechanisms are put in place to ensure that existing locations of character and heritage are protected. In particular, it is important to maintain central London’s diverse economic base providing space for the city to evolve as a global centre, whilst retaining the components that give the city its identity.

Leader of Transformation in Key London locations 3.13

As previously outlined, the positive impacts of Crossrail will be manifested in different ways at different locations on and around the line. For certain locations, evidence suggests that Crossrail will provide opportunities to drive significant transformation, changing the economic and demographic bases of local areas as well as perceptions and functions. These locations will provide significant added value and as such, it is important for the public sector to play a role in supporting this growth. Section 5 looks at the evolution of each location along the Crossrail line, whilst Section 6 provides initial guidance on prioritisation of station locations (currently deemed most likely to see a transformational benefit) for more specific support in the future.

Consideration of previous transport projects 3.14

Previous work on the economic impact of Crossrail provides an idea of the significant scale of the opportunity. Standard transport impact models do not however, enable us to track exactly what

Page 21


the total direct and indirect benefit of Crossrail will (hence impact figures may not include wider regeneration benefits). In addition to this, it will be 7 years until the line is operational, meaning that it is difficult to identify exactly what the regeneration benefits will be and exactly when they will manifest themselves. As such, a review of other transport schemes has been undertaken which provides a number of precedents that can be used to assess the nature of Crossrail’s regeneration benefit for London. Findings include: 

Many of the local benefits delivered by transport infrastructure will not be directly attributable to its delivery; other factors must be taken into account. The regeneration of the Southbank for example, can be linked closely to the development of the Jubilee Line Extension. However, this was only one element of the whole response within the area. Understanding the nature of change requires an ongoing commentary on changing contextual situation at specific locations.



The experience of the Jubilee Line Extension to date suggests that the achievement of targeted regeneration impacts (linked to transport projects) will take between 10 and 15 years to become apparent.



The full impact of agglomeration benefits will become apparent over a much longer period and should be modelled over a 60 year period4.



If regeneration benefits are to be secured it is important that the needs (in terms of getting the infrastructure built on time and to budget) of the statutory bodies (e.g. Crossrail / Network Rail) are delivered as efficiently as possible.



The experience of other transport schemes (most notably the Jubilee Line Extension) suggests that the most significant benefit outside of the Central Activity Zone and will be driven by residential development.



The sphere of influence for impact will vary between stations. The logical starting point (as recommended by Scottish Executive5) is half a mile for businesses and one mile for residents. This provides initial guidance for testing, although it is reasonable to expect the scale of Crossrail to deliver a more significant sphere of influence.



Getting the management of data and information right is critical to establishing (and quantifying) the economic development and regeneration benefit of transport infrastructure.



In considering the regeneration impacts of transport related projects it is important to consider regeneration in its broadest terms (to include, skills, education, employment, physical development, housing, mobility, health etc).



Interventions in deprived areas can lead to a ’crowding out’ of existing populations, particularly in areas where there are high levels of private renting (University of Westminster cite Southwark as an area where this took place as a result of the Jubilee Line extension.)

4

The Agglomeration Benefits of Crossrail; Buchanan, Arter, Meeks; Association for European Transport Conference (2006)

5

Developing a Methodology to Capture Land Value Uplift Around Facilities – Transport Research Series; Scottish Executive (2004)

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3.15



In the case of the Jubilee Line Extension, where employment levels have increased, evidence suggests that the employment benefits for local people have been limited (partly due to a lack of intervention to prepare people for new opportunities to participate in the labour market6).



There are clear links between improved transport and a decline in social exclusion. That said, there can be issues related to cost of transport and travel to station / interchange for those furthest from the labour market7



A review of the regeneration benefits of transport infrastructure in the East Midlands suggested that ‘bottlenecks and bad station design can seriously hinder the ability of new stations to deliver regeneration benefits’8.



Improved transport links almost universally lead to an improvement in perception of an area amongst inward investors9.

There are no guarantees that Crossrail will mirror the experience of other transport schemes. Crossrail is unprecedented in its size, scale and influence and as a result, it might be expected that even more significant benefits to be delivered. In saying this, these examples and the existing trajectory of London’s economy can help drive a better understanding of the nature of benefit and when/where it may take place.

When and Where Will the Benefits Take Place 3.16

Although it is difficult to anticipate exactly what the regeneration benefit of Crossrail will be, the evidence from other projects and the baseline position suggests that the following benefits may be apparent as the programme develops. This is presented diagrammatically below (in line with the phasing periods outlined within this document):

6

Ibid.

7

The Value of New Transport in Deprived Areas; Who Benefits How and Why; Joseph Rowntree Foundation (2007)

8

Regeneration at Transport Interchanges; EMDA (2008)

9

Ibid.

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3.17

There are still plenty of unknown factors which will impact upon the nature of the Crossrail Regeneration Benefit. Although there is already some evidence of an increase in the demand for land in areas affected by Crossrail, the likely future demand for labour and residential property at certain locations will remain unclear for the time being. Whilst is reasonable to expect some increases in employment and business activity during the construction of Crossrail, the real, tangible regeneration benefits of the line will not be evident until the line is open and will not be fully realised for a number of years afterwards.

3.18

There needs to be acknowledgement amongst partners that there may not be clear return on any investment associated with this plan for a number of years. That said, evidence from previous programmes also provides a clear rationale for early, co‐ordinated intervention.

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4. The Role of the London Development Agency 4.1

One of the key functions of this strategy is to define the role that the LDA must play in maximising the regeneration and economic development benefits from Crossrail and provide a mandate for intervention linked to the regeneration opportunity.

4.2

This section sets out the nature of this role, outlining where the LDA should seek to intervene.

The Role of Key Partners 4.3

It is important that the regeneration opportunity is placed in the context of the activities of other partners and in particular, in the context of the delivery of the Crossrail line. Indeed, the activities of partners delivering regeneration related impacts should in no way impinge upon the core objective of completing the project by 2017.

4.4

In defining its role in the delivery of the regeneration benefit of Crossrail, the LDA must define its activity in relation to a number key partners and stakeholders. This is particularly true in the case of Crossrail Ltd, TfL and the London Borough’s, each of whom has the following role in relation to the Crossrail project:

Crossrail Ltd 4.5

Crossrail Ltd (CRL) is the nominated undertaker under the Crossrail Act 2008 charged with the design and construction of Crossrail. The Crossrail Ltd is a wholly owned subsidiary of TfL. The Crossrail Project is jointly sponsored by the Department for Transport and Transport for London.

Transport for London 4.6

Transport for London (TfL) is joint Sponsor of the Crossrail project and has a wider duty under the 1999 GLA Act to “develop and implement policies for the promotion and encouragement of safe, integrated, efficient and economic transport facilities and services to, from and within Greater London”

4.7

TfL’s Interchange team have a role in ensuring that all transport users and modes of transport are treated equally at the many transport interchanges across London. TfL Interchange lead TfL's involvement in a flexible and balanced way improving conditions for TfL's customers at multi‐modal interchange, while maximising the overall value to London from transport and land use development, in and around interchange. The interchange team has been focusing on certain Crossrail locations, these include each of the 6 stations which are prioritised for action within this document.

London Boroughs 4.8

The London Boroughs are principally responsible for running most services in their local areas. As such, they are (on the whole) the principal planning authority and take responsibility for the co‐ ordination of economic development, skills, employment and businesses support at the local level. In many cases the local response to Crossrail is already well developed and in some cases is already being actioned.

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4.9

Communication between the partners is obviously essential, not only to ensure that the Crossrail line is delivered on time, but also to maximise the regeneration impacts. The LDA should seek to use the expertise available within the organisation to add value to the existing activities of partners. This is particularly true at a local level where the LDA should position itself to take advantage of the local benefits that can be gleaned from Crossrail.

Shaping the LDAs Intervention 4.10

Within the organisations outlined above there are a significant number of individuals working towards the core objectives of ensuring that Crossrail is delivered and in ensuring that it delivers the maximum benefit for London. As such, it is important that the LDA defines a clear role amongst this partnership group which articulates its ability to influence and maximise the regeneration opportunity on the Crossrail line.

When to intervene 4.11

The LDA has a number of criteria which underpin individual intervention decisions. Each of these must be given due consideration in relation to each potential intervention. In addition to the LDA’s goals and investment principles, it is critical that all interventions also respond to the needs and goals of partners and are underpinned by good information. Together, these help to form the objectives that should underpin the LDA’s strategy for maximising the regeneration potential of Crossrail:

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Type of Intervention 4.12

As an organisation, the LDA takes broad responsibility for pan‐London economic development. The LDA already successfully oversees regional, sub‐regional and local projects and as such, has the expertise and experience to respond to the Crossrail regeneration opportunity. The table below identifies thematically the LDAs scope services. These will ultimately form the basis of the response in this respect: Broad area of Intervention Skills, Training, Employment and Inclusion

Encouraging Business

Description

Type of Intervention

Investment in  programmes that tackle barriers to employment and help to improve  and strengthen the skills of the workforce.  Investment initiatives that help maintain London as a key place to do business, and encourage enterprise start‐up, business growth and competitiveness

Investment in marketing and promotion that helps maintain and develop London as a top international destination and the principal UK gateway for tourism, education and investment.

Supporting local organisations to deliver solutions to address local issues Influence the private sector to stimulate job opportunities for London (e.g. London Employer Accord)



Providing a repository for contract opportunities (Compete For)



Support businesses in becoming more ‘fit to supply’ (Supply London)



Work with big business to overcome the barriers to them operating successfully within London locations



Delivery of holistic business support to support new and growing business in London (Business Link in London, Solutions for Business)



Sector specific support



Supporting London’s capacity to undertake Innovation and R and D activities.

Creating Better Investment in Creating  Places Better Places to support future growth and  create healthy, sustainable, high‐quality communities. 

Promoting London

Schemes and programmes that support Londoners in becoming ‘work ready’ (including Academies Programme)

Delivery of London’s Climate Change response Building upon the work of the work of the existing TfL interchange group to provide long term strategic design and planning advice for London (Design for London) Delivery of relevant infrastructure to support development



Supporting the Mayor on delivery of the right mix of housing within London.



Showcasing London on an international stage (e.g. Shanghai 2010)



Maintaining London’s position as a major Global City



Developing London’s economy (and delivering the Mayor’s Tourism Strategy 2009‐2013)



Co‐ordination of London’s inward investment offer.

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4.13

In practice, the offer (underpinning the regeneration benefits of Crossrail) is and needs to be as broad and responsive as possible. However, in order to ensure strategic buy‐in for this assignment, all projects recommended within this strategy are listed in terms of the four LDA workstreams.

Other Considerations in Developing LDA Response 4.14

In addition to the generation and delivery of specific projects and interventions herein, there are also a number of general roles that the LDA should consider in order to realise the opportunity:

Provision of the ‘Bottom‐Up’ Element of Delivery 4.15

In macroeconomic terms, Crossrail will deliver significant and persistent benefits for London and locations along the line. These benefits are defined through increases in land value, increases in quantum and quality of jobs, increased viability of development and increases in prices of residential units. It is important in pursuing and realising these benefits that the potential for ‘crowding‐out’ of existing (more deprived populations) is given due consideration.

4.16

For Crossrail to achieve maximum added value it will be necessary to ensure that those who are have the most to gain (potential local growth businesses; those furthest from the labour market etc) are able to maximise their involvement and benefit. As such, the LDA must act as an advocate for these groups and ensure that the mechanisms are in place to prepare them for the opportunity; developing the necessary skills and capacity to participate in London’s economy.

4.17

Various schemes and programmes have been (and will be) developed to ensure the benefits of Crossrail (both in construction and operation) are captured locally. These, however, will not necessarily ensure that those engaged will be those in London’s most deprived communities. As such, the LDA needs to work with boroughs and local organisations to ensure that there is a clear idea of the barriers to participation and that where possible these are overcome, providing a clear pathway to involvement.

Market failure 4.18

As with any public sector intervention, where the LDA and partners intervene to support the Crossrail Regeneration benefit, there must be clear market failure rationale. There are a variety of types of market failure, with a number of drivers and impacts; that said, in the case of this project, the market failure is likely to relate to one of two broad rationales: 1)

Addressing Deprivation and Inequality – The Crossrail Regeneration benefit can maximise its added value by intervening in areas that are currently performing below the London average in terms of key economic statistics; as such, partners should identify market failures that limit the ability of residents and businesses to participate in an identified economic opportunity. 

Example of Market Failure: Imperfect and Asymmetric Information – i.e. where the availability of information or an inability to process this information limits people from making optimum and rational decisions. This is based on the fact that (in theory) markets are at their most effective when information is freely available. Imperfect and Asymmetric information is often provided as part of the rationale for business support and skills intervention, particularly where those on the periphery of a given ‘market’ are not able to access as much information as others.

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2)

Capitalising upon a market opportunity – Given that the vast majority of regeneration benefits of Crossrail will ultimately be delivered through investment by the private sector, partners should identify market failures that limit the ability of ‘the market’ to deliver positive outcomes (i.e. housing and commercial space) in a timely and high impact manner. 

4.19

Example of Market Failure: Public Goods – i.e. a ‘good’ from which it is impossible to produce a direct profit, as such no market exists and it is difficult to make a case for the ‘market’ to deliver it. Partners have already identified delivery of public realm as a potential intervention, this is a good example of a public good – there is little incentive for the private sector to invest but clearly a benefit for consumers and some secondary benefits in terms of investment and local economic uplift.

By taking this broad, bipartite approach to identifying the potential for intervention, the LDA and their partners are able to ensure that any new interventions support new opportunities, whilst also addressing some of London’s persistent regeneration issues. These two factors also inform the shortlisting of locations within section 6.

Provision of the economic development regeneration advocacy and expertise for Crossrail 4.20

As London’s economic development agency, the LDA offers a mix of expertise and strategic oversight that has a clear benefit for the Crossrail project, particularly in terms of the maximisation off the regeneration benefits. In line with the needs and expectations of key partners, the LDA needs to play a definitive role as advocate for the regeneration element of Crossrail. Project delivery is a significant element of this, although arguably of more importance is the provision of appropriate and consistent representation to make the case for interventions and where necessary investment in the pursuit of the regeneration benefit.

Monitoring and articulating the opportunity 4.21

The clear monitoring of the evolving regeneration opportunity was identified as a specific area of need by partners at both a local and regional level. The Crossrail regeneration ‘intervention’ will need to evolve with London’s needs and the provision of good, robust evidence of change along the Crossrail route will be key to establishing this. The collection, monitoring and analysis of information pertaining to the regeneration opportunity will be a key component of the initial phase of the LDA intervention and is outlined in more detail in Section 7.

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5. The Crossrail Locations 5.1

Each of the Boroughs directly affected by the Crossrail route already recognises the significant opportunity that exists. In the majority of cases Crossrail has become a key part of planning and economic development policy and is anticipated to be a fulcrum of future activity.

5.2

This section places focus in turn on each of London’s Crossrail stations. For each station hinterland10, the most important baseline characteristics are considered and analysed. Analysis is aided throughout through the use of the following system of colour coding:

5.3

Positive performance relative to the London Benchmark Average performance relative to the London Benchmark Negative performance relative to the London Benchmark

For the benefit of analysis, stations have been grouped in terms of the borough in which they are located, as summarised below: London Borough LB Hillingdon

LB Ealing

City of Westminster

LB Islington

City of London LB Tower Hamlets LB Newham

LB Greenwich

10

Stations  West Drayton  Hayes and Harlington  Heathrow  Southall  Hanwell  West Ealing  Ealing Broadway  Acton Mainline  Paddington  Bond Street  Tottenham Court Road* *Hinterland includes a number of wards with LB Camden  Farringdon** ** Hinterland includes a number of wards within LB Camden, City of Westminster and City of London  Liverpool Street*** ***Hinterland includes a number of wards within LB Tower Hamlets  Whitechapel  Canary Wharf  Stratford  Maryland  Forest Gate  Manor Park  Custom House  Woolwich  Abbey Wood**** **** Hinterland includes a number of wards in LB Bexley

For data purposes, each station hinterland has been defined according to local ward boundaries – a full definition of the hinterland around each station is included in Appendix A. It is imperative to note, however, that Regeneris has used different Crossrail Station geographies to those used in the 2005 Colin Buchanan work. As such it is not possible to make direct comparison between the statistical data presented here and that presented in the Buchanan work.

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LB Redbridge

LB Havering

5.4

 Ilford*****  Seven Kings  Goodmayes  Chadwell Heath****** ***** Hinterland includes a number of wards in LB Newham ******Hinterland includes a number of wards in LB Barking and Dagenham  Romford  Gidea Park  Harold Wood

The baseline position is presented below, with the context for each Borough and station location considered in detail. Rooted firmly within the context of this baseline position, a vision is then presented for each station hinterland, which describes the impact that Crossrail will have on each area, alongside an outline of the possible LDA intervention within each location.

London Borough of Hillingdon 5.5

An outer London Borough, Hillingdon has a relatively strongly performing economy and labour market. Despite relatively low average earnings and skills levels, employment and business has grown in recent years, whilst economic activity rates are high and unemployment is low. Overall, Hillingdon contains among the lowest levels of relative deprivation found along the Crossrail route. However, several pockets of relative deprivation do exist in the Borough. Crossrail will serve three stations in Hillingdon – West Drayton (a predominantly residential area, with local convenience) services, Hayes and Harlington (a predominantly residential area with a larger town centre area) and Heathrow Airport (Central and Terminal 4). Summary of Socio‐Economic Performance – Hillingdon

No. / Rate Change (from 05)

Population

253,200

2.2%

Economic Activity Rate, 2009

76.9%

‐3.3% points

Unemployment Rate, 2009

7.0%

3.3% points

Labour Market

Qualifications and Skills

Claimant Count Rate (November 2009)

3.8%

1.4 % points

Working age pop with no qualifications, 2008

12.7%

n/a

Working age pop with NVQ4+, 2008

24.4%

n/a

Average Residence Based Earnings, gross per week £540.0

9.4%

Average Workplace Based Earnings , gross per week £606.1

10.1%

Indices of

Rank out of 354 English LA's; 1 =‐most deprived

157

n/a

Multiple Deprivation

Proportion of SOA's in 10% most deprived nationally 0%

n/a

Employment

188,600

4.0%

Business Base

11,000

8.2%

Employment, Business

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and Enterprise

Self Employed (working age), 2009

13.7%

1.5% points

Hillingdon – Station Locations West Drayton 5.6

5.7

Baseline Position – West Drayton lies within the Heathrow North Opportunity Area. Around 23,400 people live in proximity to West Drayton station, the local population having grown by around 2.1% since 2005. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that rates of economic activity were high and unemployment was low. However, in the intervening period, the claimant count rate has increased by 2.7% points to 5.3% – the largest increase along the Crossrail route by a considerable margin. Whilst the station hinterland contains just under 10,000 jobs, there has been a sharp decline in employment of around 2,900 jobs since 2005 – one of the largest declines along the route. The top broad employment sector is Distribution, Hotels and Restaurants11 (nearly 28% of jobs), which is partially reflected in the local commercial floorspace – more than two thirds of which is dedicated to warehouses and factories. West Drayton

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

23,400

5.3% (2009)

9,800

800

Recent Change (05‐08)

2.1%

2.7% points (05‐09)

‐22.8%

3.1%

Vision – Lying within the Heathrow Opportunity area, West Drayton will be expected to accommodate some capacity for new jobs and new homes in future years. Crossrail will play a role helping to ensure that the area around West Drayton ultimately becomes an effective residential and local service location in west London. In particular, the area will benefit from enhanced accessibility between the station and the main residential areas, whilst Yiewsley and West Drayton town centres will enjoy enhanced economic viability. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that adequate training provision and associated employment brokerage exists to support local residents to participate in the economic opportunity at Heathrow and within the Central Activity Zone (CAZ). Encouraging Business: ‐ Build capacity of local businesses to participate in the opportunity beyond 2017 Creating Better Places : ‐ Support TfL and LB Hillingdon in delivering appropriate signage and routing from residential locations (particularly the Glebe Estate to the north of the station and opportunities to ensure that the station operates as an effective interchange for pedestrians and cyclists.

11

The Distribution, Hotels and Restaurants sector includes retailing and wholesaling activities.

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Hayes and Harlington 5.8

5.9

Baseline Position –Hayes and Harlington lies within the North Heathrow Opportunity Area. The small town centre is poorly linked to the station and does not make the most of its proximity to Heathrow. The population in the hinterland of Hayes and Harlington station has expanded by 4.4% since 2005, and now totals over 40,000. There are pockets of relative deprivation around the station. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported relatively low qualification levels and average levels of economic activity. Since 2005, the unemployment (the claimant count rate) has increased by 1.4 percentage points to 5.4%. In the same time period, however, the area has seen an increase in employment of 11.8% (2,300 jobs) to a total of around 21,800 jobs. As with West Drayton, employment is dominated by jobs in the Distribution, Hotels and Restaurants sector (37% of all jobs). The towns established industrial and distribution strength partly reflects its proximity to Heathrow Airport. The town centre itself is used mainly for local convenience shopping Hayes and Harlington

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

40,300

5.4% (2009)

21,800

1,500


4.4%

1.4% points (05‐09)

11.8%

4.8%

Vision – Crossrail will help Hayes and Harlington to maximise the benefit offered by its close proximity to Heathrow Airport. The area will benefit from an improved interchange at Hayes and Harlington station which will significantly enhance access to the town centre. Crossrail will also deliver improved access from the town centre to Heathrow Airport. These improvements will prove an important catalyst for local growth, helping to stimulate significant residential and commercial development in the area and improving the long term economic viability of Hayes town centre. Hayes’ regeneration will be driven by its transformation into an aspirational place to live with a defined identity in the context of west London. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that adequate training provision and associated employment brokerage exists to support local residents to participate in the economic opportunity at Heathrow and within the Central Activity Zone (CAZ). ‐ Ensure that training provision is put in place to ensure that local residents are able to capitalise upon the significant residential development in Hayes and any potential development at the Southall Gasworks site. Encouraging Business: ‐ Build capacity of local businesses to participate in the opportunity beyond 2017 ‐ Ensure that future policy supports the development of high quality retail and service offer (linked to the delivery of high quality housing within the Hayes area). In particularly this needs to support the creation of an improved night time offer. Creating Better Places: ‐ Support the implementation of Masterplanning work in the vicinity of the station, in particular, the development of improved links with the town centre. ‐ Support LB Hillingdon and TfL in establishing effective links between the Southall Gasworks development

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and Hayes and Harlington station. ‐ Investigate options for site purchase and assembly where development has stalled.

Heathrow Central and Heathrow Terminal 4 5.10

5.11

Baseline Position – Heathrow is identified as an opportunity area in the London Plan. Around 10,700 people live within the hinterland of Heathrow, the population having grown by 1.3% since 2005. Since 2005, unemployment (the claimant count rate) has increased by 1.4 percentage points and now stands at 4%. Heathrow contains one of the largest concentrations of employment in the UK, providing around 85,000 jobs (an increase of 4,200 jobs from 2005). The transport and communications sector provides around 70% of these jobs. The majority of commercial floorspace around Heathrow is in the form of offices. Heathrow Stations

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

10,700

4.0% (2009)

85,000

1,200


1.3%

1.4 % points (05‐09)

5.2%

5.5%

Vision – The area around the Crossrail stations at Heathrow Airport will be aided by significantly improved access to locations throughout London and South East of England. This improved accessibility will ultimately play an important role in maintaining Heathrow’s role as one of London’s most important employment centres and in turn, stimulating further commercial development and inward investment. Nature of Potential LDA Intervention: There is little scope for supply side intervention at Heathrow. That said, the LDA should identify opportunities to support partners in creating more opportunities to support local economic growth. Skills, Training, Employment and Inclusion: ‐ Continue to support partners in developing a positive employment brokerage opportunities for employees whose mobility is increased by Crossrail Encouraging Business: ‐ Continue to develop the ‘buyer / demand side’ of supply chain/ procurement interventions to establish effective, long term supply chain interventions.

London Borough of Ealing 5.12

The London Borough of Ealing has relatively mixed labour market characteristics. Whilst economic activity rates and rates of top levels skills are high, unemployment is also relatively high and average earnings are low. Whist containing lower levels of overall deprivation than other Boroughs on the Crossrail route, Ealing contains numerous concentrations of severe relative deprivation – particularly in the corridor between Southall and Hanwell and also in the North West of the Borough. Crossrail will serve five stations in Ealing – Southall (an area with a mix of uses including residential and commercial), Hanwell (a predominantly residential area), Acton Main Line (a predominantly residential area, in close proximity to Park Royal), West Ealing and Ealing Broadway. The former two of these stations serve Ealing town centre – one of London’s eleven Metropolitan Centres.

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Summary of Socio‐Economic Performance – Ealing Labour Market



Population

309,000

1.1%


77.4%

1.0% points


8.2%

3.0% points


4.5%

1.7% points


11.8%

n/a


41.7%

n/a

Average Residence Based Earnings, gross per week £557.2

13.5%

Average Workplace Based Earnings , gross per week £542.7

8.9%

Indices of

Rank out of 354 English LA's; 1 =‐most deprived

84

n/a

Multiple Deprivation

Proportion of SOA's in 10% most deprived nationally

7%

n/a

Employment

112,200

‐0.1%

Business Base

14,000

0.1%

Self Employed (working age), 2009

16.1%

2.4% points

Employment, Business and Enterprise

Southall 5.13

5.14

Baseline Position – Southall is one of the London Plan’s Opportunity Areas. The population around Southall station stands at around 38,600. The area is ethnically diverse, home to a large Asian community. In 2005, economic activity rates and qualification levels were low, whilst unemployment was high. Since 2005, the claimant count rate has increased by a further 1.9 percentage points. There are numerous severe pockets of relative deprivation to the north and south of the station. In the period since 2005, the number of jobs in the area has fallen by 4.3% (around 700 jobs) to around 15,400. Over a third of these jobs are accounted for by the Public Administration, Education and Health sector, whilst the area also has the largest proportion of employment in Manufacturing along the route (around 18% of jobs), with a high concentration in food production. Commercial floorspace is dominated by industrial uses and the area lacks a distinct town centre and suffers from congestion at peak times. Southall

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

38,600

5.9% (2009)

15,400

1,500


‐0.5%

1.9 % points

‐4.3%

9.4%

Vision – Crossrail will play an important role in helping the area around Southall station to maximise its economic potential, playing a supporting role in bringing forward the development of the numerous brownfield sites which exist locally. Development will provide high‐density, high‐

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quality accommodation potentially suitable for businesses in the ‘knowledge industries’ and will be supported by the provision of high‐quality housing and retail and leisure space. Targeted training will ensure that young population in local residential areas have the requisite skills set to access new employment opportunities both locally and further afield. Local residents will also benefit from improved linkages / accessibility to the station, reducing the current relative social and economic isolation of the area’s most deprived communities. All development will be set within a framework of building upon and marketing the areas existing strengths, in particular seeking to maintain the local areas strong ethnic identity and potential strengths in establishing economic links to the Indian sub‐continent. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Support the provision of targeted training for young people to ensure that they have the requisite skills set to access new employment opportunities, both locally and in the Central Activity Zone. Targeted training should be complemented by ensuring that employment brokerage provision is both suitable and accessible for all. Encouraging Business: ‐ Ensure that new development brings forward the delivery of high quality accommodation suited to the activities of a range of business operating in knowledge intensive industries ‐ Ensure that policy interventions are targeted at both supporting and retaining existing businesses, whilst attracting new business investment which complements and enhances the existing offer. Promoting London: ‐ Support the development and delivery of improved branding and marketing of the local area which builds upon Southall’s existing strengths, particularly building upon the relative strength provided by the areas relationship with the Indian sub‐continent. Creating Better Places : ‐ Support Crossrail, TfL and LB Ealing in the development of improved interchanges facilities at Southall station and support the development of improved routes of access between the station and local residential areas. Where possible facilitate synergy in the delivery of Crossrail improvements and those included within the Gas works development.(in particular bridge widening on South Road) ‐ Provide significant staff resource to support the delivery of Southall Development Study ‐ Explore the feasibility of a delivery vehicle for the area ‐ Identify the potential for intervention on specific Brownfield sites to the south of the station.

Hanwell 5.15

Baseline Position – The wards immediately surrounding Hanwell station are home to around 25,500 people. In 2005, whilst a relatively high proportion of residents were qualified to degree level or higher, there were also relatively high levels of unemployment. The area contains pockets of severe deprivation, particularly to the west of the station. Since 2005, the claimant count rate has increased by 2 percentage points to 4.7%. During the same time period, the area has experienced one of the largest declines in employment along the Crossrail route (employment falling by ‐27.9% or 1,900 jobs). During the same time period, however, the business base grew by 6.5%. Absolute employment is amongst the lowest along the route and over a third of jobs in the area are in the Distribution, Restaurants and Hotels sector.

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5.16

Hanwell

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

25,507

4.7% (2009)

4,900

900


‐0.9%

2.0 % points (05‐09)

‐27.9%

6.5%

Vision – The ‘Heathrow Connect’ service has already had an impact in the local area, enhancing the attractiveness of local sites to investors. Crossrail will provide further momentum to this process, ensuring that the development potential of available sites around Hanwell station is maximised Crossrail will also play an important role in helping the Hanwell area to become an improved residential and local service hub. Local residents and commuters will benefit from improved access to Hanwell station from both the town centre and neighbouring residential areas. Again, this will have made an important impact in reducing the relative physical isolation of some of the area’s most deprived communities. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that training provision is put in place to help local residents capitalise upon any potential development at the Southall Gasworks site and other Crossrail related employment benefits Encouraging Business: ‐ Ensure that policy is targeted at supporting, retaining and increasing the capacity of existing businesses, improving service provision for local residents Places and Infrastructure: ‐ Support TfL, Crossrail and LB Ealing in ensuring that routes of access between Hanwell station, the town centre and neighbouring residential areas achieve maximum efficiency through improved signage etc to encourage increased use by all

West Ealing 5.17

5.18

Baseline Position – Ealing Broadway and West Ealing together serve one of London’s ten ‘metropolitan centres’. West Ealing is a densely populated area with the area around the station containing around 61,200 residents. In 2005, a high proportion of residents were qualified to degree level and above and rates of unemployment were relatively low. Whilst the claimant count rate has increased by 1.6 % points since 2005, it now stands at 4% ‐ below the regional average. Despite this, area contains a small pocket of relatively severe deprivation, to the south of the station. Since 2005, the area has experienced one of the largest declines of employment along the Crossrail route, with round 2,900 jobs lost (9.8%). As a result in 2008, the area contained 25,700 jobs – with a relatively equal spread between three sectors – Distribution, Hotels and Restaurants, Professional and Financial Services and Public Administration, Education and Health. The areas business base has performed more positively in recent years, growing by 5.3% from 2005‐2008. West Ealing

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

61,200

4.0

25,700

3,300


‐5.7%

1.6

‐9.8%

5.3%

Vision – Crossrail will help to develop the status of West Ealing station as an important public

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transport node for an expanding Ealing town centre. The station will benefit from enhanced physical linkages, which will reduce its current isolation from the town centre and ultimately ensure that the Metropolitan Town Centre as a whole functions more efficiently. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that residents living in the area’s most deprived communities have access to targeted training and employment brokerage provision which enable them to access new opportunities related to the delivery of Crossrail. Encouraging Business: ‐ Ensuring that local policy interventions are targeted at reinforcing Ealing town centre as a major west London centre, through efforts to build the capacity of existing businesses and whilst attracting new businesses to the area Creating Better Places: ‐ Support improvements in the connectivity between West Ealing station and Ealing town centre, through improved signage and marketing aimed at highlighting the stations proximity to the town centre.

Ealing Broadway 5.19

5.20

Baseline Position – Ealing Broadway and West Ealing (stations) together serve one of London’s ten ‘metropolitan centres’. Around 38,100 people live in the wards surrounding Ealing Broadway station. In 2005, a relatively high proportion of the population had qualifications at degree level and above, whilst the rate of economic activity rate was also high. Since 2005, unemployment (the claimant count rate) has increased at a rate only slightly faster than the regional average and the overall rate remains comparatively low at 3.4%. The period since 2005 has seen a relatively large employment decline of 8%, with around 2,100 jobs being lost. Just under 40% of jobs around Ealing Broadway station are in the broad Professional and Financial services sector. Ealing Broadway

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

38,100

3.4

24,000

2,500


‐4.4%

1.4

‐8.0%

2.3%

Vision – Building upon existing strengths in retail, leisure and the evening economy, Ealing will reinforce its position as a significant and distinctive Metropolitan town centre. The creation of an enhanced public transport hub at Ealing Broadway Station will provide greater coordination between different public transport modes and provide a more appropriate gateway to the town centre. The town centre itself will develop as an attractive and successful destination for inward investment and a desirable place in which to live and work. Nature of Potential LDA Intervention: Encouraging Business: ‐ Ensure that business support is targeted at helping to retain and increase the capacity of existing businesses ‐ Ensure that future policy supports the development of a high quality retail and service offer which reinforces Ealing’s designation as a metropolitan centre

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Place and Infrastructure: ‐ Support improvement to the transport hub at Ealing Broadway, ensuring that the interchange is an appropriate gateway to the Metropolitan town centre ‐ Ensure that strategic links between the LDA and local partners achieve full efficiency – particularly regarding policy targeting the continued development of Ealing as a major west London centre distinctive form the developing hubs at Southall and Hayes.

Acton Main Line 5.21

5.22

Baseline Position – The wards around Acton Main Line station contain around 29,900 residents – an increase of 5.4% from 2005. The claimant count rate around the station is 5.3% having increased by 2.2 percentage points since 2005. There are several pockets of severe relative deprivation, around and to the south of the station. During the same time period, the local area has lost around 1,000 jobs (4.3% of all jobs). Around 22,100 jobs remain, of which 42% are accounted for by the Distribution, Hotels and Restaurants sector. Acton Main Line

Population

Claimant Count

Employment

Business Base

2008 Number / Rate

29,900

5.3%

22,100

2,300


5.4%

2.2 % points

‐4.3%

2.5%

Vision – The area around Acton Main Line will develop a more distinctive identity based upon local service provision and strong linkages with the Park Royal Industrial Area. The improvement of connections and access between Acton Main Line Station and the town centre will make a significant contribution to improving the economic and social cohesiveness of Acton as a whole. Similarly, by improving linkages between Acton Main Line and Park Royal, the local area will be well placed to maximise the benefit of having one of London’s largest clusters of employment located in close proximity. A potential High Speed 2 station at Old Oak Common offers a significant interchange opportunity (and associated benefits) in the long term. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ The provision of targeted training and brokerage to help residents living in areas of relative deprivation around Acton Main Line access employment opportunities in Park Royal and in the Central Activity Zone Encouraging Business: ‐ Ensure that local businesses are supported in improving capacity and building supply chain links with Park Royal. Creating Better Places: ‐ Ensure that routes of access between Acton Main line, Park Royal and Acton town centre are made more efficient, with improved signage and, where necessary, improved transport links. ‐ Ensure that the LDA participate in discussions linked to HS2 at an early stage.

City of Westminster 5.23

The City of Westminster is clearly a location of global significance not just politically, but also economically; much of the economic opportunity which drives the case for Crossrail is derived in

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Westminster and as such, the borough’s stations are fundamental to Crossrail delivering a regeneration benefit. In line with this. Statistically, the Borough contains over half a million jobs, average skills levels are high, as are average earnings. Westminster is however, home to a relatively mixed labour market and contains relatively low levels of economic activity and high rates of unemployment in specific locations. Whilst containing lower levels of overall deprivation than other Borough’s along the Crossrail route, Westminster does contain pockets of severe relative deprivation – especially to the north of Paddington and to the south of the Tottenham Court Road / Farringdon corridor. The City of Westminster will be served by three Crossrail stations – Paddington, Bond Street and Tottenham Court Road. Each of these stations serves London’s central activity area, characterised by a mix of commercial, leisure, entertainment and residential activities. Summary of Socio‐Economic Performance – City of Westminster


Labour Market

Population

236,000

3.3%


70.2%

0.4% points


8.7%

1.2% points


3.0%

0.6 % points


8.4%

n/a


49.2%

n/a


Average Residence Based Earnings, gross per week

£743.7 Average Workplace Based Earnings , gross per week £670.8 Rank out of 354 English LA's; 1 =‐most deprived 72

Indices of Multiple Deprivation Proportion of SOA's in 10% most deprived nationally 13% Employment, Employment 596,200 Business Business Base 48,200 and Enterprise Self Employed (working age), 2009 14.0%

22.5% 12.9% n/a n/a 4.7% 3.4% ‐6.8% points

Paddington 5.24

12

Baseline Position – An area of significant residential, hotels, commercial and health uses, the London Plan identifies the Paddington area as a Central London Opportunity Area. Paddington is the most densely populated area served by Crossrail, with nearly 110,000 residents. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that the area was dominated by young, highly skilled professionals and that the population was also relatively diverse. In recent years, the claimant count measure of employment has increased at a rate similar to the London average, but remains comparatively low at 3.5%. Despite this, the area has pockets of severe deprivation, with a number of SOAs12 to the north of the station being categorised in the 10% or 20% most deprived SOAs in the country. An important economic centre, the area is home to around 78,000 jobs and nearly 8,000 businesses. There has been a large increase in employment of 13.5% (9,300 jobs) since 2005. Over 60% of jobs are accounted for two broad sectors – Professional and Financial services and Distribution, Hotels and Restaurants. Paddington

Population

Claimant Count

Employment

Business Base

2008 Number / Rate Recent Change (05‐08)

109,360 2.2%

3.5% (2009) 1.0 % points (05‐09)

78,000 13.5%

7,900 9.4%

Super Output Areas (SOAs) are a geography designed for the collection and publication of small area statistics. Each Lower Level SOA typically contains a population of around 1,500.

Page 40


5.25

Vision – The area around Paddington will continue to thrive as both a desirable and distinctive business location. Access to, from and within the area will be enhanced by improved interchange facilities at Paddington. Particular focus will have been placed on ensuring that the physical and economic mobility of residents in the areas most deprived communities is improved. Where necessary, emphasis will have been placed on supporting (and retaining) smaller businesses, particular in the creative and media industries. In part, this will have been achieved through the support and provision of appropriate business spaces which can support the clustering of specialist industries. Paddington’s location on the western edge of the CAZ, provides an opportunity to support new flexible modes of working. All development will focus around building a thriving sustainable neighbourhood, which is a desirable place to live, visit and work. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Focus needs to be placed on ensuring that local residents (particularly those in relatively deprived communities) are better able to access local employment opportunities – including those created both directly and indirectly by Crossrail. This should be achieved through targeting training where necessary and the provision of appropriate employment brokerage mechanisms Encouraging Business: ‐ Support development activity which focuses upon the provision of accommodation for new flexible forms of working, such as managed work space ‐ Where necessary, provide support to ensure that specialist businesses are supported in over the next 7 years to ensure the area maintains its distinctiveness. ‐ Consider the use of (potentially business focussed) temporary signage to ensure legibility around the station. ‐ Investigate the potential of supporting the evolution of existing BIDS within the area Creating Better Places: ‐ Support Crossrail and City of Westminster in ensuring that (where necessary) the local public realm and physical environment is enhanced.

Bond Street 5.26

5.27

Baseline Position – Bond St is perhaps the archetypal west end location. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that Bond Street is a prosperous area with a high proportion of young professionals with high levels of qualifications. The area has the lowest claimant count rate along the route (1.7%), which has shown one of the lowest increases since 2005. At the heart of a major economic centre, the area is home to 264,000 jobs and 25,700 businesses. Employment has shown strong growth since 2005 (+15,400 jobs). The main sectors of employment are Professional and Financial services (44% of jobs and Distribution, Hotels and Restaurants (31% of jobs). Bond Street

Population

Claimant Count

Employment

Business Base


36,056 2.5%

1.7% (2009) 0.2 % points (05‐09)

264,000 6.2%

25,700 3.5%

Vision – Crossrail will play an important role in maintaining and building upon the Oxford Street, Regent Street, Bond Street area’s position as one of the world’s most successful retail and leisure destinations. Key to this will be the improved public transport provision (and access to it for all), the reduction of pedestrian congestion around the stations and the provision of a safe and attractive environment which encourages use by residents, workers and visitors.

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Nature of Potential LDA Intervention: There is little scope for supply side intervention at Bond St. That said, the LDA should identify opportunities to support partners in creating more opportunities to support local economic growth. Creating Better Places: ‐

Support Crossrail, TfL and City of Westminster in the delivery of (potentially business focussed) temporary signage to ensure legibility around the station.

Tottenham Court Road13 5.28

5.29

Baseline Position – A key component of the London’s retail centre and home to around 49,500 residents, the London Plan identifies Tottenham Court Road as an Area for Intensification. The area has a relatively low claimant count rate of 2.9% and is the only area along the route to have experienced a decline (albeit small) in the rate since 2005. Despite this, the area is characterised by pockets of relative deprivation, with a number of SOAs (particularly to the south of the station) being categorised in the 20% most deprived SOAs in the country. The area is the largest centre for employment along the Crossrail route by some margin, with over 520,000 jobs. Over 40% of these jobs are in the Professional and Financial services sector, with a further 22% in the Distribution, Hotels and Restaurants sector. The area also has the largest business base along the Crossrail route, with nearly 40,000 operations. Whilst employment growth since 2005 (4.7%) is close to the London average, in absolute terms this represents an extra 23,300 jobs – the second largest employment growth along the route. Tottenham Court Road

Population

Claimant Count

Employment

Business Base


49,543 6.3%

2.9% (2009) ‐0.2 % points (05‐09)

522,500 4.7%

39,200 4.7%

Vision – At Tottenham Court Road, (as with Bond Street), Crossrail will play a key role in maintaining and building upon the area’s existing pre‐eminence as a highly successful and important economic centre and visitor destination. Focus will also be placed on ensuring that the area’s residential communities – especially those which suffer from high levels of deprivation – gain maximum traction from the range of benefits that Crossrail will bring. The area will benefit from public realm improvements to increase pedestrian circulation and movement, enhance the appearance of the street environment, and improve connectivity and way‐finding to the surrounding areas. Crossrail will help to bring forward future residential and commercial development in accordance with the areas status as an Opportunity Area. This will ultimately act as a catalyst for further private sector investment in a way that his sympathetic to the protection of distinctive London locations such as Soho, Fitzrovia, Bloomsbury and Covent Garden. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐

Ensure that local residents living in relatively deprived communities in Camden are provided with access to training and employment brokerage services targeted at helping them to access new opportunities that emerge in the Central Activity Zone as a result of Crossrail

Encouraging Business:

13

Note – The Tottenham Court Road station hinterland includes wards in the London Borough Camden (in additional to the London Borough of Westminster).

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‐ ‐

‐

Support Crossrail and TfL in the delivery of (potentially business focussed) temporary signage to ensure legibility around the station. Engage existing business community to ensure that steps are takes to lessen the ‘crowding’ out of existing clusters of businesses which currently make a significant contribution to the character and appeal of distinctive locations. Investigate the potential of supporting the evolution of existing BIDS within the area

Creating Better Places/Promoting London: ‐

‐

Support relevant partners to ensure the delivery of a suitable and high quality public realm within the area around the Crossrail station, which improves pedestrian flows and mobility around the area but which conserves existing character and heritage. This should extend to ensuring that residents living in deprived communities in the area have improved routes of access to the Tottenham Court Road station

London Borough of Islington 5.30

The London Borough of Islington has relatively diverse labour market characteristics. Levels of unemployment are relatively low whilst a high proportion of residents have degree level plus qualification, and earnings are also relatively high. However, taken as a whole, Islington is among the most deprived Boroughs in the country, containing significant pockets of severe deprivation. Crossrail will serve one station in the Islington – Farringdon. Upon the completion of Crossrail, Farringdon will become one of London’s most important transport hubs, providing the only interchange between Crossrail and Thameslink, as such, the station will play a key role in ensuring the benefits of Crossrail spread beyond the route itself. Summary of Socio‐Economic Performance – Islington


Labour Market

Population

190,900

3.6%


73.8%

2.3% points


6.7%

‐1.0% points


5.7%

1.1 % points


13.3%

n/a


46.8%

n/a





10.0% 18.3% n/a n/a 8.7% 8.9% 2.2% points

Farringdon14 5.31

14

Baseline Position – Characterised by a mix of offices, residential and some small manufacturing operations, the London Plan identifies Farringdon as an Area for Intensification. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that like other central areas, Farringdon has a highly skilled and relatively young workforce. The claimant count in the

Note – The Farringdon station hinterland includes wards in the London Borough Camden and the City of Westminster (in additional to the London Borough of Islington).

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area is below the London average and has shown one of the lowest increases since 2005. However, areas to the north and south west of the station are characterised by high levels of relative deprivation, with numerous SOAs being categorised in the 20% most deprived SOAs in the country. The area has seen the strongest employment growth along the route in absolute terms since 2005 (+28,800 jobs) and now provides around 308,600 jobs. Over 60% of these are in the Professional and Financial services sector. The business base totals 21,200 operations – one of the largest on the route.

5.32

Farringdon

Population

Claimant Count

Employment

Business Base


n/a n/a

3.9% (2009) 0.2 % points

308,600 10.3%

21,200 6.7%

Vision – Designated as an Area for Intensification, Farringdon will continue to accommodate additional commercial and residential capacity as well as becoming one of London’s key transport interchanges. Space constraints in the area immediate to Farringdon station means that the intensification will take place over a wider geographical area. The clustering of activity in the creative sector (in particularly design based) will continue to develop and, in seeking to support and encourage new and growing businesses, new workspace and flexible working hubs will play an important role in new development. The viability and vitality of the area as both a commercial and residential area will be enhanced through the protection of local leisure and retail facilities and services. In particular, (and as with the area around Tottenham Court Road) focus will be place on ensuring that residents living in the area’s most deprived communities such as Bunhill) are sufficiently connected to the opportunities that emerge as a result of Crossrail. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐

Ensure that residents living in communities of relative deprivation remain fully engaged and are able to access training and employment brokerage which support their ability to access Crossrail related opportunities

Encouraging Business: ‐ ‐

‐ ‐

Support development activity which focuses upon the provision of accommodation for new flexible forms of working, such as managed work space Where possible, ensure that Crossrail does not result in the ‘crowding out’ of existing clusters of a range of creative and knowledge industries, which currently play an important role in maintaining the area’s character Work with LB Islington to investigate the possible development of a Farringdon Business Improvement District Work in partnership with Crossrail and TfL to deliver (potentially business focussed) temporary signage to ensure legibility around the station, promoting routes to Hatton Garden and Smithfield Market.

Promoting London: ‐

Support Crossrail, LB Islington and City of London in ensuring that new stations infrastructure and associated development (both directly and indirectly linked) builds upon and adds to the existing character of the Farringdon, Smithfield and Clerkenwell area.

City of London 5.33 Home to one of the world’s leading financial and business services districts, the City of London has a relatively small resident population. Despite its size, this resident population performs strongly as a labour market, with high levels of economic activity and skills and low rates of unemployment.

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Overall, levels of deprivation in the Borough are low. However, the Borough does contain small pockets of relative deprivation. Crossrail will serve one station in the City of London – Liverpool Street. Liverpool Street is already one of London’s most important transport interchanges, providing access to the commercial heart of the City for commuters. Summary of Socio‐Economic Performance – City of London


Labour Market

Population

7,900

2.8%


90.9%

11.7% points


n/a

n/a


1.9%

0.6 % points


n/a

n/a


75.4%

n/a


£773.3

n/a


Average Workplace Based Earnings , gross per week £912.7 Rank out of 354 English LA's; 1 =‐most deprived 252

Indices of Multiple Deprivation Proportion of SOA's in 10% most deprived nationally 0% Employment, Employment 311,800 Business Business Base 15,500 and Enterprise Self Employed (working age), 2009 n/a

13.3% n/a n/a 2.3% 2.4% n/a

Liverpool Street 5.34

5.35

15

Baseline Position – Liverpool Street serves a very mixed area. In 2005 The Crossrail Economic Impact work undertaken by Colin Buchanan reported that the area was home to a large non‐white population and that a high proportion of residents had no qualifications, economic activity rates were low and unemployment high. Whilst there has been only a relatively low increase in the claimant count rate since 2005, the rate remains the highest of any station hinterland along the route, at 8.4%15. Like Farringdon, the area to the north of the station is characterised by high levels of relative deprivation, with the majority of SOAs being categorised in the 20% most deprived SOAs in the country (albeit not located in the City itself). Despite this, the station serves the City of London – one of London’s key employment centres. The area contains nearly 115,000 jobs – over 80% of which are in the Professional and Business Services sector. As would be expected, the local floorspace is dominated by office and retail space. Local employment has shown an increase of 4.4% (4,800 jobs) from 2005, but the business base has experienced a slight decline. Liverpool Street

Population

Claimant Count

Employment

Business Base


n/a n/a

8.4% (2009) 0.7 % points (05‐09)

114,800 4.4%

5,200 ‐0.2%

Vision – Crossrail will play an important role in maintaining the City’s position as the world’s leading international financial and business centre. With enhanced access to Heathrow Airport, Canary Wharf and the South East of England, the City will be able to draw on a wider range of benefits which will complement its core business function. Through enhanced access, Crossrail will also support the continued development of the hinterland around Liverpool Street Station as a cultural destination for local communities and visitors alike. Focus will have been placed on

This figure contrasts significantly with the claimant count rate for the City of London as a whole, due to the inclusion of the Spitalfields and Banglatown ward (in Tower Hamlets) as part of the station hinterland geography

Page 45


ensuring that residents of the area’s most deprived communities are well placed to access and benefit from the transport and economic advantages associated with Crossrail. Nature of Potential LDA Intervention: There is little scope for supply side intervention in The City per se. That said, City of London have a long history of delivering interventions that link deprived areas of London (mainly the City Fringe) to opportunities within the commercial centre. The possibility of extending these along the Crossrail route should be investigated. Skills, Training, Employment and Inclusion: ‐

Support City of London in ensuring that residents living in relatively deprived communities to the north of the station have access to training and employment brokerage which help to link them to economic opportunities in the City of London

Encouraging Business: ‐

Ensure that policy focuses upon retaining and developing further the City’s position as a global centre for business and financial service activities and upon ensuring the sustainability of the area as one of London’s key employment providers

Creating Better Places: ‐

Ensure that routes of access between Liverpool Street Station and residential areas to the north such as Spitalfields and Shoreditch (and the New Shoreditch High St Station) are maintained.

Tower Hamlets 5.36

The London Borough of Tower Hamlets has London’s most diverse set of socio‐economic characteristics. The Borough is home to one of London’s most significant employment centres (Canary Wharf) and employment and business has displayed growth in recent years. However, levels of economic activity, skills and self employment are low amongst local residents, whilst unemployment persists at a high level. Overall, Tower Hamlets is one of the most deprived local authority areas in the country with severe concentrations of relative deprivation found throughout the Borough. Crossrail will serve two stations in Tower Hamlets – Whitechapel and Canary Wharf. Both these locations are home to a diverse mix of residential uses and commercial activities, albeit on different scales. Summary of Socio‐Economic Performance – Tower Hamlets


Labour Market

Population

220,500

5.3%


70.1%

7.7% points


11.9%

‐1.2% points


6.7%

1.0 % points


23.4%

n/a


35.7%

n/a





Page 46

18.8% 14.3% n/a n/a 11.9% 10.7% 1.9% points


Whitechapel 5.37

5.38

Baseline Position – Whitechapel (Broadly extending from Aldgate to Stepney), home to around 35,400 residents, is a mainly residential area which is identified as an Opportunity Area in the London Plan. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported a large young and ‘non‐white’ population. Skills levels and rates of economic activity were low and unemployment high. This remains the case – at 7.3%, the claimant count rate remains one of the highest along the route. The local area is also one of the most deprived along the route – the majority of local SOAs are categorised as being in either the 10% or 20% most deprived SOAs in the country. The area has experienced both employment and business base growth in the period since 2005, and as a result, the area is now home to 41,000 jobs and 3,200 businesses. Reflecting the area’s proximity to the City, Professional and Financial services is the leading employment sector, accounting for nearly half of all jobs. Whitechapel

Population

Claimant Count

Employment

Business Base


35,400 0.4%

7.3% (2009) 0.9 % points (05‐09)

41,200 6.2%

3,200 10.5%

Vision – Delivered through close cooperation between partners, the Whitechapel Masterplan will help to develop Whitechapel as a successful economic hub centred around a historic, distinctive and vibrant high street. Whilst retaining its existing cultural and local service provision strengths, the area will maximise the benefit gained from Crossrail and the eastward expansion of the City, along with other important investments such as the Royal Hospital Expansion, the new East London Line and the nearby 2012 Olympics. Allied with new housing and office development and improved public realm, significantly improved transport and interchange access will help to improve levels of social inclusion for local residents, including those currently residing in some of the UK’s most deprived communities. Levels of social inclusion will also have been impacted in a positive way by the provision of targeted training which increases the ability of young residents to access new employment opportunities. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐

Target the high levels of relative deprivation and social exclusion found throughout the area through the provision of outreach, training and employment brokerage which aims to improve levels of engagement with local employment opportunities


Provide capacity building style support for existing business and where possible encourage local businesses to build supply chain linkages with businesses in the City of London Whilst encouraging new business investment to the area, take steps to ensure that existing businesses which serve local communities and contribute to the areas distinctive character are not ‘crowded out’ by increasing costs of locating in Whitechapel

Place Making and Identity: ‐ ‐ ‐ ‐

Support Crossrail and LBTH in ensuring that related development in the area enhances the areas unique and distinct identity At an appropriate juncture, support partners in developing a new brand, identity and marketing strategy for Whitechapel Support LB Tower Hamlets in links between the Aldgate and Whitechapel Masterplans developing a more cohesive single area Support development of improved routes of access between surrounding deprived residential areas

Page 47


with effective signage and promotion of associated opportunity. Work closely with the London Borough of Tower Hamlets, Crossrail and TfL to support the implementation of the Whitechapel Masterplan. ‐ Consider intervention at specific sites (e.g. Royal Mail and NHS sites) should potential for commercial development be realised – the potential for market testing, Promoting London: ‐ Support the development of Whitechapel’s unique brand as a visitor and business location. ‐

Canary Wharf 5.39

5.40

Baseline Position – The London Plan identifies the Isle of Dogs as an Opportunity Area. Whilst the hinterland around Canary Wharf station is home to around 60,800 people, the area is extremely mixed – the commercial and mixed‐use activity of Canary Wharf contrasting significantly with far less favourable socio‐economic characteristics in the neighbouring Poplar area. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan highlighted the issues of low skills and high unemployment in the latter area. In 2009, the claimant count rate for the area as a whole was relatively high at 6.1%. The local area is characterised by severe levels of relative deprivation, with numerous SOAs being categorised in the 10% most deprived SOAs in the country. The area is a major centre for employment, with around 115,700 jobs – 71% of which are in the Professional and Financial services sector. In recent years the area has also seen strong employment and business base growth of 24% (the highest proportional increase on the route, resulting in 22,700 jobs in total) and 11% respectively. As would be expected, Canary Wharf is dominated by office and retail floorspace. Other areas in the Isle of Docks and Poplar are characterised by high density residential housing, local shops and industrial sites. Canary Wharf

Population

Claimant Count

Employment

Business Base


60,766 11.6%

6.1% (2009) 1.4 % points (05‐09)

115,700 24.4%

3,700 17.8%

Vision – Canary Wharf will maintain and enhance its position as a globally important financial district. Improved accessibility will have proved a major catalyst for the provision of further commercial and residential capacity. Focus will also have been placed on ensuring that the area around Canary Wharf provides a stronger local service function for neighbouring residential areas. Allied to this, improved physical and economic connections between the commercial heart of Canary Wharf and neighbouring residential areas – particularly those containing the most severe concentrations of deprivation – will have made a significant and positive impact on levels of social inclusion. Nature of Potential LDA Intervention: There is very little scope for supply side intervention at Canary Wharf. That said, the LDA should identify opportunities to support partners (in particular Canary Wharf Group) in creating more opportunities to support local economic growth across the Crossrail line. Skills, Training, Employment and Inclusion: ‐ Support the evolving intervention to offer local residents opportunities at Canary Wharf (e.g. The Financial Service Academy). Encouraging Business: ‐ Ensure that policy is in place to support small businesses in more marginal areas, with particular emphasis on ensuring strong local service provision for residents in Poplar and Isle of Dogs Place and Identity:

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‐ Support LB Tower Hamlets in delivering the Aspen Way Masterplan to maximise routes of access between the surrounding residential areas to Canary Wharf and the station Promoting London / Skills, Training, Employment and Inclusion: ‐ Ensure that policy is targeted at reinforcing the position of Canary Wharf as a global centre for financial and business services, in particular ensuring that the area continues to develop as a major and sustainable provider of employment.

London Borough of Newham 5.41

The London Borough of Newham currently performs poorly in relation to a range of socio‐ economic indicators. Levels of economic activity, skills and earnings are on average low, whilst unemployment is high. The local economy has lost employment and business in recent years. Overall levels of relative deprivation in Newham are amongst the highest seen nationwide, with severe concentrations of deprivation found at locations throughout the Borough. Crossrail will serve five stations in Newham – Maryland, Forest Gate, Manor Park, Stratford and Custom House. The former three of these stations serve predominantly residential areas. Custom House station serves the Royal Docks area which is home to mixed residential and commercial development, whilst Stratford, and to a lesser extent Maryland stations serve the existing town centre, with the former soon to be integrated with the developments at the 2012 Olympic Park and Stratford City. The Crossrail Economic Impact work undertaken by Colin Buchanan identified Newham as the borough that will see the most significant annual benefit (£100m) from Crossrail. Summary of Socio‐Economic Performance – Newham


Labour Market

Population

249,500

‐0.1%


65.6%

5.0% points


11.5%

1.7% points


6.2%

1.6 % points


20.1%

n/a


24.6%

n/a


£491.8

8.4%


Average Workplace Based Earnings , gross per week £588.8 Rank out of 354 English LA's; 1 =‐most deprived 6


19.3% n/a n/a ‐2.8% ‐7.4% ‐2.3% points

Stratford 5.42

Baseline Position – Stratford is an established major town centre identified in the London Plan as an Opportunity Area. Home to around 25,000 residents, the area around the station is not very densely populated due to the predominance of brownfield land (now being developed as part of the Olympic and Stratford City developments). In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported a large non‐white population, relatively low levels of skills and economic activity and high unemployment. At 7.7%, the claimant count rate remains one of the highest along the route, having increased by 2.1% points since 2005. Like Whitechapel, the local area also of the most deprived along the route – the majority of local SOAs are categorised as being

Page 49


in either the 10% or 20% most deprived SOAs in the country. The area has experienced both employment decline (‐1,400 jobs) and business base decline since 2005. Over 60% of the remaining 16,900 jobs are accounted for by the Professional and Financial sector (32% of jobs) and the Public Administration, Education and Health sector (31% of jobs).

5.43

Stratford

Population

Claimant Count

Employment

Business Base


24,937 ‐2.2%

7.7% (2009) 2.1 % points (05‐09)

16,900 ‐7.7%

1,100 ‐3.7%

Vision – The scale of planned investment and development in Stratford will transform the location. Building upon the development associated with the 2012 London Olympics and Stratford City, Stratford town centre will be a highly accessible and attractive employment and residential centre. Stratford will provide a high quality and niche retail experience which successfully integrates both existing and new parts of the town centre and which is utilised by both existing residents and visitors from across the region. Existing residents will benefit from strengthened local service provision and improved routes of access to local employment opportunities. Providing a suitable mix of good quality and affordable housing, Stratford will also become a location of choice for new residents, whether working in the town centre or looking for a swift commute to central London. Nature of Potential LDA Intervention: Given the scale of existing public sector investment in Stratford. There is very little scope for further intervention at Stratford. Encouraging Business: ‐

Making sure that capacity building support is available for local businesses, helping them to take advantage of new supply chain opportunities associated with the Olympic Park and Stratford City developments

Creating Better Places: ‐ ‐

Support LB Newham in the implementation of the AAP for Stratford ‘Old Town’. Support Crossrail, LB Newham and Westfield in ensuring that the station is fully incorporated within the wider Stratford development.

Maryland 5.44

5.45

Baseline Position – Located in close proximity to Stratford, Maryland is home to a population of around 40,000. The area is characterised by severe pockets of relative deprivation, with numerous SOA’s categorised as being in either the 10% or 20% most deprived SOAs in the country. The local claimant count rate is high at 7.4% and has increased by 2.1 percentage points since 2005. The area holds around 18,700 jobs and 1,500 businesses. However, employment has fallen by 9.2% since 2005 (‐1,900 jobs). The Public Administration, Health and Education sector accounts for around 35% of all jobs. Maryland

Population

Claimant Count

Employment

Business Base


40,000 ‐0.5%

7.4% (2009) 2.1 % points (05‐09)

18,700 ‐9.2%

1,500 1.8%

Vision – Whilst serving a predominantly residential area, Maryland station will also serve the large developments to the north east of Stratford town centre. Emphasis will have been placed on ensuring that physical linkages between Stratford town centre and Maryland station are maximised, for the benefit of both local residents and visitors alike. Particular focus will have been

Page 50


placed on helping local residents living in the most deprived communities to access new employment opportunities and on improving overall levels of social inclusion. Nature of Potential LDA Intervention: It is assumed that over the next 10 years Maryland will effectively become part of part of Stratford town centre there is very little scope for additional intervention. Encouraging Business: ‐

Ensure that provision is in place to help local businesses build capacity and, where possible, develop supply chain linkages with Stratford City and the Olympic Park as well as other economic nodes along the Crossrail route.


Support LB of Newham and LB Waltham Forest in the implementation of key elements of the Northern Olympic Fringe Masterplan Support Crossrail in ensuring that strategically, the Crossrail intervention is fully incorporated within the wider Stratford City and Olympics Park developments

Forest Gate 5.46

5.47

Baseline Position – Forest Gate, a residential area with associated local retail and services; it is identified as a District Centre in the London Plan. The local area has a population of around 40,500. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that demographically, the area was very ethnically mixed, and that there were low levels of skill and economic activity and a high rate of unemployment. The claimant count rate has increased by 1.6% points since 2005 and now stands at 6.3%. Like Maryland, the area is characterised by severe pockets of relative deprivation, with numerous SOA’s categorised as being in either the 10% or 20% most deprived SOAs in the country (particularly to the south of the station). The area has experienced strong employment and business base growth in recent years. The total number of jobs has increased by 600 to 7,200. Public Administration, Education and Health is the leading employment sector in the area. Forest Park

Population

Claimant Count

Employment

Business Base


40,500 2.1%

6.3% (2009) 1.6 % points (05‐09)

7,200 9.1%

1,000 12.9%

Vision – Crossrail will help to ensure that the area around Forest Gate becomes a more effective residential and local service location. The area will benefit from an improved mix of affordable residential accommodation, suitable for and attractive to a wider demography (including families). Improved connectivity and public realm between local communities and the station (and hence beyond) will have a positive impact on levels of social inclusion, especially for those residing in areas of relative deprivation. The town centre itself will benefit from increased usage and will respond with an improved local convenience offer. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that training provision is made available to local residents to help them access employment opportunities in nearby Stratford, Canary Wharf and in the Central Activity Zone Encouraging Business: ‐ Build capacity of local businesses to participate in the opportunity beyond 2017

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‐ Ensure that future policy supports the development of high quality retail and service offer which supports the local residential communities and benefits from increased footfall on station approaches. Place Making and Identity: ‐ Ensure that routes of access between the station, the town centre and local residential neighbourhoods are maximised for the benefit of local residents ‐ Identify opportunities to support LB Newham in the deliverability of SPG for the area, particularly in terms of supporting the viability of family housing with within the Forest Green hinterland.

Manor Park 5.48

5.49

Baseline Position – Manor Park is a residential area with a population of around 23,400. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that the population in the area was relatively young and that there was a very large Asian community. Unemployment was relatively high and the economic activity rate was low. Since 2005, the claimant count has shown only a relatively small increase, but significantly remains above the London average at 5.3%. Like Forest Gate, the area to the south of the station is characterised by severe pockets of relative deprivation. Since 2005, the area has experienced declines in both its employment (‐29.2%; ‐1,100 jobs) and business base (‐2.6%) – both amongst the highest proportional declines along the route. Employment is the lowest along the route, now totalling 2,600. Over 40% of these jobs are in the Public Administration, Health and Education sector. Manor Park

Population

Claimant Count

Employment

Business Base


23,400 0.6%

5.3% (2009) 0.9 % points (05‐09)

2,638 ‐29.2%

500 ‐2.6%

Vision – Manor Park will retain its position as a residential and local service location. Whilst there will not be significant station alterations, Crossrail will significantly improve access to and from the area, providing swift access to the nearby employment centres of Ilford and Stratford and improved access to central London beyond. Particular focus will have been placed on ensuring that access between Manor Park station and local communities – particularly those containing the most severe concentrations of relative deprivation – are maximised. The local convenience retail offer will benefit from increased usage allied with proximity to the station. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that training provision is made available to local residents to help them access employment opportunities in nearby Stratford and Ilford and in the Central Activity Zone Encouraging Business: ‐ Ensure that support is in place which helps local businesses build capacity and take advantage of the opportunity post 2017 Creating Better Places ‐ Ensure that local routes between Manor Park station and neighbouring residential areas are easily accessed and encourage increased use by all ‐ Work with LB Newham to support the development of a more mixed residential offer in the station hinterland.

Custom House 5.50

Baseline Position – The Royal Docks area is identified in the London Plan as an Opportunity Area

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and is characterised by the clearance of former port‐related industrial sites leaving significant land for development, the majority of which is in LDA ownership. The area around the station has a population of around 29,600. The local area is characterised by severe levels of relative deprivation, with numerous SOAs being categorised in the 10% most deprived SOAs in the country. Whilst economic activity rates were average in 2005, unemployment was high. Since 2005, the claimant count unemployment rate has increased by 2 percentage points to 6.9% ‐ a rate which is much higher than the London average. During the same time period employment has increased (at a slower rate to the London average) to 8,600. The main two sectors for employment are Distribution, Hotels and Restaurants (23% of jobs) and Public Administration, Health and Education (22% of jobs). Recent years have also seen the local business base grow by around a third.

5.51

Custom House

Population

Claimant Count

Employment

Business Base


29,600 ‐3.5%

6.9% (2009) 2.0 % points (05‐09)

8,600 2.4%

1,000 32.9%

Vision – The area around Custom House will benefit significantly from improved connectivity proving the catalyst for transformational development. The station hinterland will benefit from new commercial development, which exploits the emerging demand for new flexible forms of working. Crossrail will help to consolidate demand for private housing development in the Royal Victoria Dock area and additional demand will be met with the provision of a mix of high quality, aspirational and affordable residential units. Crossrail will provide the stimulus to significantly improve the linkages between Custom House and the more deprived residential areas to the south of the station such as North Woolwich. Improvement in viability as a result of Crossrail will support the diversification of the Royal Docks economy, leading to new employment in more knowledge intensive industries. Availability of land and specific emerging market interest will make the Royal Docks a location which is likely to see some of the most significant (quantum) development leading up to 2017. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Offer targeted training to young people (particularly in North Woolwich and Custom House) to ensure they have the ‘London Skills Set’ in advance of 2017 Encouraging Business: ‐ Identify potential for the development of hotel + workspace development in the station hinterland. Creating Better Places: ‐ Support Crossrail and LB Newham in developing suitable masterplan for Custom House. Identify the potential of commercial development at this location. ‐ Support the development of appropriate dock crossings, linking residential communities to the south of the Docks with the station ‐ Facilitate improved linkages to residential areas such as North Woolwich to the south of the station ‐ Re‐investigate the feasibility of power line removal in the vicinity of the station. ‐ Work with LB Newham and local stakeholders to develop an appropriate identify, brand and marketing strategy for the area ‐ Continue to work with local partners to address current issues that have stalled development in the south‐west of the docks ‐ Continue to play an active role in the development of the Royal Docks Development Framework.

Page 53


London Borough of Greenwich 5.52

Like many borough LB Greenwich is characterised by a population which has a polarised socio‐ economic profile. Statistically Greenwich’s labour market is under performing, with the earnings of residents remaining relatively high, whilst skill levels , economic activity and self employment are low. Levels of relative deprivation in Greenwich are high, with particularly severe concentrations of deprivation in the Woolwich and Abbey Wood areas. These areas are also the two locations to be served by Crossrail in Greenwich.

5.53

Greenwich has significant assets (Maritime Greenwich, Royal Arsenal, O2 etc) which differentiate it as a location. The area will become a Royal Borough in 2012 as well as being an Olympic Host Borough. Summary of Socio‐Economic Performance – Greenwich


Labour Market

Population

222,900

0.6%


72.1%

0% points


7.2%

‐1.3% points


4.9%

0.9 % points


11.7%

n/a


36.6%

n/a





21.1% 3.0% n/a n/a 3.7% 10.1% ‐0.5% points

Woolwich 5.54

5.55

Baseline Position – The area around Woolwich station has a population of around 44,400 people. The area has a high claimant count rate (6.8%), although the rate has shown a relatively small increase since 2005 (0.6%). The local area is characterised by severe levels of relative deprivation, with several SOAs being categorised in the 10% most deprived SOAs in the country. Whilst there are around 18,500 jobs in the local area, over half of these are in the Public Administration, Education and Health sector. Employment has fallen by 6.6% (1,300 jobs in recent years). However, the area has performed better in terms of business – the business base has grown by 11.8% since 2005. The DLR extension to Woolwich has improved links to Canary Wharf and Central London and has recorded 5m passengers in its first year. There has also been significant strategic and development interest in Woolwich over the last decade, the most significant manifestation of this being the ongoing development of the Royal Arsenal site. Woolwich

Population

Claimant Count

Employment

Business Base


44,400 2.0%

6.8% (2009) 0.6 % points (05‐09)

18,500 ‐6.6%

1,500 11.8%

Vision – Like Abbey Wood, Crossrail fundamentally changes Woolwich’s position within London’s economic geography. LB Greenwich has already invested significant resources developing a

Page 54


regeneration case for Woolwich. The town has (through the DLR extension), and will benefit from significantly improved public transport provision. The town centre will be more accessible, with travel by public transport more practical and with less pressure on roads and parking. These transport improvements will have a revitalising effect on Woolwich town centre, increasing footfall and providing the catalyst for new retail and commercial development to take place. The revitalised town centre will grow into one of London’s most significant residential (and subsequently commercial) locations. This will create significant business and employment opportunities, which should be used as a catalyst for the economic engagement of residents living in the area’s most deprived communities. The revitalisation of the area will be enhanced by new residential development in Woolwich town centre and the North Charlton Opportunity Area, which offers a suitable mix of good quality and affordable housing. The Regeneration Case estimates that Crossrail will support the delivery of 500 addition residential units, 4,700 sqm of retail space and 2,300 of new office development. The report also suggested that an addition 2,100 jobs will be attributable to the development of a Crossrail station at Woolwich. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that local residents in areas of high deprivation are provided with access to training targeted at helping them to take advantage of new employment opportunities Encouraging Business: ‐ Ensure policy targets high quality retail and local service provision which supports local residential growth ‐ Support growth in cultural industries to meet the needs of a growing population using the town centre. Scope the potential of developing new cultural infrastructure within the town centre. Creating Better Places: ‐ Work with LB Greenwich and local stakeholders to develop an appropriate identify, brand and marketing strategy for the area which reflects its future growth as residential area with and enhanced retail, service and leisure offer ‐ Support TfL, Crossrail and LB Greenwich in ensuring strong routes of access between local residential neighbourhoods and the Woolwich Crossrail station ‐ LDA and DfL to continue to play a lead role coordinate and facilitate improvements in the public realm in Woolwich town centre through the Mayor’s Great Spaces. ‐ LDA to provide resource to deliver co‐ordination role in realising the significant residential development in the existing urban area and in the North Charlton Opportunity area.

Abbey Wood16 5.56

16

Baseline Position – Abbey Wood is predominately a residential area, the wards surrounding the station home to around 52,300 residents. In 2005, whilst rates of economic activity were reasonably high, the area was characterised by low levels of qualifications and pockets of high unemployment. Since 2005 the claimant count rate has increased by 2.2 % points and claimant count unemployment now stands at 5.3%. The local area is characterised by severe levels of relative deprivation, particularly to the west of the station. Abbey Wood has experienced strong business growth in recent years, but employment has fallen by around 5.8% (600 jobs). The area

Note – The Abbey Wood station hinterland includes wards in the London Borough of Bexley (in additional to the London Borough of Greenwich).

Page 55


now contains fewer than 10,000 jobs, with the main industrial sector being Public Administration, Education and Health (35% of jobs).

5.57

Abbey Wood

Population

Claimant Count

Employment

Business Base


52,300 2.4%

5.3% 1.4 % points (05‐09)

9,700 ‐5.8%

1,000 19.8%

Vision – Abbey Wood will be almost 40 minutes closer to central London as a result of Crossrail, this has the potential to lead significant change in the area over the next 3 decades. Thamesmead and Abbey Wood will accommodate significant new residential capacity in coming years. Helped in part by enhanced accessibility as a result of Crossrail, the area will become a residential location of choice, which provides affordable and good quality housing in integrated communities. Improved connectivity between local residential areas and Abbey Wood station will ensure that residents, especially those currently living in relative deprivation, are well served by local services and community facilities and have strong linkages to economic opportunities. The Belvedere industrial estate will remain an important local employer which will become significantly ‘closer’ to London as a result of the opening of Crossrail. This will provide an opportunity to diversify the economic base of the area and the offer to businesses locating there. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that local resident in areas of high deprivation are provided with access to training which is targeted at providing the skills that will enable them to participate in opportunities at Woolwich, Canary Wharf, Stratford and the CAZ. Encouraging Business: ‐ Ensure that future residential development is supported in policy terms by high quality retail and local services provision, particularly in the vicinity of the station. ‐ Support LB Bexley in the evolution of the Belvedere Industrial estate to ensure that it is able to capitalise upon Crossrail benefits. Creating Better Places: ‐ Work with Crossrail, LB Bexley and TfL to improve physical and transport linkages between Abbey Wood station and the relatively deprived residential areas with proximity to the station (in particularly Thamesmead)

London Borough of Redbridge 5.58

Home to over a quarter of a million residents, the London Borough of Redbridge has a diverse set of labour market characteristics. Whilst levels of economic activity and skills are relatively low, rates of unemployment are also low, self employment is high and the average earnings of residents are also high. Whilst Redbridge contains several pockets of relative deprivation, the overall severity and prevalence of relative deprivation is lower than in neighbouring Boroughs such as Newham and Barking and Dagenham. Four Crossrail stations will serve the London Borough of Redbridge. Three of these – Seven Kings, Goodmayes and Chadwell Heath – serve predominantly residential areas. The fourth station serves Ilford – one of London’s Metropolitan Centres as defined in the London Plan. Summary of Socio‐Economic Performance – Redbridge


Labour Market

257,600

Population

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3.4%




73.0%

‐3.3% points


6.7%

1.6% points


4.3%

1.6 % points


13.1%

n/a


36.1%

n/a




14.1% 19.0% n/a n/a ‐1.7% 9.8% 4.1% points

Ilford17 5.59

Baseline Position – Ilford town centre is one of the largest retail centres in east London and is identified in the London Plan as an Opportunity Area. The town centre is currently blighted by a poor urban environment and congestion. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that Ilford was a densely populated area with a diverse ethnic makeup. The area was characterised by relatively low skills, a low economic activity rate and high unemployment. Although the claimant count has increased at a rate similar to the London average since 2005, the rate is relatively high at 5.6%. The areas around and to the west of the station are characterised by severe pockets of relative deprivation. Employment in the area now totals 23,100, having increased by 14% since 2005 (+2,800 jobs). The main sectors of employment are Public Administration, Education and Health (26% of jobs), Transport and Communications (24% of jobs) and Distribution, Hotels and Restaurants (21% of jobs). A large proportion of local commercial floor space is in retail use.

5.60

The Crossrail Tunnelling and Underground Construction Academy will be located close to Ilford station adjacent to the Aldersbrook Sidings. The Tunnelling Academy is expected to train around 3,000 people between now and 2015, providing the skills necessary for work in a variety of tunnelling roles, not just for Crossrail, but also LUL, Thames Water and other regional/national utilities.

5.61

17

Ilford

Population

Claimant Count

Employment

Business Base


55,168 3.8%

5.6% (2009) 1.0 % points (05‐09)

23,100 13.8%

1,900 6.7%

Vision – Crossrail will play a significant role in transforming Ilford. The town will accommodate significant new residential and retail development which reinforces the areas importance as a Metropolitan Centre for outer east London. The town centre itself will grow rapidly, meeting the local demand for and to bedroom properties. In line with this growth in a young professional population, the local offer will become more diverse and the local environment more becoming of a major residential location. Improved commuter connections and improved local retail, leisure and entertainment services will see Ilford acknowledged as one of East London’s more desirable

Note – The Ilford station hinterland includes wards in the London Borough of Newham (in additional to the London Borough of Redbridge).

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residential locations. Significantly improved interchange facilities and physical linkages to existing residential neighbourhoods will ensure that the economic benefits and opportunities brought about by Crossrail are accessible to these communities. 5.62

The tunnelling academy will have had a quantifiable impact on skills and employment not only in Redbridge, but across East London. This will still be operational and sustainable long after Crossrail has opened and will be acknowledged as a leader in its field. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that residents of Ilford and the surrounding area have access to training and employment brokerage mechanisms which enable them to access opportunities within the CAZ and at Canary Wharf. ‐ Act as advocates for the Crossrail Tunnelling Academy, identifying possible future commercial partners as well as identifying pathways in and of the facility. Encouraging Business: ‐ Ensure that support is available to businesses which helps them to build capacity and take advantage of the opportunities to serve a significant increase in the residential population over the next 10 years. ‐ Ensure that policy supports the provision of a high quality retail and service offer which reinforces Ilford’s designation as a metropolitan centre as well as supporting some distinctiveness within the town centres offer. Creating Better Places: ‐ Support Crossrail and LB Redbridge in the implementation of the new masterplan for the town centre, including new public spaces, reinforcing the role of town centre beyond retail. ‐ Consider investment in relevant sites which are currently constraining development in the town centre.

Redbridge Crossrail Corridor 5.63

To date, Redbridge is the only borough to recognise the future impact of Crossrail within planning policy. The borough has recently developed the Crossrail Corridor AAP. This stretches from the East of Ilford to Chadwell Heath local centre. The objective of the strategy is to respond to the fact that the town centres of Seven Kings and Goodmayes are some of the most deprived in the borough. The area contains several large former industrial and commercial sites that have remained vacant or are under‐utilised and do not realise their potential. The area also suffers from several other constraints including heavy traffic congestion at most times of day, noise from rail operations, open space deficiency and in some areas a poor quality local environment. The AAP provides a framework to facilitate improvements to the overall character and quality of the area and to influence the type of place that the High Road will become over the next 2 decades.

5.64

Each of the locations within the Redbridge Crossrail Corridor is dealt with in turn below.

Seven Kings 5.65

Baseline Position – Seven Kings is predominantly a residential area, with a population of 52,700. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that the area had a large non‐white population and that rates of economic activity and unemployment were similar to the London average. Since 2005, the claimant count rate has increased by 1.6% points and now stands slightly above the London average at 4.9%. During the same time period, the local economy has performed relatively well, with strong increases in the employment base (+20.4%; +4,300 jobs) and business base (+7.7%). The main employment sector is Public Administration,

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Education and Health (38%). A large proportion of the commercial floor space is retail related. 5.66

5.67

The Ilford Rail Depot is located within the hinterland of Seven Kings stations, providing some employment specialisms relevant to Crossrail. There is a desire amongst local stakeholders to ensure that Ilford depot plays some role in the operation of Crossrail. Seven Kings

Population

Claimant Count

Employment

Business Base


52,700 5.1%

4.9% (2009) 1.6 % points (05‐09)

25,400 20.4%

2,000 7.7%

Vision – Crossrail will play a role in helping to ensure that the area around Seven Kings remains an effective residential and local service location. Focus will be placed on ensuring that access to the station is maximised for local residents, providing improved connectivity to important employment and retail centres such as Romford, Ilford, Stratford and central London. Improved footfall and usage will help the area immediately around the station to provide an improved local convenience service offer. Should Ilford Depot be used in the maintenance and operation of Crossrail, this will reinforce the sector strength within the station hinterland and surrounding area. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐

Work with LB Redbridge and Crossrail to ensure the mechanisms are in place to ensure that residents within the station hinterland are given the opportunity to participate in any future employment opportunities at Ilford Depot.


Support partners in developing interventions that build the capacity of local businesses to participate in the opportunity beyond 2017. Ensure that policy supports the provision of a high quality local retail and service offer which supports surrounding residential neighbourhoods


Ensure appropriate routing and signage and linkage to facilitate ease of access between the station and local residential areas Provision of senior representation in steering groups related to the Crossrail Corridor AAP

Goodmayes 5.68

Baseline Position – The wards surrounding Goodmayes station have a population of around 36,900. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that there was a large non‐white population and that there were relatively average levels of economic activity & unemployment. The claimant count rate now stands above the London average at 5.5%, having increased by 2.1 percentage points since 2005. The local area contains around 7,200 jobs, approximately half of which are in the broad Public Administration, Education and Health sector. Since 2005, around 1,600 jobs (‐18.2%) have been lost whilst the rate of business base growth has been below regional average in recent years. Again, a large proportion of the local commercial floor space is retail related, with a large (underutilised) Tesco site adjacent to the station. Goodmayes

Population

Claimant Count

Employment

Business Base


36,900 4.3%

5.5% (2009) 2.1 % points (05‐09)

7,200 ‐18.2%

900 2.7%

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5.69

Vision – As with Seven Kings, the area around Goodmayes station will function more effectively as a residential and local service location. Ensuring that access between the station and local residential neighbourhoods is maximised, will allow the local population to gain full benefit from the significant transport improvements that Crossrail will bring. Residents will also benefit from an improved local service offer on the high street, as convenience and community facilities are buoyed by increased footfall and usage. The availability of development sites in the station hinterland will present opportunities to support commercial development and/or provide a broader residential mix within the area. Nature of Potential LDA Intervention: Encouraging Business: ‐ ‐

Build capacity of local businesses to participate in the opportunity beyond 2017 Ensure that policy supports the provision of a high quality local retail and service offer which supports surrounding residential neighbourhoods


Ensure appropriate routing and signage and linkage to facilitate ease of access between the station and local residential areas Provision of senior representation in steering groups related to the Crossrail Corridor AAP, monitoring in particular site availability in the Goodmayes area.

Chadwell Heath18 5.70

5.71

Baseline Position – the area around Chadwell Heath has a population of around 52,700. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that the area had a high economic activity rate. The claimant count rate has increased by 2.1 percentage points since 2005, and now stands at 5.2%. Whilst the local business base has grown by 10.5% since 2005, local employment has fallen by 11.7% (‐1,300 jobs). Employment now totals 9,800 with Public Administration, Health and Education (35% of jobs) and Distribution, Hotels and Restaurants (28% of jobs) the two main employment sectors. Chadwell Heath

Population

Claimant Count

Employment

Business Base


52,700 3.8%

5.2% (2009) 2.1 % points (05‐09)

9,800 ‐11.7%

1,300 10.5%

Vision – Similarly to Goodmayes, Chadwell Heath will remain an effective residential and local service location. Focus will be placed on ensuring access between the station, the High Street and local residential neighbourhoods is maximised. This will ensure that local residents are able to take advantage of the improved connectivity that Crossrail will bring. The local retail pitch will also be well positioned to benefit from increased usage and footfall. Nature of Potential LDA Intervention: Encouraging Business: ‐ Build capacity of local businesses to participate in the opportunity beyond 2017 ‐ Ensure that policy supports the provision of a high quality local retail and service offer which supports the surrounding residential neighbourhoods

18

Note – The Chadwell Heath station hinterland includes wards in the London Borough of Barking and Dagenham (in additional to the London Borough of Redbridge).

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Place and Infrastructure: ‐ Ensure appropriate routing and signage and linkage to facilitate ease of access between the station and local residential areas ‐ Provision of senior representation in steering groups related to the Crossrail Corridor AAP

London Borough of Havering 5.72

An outer London Borough, Havering has a strongly performing labour market with relatively low levels of unemployment and high rates of economic activity. Whilst the Borough contains several small pockets of relative deprivation, overall levels of deprivation are among the lowest along the Crossrail route. Two of Havering’s three Crossrail Stations serve predominantly residential areas. The third station, Romford, serves one of London’s eleven Metropolitan Centres. Summary of Socio‐Economic Performance – Havering


Labour Market

Population

230,100

1.7%


83.5%

4.3% point


6.7%

3.2% point


3.6%

1.8 % points


15.0%

n/a


19.9%

n/a





7.2% 10.4% n/a n/a ‐7.1% 6.5% ‐2.3% point

Romford 5.73

5.74

Baseline Position – Home to around 28,200 residents, Romford is an important office and retail centre for north‐east London and Essex. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that the area had a very high economic activity rate and an evenly balanced age distribution. An above average increase of 2.2 percentage points since 2005 (one of the highest increases on the route) means that the claimant count rate is now similar to the London average at 4.4%. The area immediately around the station is characterised by relative deprivation. Employment in the area totals 27,200, whilst there are around 1,800 businesses. Employment is distributed between three broad sectors – Distribution, Hotels and Restaurants (30% of jobs), Public Administration, Education and Health (27% of jobs) and Professional and Financial Services (25% of jobs). The number of jobs in the area has fallen by 5% since 2005 (‐1,400 jobs). A relatively high proportion of commercial floor space in the area is dedicated to retail and Romford receives a significant number of evening visitors from both other parts of London and Essex. Romford

Population

Claimant Count

Employment

Business Base


28,166 5.0%

4.4% (2009) 2.2 % points (05‐09)

27,200 ‐4.9%

1,800 0.1%

Vision – Crossrail will help Romford to reinforce its position as an important employment and

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commercial Metropolitan Centre in North East London. Benefitting from improved linkages to locations throughout London and strengthening its position as the gateway to Essex, the town centre will be well positioned to strengthen its commercial and residential offer, attracting new investors and residents to the area. Efforts will be made to ensure that local residents – especially those living in areas of relative deprivation – are able to access the social and economic benefits that Crossrail will act as the catalyst for. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐

Ensure that local residents – especially those living in relatively deprived communities – have access to suitable training which helps them to access Crossrail related economic opportunities in Romford

Encouraging Business: ‐ ‐ ‐

Build capacity of local businesses to participate in the opportunity beyond 2017 Monitor commercial interest in Romford and where necessary, support LB Havering in developing a more future facing commercial offer. Ensure that policy supports the provision of a high quality retail and service offer which reinforces Romford’s position as a metropolitan centre

Creating Better Places: ‐ ‐ ‐ ‐

Support Crossrail and LB Havering in the implementation of the station masterplan, in particular supporting the improvement of public realm within the area. Work closely with TfL, Crossrail and LB Havering to ensure that effective interchange at the station is enabled Ensure routes of access between the station and local residential areas are maximised Support LB Havering in developing a more effective and balanced evening offer within the town

Gidea Park 5.75

5.76

Baseline Position – Gidea Park has a population of 9,000. In 2005, The Crossrail Economic Impact work undertaken by Colin Buchanan reported that an average proportion of the population had no qualifications but that there was a below average proportion of degree qualified residents. The claimant count rate now stands at 3.9%, having increased by 2 percentage points since 2005. Levels of relative deprivation are amongst the lowest along the route. The area contains around 20,300 jobs19 although this represents a decline of 14% since 2005 (3,200 jobs) – the largest decline in absolute terms along the route. The main industries of employment are Distribution, Hotels and Restaurants (36% of jobs) and Professional and Financial services (30%). Gidea Park

Population

Claimant Count

Employment

Business Base


26,810 4.6%

3.9% (2009) 2.0 % points (05‐09)

20,300 ‐13.6%

1,700 2.3%

Vision – Crossrail will help sustain Gidea Park as an effective residential and local service location, with an emphasis on the delivery of new family housing for London. Local residents will benefit from improved connectivity to locations throughout London as a result of Crossrail, and efforts will be made to ensure that the accessibility to the station is maximised for local residents. Nature of Potential LDA Intervention:

19

It is important to note that the Gidea Park station hinterland encompasses part of Romford town centre

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Encouraging Business: ‐ Build capacity of local businesses to participate in the opportunity beyond 2017 ‐ Ensure that policy supports the provision of a high quality local retail and service offer which supports surrounding residential neighbourhoods Place and Infrastructure: ‐ Ensure routes of access between the station and local residential areas are maximised

Harold Wood 5.77

5.78

Baseline Position – Harold Wood has a population of around 12,400. The area has a claimant count rate of 3.5% – below the London average. As with Gidea Park, levels of relative deprivation are amongst the lowest along the route. There has been a large decline of employment of 27% since 2005 (‐2,100 jobs) and employment now stands at 5,800. A third of these jobs are in the Distribution, Hotels and Restaurants sector. With around 600 operations, the area has one of the smallest business bases along the Crossrail route. Despite relatively low levels of deprivations, the Harold Hill estate is located within the hinterland of Harold Wood station. The estate has relatively high levels of deprivation and a significant amount of housing which has been identified as being in need of modernisation. A large proportion of the local commercial floor space is dedicated to warehouses and factories; the majority of this is located in the Harold Hill industrial estate. Harold Wood

Population

Claimant Count

Employment

Business Base


12,400 ‐0.1%

3.5% (2009) 1.4 % points (05‐09)

5,800 ‐26.6%

600 3.9%

Vision – Like Gidea Park, Crossrail will help sustain Harold Wood as an effective residential and local service location. The current status of Harold Wood Industrial Park as a provider of local employment will be built upon and developed. Local residents and commuters will benefit from improved connectivity to locations throughout London as a result of Crossrail. Linkages will have been maximised between local residential neighbourhoods and the station. This is particularly true of the Harold Hill estate to the north of the station, which currently stands in relative physical isolation and contains concentrations of relative deprivation. Improved linkages will ensure that all local residents are able to take advantage of Crossrail related benefits from new employment opportunities to improved community and social facilities and services. Nature of Potential LDA Intervention: Skills, Training, Employment and Inclusion: ‐ Ensure that local residents living in area of relative deprivation such as Harold Hill have access to training which is targeted at helping them to benefit from Crossrail related economic opportunities ‐ Support proposals for a new learning zone in Harold Hill, identifying links to other LDA funded programmes Encouraging Business: ‐ Build capacity of local businesses to participate in the opportunity beyond 2017 ‐ Ensure that policy supports the provision of a high quality local retail and service offer which supports surrounding residential neighbourhoods Creating Better Places: ‐ Support LB Havering in delivering the recommendations of the ‘Harold Hill Ambitions’ report. ‐ Ensure routes of access between the station and local residential areas, particularly Harold Hill, are maximised

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6. Prioritisation of Locations 6.1

All geographies along the Crossrail route should be regarded as being important within the London context. To varying degrees, each location will see some positive impact as a result of Crossrail. This impact may ultimately impact upon the role that each individual location plays within the city. That said, the relative potential of certain locations, the proportionate influence that the public sector can excerpt and the availability of resources provides a rationale for undertaking an initial prioritisation of locations on the Crossrail route.

6.2

In line with previous discussions in relation to the nature of the LDA response, areas have been considered for prioritisation under 2 key themes:

6.3



The Deprivation and Inequality ‘Case’



The Market Opportunity ‘Case’

Using key statistics and consultation with regional and borough stakeholders, a ranking and short‐ listing process was undertaken. This is summarised below. Locations are effectively ranked (using a 1mile hinterland) according to the most relevant statistical indicators. These rankings have helped to shape the initial prioritisation.

The Deprivation and Inequality ‘Case’ 6.4

In line with the general strategy for maximising the regeneration benefit, it is important that the public sector intervenes in the areas when economic exclusion is highest and where the population is least well equipped to mobilise and participate within the Crossrail opportunity. As such, the first filter applied to generate a shortlist of locations relates to relative multiple deprivation and economic performance. The maps below compare locations according to the following statistics: 

Indices of Multiple Deprivation (2008)



Claimant Count (2009)



Change in Local Employment (2005‐2008)



Change in Local Business Base (2005‐2008)

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Proximity to areas of Deprivation 6.5

The map below illustrates the relationship between the Indices of Multiple Deprivation (IMD) and station hinterland. As may be expected this suggests the ‘deprivation’ opportunity is more prevalent in the east of London. That said, it is important not to disregard the fact that pockets of relative deprivation also exist around western and central locations.

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Relationship with Areas of High Unemployment 6.6

The map below illustrates the relationship between Crossrail locations and unemployment. Again the most significant concentrations of unemployment are in the east, but noticeable pockets persist in the west.

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Relationship with Change in Employment 6.7

Whilst the decline in employment in London is dispersed over a wider area, there are still noticeable concentrations of recent decline in east London, suggesting that the relative deprivation of these locations has been reinforced by the recession and again, suggesting a stronger case for intervention in these locations.

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Relationship with Change in size of Local Business Base 6.8

The map below shows the relative decline in the size of the business base at Crossrail locations. There are only a few examples of contraction (dark blue circles). Locations where the business base has grown but at a rate below the London average (light blue circles) are spread across the line.

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Addressing Deprivation and Inequality: Initial Short‐listing 6.9

The map below outlines an initial station short‐listing based on the deprivation case for intervention (these are listed in alphabetical order):

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The Market Opportunity ‘Case’ 6.10

Clearly, compared to more specific ‘deprivation’ objectives, identifying and responding to the broader market‐led regeneration opportunity is significantly more subjective and thus less identifiable through key statistics. That said, there are a number of new and existing sources of information that allow us to develop a rankings of location linked to the ‘supply‐side’ of the market opportunity, these are: 

Journey Time improvements as a result of Crossrail (2010)



Town Centre floorspace in station locations (2009)



Unimplemented planning permissions (residential and non‐residential (2009)



Retail turnover for comparison goods (2008)



Proximity to Brownfield sties (2010)



Proximity to Strategic Housing Land Availability (2010)

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Journey Time Improvements as a Result of Crossrail 6.11

The map below shows the predicted journey time improvement to central London (Farringdon) as a result of Crossrail

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Proximity to Brownfield Sites 6.12

The map below shows the proximity of Crossrail station to Brownfield sites available for development (although ranking excludes the Olympic site). Land availability is distributed across the line, with some concentration in inner east London boroughs and around Southall in the East.

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Relationship with London’s Significant Town Centres 6.13

The map bellow shows the increasing capacity and functionality of town centres along the Crossrail route. In line with the Mayor of London’s Town Centre Health check this is characterised by the quantum of floorspace at each centre.

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Relationship with Potential Development (within Town Centres) 6.14

The majority of hectares of unimplemented (residential and non‐residential planning permissions are focussed around Woolwich, Ilford and Canary Wharf, with a high presence also in Ealing Broadway.

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Relationship with Economic Performance of Town Centres 6.15

The map below illustrates the current performance of locations on the Crossrail line as retail locations (This uses £m of retail turnover as a measure of success). Again, this information was drawn from the Mayor of London’s Town Centre Health Check .

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Relationship with Strategic Land for Housing 6.16

Like Brownfield sites, strategic land for housing is spread across the route with some concentration in inner east London and in the area around Southall.

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Scope to Intervene 6.17

A key element of the LDA’s investment principles is the ability to deliver value for money and ensure that benefits outweigh costs. In some locations it is clear that the LDA and partners simply do not have the resources to intervene in a way that will lead to any meaningful stimulation of markets conditions.

6.18

To assist in shortlisting, Cyril Sweet has undertaken a brief review of the locations identified in the various ‘shortlists’ above, providing advice on opportunity and the proportionate impact of public sector funding. Station

Desirability as Business Location

Office Market Emp. markets Weakness Capacity

Potential Secondary Impacts

Proportionate impact?

Isle of Dogs

High

Yes



Large scale private sector money available

Very Low



Shortage of residential



Large scale public and private sector money available. Olympic legacy projects already delivering change



Increased residential prices



Limited appeal for commercial investors



Potential as a residential and local service centre/interchange






Easiest direction for next wave of City overspill.






Previously held back by poor connectivity.

No

High

Stratford (& Maryland)

Low

Yes

Yes

High

Woolwich

Low

No

Yes

Medium

Whitechapel High

No

Yes

High

Low

Medium

High

Custom House

Low

Part

Yes

High



Potential revival as a commercial centre

High

Heathrow

Medium

Yes

No

High



The ultimate cause of the current drift West in the office market

Low

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No

Yes

Medium



Less attractive location because of larger catchment area



Stalled development



Opportunity to deliver improved interchange

Hayes and Harlington

Low

High

Acton

Low

No

Yes (for offices)

High



Failed office location

High

Ilford

Low

No

Yes

Low



Improved commuter location

Medium

Southall

Low

No

Yes

Medium



Consolidation and growth of significant western centre

High



visitor destination

Abbey Wood Low

No

Yes

Medium




High

Forest Gate

No

Yes

Low




Medium



Potential long term gentrification

Low

Ealing Broadway

Low

Yes

No

High



Consolidation of significant western centre

Medium

Romford

Low

Part

Yes

Medium




Medium

Source: Cyril Sweet and Regeneris Consulting 2010

6.19

This analysis helps us undertake a further ‘sift’ of station locations to leave a final short list of stations for targeted intervention.

Supporting Market Opportunity: Initial Short‐listing 6.20

The map below outlines an initial station short‐listing based on the deprivation case for intervention (these are listed in alphabetical order):

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Index for Prioritisation 6.21

To facilitate the initial overall prioritisation of Crossrail hinterlands for intervention a model for comparison was created. This used a weighted

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index of the statistics outlined above along with the market commentary and proportional impact of intervention provided by Cyril Sweet PLC. The following chart is the output of this process. Clearly, there is a certain amount of subjectivity with this sort of methodology, it does however, provide an initial means of comparison which can be revisited as the Crossrail benefit becomes more evident. 80

‘Top 10’ Deprivation Case 70

Stratford

Isle of Dogs

Custom House

Woolwich

50 Ilford Tottenham Court RoadRomford

40

Ealing Broadway Whitechapel

Bond St

30

Southall

Chadwell Heath

West Ealing

20 West Drayton Manor Park

10

Harold Wood Seven Kings

‘Top 10’ Market Opportunity Case

Market Opportunity Case Scoring (Based on Ranking)

60

Forest Gate Abbey Wood

Hayes and Harlington Acton Hanwell Paddington

Maryand

Liverpool St Heathrow

Goodmayes Gidea Park

Faringdon

0 0

10

20

30

40

50

60

Deprivation Case Scoring (Based on Ranking) Key: Independent Market Assessment = Evidence of market failure and market weakness, some opportunity and interest and high proportionate impact (base on £15m investment) = Some evidence of market failure and market weakness, some opportunity and interest and medium proprotionate impact (base on £15m investment)

= Limited evidence of market failure and market weakness, some opportunity and interest and medium/low proprotionate impact (base on £15m investment) = Limited evidence of market failure and market weakness, some opportunity and interest and very low proprotionate impact (base on £15m investment)

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Initial Prioritisation of Crossrail Locations 6.22

Given that the case‐studies discussed previously suggest that full achievement of the regeneration impacts of Crossrail may not be realised for 10‐ 20 years it is suggested that any station shortlisted is reviewed and that the LDA and partners maintain a watching brief on all stations. However, based on the evidence, consultation and initial consideration of future scenarios the following prioritisation of station locations is recommended:

6.23

These are split into 2 priority groups one where the current opportunity relates to existing town centres and is driven by residential development and another where the opportunity is a more ‘multi‐faceted’ transformation.

Priority Level 2 Opportunity to support the market in significant residential development supported by improved town centres.

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Why this should not be definitive and ‘set in stone’ 6.24

It is suggested that any station shortlisting is reviewed and that the LDA and partners maintain a watching brief on all stations. Over the next 20 years, the political, economic and strategic drivers for London and its constituent locations will change significantly; this will prompt a change in the regeneration opportunities meaning that the programme of activity will need to adapt to drive the maximum benefit and added value for London.

6.25

The LDA needs to ensure that these changes are monitored and partners are able to respond appropriately to opportunities as they emerge. As such the prioritisation should be reviewed at regular intervals as the Crossrail line is delivered and where necessary, opportunities at other locations along the line should be pursued (see ‘Maintaining a Watching Brief’ in Section 8).

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7. Phasing and Targeting of Delivery 7.1

Realising the Regeneration benefits of Crossrail must be considered as a long term and iterative process. Partners must be prepared to adapt to economic and political changes at national, regional and local levels as well as emerging, unexpected consequences as the Crossrail line begins to take shape. As such, it is recommended that partners maintain a fluid approach to monitoring and intervening to achieve the opportunity.

7.2

Building upon the experience of other transport related programmes, it is possible to construct a framework that allows partners to consider when the best time for intervention is.

7.3

Although the most significant regeneration benefits of Crossrail will be felt over 10‐30 years, if the maximum number of residents and businesses are to benefit from Crossrail, then preparation of the regeneration opportunity needs to start as soon as possible. It will then be the responsibility of partners to steer resources and expertise toward activities that build the capacity of beneficiaries to respond.

7.4

With this in mind, a 3 stage approach to intervention is proposed to underpin intervention. This approach is outlined below, with reference given to the broad activity within each phase and the measures of success in each case. Crossrail Operational

2010 ‐ 2013

2013 ‐ 2017

2017 ‐ 2027

Co‐ordination and Planning

Enabling The Opportunity

Embedding and realising the opportunity

Activity Ensure that the regeneration benefit is acknowledged within the existing interventions and strategic decision making. As well as some new projects, identify specific market failures in relation to information and co‐ ordination on the Crossrail route . This stage will co‐ordinate existing LDA strategy and delivery to include Crossrail elements. This will include the ‘bending’ existing delivery (of the LDA offer) and promoting improved dialogue between LDA and boroughs. Setting‐up relevant monitoring and information systems to track benefits should be a key element of this period.

Activity Put the mechanisms in place to ensure that each station location and its residents are given the chance to participate in the opportunity created by Crossrail. Ultimately, this must support the development of the Crossrail infrastructure whilst also delivering more tailored delivery of employment and skills support. Clearly all design and planning work (in broader station hinterlands) should be completed in this period as should land assembly and general area improvement.

Measure of Success ‐Acknowledgement of improved partner relationships ‐Initial improvement in employment and business performance in key locations ‐Increase investor interest in key locations

Measure of Success ‐Increase in (the right) planning applications and development activity ‐Noticeable improvement in business performance ‐Improvement in skills and employability of residents within key locations ‐Increase in investor interest within station hinterlands

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Activity Monitoring of the achieved regeneration benefits ensuring that this becomes self‐sustaining. Intervene where other market failures are identified

Measure of Success ‐Crossrail opens ‐Increase in numbers of residents in key locations accessing jobs in London ‐Continued improvement in businesses performance within station hinterlands ‐Acknowledged transformation of priority locations ‐Broad mix of residential property delivered within station hinterlands.


7.5

This broad logic chain provides a structure that can be replicated and amended as the opportunity evolves. This, however, needs to be built around fundamentals of strong dialogue between partners, sound information, and the replication of success from elsewhere.

7.6

The remainder of this section outlines how this structure could be used to guide the interventions that will emanate from this strategy.

Thematic Change Processes 7.7

The response to the regeneration opportunity presented by Crossrail will be largely dependent upon partners being able to generate significant momentum and interest in key areas of delivery. The starting point for this will be ensuring that existing delivery supported by the LDA becomes more Crossrail focussed, using the development of the line (and subsequent activity) as a framework for action . With this in mind, phased models for delivery (in line with the LDA’s existing broad areas of intervention are outlined below:

Skills, Training, Employment and Inclusion 7.8

Of all of the areas for intervention, supporting London residents (particularly those in more deprived areas) to participate in the benefits occurring as a result of Crossrail, will probably be the most long term and intangible. This of course, presents a level of risk for public‐sector partners in intervening, particular in the context of 3 year funding regimes and 12 month employment outputs. Clearly, effective partnership arrangements will be required to ensure the ‘people’ benefits are maximised. An outline process for achieving this is illustrated below:

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Skills, Training, Employment and Inclusion: Fundamentals of Approach 7.9

In relation to supporting London residents in benefiting from Crossrail, stakeholders at a local and regional level have identified a number of fundamental issues which need to be considered as the response evolves. These are: 

In the short term, partners should support the implementation of Crossrail’s skills and employment strategy.



Funding for intervention in this area is likely to be limited. The response should build upon existing successful programmes delivered at a local level. Where possible, successful and relevant delivery should be supported and linked directly to Crossrail.



The Crossrail ‘brand’ will have increasing value in the lead‐up to 2017; and where possible, this should be used to increase involvement in relevant projects and programmes.



It is imperative to engage the ‘demand’ side. Partners need to be engaged at London’s key employment locations (City, Canary Wharf, Heathrow) to ensure benefits are realised. Existing networks (Central London Forward, Canary Wharf Group, etc) need to be engaged at an early stage.

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

Monitoring and information sharing will be critical: 

To ensure the benefits are maximised



To ensure the benefits are targeted where there is the most added value to be gleaned



To ensure that as commercial and agglomeration benefits at stations become apparent, these deliver benefits to local people.

Supporting Growth and Commercial Opportunity 7.10

Crossrail will change London as a business location; it will transform station hinterlands into viable business areas and will provide new opportunities for London’s existing business community. These changes will be a significant contributory factor in Crossrail achieving the added value that formed the original case for development. The critical challenge for public sector partners will be ensuring that as well as a significant quantum of business growth, Crossrail also contributes to an increase in the sustainability of this growth at a local and regional level. The business community itself will be a key partner in delivering this, making this component an iterative process built on strong partnerships and involvement. A process for achieving this is outlined in the diagram below:

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Supporting Growth and Commercial Opportunity: Fundamentals of Approach 7.11

Similarly to the ‘Skills, Training, Employment and Inclusion’ strand, in using the Crossrail opportunity to encourage business, there are a number of fundamental issues which need to be considered as the response evolves. These are: 

The scale of business benefit of agglomeration in station hinterlands is currently unclear.



In the vast majority of cases, business growth will be driven by medium sized companies (£2‐£5m turnover).



There needs to be recognition that businesses themselves will be a key conduit in realising both economic and regeneration benefits of Crossrail.



The recession has changed the opportunity to develop business space; there will be limited opportunities for speculative office development on station hinterland outside of the central area.



There are a number of business support programmes already in existence along the line. There is a desire that these are safeguarded, rather than new schemes set up.

Creating Better Places / Promoting London 7.12

‘Skills, Training, Employment and Inclusion’ and ‘Supporting Growth and Commercial Opportunity’ are fundamental elements of the strategy to maximise the regeneration benefits of Crossrail. It will, however, be the tangible physical and economic transformation of locations on the Crossrail line which will dictate whether partners have been successful in responding to the opportunity.

7.13

Maximising the regeneration benefits of Crossrail at key locations (in particular Custom House, Southall and Whitechapel) will be dependent upon partners establishing effective dialogue and shared objectives. Assuming that the transformation of Crossrail hinterlands mirrors that of other transport investments, real transformation and change will be a 20‐30 year process. The intervention of the public sector must be fluid and responsive to political and economic changes as well as the reprioritisation and impact of other factors on local conditions.

7.14

Rather that pursuing a ‘linear’ strategy for intervention which assumes a definitive end point, it is recommended that the response to the regeneration of Crossrail hinterlands is cyclical. This is illustrated below.

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Direct intervention

Monitoring impact

Reporting findings to stakeholders

Supporting & Supporting & coordinating

Planning appropriate interventions

7.15

The opportunity to create new economic identities or specific station hinterlands (as well as London as a whole) will, in some part, be dependent upon the constant reinvention of this cycle of interventions over the next 20 years. Coordination of specific elements of the regeneration opportunity will be a critical role for the LDA and partners.

7.16

In each of the three priority locations (Custom House, Southall and Whitechapel) and three priority‐two areas (Hayes and Harlington, Ilford and Woolwich), it is important that regional partners establish frequent and ongoing discussion with relevant stakeholders. It is also important that boroughs are supported in the collection of good evidence between members of the GLA family.

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Location Specific Intervention 7.17

Location specific interventions should be considered on their own merits and in relation to their local and regional impact. As outlined previously, there is no definitive set of interventions and these will need to be refined as relationships and objectives evolve.

7.18

The table below outlines the interventions identified within each of the priority locations as providing the potential to support the evolution of these areas:

Outline Interventions with Prioritised Locations Priority 1 ‐ Location of opportunity to secure significant transformational benefit as a result of Crossrail. Potential commercial and residential opportunities to develop nodes which add real value in a London context. Custom House

Southall

Whitechapel

2010 ‐2013

2010‐2013

2010‐2013



Continue to play an active role within the delivery of a new Development Framework for the Royal Docks







Support Crossrail and LB Newham in  developing suitable masterplan for Custom House. Identify the potential of a commercial centre ‘type’ of development at this location.

Target the high levels of relative deprivation and social exclusion found throughout the area through the provision of outreach, training and employment brokerage which aims to improve levels of engagement with local employment opportunities

 Provide significant staff resource to support the delivery of Southall Development Study (explore the feasibility of a delivery vehicle for the area)  Provide advocacy for the development of flexible, low cost business space within the Gas Works development

Provide capacity building style support for existing business and where possible encourage local businesses to build supply chain linkages with businesses in the City of London,



Re‐investigate the feasibility of power line removal in the vicinity of the station.



Support the development of an appropriate brand and identity for the area to lead future  investment activity



Revisit and address current issues that have stalled residential development in the south‐



Support the development and delivery of improved branding and marketing of the local area which builds upon Southall’s existing strengths

Support the implementation of the Southall Development Framework, in particular the development of new

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

Whilst encouraging new business investment to the area, take steps to ensure that existing businesses which serve local communities and contribute to the areas distinctive character are not ‘crowded out’ by increasing costs of locating in Whitechapel, Consider the potential to intervene at specific sites (e.g. Royal Mail site) should potential for commercial development be realised – potential for market testing,


housing on the Havelock Estate ( to the SE  of the station).

west of the docks 2013‐2017 







 Support the development of appropriate dock crossings, linking residential communities to the south of the Docks with the station Facilitate improved linkages to residential  areas such as North Woolwich to the south of the station Identify potential for the development of flexible workspace development in the vicinity of the station Offer targeted training to young people(particularly in North Woolwich and Custom House) to ensure they have the ‘London Skills Set’ in advance of 2017

Identify potential for environmental and public realm improvements along South Road Identify the potential for intervention on specific sites within and around South Road

2013‐2017 

Support the provision of targeted training for young people to ensure that they have the requisite skills set to access new employment opportunities, both locally and in the Central Activity Zone



Support development of improved routes of access between surrounding deprived residential areas with effective signage and promotion of associated opportunity.

2013‐2017 

Support the provision of targeted training for young people to ensure that they have  the requisite skills set to access new employment opportunities, both locally and in the Central Activity Zone  Support TfL and Crossrail in the development of improved interchanges at  Southall station and support the development of improved routes of access between the station and local residential  areas



Support the development of appropriate infrastructure on Brownfield (and potentially LDA owned sites)



Support the development of Whitechapel’s unique brand as a visitor and business location, potentially using HS 2012 as a basis for achieving this

Crossrail in the development of improved interchanges facilities at Southall station and support the development of improved routes of access between the station and local residential areas. Support Crossrail and LBTH in ensuring that related development in the area does not impact upon the areas unique and distinct identity Play and active participatory in the delivery of the Whitechapel Masterplan. Support the development of appropriate infrastructure on Brownfield (and potentially LDA owned sites)

Support the development of appropriate infrastructure on Brownfield (and potentially future LDA owned sites)

Priority 2 ‐ Opportunity to support the market in significant residential development supported by improved town centres. Hayes and Harlington 2010‐2013

Ilford

Woolwich

2010‐2013



Develop a more frequent dialogue with officers  at LB Hillingdon



Support LB Hillingdon is the purchase of the

2010‐2013

Identify opportunities for the LDA to play a more prominent role  in co‐ordinating regional partners in delivering the regeneration opportunity within Ilford

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Ensure that emerging spatial priorities work recognises the role of Woolwich in acting as the primary service centre for the North Charlton


small ‘triangle’ site in front of the station to support improved links to the town centre



Support LB Redbridge, Crossrail and TfL interchange team to ensure effective and attractive public realm in station environs



Support Crossrail in the masterplanning of station environs to ensure effective links between the station and the town centre



Work with LB Redbridge to investigate the feasibility of purchasing sites to support the potential station plaza development



Identify the feasibility of establishing appropriate organisation (e.g. BID) to increase involvement of local businesses in the regeneration of Hayes town centre





Support partners in improving access to and use of the Canal network



Work with LB Greenwich and local stakeholders to develop an appropriate brand for Woolwich, reflecting the opportunity and scale of future residential development.

Identify opportunities to establish links between LDA funded employment and training support and opportunities at Ilford depot and the Crossrail Tunnelling Academy



Continue to support the improvement of the public realm within Woolwich town centre as part of the Mayor’s Great Spaces Initiative.



Support LB Redbridge in developing a brand and identify got Ilford town centre





Support LB Redbridge in developing links with Canary Wharf group and City of London to identify opportunities for employment brokerage for local residents.

Support LB Greenwich aspirations to develop the capacity of the Creative and Cultural industries within the town. As part of this, consider supporting the development of flexible space within for companies within the town centre.

2013‐2017  



Support the improvement of public realm and shop frontages within Hayes town centre

Opportunity area.

2013‐2017

Work with LB Hillingdon and local stakeholders  to develop an appropriate brand for Hayes, reflecting its future improvement as a  residential location as well as proximity to Heathrow. Where possible ensure succession  arrangements are in place to support the ongoing delivery of the Heathrow Supply Chain initiative and the job brokerage schemes.

2013‐2017

Support LB Redbridge in developing greater variety within the cultural and evening offer in Ilford As residential development increases ensure that DfL continue to provide relevant advice on the improvement of public realm within the town centre Monitor the evolution of the residential development within Ilford town centre ensuring that the quantum and quality of development is appropriate for a high quality metropolitan centre.



Work with LB Greenwich and TfL to ensure that effective transport solutions exist to encourage local people (particularly within deprived areas on the edge of the town centre.



Ensure that LDA supported employment and training support targets individuals within Woolwich to participate more fully in London’s labour market once Crossrail is operational.

Maintaining a Watching Brief 7.19

As stated clearly previously, over the next 7‐20 years, there will be a number of developments and factors which may influence regeneration of Crossrail station hinterlands. There are Indeed, it is possible to make a coherent case for significant economic and regeneration benefits at the majority of station along the line. The six stations outlined above and in section 7 are those where the case is strongest now and where partners are placed to intervene. This will clearly change over time. As such, it is highly important that partners keep a watching brief over other areas along the line, maintaining a dialogue with relevant stakeholders as Crossrail is developed and, ultimately, becomes operational.

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7.20

Locations worthy of further monitoring and discussion include: 

Ealing Broadway is a major metropolitan centre, with potential to change significantly over the next decade. LDA and partners should continue to monitor emerging commercial opportunities as the property market becomes stronger and investor interest increases.



Paddington is located within the vicinity of some of central London’s most deprived communities. Regional organisations should maintain a more frequent dialogue with LB Westminster, in particularly supporting them in developing flexible workspace for creative businesses within the area.



Tottenham Court Road serves some of London’s most distinct commercial districts. LDA and partners should work with Crossrail to ensure that this distinctiveness and identify is enhanced by the arrival of Crossrail.



Forest Gate has the potential to become significant local centre, with residential stock being reconfigured to appeal to provide family housing. LDA and partners should monitor this and support LB Newham in their aspirations to provide a more effective offer within the station hinterland.



Romford, like Ealing Broadway is a major metropolitan centre with the potential to become an even more significant outer London centre within the next decade.



Harold Wood serves the Harold Hill estate which is currently the focus of a major regeneration plan ‘Harold Hill Ambitions’. As this evolves, there may be opportunities for regional partners to add significant value, particularly in the improvement of public realm and the delivery of a new learning zone for the area.



The Redbridge Corridor has provided strategic impetus for intervention within the borough. This has provided a number of defined projects which may become more prevalent as the regeneration opportunity of Crossrail plays out.



Abbey Wood will see the most significant travel time improvements of any station on the line suggesting the regeneration benefits and opportunities to add value could be significant. The nature of this opportunity should be monitored closely as more tangible opportunities to intervene emerge.

Location Specific Intervention: Fundamentals of Approach 7.21

Crossrail provides an opportunity and a framework to guide place making activity in a number locations as well as changing the way London as a

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whole is perceived. In doing this, there are a number of fundamental issues, raised in consultation, which need to be considered as the response evolves. These are: 

The station prioritisation should never be seen as ‘final’ and should be reviewed on constant basis.



Frequent dialogue with London Boroughs and local partners will add significant value to the delivery of regeneration interventions linked to Crossrail.



Intervention in specific locations will be best served through co‐ordination between the GLA Family. In particular, it is important to recognise the link with transport (obviously including Crossrail).



There are a number of opportunities which may require the purchase of sites in Crossrail hinterlands. In some cases, organisations (Royal Mail, NHS) own several sites of importance along the Crossrail line.



Many locations along the Crossrail line will see a change in the way their area is perceived; support in marketing to capitalise upon this will be necessary in a number of cases.



A balance must be struck between intervening to capitalise upon the regeneration opportunity and the protection of character areas within London.

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8. Establishing Appropriate Delivery Arrangements 8.1

This strategy is intended to influence the delivery activity and investment of key partners to ensure that through collaborative working and targeted intervention the regeneration benefits of Crossrail are realised. To ensure that occurs and has the maximum impact, there is a need to establish effective delivery arrangements which will ensure the public sector response to Crossrail is effective, efficient and responsive. Of particular importance will be establishing an effective delivery group and arrangements for the collection and dissemination of information.

Establishing and Effective Delivery Group 8.2

This document includes a significant number of interventions which are designed to support the maximisation of the Crossrail regeneration opportunity. Clearly, it will not be possible to deliver all recommendations and priorities will inevitably change over the next 7 years and beyond. As such, it is important to affect an effective dialogue to ensure that interventions are delivered in a timely and effective way. To facilitate this it is recommended that a group is given responsibility of monitoring and guiding actions that emerge from this assignment.

8.3

Where possible, these groups should include representatives of borough’s as well as senior representation from the GLA family, as well as overseeing delivery of the project, the group should also seek to promote the benefits of Crossrail, particularly as the project becomes more tangible and high profile.

Monitoring and Information 8.4

Maximising the regeneration benefit of Crossrail will be largely dependent upon the ability of partners to anticipate and respond to the changing opportunity. In the first phase of this process ‐ Enabling and Co‐ordinating ‐ partners have identified a need for a set of mechanisms and functions that will enable a close monitoring and scrutiny of progress towards maximising the perceived benefits of Crossrail.

8.5

Establishing an effective mechanism for tracking the emergence of the regeneration benefits of Crossrail is a key recommendation of this strategy. As recommended by the University of Westminster in their previous research, a baseline forecast of specific regeneration and economic benefits should be established at the outset of monitoring activities, against which progress could be measured at key intervals. Although previous studies have sought to capture the scale of possible benefits in economic terms, given ongoing changes in London’s economic circumstances, a number of key indicators will have to be updated and existing forecasts projected forward at the point where monitoring commences.

8.6

This process would also involve final agreement on the type and range of indicators to be included in regular updating and reporting activities. In addition, it may be particularly useful for information and data to be collected and made available to a wider public (within reason given the sensitivity of some indicators), potentially utilising the new London Data Store. As such, a wide range of stakeholders and interested parties would be able to access

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information on the progress of Crossrail in terms of changing economic and regenerative impacts.

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Appendix A Summary of Crossrail Economic Impact Work Review and Update of Colin Buchanan Baseline, 2005 Summary and Update of Key Baseline Information Relating to Crossrail Station Hinterlands – Synthesis of Colin Buchanan Report (2005) Borough

2005 Baseline, Colin Buchanan’s Analysis20

Crossrail Stations

Area Character

Socio Economic Baseline22

Policy and Planning

 

Hillingdon



West Drayton

 

Population of over 11,000  people (700 within regeneration areas). Qualifications in the whole area are lower than average Economic activity rates are high  and unemployment low. A third of those living in the regeneration area are under 16. Despite almost 40% of residents of regeneration areas23 having  no qualifications economic

Regeneris Consulting – 2009 Socio‐Economic Trends Update21 A sharp decline in employment, since 2005 contrary to Borough and regional averages. The business base has increased since 2005 The population has grown by around 2.1% since 2005 – similar to the regional average Since 2007, unemployment (the claimant count rate) has

20

The 2005 Crossrail Station Baseline by Colin Buchanan incorporates description of area character with analysis of planning strategy and socio economic indicators. Detail is summarised here where appropriate.

21

The “2009 Socio‐Economic Trends Update” column is included to outline general direction of change since the 2005 baseline by Colin Buchanan’s. It is imperative to note, however, that Regeneris has used different Crossrail Station geographies to those used in the Colin Buchanan work. As such it is not possible /advisable to make direct comparison between recent trends and the Buchanan (2005) baseline position. Detailed analysis of the indicators set out in the “2009 Socio‐Economic Trends Update” column is included elsewhere, along with definitions of the Crossrail station geographies used by Regeneris.

22

The Crossrail station catchment areas referred to by Colin Buchanan relate to a zones with a 1km radius around each station

23

The regeneration areas referred to by Colin Buchanan’s throughout are defined as follows: “regeneration areas served by Crossrail are defined as those Super Output Areas in the lowest 20% in the Index of Multiple Deprivation within one and two kilometre radii of Crossrail stations depending on the analysis being undertaken”.

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Borough


Crossrail Stations

Area Character


Policy and Planning





 Hayes and  Harlington

Hayes is an established town  with an industrial and distribution heritage. Employers include Nestles and many printing related businesses. Hayes High Street is mainly local convenience shopping. Hayes town centre has a low profile as a contemporary office location. Supply currently outstrips demand.

LB Hillingdon is keen to preserve many of the sites in Hayes town centre as employment sites, particularly for logistics and manufacturing/engineering uses connected with the aviation industry at Heathrow.

      

 

Heathrow Central



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Regeneris Consulting – 2009 Socio‐Economic Trends Update21

activity rates are still high and unemployment is below the route average Approximately 9,000 jobs, around 220,000m² of commercial floor space (more than 66% dedicated to warehouses and factories). Population of 13,000 people (1,500 live within regeneration areas) Hayes suffers from pockets of deprivation. There is a large Asian community making up a third of the population, Qualification levels are low Economic activity is average Around 6,000 jobs The commercial property stock provides 920,000m2 of floorspace which reflects the manufacturing nature of area. Fewer than 1,000 people live within the catchment area of Heathrow’s stations Heathrow Airport accommodates approximately 17,000 jobs Around 930,000m² of commercial floor space (more that 80% offices)

increased by 3.1% points – the highest increase along the Crossrail route



 



 

Since 2005, the area around Hayes & Harlington has seen an increase in employment of 11.8% & the business base has grown by 4.8% The population has grown by around 4.4% since 2005 – above the regional average Since 2007, unemployment (the claimant count rate) has increased by 2.6% points

Since 2005, the area around Heathrow Central has seen an increase in employment of 5.2% and the business base has grown by 4.1% The population has grown by around 1.3% since 2005 below the regional average Since 2007, unemployment


Borough


Crossrail Stations

Area Character



Policy and Planning

(the claimant count rate) has increased by 2.2% points NO ANALYSIS INCLUDED IN BUCHANAN’S REPORT

Heathrow T4 

Southall  Ealing

Southall is a retail centre principally serving West London’s Asian communities. There is a preponderance of local and specialist retailers with few multiples. The retail centre is surrounded by a mix of residential areas with industrial land immediately to the north and south of the railway line. Availability of sites is not a constraint on development in Southall.





Southall is one of the London Plan’s Opportunity Areas in recognition of its potential to accommodate significant employment growth and new homes. Southall is part of the Heathrow City scheme within the City Growth Strategies initiative. The LDA has made Heathrow City a priority location for strategic intervention and intends to invest £12 million in the region.

   

 

  

Hanwell 

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Population of around 24,000 Southall is the home of a large Asian community, which makes up over 70% the population Economic activity rates and qualification levels are low and unemployment is high. Over 11,000 people in the catchment area live in designated regeneration areas although the socio‐economic characteristics of both the regeneration and non‐ regeneration areas are similar. Around 6,000 jobs There are 490,000m2 of commercial floorspace, which is dominated by industrial use. Hanwell is a very mixed location Population of 19,000 people Nearly two thirds are in social groups ABC1 & nearly 40% are educated to a degree level plus. Over 5,000 people live in regeneration areas of whom over 50% come from non‐white communities.



 





Since 2005, the area around Southall has seen a decrease in employment (‐4.3%) but the business base has grown by 9.4% The population has declined by around 0.5% since 2005 Since 2007, unemployment (the claimant count rate) has increased by 2.4% points (above the regional rate of change)

Hanwell has seen the second largest decline in employment along the Crossrail route since 2005 (‐ 27.9%). During the same time period, the business base grew by 6.5% The population has declined by around 0.9% since 2005


Borough


Crossrail Stations

Area Character


Policy and Planning 

 



 West Ealing 

   Ealing Broadway 

 Ealing is a popular residential area with a busy high street and shopping centre.  There are a number of large

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The London Plan identifies  Ealing as being one of London’s  Metropolitan Centres. The majority of new

Unemployment in the regeneration area is twice the route average although qualification levels are higher than in other areas with much lower unemployment rates. Around 4,700 people jobs Around 130,000m2 of commercial floor space West Ealing is a prosperous & densely populated area with a population of over 25,000. Nearly half the residents are qualified to degree level and above and almost three quarters of the population are in social groups ABC1. Some small pockets of deprivation & 1,300 people live within regeneration areas. However, economic activity rates in these regeneration areas are high, unemployment is low and qualification levels are far higher than average. There are around 8,900 jobs Around 210,000m2 of commercial floorspace. Population of 17,000 Almost 60% of the population are educated to degree level and above, which is twice the



Since 2007, unemployment (the claimant count rate) has increased by 2.3 % points



Employment has decreased in West Ealing by 9.8% since 2005 whilst the business base has grown by 5.3% The population has declined by 5.7% since 2005 ‐ the largest decline along Crossrail Since 2007, unemployment (the claimant count rate) has increased by 2.0 % points







Since 2005, there has been a large decrease in employment (‐8.0%), whilst the business base has grown


Borough


Crossrail Stations

Area Character





offices in the town, let to longstanding occupiers. To the south of the town centre is the extensive Ealing Studios site which provides accommodation for media industries. There are limited development opportunities in the area.


Policy and Planning development at Ealing is likely to take place in the centre and comprise mixed use redevelopment of existing buildings. Further town centre residential development in Ealing is predicted

     

Acton Main Line





City of Westminst er

 Paddington

 Paddington station is a key transport hub. The surrounding areas include substantial residential uses, hotels, commercial and health facilities.  The Heathrow Express has been a major factor in the redevelopment of major sites around Paddington. Large scale developments underway include the mixed use Paddington Central and Paddington Basin schemes.

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The London Plan identifies Paddington as a Central London Opportunity Area with potential for 23,200 jobs and 3,000 homes by 2016. Future development sites identified by Westminster City Council include the sites currently occupied by St Mary’s Hospital and Travis Perkins, together with sites at Dudley House, North Wharf Road, Paddington Basin and Hermitage Street. Demand for residential accommodation is


   

 

London average. Economic activity rate is high Almost half the population is in social groups AB. There are no regeneration areas within the one kilometre catchment area. Almost 9,500 people jobs Population of 19,000, 2,000 of which live in regeneration areas Acton has some pockets of deprivation Overall around a third of the population is non‐white, rising to almost 50% in the regeneration areas There are around 10,000 jobs Paddington is the second most densely populated area served by Crossrail Population of over 38,000 people Area dominated by young professionals ‐ over half the population educated to at least degree level and a quarter aged between 26‐35. The area has a diverse ethnic mix with 30% nonwhites. Over 14,000 people live in regeneration areas.

 







 

by 2.3% The population has declined by around 4.4% since 2005 Since 2007, unemployment (the claimant count rate) has increased by 1.7 % points – close to the regional average Since 2005, employment has decreased by 4.3%; the business base has grown by 2.5% and the population has increased by around 5.4% since 2005 Since 2007, unemployment (the claimant count rate) has increased by 2.3 % points Since 2005, the area around Paddington has seen a large increase in employment (13.5%) and the business base has grown by 9.4% The population has grown by around 2.2% since 2005 – close to the regional average Since 2007, unemployment (the claimant count rate) has increased by 1.4 % points


Borough


Crossrail Stations

Area Character


Policy and Planning strong in Paddington and prices  are correspondingly high.

   

Bond Street

  

Tottenham Court Road

The London Plan identifies Tottenham Court Road as an Area for Intensification, which subject to public transport improvements could accommodate 2,000 new jobs and 200 new homes by2016.

  

 

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The regeneration areas have a very skilled workforce and around average economic activity & unemployment rates. Around 38,000 jobs Bond Street is a prosperous area with a high proportion of young professionals Population of 18,000, 55% of whom are educated to degree level and above. There are no regeneration areas within the station’s catchment area. There are about 190,000 workers Around 3.7 million m2 of commercial floorspace Population over 20,000, with a relatively high proportion of young people. Almost a 33% of residents are from social groups D & E (higher than other central areas). 6,000 people live in regeneration areas. However, the socio‐economic characteristics of both the regeneration and non‐ regeneration areas are similar. There are around 145,000 jobs Around 4.4 million m2 of



 

 



Since 2005, the area around Bond Street has seen a 6.2% increase in employment and the business base has grown by 3.5% The population has grown by around 2.5% since 2005 Unemployment is the lowest along the route, and since 2007, the claimant count rate has increased by 0.7 % points – the smallest increase along the route Jobs have grown by 4.7% since 2005, & the business base has grown by 4.7% The population has grown by around 6.3% since 2005 – the second highest increase on the route Unemployment is the second lowest along the route, and since 2007, the claimant count has increased by 0.7 % points– the smallest increase along the route


Borough


Crossrail Stations

Area Character



Policy and Planning

commercial floorspace 

 Islington

Farringdon



Farringdon is characterised by a  mix of offices, residential and small manufacturing operations. The area has attracted creative, media and IT occupiers and business start ups in particular.  Although close to the office markets of the City and Mid‐ town, Farringdon has lagged behind in terms of office rents and hence development activity

The London Plan identifies Farringdon as an Area for Intensification, which subject to public transport improvements could accommodate 2,000 new jobs & 100 new homes by 2016. Many business premises are now under pressure from residential Developers. LB Islington is keen to avoid the loss of business space.

  

     

City of London



Liverpool Street

  

Tower Hamlets

Whitechape l



Whitechapel is a mainly residential area with predominantly low quality

Page 102



The London Plan identifies  Whitechapel as an Opportunity Area with potential for 14,000

Population of 24,000 Over half the population live within regeneration areas. The socioeconomic characteristics of both the regeneration and non regeneration areas are similar. As with other central areas, it has a highly skilled and relatively young workforce. There are around 180,000 jobs Around 4.1 million m2 of commercial floorspace Liverpool Street serves a very mixed area. Population of 17,000, with 12,000 in regeneration areas. Over half the population is non‐ white Economic activity rates are low and unemployment is high. Almost 40% of residents have no qualifications. Around 210,000 jobs. Around 330,000m2 of retail and 3.9 million m2 of office floorspace. The most densely populated area served by Crossrail – population of 44,000











Employment has grown by 10.3% since 2005, and the business base has grown by 6.7% Since 2007, unemployment (the claimant count rate) has increased by 1.3 % points

Employment has grown by 4.4% since 2005 but the business base has declined by 0.2% Since 2007, unemployment (the claimant count rate) has increased by 1.8 % points. However, the rate is the highest along the route

Employment has grown by 6.2% since 2005, and the business base has grown by


Borough


Crossrail Stations

Area Character





housing, high unemployment and a low‐skill base. Whitechapel Road leading into Mile End Road, is characterised by linear retail development including a major street market with residential above. The majority of new development in Whitechapel, particularly the employment use development, will take place in the City Fringe/Aldgate area.


Policy and Planning jobs and 700 new homes by 2016.

 

   



Canary Wharf



The Isle of Dogs is characterised  by the well‐established office towers and increasingly mixed‐ use development of Canary Wharf to the north of the  peninsula. It is physically separated from the low‐key Poplar area of Tower Hamlets Canary Wharf already accounts for over 1.25 million m2 of office development and 46,000m2 of retail employing  over 60,000 people. The rest of the Isle of Dogs, comprises a modern high density residential

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The London Plan identifies the Isle of Dogs as an Opportunity Area with potential for 100,000 jobs and 3,500 homes by 2016. Isle of Dogs is part of the Lea Valley and Thames Gateway regeneration corridors. The area is also eligible for European Regional Development Funding (ERDF) under Objective Two. The development pipeline over the next 10‐15 years is dominated by a small number of large sites


  





Over 60% of the population is non‐white and a quarter of the population is under 16. Nearly 40% have no qualifications, unemployment is twice the route average & economic activity is very low. The majority of the locality is a regeneration area encompassing 35,000 residents. However, socio‐economically both the regeneration and non‐ regeneration areas are similar. Around 28,000 jobs Around 930,000m2 of commercial use (a third of which is industrial). The Isle of Dogs covers both areas of prosperity and deprivation. Population of 20,000 Around a third of the population has no qualifications while another third is educated to degree level. Nearly 14,000 people live within regeneration areas where economic activity rates are low and unemployment rates are double the route average. The area contains wards which

 







10.5% The population has grown by around 0.4% since 2005 Claimant count rate unemployment has increased by 1.5 % points since 2007

Employment has grown by 24.4% since 2005, the largest increase along the route. The business base also grew by 17.8% The population has grown by around 11.6% since 2005 – the largest increase on the route Claimant count rate unemployment has increased by 1.6 % points since 2007, but remains above the regional average


Borough


Crossrail Stations

Area Character flats, lower density post‐war housing of a mix of ages, local shops and industrial sites.





Stratford Newham 

Stratford is an established  major town centre in the Lea Valley, with a mix of high street and The development pipeline is  dominated by Stratford City where there is planning consent for 2,000 hotel rooms, 4,850 homes, 464,500m² of office space and 185,800m² of retail space. In total it is estimated the development will provide capacity for 38,000 jobs. In addition, plans for enhanced  retailing and high‐density residential development are evolving for the town centre and other surrounding sites.


Policy and Planning

 

The London Plan identifies Stratford as an Opportunity Area with potential for 30,000 jobs and 4,500 homes by 2016. LB Newham has designated the area as the northern part of the Arc of Opportunity masterplan. Over time, developments are expected to turn Stratford into a mixed‐use “European Business Quarter” and enable Stratford’s designation to a Metropolitan Town Centre. LDA’s London Thames Gateway Development & Investment Framework predicts 7,300 homes to beyond 2012.

   

 

 

Maryland

fall within the top 20% most deprived wards nationally There are 24,000 jobs Around 1.6 million m2 of commercial floorspace with the potential for future development. Not very densely populated due  to brownfield land Population of less than 13,000 Over half the population is non‐ white with both large black and  Asian communities. There is a very high  unemployment rate (almost double the route average) and a low economic activity rate. A third of the population has no qualifications. Over 10,000 of the population live within regeneration areas although socio‐economically, both the regeneration and non‐ regeneration areas are broadly similar. Around 11,000 jobs 500,000m2 of commercial floor space, two thirds of which are warehouses and factories

NO ANALYSIS INCLUDED IN BUCHANAN’S REPORT

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Employment has declined by 7.7% since 2005, and the business base has declined by 3.7% ‐ the largest decline on the route The population has declined by around 2.2% since 2005 Claimant count rate unemployment has increased by 2.7 % points since 2007 and is the second highest on the route


Borough


Crossrail Stations

Area Character   

Forest Gate


Policy and Planning

Forest Gate is a residential area  with a busy local retail pitch with national and local retailers. There are several multi‐storey  1960s offices on Romford Road There are many sites in the area that are either ready for development or will come  forward in the future.

Forest Gate is identified as a District Centre in the London Plan Future development is anticipated to be residential with associated small scale commercial development It is believed that in the period to 2021, around 1,650 new homes will be completed and 1,900 jobs accommodated in the commercial developments that will take place over the same period.



    

  

 Manor Park

Manor Park is a residential area. Romford Road provides retail facilities, but the larger retail centres of Ilford and Forest Gate dominate. Possible development sites in Manor Park are largely limited to the tertiary motor‐trade retail premises situated on Romford Road.

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

The local authority does not envisage any large scale developments coming forward in Manor Park in the medium term. The larger commercial centres of Ilford and Forest Gate will dominate.


    

Forest Gate is very ethnically mixed, with the population almost split three ways between white, black and Asian. Population of around 33,000 Relatively low economic activity rates and high unemployment. Qualification levels are low Over 25% of the population is under 16 years of age. 23,000 live in regeneration areas. Socio‐economically, characteristics of both the regeneration and non‐ regeneration areas are similar. Around 4,000 jobs 150,000m2 of commercial floor space (40% is retail). Population of 25,000 The Asian community accounts for half the area’s residents. The population is young with over a quarter being under 16. Unemployment is twice the route average and the economic activity rate is low. Over 15,000 residents live within regeneration areas with similar socio‐economic characteristics of both the regeneration and non‐ regeneration areas.



 



 

Employment has grown by 9.1% since 2005, and the business base has grown by 12.9% The population has grown by around 2.1% since 2005 Claimant count unemployment rate has increased by 2.0 % points since 2007.

Employment has declined by 29.2% since 2005 – the largest decline along the route. The business base has also declined by 2.9% ‐ the second largest decline on the route. The population has grown by around 0.6% since 2005 Claimant count unemployment rate has increased by 1.3 % points since 2007, lower than regional average


Borough


Crossrail Stations

Area Character


Policy and Planning  



Custom House



The Royals is characterised by  the clearance of former port‐ related industrial sites, which are in the process of being redeveloped for residential, commercial, leisure and  educational uses such as the ExCel centre & University of East London The economy of the Royals is shifting towards finance and business services as the area is seen as the natural next centre of development in Docklands after Canary Wharf.

Woolwich

Abbey Wood



  

 

Abbey Wood is a residential area with a small retail pitch close to the station. The residential stock is mixed, with Victorian terraced houses, 1960s local authority schemes and recently constructed private flats.



It is not envisaged that any  commercial development will take place at Abbey Wood beyond small scale convenience shops and community centres  

There are 3,000 jobs 50,000m² of commercial floor space Custom House is similar to the  Isle of Dogs with areas of both prosperity and deprivation. Population of 11,500 Around 8,000 live within  regeneration areas. Economic activity rates are average  However, unemployment is high and skill levels are lower than the Isle of Dogs with fewer people holding degree level qualifications. Approximately 3,000 jobs 440,000m² of commercial floor space of which around 50% are factories and warehouses.

Employment has grown by 2.4% since 2005. The business base has grown by 32.9%, the largest increase on the route The population has decreased by around 3.5% since 2005 Since 2007, the claimant count rate has increased by 2.7 % points – the second highest increase along the route

NO ANALYSIS INCLUDED IN BUCHANANS REPORT 

Greenwich

The 50ha Royal Docks area is identified in the London Plan as an Opportunity Area with potential for 11,000 jobs and 5,500 homes by 2016. Thames Gateway Bridge and DLR extensions from Canning Town to London City Airport and to North Woolwich will support further growth but the heart of the Royal Docks lacks good public transport accessibility into Central London.


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Population of 19,000



On average, low qualifications, although its economic activity rate is reasonably high. 10,000 live within regeneration  areas, where unemployment is almost twice the route average.  Approximately 2,500 jobs

Employment has decreased by 5.8% since 2005, and the business base has grown by 19.8% ‐ the second largest increase on the route The population has grown by around 2.4% since 2005 The claimant count rate has increased by 2.2 % points


Borough


Crossrail Stations

Area Character


Policy and Planning 





Ilford



Redbridge 

A metropolitan area, Ilford is a  busy suburban centre surrounded by established residential areas. The town centre is one of the  largest retail centres in London with 107,000m² of comparison goods floorspace, a 13,000m² leisure development at Clements Road and a major Sainsbury’s supermarket.  There are a number of large office buildings in Ilford that have traditionally housed major employers such as BT and Britannia Music. The office sector has declined in recent years – in 2003 there was 18,000m² of available office space in Redbridge, the majority of which was in Ilford.

The London Plan identifies Ilford as an Opportunity Area with potential to accommodate 5,500 new homes by 2016. Retail space in the town centre is expected to grow by 9,000m2 by 2006, whilst leisure space is forecast to grow by 5,000m2. Only 4,500m2 in office space is forecast by 2006. LB Redbridge’s 30 year vision (Progressive Ilford) outlines the vision for Ilford as a thriving metropolitan centre in the Thames Gateway. Over the next 30 years the forecasts are for land uses to grow by the following amounts: residential 509,000m2, retail 55,500m2, offices 78,000m2 and other uses by 66,500m2.

   



 

  

Seven Kings



Page 107


Over 30,000m² of commercial floor space Ilford is a densely populated area with a diverse ethnic makeup. Population of 24,000 Almost half the catchment area’s population are Asian. A third of the population has no qualifications, the economic activity rate is low and unemployment is around twice the route average. A third of the population live within regeneration areas although the socio‐economic characteristics of both the regeneration and non regeneration areas are broadly similar. About 11,000 jobs 350,000m² of commercial floor space (more than 50% is in retail use). Population 24,000 Catchment population contains over 60% non‐whites Economic activity and unemployment rates similar to the London average. There are no regeneration areas within the station’s



 



 

Employment has increased by 13.8% since 2005, and the business base has grown by 6.7% The population has grown by around 3.8% since 2005 The claimant count rate has increased by 1.5 % points

Employment has increased by 20.4 % since 2005 – the second largest increase on the route. The business base has grown by 7.7% The population has grown by around 5.1% since 2005 The claimant count rate has


Borough


Crossrail Stations

Area Character



  

Goodmayes   

 

 Chadwell Heath



 

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catchment area. About 4,000 jobs 380,000m² of commercial floor space (50% of which is retail). Population 21,500 Over 50% of population are white. Skill levels are not particularly high but economic activity & unemployment levels are average. There are no regeneration areas within the catchment area. Approximately 2,700 jobs 130,000m² of commercial floor space (roughly 60% is retail). Population of 19,000 Almost a third have no qualifications, but a high economic activity rate and below average unemployment. Around 7,500 live within regeneration areas, 40% of whom have no qualifications. However, the socio‐economic characteristics of both the regeneration and non‐ regeneration areas are similar 4,000 jobs 250,000m² of commercial floor space.

increased by 2.1 % points



 



 

Employment has decreased by 18.2% since 2005, and the business base has grown by 2.7% The population has grown by around 4.3% since 2005 The claimant count rate has increased by 2.6 % points

Employment has decreased by 11.7% since 2005, and the business base has grown by 10.5% The population has grown by around 3.8% since 2005 The claimant count rate has increased by 2.4% points


Borough


Crossrail Stations

Area Character 

The town is an important office  and retail centre for north‐east London and Essex.

Romford


Policy and Planning London Borough of Havering’s strategy for Romford station is to sustain the town centre’s competitive position and encourage residential development, particularly in a new waterfront area adjacent to the River Rom.

    

 

Havering

  

Gidea Park   

Harold Wood

  

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Population of 13,000 Population is over 90% white A very high economic activity rate and an evenly balanced age distribution. Just 10% of residents live within regeneration areas. While unemployment is higher than average in the regeneration areas so is the economic activity rate. 13,000 jobs 400,000m² of commercial floor space (60% retail). Population of around 14,000 Around 50% of Gidea Park's population is classified as being in social groups C1&C2. An average proportion of the population has no qualifications but there are below average degree qualified residents. There are no regeneration areas within the catchment area. Around 7,000 jobs About 35,000m² of commercial floor space Population of 9,000 Similar characteristics to Gidea Park. There are no regeneration areas



 



 

 



Employment has declined by 26.6% since 2005 & business base has grown by 3.9% The population has declined


Borough

Crossrail Stations

2005 Baseline, Colin Buchanan’s Analysis20 Area Character



within the catchment area. 2,000 jobs About 180,000m² of commercial floor space (66% dedicated to warehouses and factories).

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

slightly by 0.1% since 2005 The claimant count rate has increased by 1.8% points – close to the London average


Appendix C Equalities Impact Assessment Summary of Key Points 







The Crossrail Regeneration Benefits Study aims to establish an understanding of how and where the LDA should intervene to ensure that the regenerative impact of Crossrail is maximised. The strategy adopts a bottom up approach which is targeted at ensuring that the positive impact of Crossrail is shared by all and in doing so helps to tackle issues of inequality at locations across London. The study identifies six priority stations where it is thought that LDA intervention can have the most beneficial impact – Custom House, Southall, Whitechapel, Hayes and Harlington, Ilford and Woolwich. The stations have been prioritised after detailed research into the ‘deprivation and inequality case’ and the ‘market opportunity case’. The priority stations are those which have been identified as being characterised by the more severe instances of inequality. As such, the desire to achieve greater equity through the delivery of Crossrail is at the heart of this strategy. The interventions detailed in the strategy and implementation plan are designed specifically to challenge these instances of inequality. This document incorporates detailed analysis of the likely equalities and community cohesion impacts of each intervention. In doing so, it has highlighted the ways in which the proposed interventions are likely to have significant positive impacts in relation to each of the equalities strands and the overarching theme of community cohesion. Given the relatively long term nature of the Crossrail project, the proposed interventions are likely to evolve to some extent in coming years. As such, keeping a watching brief as this evolutionary process happens will play an integral role in ensuring that the benefits of Crossrail are maximised for all.

Introduction This document sets out the Equalities and Community Cohesion Impact Assessment (EqIA and CCIA) for London Development Agency’s Crossrail Regeneration Benefits Strategy and Implementation Plan.

The Purpose of the Crossrail Regeneration Benefits Strategy and Implementation Plan The Crossrail Regeneration Benefits Strategy and Implementation Plan sets out the means of achieving and disseminating the significant economic opportunity that the Crossrail development can provide for London’s residents and businesses. The core objective of the strategy is to ensure that the LDA and its partners respond in a way that ensures that this opportunity is realised. The intention of the project is to understand and identify where market failures exist that could benefit from intervention by the LDA and its partners. Overseeing the holistic delivery of Crossrail will be a long term process, with many of the permanent and persistent benefits being delivered over at least a 30 year period. Crossrail will not be operational for 7 years. Coupled with the current economic and political uncertainty, predicting what the benefits will be achieved is difficult in terms of specific impact. Work already undertaken by Crossrail is a useful starting point for the consideration of the general regeneration benefits, including the increase employment opportunities provided by improved transport capacities, a suggested annual economic benefit of £1.24 billion across all London boroughs due to faster journey times and increased productivity, increasing land and property values, agglomeration benefits, and the opportunities available for areas to capitalise on new identities. Page 119


For certain locations, evidence suggests that Crossrail will provide opportunities to drive significant transformation, changing the economic and demographic bases of local areas as well as perceptions and functions. These locations will provide significant added value and as such, it is important for the public sector to play a role in supporting this growth. The LDA has an important role in supporting people, encouraging business, investing in places and promoting London on a broader scale. The strategy prioritises six stations for intervention along the route – Custom House (Newham), Southall (Ealing), Whitechapel (Tower Hamlets), Hayes and Harlington (Hillingdon), Ilford (Redbridge) and Woolwich (Greenwich). In prioritising these locations, two broad ‘cases’ are assessed; the deprivation and inequality case, and the market opportunity case. In this context, it is the deprivation and inequality case that is important to draw upon. Analysis for the Deprivation and Inequality Case is based on a comparison of deprivation, claimant count, change in local employment 2005‐2008, and change in local business base 2005‐2008. The stations that are regarded to require the most significant interventions are Custom House (Newham), Southall (Ealing), Whitechapel (Tower Hamlets), Hayes and Harlington (Hillingdon), Ilford (Redbridge) and Woolwich (Greenwich). The strategy and implementation plan sets out interventions under four broad headings – Skills, Training, Employment and Inclusion, Supporting Growth and Commercial opportunity, Places and Infrastructure and Promoting London. Reflected by interventions under each of these headings, the theme of supporting people is one of the fundamental elements of the strategy. Achieving higher levels of economic activity across the route, specifically in areas with low connectivity currently, will inspire growth in local economies. Providing jobs and aspiration is crucial to reduce levels of worklessness amongst the London population, and will benefit the Greater London economy as a whole. The purpose of this EqIA and CCIA is explore these issues in more detail and more particularly, to highlight the likely impact of the strategy and its recommendations on the LDA’s equalities strands.

This Equalities and Community Cohesion Impact Assessment The following sections set out the Equalities and Community Cohesion Impact Assessment for the Crossrail Regeneration Benefits Strategy and Implementation Plan. The document first places focus on establishing the equalities context framing the study – both in terms of pan London equalities policy and in terms of the characteristics of the equalities target groups in locations affected by Crossrail. This sets the scene for a detained examination of the implications of each proposed intervention for the equalities target groups at each prioritised location on the Crossrail route.

Equalities and Community Cohesion Context The Equalities Strands This EqIA and CCIA focus upon a number of equalities strands. These are listed in the table below. Community Cohesion is an overarching theme which both brings together and Page 120


transcends each individual stand. Overarching theme – 

Community Cohesion

Equalities strands –       

People from black and minority ethnic backgrounds Disabled people Men and Women Younger and older people Sexual Orientation Faith Refugees or Asylum Seekers

Policy Context The target groups listed above are the core focus of GLA and LDA policy relating to equalities. Numerous policy documents set out the rationale for the focus on these groups – setting out the key issues and challenges and the ways in which public sector intervention should seek to respond to these challenges. As such, some of the most pertinent documents are considered briefly below. The State of Equality in London report (2008) collated a wide range of indicators in an attempt to provide an overview of diversity in London. It identified 10 Equality Indicators as the key measures for monitoring diversity in order to note improvement in equality across London. This data provides the evidence base for the Mayor’s Equal Life Chances for All equality framework, which looks to provide an accessible and comprehensive source for information for those concerned with eliminating inequality. Despite London’s positioning as a world leader and the strength afforded to it by rich cultural diversity, the city continues to be divided by the “extremes of wealth creation and success; and poverty, deprivation and social exclusion” (State of Equality in London, 2008 p9). London is faced with three key challenges: a growing and more diverse population; a more competitive global business environment and a changing climate and needs to set a new course for its development over the next twenty years (Equal Life Chances for All, 2009 p1) By developing specific policy to target the Individual Equality Indicators, the Mayor hopes to promote equality and tackle deprivation by spreading economic opportunity. A key contributor to inequality in London is deemed to be the division between the wealthy and the poor, and it is thought that levels of inequality will be reduced through lessening this gap. Currently, the Mayor describes “an unacceptable level of deprivation in London” (Equal Life Chances for All, 2009 p1) that must be tackled to improve the standard of living. In looking to tackle this issue, the Equal Life Chances for All (2008) defines 7 outcomes that it aims to achieve: 

Ensure the capital’s diverse communities, particularly the most vulnerable and disadvantaged, benefit from London’s success and are supported in the economic downturn Page 121




Embed equality at the heart of business and corporate planning, exemplifying the gold standard for best practice which brings real change to people’s quality of life



Work with the GLA group and more widely with London councils, the public, private, voluntary, and community sectors to provide practical solutions that effectively tackle inequality



Support the development across the London economy of diverse markets, workforces and suppliers, in particular through the GLA group Diversity Works for London and Responsible Procurement programmes



Ensure services delivered by the GLA group are accessible and appropriate to all Londoners



Ensure delivery of an accessible and inclusive London 2012 Olympic and Paralympic Games and a legacy to benefit all Londoners



Ensure we communicate and engage with all of London’s communities so we understand and respond to the different needs of all Londoners.

An overlying statutory duty of the GLA to promote equality – as such, it aims to develop, implement, monitor and report work on Equal Life Chances for all as part of the strategic planning and performance management processes. With a core remit for economic development in London, the LDA also recognises that addressing inequality of opportunities is crucial in its work. As such, the LDA’s Inequality and Diversity team have produced specific agendas for tackling inequalities and targeting funding and resource. The LDA has a key role in helping people find jobs, get the right skills and to start and grow their businesses. Through this, the LDA identifies areas in which to focus both physical and social development. 

Ethnicity: In response to the Race Relations Amendment Act 2000, the LDA has produced a Race Equality Scheme. Over the next twenty years, London’s BAME population is projected to grow by over a million. By 2031 an additional six London boroughs are likely to have a majority of their population from BAME groups, with Harrow, Redbridge, Tower Hamlets, Ealing, Hounslow and Croydon joining Brent and Newham, which have had such majorities since 2001. It is also estimated that over half of the capital’s 15‐19 year olds will belong to a BAME group. The number of BAME people aged over 60 is also projected to nearly double in size. In addition, London’s economically active aged population (16‐54) is also expected to grow by over 770,000, the majority of which will comprise BAME people.



Research shows that BAME people are over represented in the poorest sections of London’s population and, despite over three decades of race equality legislation, BAME people still experience varying levels of racial discrimination, prejudice, inequality and disadvantage. As such, the Mayor has outlined a number of objectives to achieve race equality: 

Ensure the capital’s diverse communities, particularly the most vulnerable and disadvantaged, benefit from London’s success Page 122




Ensure all communities are supported in the economic downturn



Embed race equality at the heart of business and corporate planning, exemplifying the gold standard for best practice which brings real change to people’s quality of life



Work with the GLA group and more widely with London boroughs, the public, private, voluntary and community sectors to provide practical solutions that effectively tackle race inequality



Support the development across the London economy of diverse markets, workforces and suppliers, in particular through the GLA group Diversity Works for London and Responsible Procurement programmes



Ensure services delivered by the GLA group are accessible and appropriate to all Londoners



Ensure delivery of the London 2012 Olympic and Paralympic Games, which is accessible to and inclusive of all Londoners and leaves a legacy to benefit all Londoners



Ensure that we communicate and engage with all of London’s communities so that we understand and respond to their different needs.



Gender: Based on the Gender Equality Duty, the LDA produced the Gender Equality Scheme in 2007. Evidence compiled by the LDA shows that women still experience systematic and differential disadvantage. The pay gap for women working full‐time in London is higher than elsewhere in the country at 23%, and there is a highly marked gender division of the labour market contributing to this. Fewer women are in employment (52%) than nationally, and if women’s employment rates in London were equal to those nationally it is estimated that London’s economic output would be increased by £1.5bn (Gender Equality Scheme, 2007 p6).



In terms of caring responsibilities, rates of pay, flexible working, access to business support and finance, segregated occupational chances, and direct discrimination women still face more barriers to succeeding in London’s economy than men do. The result of this is that men are often unable to play as much of a role at home as they would like to (ibid.).



The LDA sets corporate targets which have recently been increased to require that 20% of businesses helped to start up or grow should be women‐owned, and 50% of those helped to gain new skills or access employment should be women. With the Olympics on the horizon, this provides London with a unique opportunity to ensure that LDA investment is tackling segregation in employment, and raising the bar on women’s enterprise. To measure this progress, the LDA has outlined key priorities: 

Reduce barriers to women accessing employment (focus on childcare)



Reduce the gender pay gap in London

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

Reduce occupational segregation in London



Research the barriers faced by Trans people entering employment and enterprise



Deliver the Women’s Enterprise Action Plan for London



Meet or exceed all corporate equalities targets



Implement the HR Equality and Diversity Action Plan



Further develop and measure the impact of EIA’s



Utilise the procurement power of the LDA to promote gender equality



Disability: The Disability Equality Scheme is a product of the Disability Discrimination Act 2005, which placed a duty on the public sector to promote disability equality. In line with the Mayor’s position on disability, the LDA’s work is underpinned by “the ‘social model’ that explains that it is social ‘barriers’ that cause ‘disability’, not impairments” (Disability Equality Scheme, 2006 p6). Failure to enable access for disabled people to the labour market and entrepreneurial activity is also economically inefficient and wasteful of a significant pool of skills and abilities in London.



The LDA defines six over arching objectives in a strategic action plan that looks to ensure the success of their work with disabled Londoners (ibid. p7):





Leadership and culture – we need to make a firm commitment to this work and build a positive and well informed disability equality culture



Partnership – we need to involve disabled people and their organisations more with our work



‘Capacity Building’ – we need to support disabled people and their organisations so that they can inform and influence our actions and their outcomes



Influence and learning – we need to create ways for sharing what works on disability equality between us and our partners



Measurement and monitoring – we need to meet the disability equality targets and objectives we set for our work and use monitoring systems to check our progress



Evaluation – we need to make sure that we learn what works and what doesn’t through our ‘equality impact assessment’ process

Age: From October 2006 the Employment Equality (Age) Regulations made it unlawful to discriminate against workers, employees, job seekers and trainees because of their age. These regulations apply to all employers, private and public sector, and to all aspects of employment and training, including recruitment, Page 124


promotion, terms and conditions (including pay) and dismissals. Although there is no statutory legal duty to promote age equality (unlike Race, Disability and Gender) the GLA Act gives the LDA a duty to promote age equality. 

Additionally, the LDA has lead responsibility for seven actions within the Mayors Older People Strategy.



Faith: The LDA is supporting the creation of a pan London Faith Forum to allow for better engagement with faith communities on issues related to the work of the LDA.



Sexual Orientation: In 2003, the Employment Equality (Sexual Orientation) Regulations made it illegal for employers to discriminate against employees, trainees or job seekers because of their sexual orientation. The LDA has establish a LGBT Staff Network to ensure gay, lesbian, bisexual and transgender employees have an opportunity to engage with the agency and to have influence in terms of policy and decision making.

In addition to the equalities strands discussed above, this impact assessment also focuses upon Community Cohesion – very much an overarching theme which transcends each of the equalities strands. CLG24 has described Community Cohesion as “what must happen in all communities to enable different groups of people to get on well together – a key contributor to community cohesion is integration which is what must happen to enable new residents and existing residents to adjust to one another”. As such CLG set out a vision of an integrated and cohesive community based on three foundations ‐people from different backgrounds having similar life opportunities, people knowing their rights and responsibilities and people trusting one another and trusting local institutions to act fairly. . The government’s Cohesion Delivery Framework has subsequently been published and is intended to support local authorities in building community cohesion and empower communities. Amongst the key principles in the framework are an emphasis on the wider benefits of cohesive communities to individuals, groups and communities and recognition that community cohesion is not exclusively centred on race and faith issues, but is about multiple issues and actions The importance of the need to focus on community cohesion was flagged up in the recent EqIA‐CCIA for the Mayors Economic Development Strategy25 – “... the Mayor of London is seeking to bring coherence to the debate about social justice and social inclusion, through a broadening of the theoretical basis for understanding equality and its relationship to community cohesion”. As such in addition to looking at the potential impact of interventions the equalities strands, this impact assessment will also consider the impact of interventions on community cohesion and the extent to which they help to counter fragmentation and division.

Equalities Strands and Crossrail 24

Guidance for local authorities on community cohesion contingency planning and tension monitoring (2008), Communities and Local Government

25

Economic Development Strategy: Equality and Community Cohesion Impact Assessment (EqIA and CCIA) – Final Report (2010), Poorman‐Skyers Research and Consulting

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Cutting through the heart of London from east to west, Crossrail will pass through a diverse set of locations, impacting upon a diverse range of groups and communities. The level of diversity along the route is exemplified in part by the map below (Figure 1) which highlights levels of deprivation‐related inequality along the route. Whilst the areas around the vast majority of Crossrail stations contain pockets of relative multiple deprivation, concentrations of deprivation are particularly high around the Crossrail stations in Newham, Tower Hamlets and Greenwich. Figure 1: Indices of Multiple Deprivation in Relation to the Route of Crossrail

Source: Indices of Multiple Deprivation, CLG

Building upon the discussion of core pan London issues affecting the equalities strands above, this section focuses on trying to gain a detailed understanding of the characteristics of the equalities strands in London and more particularly, in areas likely to be directly affected by Crossrail.

Ethnicity 2007 figures show the breakdown for ethnicity in London as approximately 69% white, 3.5% mixed, 13% Asian or Asian British, 11% black, or black British, and 3.5% Chinese. When compared to individual boroughs along the Crossrail route, Tower Hamlets (34%), Newham (33.9%), Redbridge (27.7%) and Ealing (23.1%) all have significantly higher proportions of Asian or Asian British residents. Newham also has nearly twice the number of black or black British residents than the London average (19%). Conversely, Havering and Bexley have substantially higher white populations, at 90.4% and 86.6% respectively. Economic inactivity is lowest for white people in the boroughs along the route; Barking and Page 126


Dagenham features the highest level of white inactivity at 26.3%26. Across all boroughs, the Pakistani/Bangladeshi group has, on average, the highest levels of economically inactivity. The most significant figure however, is that almost 70% of Indians in Bexley are economically inactive26. Camden, Tower Hamlets and Newham all have overall high levels of ethnic economic inactivity. With regard to educational attainment, according to GLA Economics; whilst overall white British children in London achieve higher results than those from BAME groups at GCSE level, this is not the case if the sample is constrained to look just at those in each ethnic group who live in poverty (measured by those receiving free school meals). When this is explored it is found that amongst pupils on free school meals it is actually White British children who perform worst of the ethnic groups with 47% of White British children on free school meals not achieving a single grade D at GCSE.27 Minority ethnic groups often find themselves agglomerated in deprived areas, and are often isolated. Generally, minority ethnic groups receive lower salaries than their white counterparts, and are subsequently constrained by lower access to cars and working unsociable hours – when the level and frequency of public transport services are less than during peak periods.28

Gender There is a significant difference between the economic activity of males and females in London; 82.7% and 68.3% respectively. It is likely, however, that these figures don’t distinguish between women with children and women without. A truer representation is perhaps reflected by the data for economic inactivity between males and females, and those who ‘want a job’ and those who ‘do not want a job’. Males who are economically inactive and want a job is 4.5%, whereas females is 7.3%, whereas males who are economically inactive and do not want a job is 12.7%, with females at 23.9%.29 Along the Crossrail route at a borough level, Newham experiences the lowest levels of economic activity for both males and females; 75.3% and 54.7% respectively. Levels of economic activity are also low for females in Tower Hamlets (57.7%), Westminster (60.3%), Barking and Dagenham (61.5%), and Greenwich (61.8%). The level of female activity only surpasses the London average in Bexley, Havering and Hillingdon.29 One of the reasons for these levels of worklessness is the lack of qualifications that residents possess. Approximately 13 per cent of London’s working age population hold no qualifications and they face stiff competition at the lower end of the job market. London has over 3.0 low skilled residents for every low skilled job as compared with 2.3 in the rest of the UK. Furthermore, relative to other regions, London also has fewer jobs in ‘average’ pay sectors, which arguably means it can be difficult in London to facilitate progression and

26

ONS (2009) Annual Population Survey, Ethnicity by Economic Activity

27

GLA (2009) GLA Economic Evidence Base, p107

28

LB Richmond (2007) Equalities Impact Assessment

29

ONS (2009) Annual Population Survey, Economic Activity by Sex

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provide opportunities in the labour market for those with low or mid level skills.30 In terms of earnings, the London mean is £740 for males, and £510 for females per week (gross). Expectedly, the figures in the City of London and Westminster exceed these averages, at £1313 and £1298 for males, and 902 and 677 for females, respectively.31 There is a still a notable gap in educational attainment between males and females, with females as higher achievers. The England average sees 43.2% of boys and 52.3% of girls achieving 5 A*‐C grades (including Maths and English) at GCSE. In inner London the split is 40.6% and 50.1%. In outer London these rise to 48.9% and 57.2%.32

Disability Disability across London, as measured by the Annual Population Survey, suggests that 15.3% of the working age population is registered as disabled. All but three of the boroughs along the Crossrail route have a higher percentage of disabled residents, with Islington the highest at 19.2%. Havering (15.2%), Ealing (15.2%) and Redbridge (12.7%) are the exceptions.33 The percentage of disabled people at or above working age who are economically inactive is 48.5%, compared to general London inactivity of 17.3%. Furthermore, disabled people are more likely to work part‐time compared with non‐disabled workers. The rate of part‐time working among disabled people in London was 26% compared with 19% for non‐disabled workers.34 Evidence provided in The Economic Case for Cohesion35 suggests that those with disabilities or suffering from long‐term illness in communities with higher levels of neighbourliness and strong social networks were less likely to suffer from depression, loneliness and low self esteem. Access to a choice of transport should be made as easy as possible for all users, residents and visitors including those with disabilities. Disabled people will particularly benefit from improved accessibility to public transport and to well‐designed street environment.

Faith The 2001 Census recorded the religion of London’s population. Christianity was the most prominent with 58.2% of those living in London claiming to adhere to the faith. Islam featured second highest at 8.5% of the London total. The remaining proportion was made up of smaller numbers of Buddhist, Hindu, Sikh and Jewish religions, and a reasonable proportion of those claiming no religion.36 30

GLA (2010) GLA Economics, p118

31

ONS (2009) Annual Survey of Hours and Earnings

32

ONS (2008) Annual Population Survey, Educational Attainment

33

ONS (2009) Annual Population Survey, Working Age Disabled

34

LB Richmond (2007) Equalities Impact Assessment

35

CLG (2009) Economic Case for Cohesion

36

Census (2001) Faith Statistics

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When examined at borough level along the Crossrail route, it is important to note that in Tower Hamlets, for example, 36.4% of the population is made up of Muslims. This borough provides a home for 11.8% of all London’s Muslims. Newham’s population is made up of 24.3% Muslim, contributing 9.8% to the London population.36 The population of Redbridge and Camden are made up of the largest proportion of Jewish residents, at 6.2% and 5.6%. These contribute to 9.9% and 7.4% to the total Jewish population in London, respectively.36 The Government report, ‘Face to Face and Side by Side’ claims that there are 7,000 religious projects and 2,200 faith buildings in London alone.37 Often, religious sects are the first port of call for immigrants, and therefore serve an important part of community infrastructure. Migration has also brought significant changes to religious institutions – for example churches in the Anglican diocese of Southwark in London are now predominantly multinational and multi ethnic. Such evolution needs to be taken into account when promoting cohesion.

Age Many international comparisons rank London as either first or in the top handful of locations for its skilled labour force. Compared to the rest of the UK, London’s workforce is younger, more highly skilled and more productive. London also has a significantly higher proportion of its employed residential population aged between 25 and 39 than the rest of the UK. Ealing has the largest population of the boroughs along the Crossrail route, at just over 300,000 residents. Of this, 127,000 are aged under 29. Newham, the second largest population, has a similarly large young population, with 123,000 from 244,000 falling into the same age bracket. Barking and Dagenham has the smallest population overall, along with the smallest population of residents aged under 29, at 69,500.38 Based on the data produced by Connexions39, the agency that provides advice and links to employment for under 18s, Greenwich has the highest level of under 18s Not in Education, Employment of Training (NEET) at 9.5%, with a further 4.7% unaccounted for. Barking and Dagenham and Newham also have high levels of NEETs, at 8.9% and 7.7% respectively, and Newham has a further 7.6% unaccounted for. Redbridge has the fewest NEETs, at 4.2% with only 1.6% unaccounted for. Newham has the lowest economic activity rate of people aged 50+ from the boroughs along the route, at 30.8%. Camden has the highest, at 46.5%. Much more noticeable differences are seen when economic activity excludes those over retirement age, where Tower Hamlets achieves only 59.7% compared with Hillingdon’s 81.4%. Newham and Bexley show the lowest rates for economic activity over retirement age, at 6.6% and 6.8% respectively.40

37

CLG (2007) Face to Face and Side by Side ‐ Consultation

38

Census (2001) Age Statistics

39

Connexions (2008) NEET data

40

ONS (2009) Annual Population Survey, Economic Activity by Age

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Sexual Orientation Lesbian and gay people are more likely to live in London than the rest of the country. It has been estimated that six per cent of the UK population is likely to be lesbian, gay or bisexual41. This is thought to be an underestimate and ten per cent is considered to be a more accurate estimate for London. “Safety and security on trains, buses and stations is known to be of concern to people from this group who are often vulnerable to attack. Many of the same situations that apply to women, faith groups, and minority ethnic groups also apply to people in this community.”41

Refugees or Asylum Seekers In 2008, London attracted more than 145,000 immigrants; almost 30% of the total number of immigrants to the UK. On average, for every 10 migrants arriving in the UK in 2008, one was UK born, three were born in the remainder of the EU27 and six were born in other countries of the world. Newham is home to the highest number of asylum seekers in receipt of subsistence‐only support, at 420. This contributed to almost 7% of the England‐wide total in 2008. Ealing and Redbridge also saw significant numbers, at 285 and 235 respectively.42

Full EqIA and CCIA for the Crossrail Regeneration Benefits Strategy The key aim of the Crossrail Regeneration Benefits Study is to understand how and where the LDA should intervene to ensure that the regenerative impact of Crossrail is maximised. As such, by its very nature, the Crossrail Regeneration Benefits Study adopts a bottom up approach which is targeted at ensuring that the positive impact of Crossrail is shared by all. As discussed previously, the study identifies six priority stations where it is thought that LDA intervention can have the most beneficial impact. The rationale used to identify these six stations is based strongly upon arguments of equity, and more specifically the ‘deprivation and inequality case’. The priority stations – Custom House (Newham), Southall (Ealing), Whitechapel (Tower Hamlets), Hayes and Harlington (Hillingdon), Ilford (Redbridge) and Woolwich (Greenwich) – are those which have been identified as being characterised by the more severe instances of inequality after detailed research. As such, the interventions detailed in the report are designed specifically to challenge and ultimately eradicate these instances of inequality. The strategy proposes four types of intervention – skills, employment, training and inclusion, supporting growth and commercial opportunity, places and infrastructure and promoting London. Interventions under each of these titles have direct relevance to the equalities strands. This section focuses upon the equalities impact of Crossrail Regeneration Benefits strategy interventions, focusing specifically the equalities strands discussed above. The following 41

GLA (2010) Draft Gender Equality Scheme

42

Home Office (2008) Control of Immigration, Statistics, UK

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table sets out in detail the Equalities Impact Assessment for the Crossrail Regeneration Benefits Study. Each priority location is considered in turn, with focus placed upon the likely impact of each intervention upon the key equalities strands.

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Priority One Locations Priority One locations – Custom House, Southall and Whitechapel – are those locations for which it has been proven there is the strongest case for LDA intervention. More specifically, Priority One locations are seen as locations of opportunity to secure significant benefit as a result of Crossrail, with potential commercial and residential opportunities to develop nodes which have real value to London. Figure 2: Crossrail Priority 1 Station Locations: Interventions and Impact on Equalities Target Groups

LDA maintain role as key stakeholder and enabler. Continue to play an active role within the delivery of a new Development Framework for the Royal Docks Custom House

2010‐ 2013

Support Crossrail and LB Newham in developing a suitable masterplan for Custom House. Identify the potential of a commercial centre ‘type’ of development at this location.

L

M

L

L

L

L

L

M

L

L

L

L

L

L

Community Cohesion

Refugees

Faith

LGB

Age

Disability

Intervention

Gender

Location

Equalities Strands Impact (Low, Medium High)

Race

Time Period

Commentary

L

It is intended that this intervention will result in a clear and agreed vision and identity for the Royal Docks in the future. By working within the LDAs equalities framework, the intervention has the potential to benefit all equalities strands – although direct impact is unlikely in the short term

H

This intervention will result in a clearer identity for the Royal Docks, with better integration of communities to the north of the station and future developments to the south. Again this intervention has the potential to benefit all equalities strands – particularly ethnic minority groups and younger people, which form large groups in the local area. The intervention should also

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have a strong community cohesion benefit. Re‐investigate the feasibility of power line removal in the vicinity of the station. Support feasibility study into the cost and impact of removing power lines. Support the development of an appropriate brand and identity for the area. Capitalise upon increased strategic and commercial interest with a clear, brand message and identity associated with the emerging economic identity.

L

M

L

L

L

L

L

M

L

L

L

L

L

L

L

This intervention is intended to maximise developable land within the Royal Docks. In the short term the intervention is likely to have little direct impact on the equalities strands.

H

This intervention is ultimately aimed at uniting partners and increasing investment in the area. The latter impact would ultimately benefit local communities‐ particularly ethnic minority groups and younger people, which form large groups in the local area. Direct impact for local communities is likely to be limited in the short term however, however, there is likely to a strong community cohesion benefit.

Address constraints at Tameside West. Through the development framework process, revisit and address current issues that have stalled residential development in the south‐west of the docks.

H

M

M

H

M

M

M

H

This intervention targets a significant increase in the speed of residential development in the area and the delivery of improved social infrastructure – something which would provide significant direct benefit for local communities.

Delivery of Dock Crossings. 2013‐ Support the development 2017 of appropriate dock crossings, linking

H

H

H

H

H

H

H

H

This intervention would deliver significant direct benefit for local communities by increasing the ability of residents in deprived areas to participate in the Crossrail and Royal

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residential communities to the south of the Docks with the station

Docks regeneration opportunity. The intervention has the potential to have a strong community cohesion benefit.

Innovation in the delivery of commercial space Identify potential for the development of highly flexible managed workspace in the vicinity of the station

H

This intervention is targeted at creating increased diversity within the local business base by supporting local small businesses and as such, is likely to provide benefit for all equalities strands within the local community

M

This intervention will provide significant benefit for young people in the local area and is aimed at helping residents to take advantage of opportunities provided by Crossrail, improve levels of skills and qualifications and ultimately increase in local employment. Ultimately, this has the potential to have a benefit in terms of community cohesion

L

This intervention is targeted helping the Royal Docks to become renowned as an innovative and ecofriendly location, but in the short term is unlikely to have significant direct impact on the equalities strands

H

This intervention is aimed at creating a local identity to unite partners, increasing investment in the area and increasing demand for residential properties locally. The intervention is likely to benefit all

Highly targeted training for local young people. Offer targeted training to young people (particularly in North Woolwich and Custom House) to ensure they have the ‘London Skills Set’ in advance of 2017. Support the delivery of green infrastructure. Support the development of appropriate infrastructure on Brownfield (and potentially LDA owned) sites.

Southall

Brand Development. 2010‐ Support the development 2013 and delivery of improved branding and marketing of the local area which builds

M

L

L

H

M

L

L

M

H

L

L

M

M

H

L

M

L

L

L

M

L

L

L

M

L

L

L

M

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upon Southall’s existing strengths

Developing Strategic Mechanisms for Delivery. Provide significant staff resource to support the delivery of the Southall Development Study, in particular the development of new housing to the SE of the station. In doing this, explore the feasibility of a delivery vehicle for the area.

equalities strands through increased levels and employment and wealth in the local area – but particularly the ethnic minorities group, as this group has strong representation locally and is likely to be the focus of renewed branding for the local area. There will be a strong beneficial community cohesion impact.

L

L

L

L

L

L

L

L

Aimed at improving dialogue between regional and local partners, this action is unlikely to have significant direct impact for any of the equalities strands in the short term

Ensure the right type of business space is developed in Southall. Provide advocacy for the development of flexible, low cost business space within the Gas Works development.

H

M

M

M

L

L

L

M

This intervention is targeted at increasing levels of business activity within Southall, improving perceptions the area as a functioning business location and increasing local employment. The intervention is likely to benefit all equalities strands, and particularly the ethnic minority group which has strong local representation. There will be a knock on benefit in terms of community cohesion

Public Realm and shop‐ front improvements along

H

H

H

H

H

H

H

H

All target groups will enjoy significant benefit from improvements in the local public realm,

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South Road. Dedicated programme of appropriate improvements on South Road.

Identify the potential for intervention on specific sites within and around South Road. Identify the potential of intervention at Royal Mail and Gurdwara Sites on South Road, liaising with land owners and local partners, giving consideration to the models of delivery outlined within this document. Consider potential for redesignation of appropriate industrial sites. Work with LB Ealing to identify certain sites within the station hinterland, which are currently SIL, but could provide space for future commercial or residential development as the profile of Southall changes. 2013‐ Targeted training

with the area improving as a place to live and work for all. The intervention will also lead to general improvements in perceptions of Southall as a location to work and visit and help to better integrate the Gas Works development in the local area. Community cohesion impact will be strong and positive.

M

M

M

M

M

M

M

M

M

M

M

M

M

M

L

L

L

H

L

L

L

M

This intervention will help to integrate the Gas works development within the local area and ensure the most appropriate long term development. In doing so, there will be some benefit for all equalities strands

M

This intervention aims to increase land available for residential and commercial development in the local area and ultimately change perceptions of Southall as an area to live, work and invest. In the longer term, these changes would bring benefit to all equalities strands living and working in the local area. There is good potential for beneficial community cohesion impact

M

This intervention would provide significant

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2017 provision. Support the provision of targeted training for young people to ensure that they have the requisite skills set to access new employment opportunities, both locally and in the Central Activity Zone Promote and Support Good Interchange. Support TfL Interchange team and Crossrail in the development of improved interchanges at Southall station and support the development of improved routes of access between the station and local residential areas Support social and cultural infrastructure development. Use LDA powers and expertise to support the development of appropriate social and cultural infrastructure on Brownfield (and potentially future LDA owned sites) to meet the needs of the growing population. Whitechapel 2010‐ Targeted response to

benefit for young people. It would help young residents to take advantage of opportunities provided by Crossrail, improve levels of skills and qualifications and ultimately increase local employment and economic activity. In turn, this will translate into community cohesion benefit

H

H

H

H

H

H

H

H

This intervention will help all equalities strands living in the local area, encouraging increased use of Crossrail by local people and subsequently, more residents accessing opportunities within employment locations along the Crossrail line. There will be strong community cohesion benefit from improved linkages.

H

M

M

M

M

M

M

H

This intervention will highlight clearly aspirations for the area, creating improved perceptions, increasing demand for residential property and increasing visitor number. The intervention will benefit all equalities strands, particularly the ethnic minority group its strong representation locally. There will be strong community cohesion benefit.

H

H

H

H

H

H

H

H

This intervention is targeted at increasing the

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2013 Inactivity. Target the high levels of relative deprivation and social exclusion found throughout the area through the highly specific provision of outreach, training and employment brokerage which aims to improve levels of engagement with local employment opportunities Develop more Formal Dialogue with the Business community. Develop structures to enable a more formal dialogue with and between businesses within the Whitechapel area. This could potentially be constituted into a BID in the medium term. Provide enhanced business links to the City of London and Canary Wharf. Provide capacity building style support for existing business and where possible encourage local businesses to build supply chain linkages with businesses in the City of London and Canary Wharf

skills and qualifications of local residents, decreasing levels of NEET young people and reducing the number of local people ‘crowded out’ by the local transformation. Community cohesion benefit will be significant.

H

H

M

M

M

M

M

M

L

L

L

L

L

L

H

This intervention targets an increase in local pride, putting forward a broader and more coherent offer to investors and decreasing the number of businesses ‘crowded out’ as a result of regeneration. This will benefit all equalities strands, but particularly the ethnic minority group, which has very strong representation in the local business base.

H

This intervention targets an improvement in business performance (potentially leading to increased in employment) and a decrease in leakage from the local economy. Again, this will benefit all equalities strands, but particularly the ethnic minority group, given the very strong representation in this group in the local business base.

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Scope initial site interventions. Consider the potential to intervene at specific sites (e.g. Royal Mail site) consider the potential for feasibility and market testing of potential uses Develop and Support Whitechapel’s brand and identity. Support the development of Whitechapel’s unique brand as a visitor and business location. This includes acknowledging Whitechapel as an area that stretches from the City (Aldgate) to Whitechapel (station) and on to Stepney. Further masterplanning and the effective delivery of HS 2012 should be the basis for achieving this. Aldgate to Whitechapel high street improvements. In line with HS 2012 and the objective of creating a more significant and coherent Whitechapel, area partners should undertake a concerted

By targeting increased involvement of local stakeholders within the evolution of M

M

M

M

M

M

M

M

Whitechapel and more timely, efficient and appropriate physical development, this intervention is likely to benefit all equalities strands in the long run

H

H

H

H

H

H

H

H

H

H

H

H

H

H

H

Whitechapel’s brand and identity focuses around its ethnically diverse population and business base. As such, this intervention will significantly benefit the ethnically diverse target group. However, through increasing levels of investment, increasing levels of visitors and improvements in public realm along Whitechapel Road, the intervention will also benefit all other equalities strands living in the local area. There will be strong community cohesion benefit from a distinct and shared identity

H

This intervention targets improvements in the perceived links between Whitechapel and City fringe, with an increase in number of visitors, an increase in footfall in easterly and westerly directions and an improved perceptions of local environment. These benefits have the potential to directly affect all equalities strands living in the local area.

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shop front improvement process. This should aim to enhance the distinctiveness of the area by drawing out the architectural heritage of the location. Targeted training and employment brokerage. Support the provision of targeted training for young people to ensure that they have the requisite skills‐set to access new employment opportunities, both locally and in the Central Activity Zone Ongoing Improvements to Whitechapel Road. Ensure 2013‐ that public realm 2017 improvements to Whitechapel Road continue beyond 2012. Supporting growth as a major interchange. Support Crossrail and TfL in the development of improved interchanges facilities at Whitechapel station and support the development of improved routes of access between the station and local

Again, there will be strong community cohesion benefit

L

H

H

L

H

H

L

H

H

H

H

H

L

H

H

L

H

H

L

H

H

M

This intervention is likely to bring significant benefit for young people in the local area. It is aimed at helping young residents to take advantage of opportunities at City and Canary Wharf, improving in skills and qualifications and ultimately increasing local employment and economic activity

H

This will benefit all equalities strands, directly improving perceptions of Whitechapel as a location to live, work and visit. There will be strong community cohesion benefit from improved public realm with more people integrating in public space

H

This intervention targets increased use of Crossrail by local people and subsequently, more residents accessing opportunities within employment locations along the Crossrail line. As such, it will result in significant benefit for all equalities strands living within the local area. There will be strong community cohesion benefit from strong linkages /connectivity

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residential areas.

Development of new business accommodation offer. Support the development of appropriate managed workspace on available (and potentially LDA owned sites)

H

M

M

M

L

L

L

M

This intervention targets the evolution of Whitechapel as a location commercial location in its own right. It will result in more diversity within the local business base and has the potential to support local small businesses and allow them to play a fuller role in the transformation of the area. Whilst the intervention will impact all equalities strands conducting business in the area, there will be particularly significant benefit for the ethnic minority group, which is already strongly represented in the local business base.

Priority Two Locations Priority Two locations – Hayes and Harlington, Ilford and Woolwich – are locations for which it has been proven there is also a strong case for LDA intervention. Here, however, the opportunity is primarily seen to be to support the market in significant residential development, supported by improved town centres. Figure 3: Priority 2 Locations – Interventions and Equalities Impact for Hayes and Harlington, Ilford and Woolwich

2010‐

Age

LGB

Faith

Refugees

Community Cohesion

Develop appropriate partnership arrangements. Audit relationships with relevant local authorities and

Disability

Interventions

Gender

Timescale

Race

Equalities Groups Impact (Low, Medium High)

L

L

L

L

L

L

L

L

Commentary

This intervention is targeted at making more efficient use of funds (and potential economies of scales). There is likely to be

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2013

stakeholders to ensure that arrangements for communicating the evolving opportunity are in place. Where necessary, these could be formalised into relevant partnerships groups.

Identify local ‘gaps’ in the local offer. Review social infrastructure, public realm, retail and service offer in each station hinterland, identifying gaps which may need to be filled in line with the increased population and usage within the town centres.

Establish relationships with local business community. Develop structures to enable a more formal dialogue with, and involvement of, local businesses within the Town centres. This could build upon existing partnerships and could potentially be constituted into a BID in the medium term. Ensure policy position matches aspirations linked to Crossrail. Review policy c.2013 to ensure that policy actively supports growth in the residential population within station hinterlands and through the improvement of relevant town

little direct impact on the equalities strands

H

H

M

H

H

M

H

H

M

H

H

M

H

M

M

H

M

M

H

M

M

H

This intervention has the potential to have significant positive benefit for local communities in all three locations. It is targeted at ensuring a more coherent offer to potential residents and businesses, a more appropriate mix of local facilities, and improvement in the physical environment at key locations. As such, all equalities strands are in a position to benefit and ultimately this will result in community cohesion benefit

H

Again, this intervention is targeted at benefitting all equalities strands in the three localities. The intended outcome of the intervention is an increase in local pride, a broader and more coherent offer to investors and a decrease in number of businesses ‘crowded out’ as a result of regeneration improvements related to Crossrail. There will be a strong community cohesion benefit

M

This intervention will ensure that in the long term the most appropriate policy on land use is achieved and there is a more efficient targeting of resources. This will ensure that the benefit is maximised for those who are most in need of it.

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centres.

Scope initial site interventions. Consider the potential to intervene at specific sites – potential for feasibility and market testing.

Develop Brand and Marketing Strategies. Work with local stakeholders to develop branding and marketing strategies for priority 2 locations.

2013‐ 2017

Support development of cultural and evening offer. Work with local authorities to develop an appropriate and distinctive cultural offer. This could involve provision of businesses support, development of space for cultural companies to locate and new

M

H

H

M

H

H

M

H

H

M

H

H

M

H

H

M

H

H

M

H

H

M

By focusing on site specific interventions, this intervention will look to ensure more timely, efficient and appropriate development, with the removal of development constraints where necessary stimulating increased residential property development. The intervention has potential to benefit all target groups. However, the way in which the intervention will affect the equalities strands will vary from site to site, depending on locally specific characteristics and circumstances. As such, the likely impact on equalities strands should be reassessed when the actual sites have been considered in more detail

H

This intervention aims to create a change in perception of the each location, with an increase in levels of investment, increased in demand for residential properties and an increase in visitors. Such outcomes would benefit all equalities strands living in each of the three locations. Improved branding has a strong potential to improve levels of community cohesion

H

Aside from obvious benefits for local residents in terms of leisure and entertainment, this will ultimately create improved perceptions of each are, increasing demand for residential property and the numbers of visitors. The intervention has the potential to make a significant positive

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cultural facilities.

Promote and support good interchange. Support TfL Interchange team and Crossrail in the development of improved interchanges at stations, and support the development of improved routes of access between the station and local residential areas

Site specific intervention Use LDA powers and expertise to intervene on sites which are constraining development or where a specific opportunity exists

Public Realm improvements with Hayes, Ilford and Woolwich Town Centres. Undertake a dedicated programme of appropriate

impact on the lives of local residents in all the equalities strands. Again, an improved cultural and evening offer has a strong potential to improve levels of community cohesion

H

M

H

H

M

H

H

M

H

H

M

H

H

M

H

H

M

H

H

M

H

H

This intervention targets an improvement in perception of each area as a residential location ‘close’ to the CAZ. Ultimately, it will result in increased use of Crossrail by local people and subsequently, more residents accessing opportunities within employment locations along the Crossrail line. By their very nature the benefits will be targeted at being accessible by all.

M

This longer term interventions will see the delivery of more coherent town centre improvements and further removal of development constraints, stimulating increase in residential property. As discussed previously, site specific interventions have potential to benefit all target groups. However, the way in which the intervention will affect the equalities strands will vary from site to site, depending on locally specific characteristics and circumstances. As such, the likely impact on target groups should be reassessed when the actual sites have been considered in more detail

H

Improvements to the public realm in all three town centres will have a direct and significant benefit for all equalities strands. They will also result in general improvement in

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improvements within each of the town centres

perceptions of Hayes, Ilford and Woolwich as locations to live and visit, increase visitor numbers and increase inward investment enquiries – with associated indirect benefits for local residents. Ultimately, improved use of public space is likely to have a good impact on community cohesion.

Other Crossrail Locations In addition to the six priority locations discussed above, the Crossrail Regeneration Benefits study identifies a number of other locations along the route where there is evidence to support intervention. Whilst the study identifies potential interventions for each location, these are by no means set in stone – the study recommends that LDA and partners maintain an ongoing dialogue with partners at each location, and if necessary allow the interventions to evolve accordingly. As such, whilst it is likely that many of the potential interventions will ultimately have an impact in terms of the equalities strands, it is too early to assess with any real accuracy the nature and scale of this impact. This is reflected in the table below. It will be important that the likely nature and scale of the impact is continually reassessed as and when each intervention itself evolves and becomes better defined. Figure 4: Other Crossrail Location – Potential interventions and Likely Impacts on Equalities Target Groups

Other Crossrail Ealing Locations Broadway

LDA and partners should continue to monitor emerging commercial opportunities as the property market

M

M

M

M

M

M

M

Community Cohesion

Refugees

Faith

LGB

Age

Disabilities

Intervention

Gender

Location

Race

Equalities Groups Affected

M

Commentary

An improved cultural offer would have the potential to benefit local residents directly (though improved leisure / entertainments offer etc) and indirectly – through improved perceptions and

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becomes stronger and investor interest increases. There is clear potential to assist the council in developing an improved cultural offer (through the development of a cultural quarter), as well as assisting LB Ealing in developing the marketing ‘offer’ for an expanded Ealing town centre. Regional bodies should maintain a more frequent dialogue with LB Westminster, particularly in supporting them to develop a flexible Paddington workspace for creative businesses within the area. If the feasibility for supporting new workspace is tested, Paddington should be considered as a potential location. LDA and partners should Tottenham work with Crossrail to Court Road ensure that this distinctiveness and identify is enhanced by

increases in visits. However, further assessment of the likely impact on the local population would be necessary as the nature of the intervention evolves in the coming years. The intervention has the potential to have a strong and beneficial community cohesion impact.

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

Paddington is located within the vicinity of some of central London’s most deprived communities. The development of flexible workspace would have the potential to boost levels of enterprising activity amongst the local population. However, further assessment of the likely impact on the local population would be necessary as the nature of the intervention evolves in future years

M

Again, improvements in the distinctiveness and identity of the Tottenham Court Road area is likely to benefit residents both directly (though improved usage themselves) and

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the arrival of Crossrail. Again, assistance in marketing should be considered as a possibility within this hinterland. LDA and partners should monitor this and support LB Newham in Forest Gate their aspirations to provide a more effective offer within the station hinterland.

Romford

Harold Wood

Many of the interventions outlined for Ilford could be applied to Romford. Where possible, LDA and partners should support LB Havering in their objectives of developing an improved interchange and a more diverse town centre economy. As Harold Hill Ambitions evolves, there may be opportunities for regional partners to add significant value,

indirectly through stronger economic performance. Further assessment of the likely impact on the local population will be necessary as the precise nature of the intervention evolves in future years

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

M

The precise nature of / need for regional level intervention (over and above the LB Newham intervention) is yet to be defined. Further assessment of the likely impact on the local population will be necessary as the precise nature of the intervention evolves in future years

M

Achieving an improved interchange and more diverse town centre economy would potentially have a significant positive impact on all the target groups. However, the precise nature of / need for regional level intervention (over and above the LB Havering intervention) is yet to be defined. Further assessment of the likely impact on the local population will be necessary as the precise nature of the intervention evolves in future years

M

Harold Wood serves the Harold Hill estate which suffers from concentrations of relative multiple deprivation and is currently the focus of a major regeneration plan – ‘Harold

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The Redbridge Corridor

Abbey Wood

particularly in the improvement of public realm and the delivery of a new learning zone for the area

Hill Ambitions’. The nature of / need for regional level intervention is yet to be defined. If opportunities for intervention do evolve in coming years, the impact of these interventions on the target groups will need to be assessed

The Redbridge Corridor has provided a number of defined projects which may become more prevalent as the regeneration opportunity of Crossrail plays out.

M

The precise nature of / need for regional level intervention (over and above the LB Redbridge intervention) is yet to be defined. Further assessment of the likely impact on the local population will be necessary as the precise nature of the intervention evolves in future years

M

Improved linkages and connectivity in and around Abbey Wood would have the potential to offer significant benefit for all target groups. However, further assessment of the likely impact on the local population will be necessary as the precise nature of the intervention evolves in future years. Better linkages in the local area would potentially have a strong community cohesion impact.

The nature of the opportunity at Abbey Wood should be monitored closely as more tangible opportunities to intervene emerge. Development of the interchange, links to the Thamesmead estate, and impact of Crossrail on the Belvedere Industrial area are all worthy of detailed consideration over the next 7 years.

M

M

M

M

M

M

M

M

M

M

M

M

M

M

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Mitigating against Potential Negative Impacts of Crossrail As highlighted by the above, the interventions designed as part of the Crossrail Regeneration Benefits Strategy and Implementation Plan, are all designed specifically to ensure maximum positive benefit is achieved by all from Crossrail. Focus has been placed on understanding whom is likely to be affected by Crossrail and how they can be helped. Great care and attention has been placed on ensuring that the interventions are conceived in such a way that they will not precipitate any knock on negative impacts or promote inequality themselves. It is possible, however, that delivery of the Crossrail project itself may result in short term negative impacts. These may include factors such as disruption to physical environment and local trade during actual construction of the line. The strategy and implementation plan includes actions to mitigate against such potential negative impacts. Such actions include promoting the use of marketing hoardings to help people to continue to use localities as normal during construction and proactive marketing campaigns to highlight the positive impact that Crossrail will bring in the long run. As such, the strategy seeks to ensure any dis‐ benefit caused by construction is minimised for all groups and that the real benefit of Crossrail is bought forward efficiently and effectively.

The Importance of the Monitoring of Impacts The Crossrail Regeneration Benefits study emphasises the importance of a clear framework for measuring and monitoring progress if delivery is to be successful. In particular, the study recommends the establishment of a delivery group which is given responsibility of the monitoring and guiding of interventions that emerge from this assignment. The Crossrail Regeneration Benefits Study recognises that the extent to which the regeneration benefit of Crossrail is maximised will be largely dependent upon the ability of “partners to anticipate and respond to the changing opportunity”. As such, establishing an effective mechanism for tracking the emergence of the regeneration benefits of Crossrail is a key recommendation of the strategy. By recommending the establishment of a clear framework for the monitoring of progress, the strategy and implementation plan provides a strong mechanism to ensure that throughout delivery, focus is maintained on responding to the needs and priorities of each equalities strand, at each location.

Summary and Implications The Crossrail Regeneration Benefits Study aims to establish an understanding of how and where the LDA should intervene to ensure that the regenerative impact of Crossrail is maximised. The strategy adopts a bottom up approach which is targeted at ensuring that the positive impact of Crossrail is shared by all and in doing so helps to tackle issues of inequality at locations across London. The study identifies six priority stations where it is thought that LDA intervention can have the most beneficial impact – Custom House, Southall, Whitechapel, Hayes and Harlington, Ilford and Woolwich. The stations have been prioritised after detailed research into the ‘deprivation and inequality case’ and the ‘market opportunity case’. The priority stations are Page 149


those which have been identified as being characterised by the more severe instances of inequality. As such, the desire to achieve greater equity through the delivery of Crossrail is at the heart of this strategy. The interventions detailed in the strategy and implementation plan are designed specifically to challenge these instances of inequality. This document has incorporated detailed analysis of the likely equalities and community cohesion impacts of each intervention. In doing so, it has highlighted the ways in which the proposed interventions are likely to have significant positive impacts in relation to each of the equalities strands and the overarching theme of community cohesion. However, it has also been highlighted that given the relatively long term nature of the Crossrail project, the proposed interventions are likely to evolve to some extent in coming years. As such, keeping a watching brief as this evolution happens will play an integral role in ensuring that the benefits of Crossrail are indeed maximised for all.

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