BEDDINGTON REGENERATION Framework 2016 Unlocking beddington
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Beddington Industrial Area Regeneration Framework
Project: Client: Job Number:
Beddington Industrial Area London Borough of Sutton 15.272
Primary author: Mark Powny, Atilla Vredenburg Review by: Ananya Banerjee Issue 1 2 3 4 5
Initialled: MP, AV Initialled: AB
Date
Status
Checked for issue
29-06-2016 02-08-2016
Draft Final
AB MP
The contents of this document must not be copied or reproduced in whole or in part without the written consent of Boyer Planning. All plans are reproduced from the Ordnance Survey Map with the permission of the Controller of HMSO. Crown Copyright Reserved. Licence No. AR100007250.
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unlocking beddington
public realm
management
decentralised energy
safety and security
business
jobs
the vision
network
brand
apprenticeships
permeability
green economy
improving the physical environment walkable and bikeable amenity
collective identity
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landscaping connecting the character gap action framework network inclusive raising the business profile community socialise phased strategy land intensification linkages
improving the physical environment exemplar enterprise zone collaborative working
Beddington Industrial Area Regeneration Framework
1. TNT 2. UPS Customer Centre 3. Royal Mail Croydon Centre 4. Kuhne and Nagel 5. B&Q 6. IKEA 7. Valley Retail Park 8. Superdrug 9. Vue Cinema 10. Tenpin Croydon 11. Asda 12. Wickes 13. Makro 14. Toys R Us 12. TNT 13. Kuhne and Nagel map 1
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Beddington Industrial Area Regeneration Framework
Contents
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2
Background
Challenges and Opportunities
1.1 About the site
2.1 Movement
1.2 Phase 1 report
2.2 Parking Strategy
1.3 Structure of the document
2.3 Edges, public realm 2.4 Market Potential
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Regeneration Framework
Urban Design Guidelines
3.1 Vision
4.1 Scope and methodology of guidelines
3.2 Illustrative framework plan
4.2 Movements (streets & soft movements)
3.3 Short and long term phasing
4.3 Gateway sites
3.4 Precedents images short long term
4.4 Interface 4.5 Public realm opportunities (landscaped nodes/hotspots) 4.6 Opportunity sites
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Illustrative Case Studies
Appendix
5.1 Long term opportunity site
6.1 Appendix 1 - parking strategy 6.2 Appendix 2 - market potential
(conceptual idea)
Beddington Industrial Area Regeneration Framework
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Foreword
Beddington Industrial Area is one of the largest employment focused locations in South WestLondon. The importance of the Industrial Area to the economy of the Borough is illustrated by the fact it represents 70% of the Borough's employment land and 55% of the total built industrial floor space. The Mayor's London Plan identified Beddington Industrial Area as a strategic Industrial location (SIL) thus recognising its London wide and national significance. The Beddington SIL supports a diverse range of businesses located in trade parks, industrial parks, depots, distribution centres and factories with a mix of international, national and local businesses. In late 2015, businesses across Beddington SIL joined to form the Beddington Business Improvement District. Working alongside the local authority, businesses will work together to create an identity for their business area which improves its operating efficiency, environment and sustainability credentials for future years. Commissioned by the London Borough of Sutton and produced by Boyer, this Regeneration Framework sets out a structured and co-ordinated approach to achieve economic, spatial and environmental sustainability across the Industrial Area in the short, medium and longer term.
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Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework
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1 Chapter Background
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Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework
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1.1 About the Site Background
The Beddington SIL lies within the London Borough of Sutton. It shares its eastern boundary with the London Borough of Croydon and northern boundary with London Borough of Merton. To the south the Beddington SIL is bounded by Beddington Village and in the west by Metropolitan Open Land (MOL).
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The Beddington SIL is bounded by 2 main roads to the west by Beddington Lane and to the east by Beddington Farm Road.
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Willow Lane Industrial Area
The site is approximately 100 hectares and comprises a mix of land use types ages and styles of buildings. The large majority of units within the Beddington SIL are presently occupied. The uses range from heavy industry or critical infrastructure, including the National Grid substation and Thames Water sewage treatment work sites, to road haulage companies, aggregate businesses, manufacturing companies and retail outlets including a large DIY store and a food superstore. The semi-rural landscape character of pre 1970's- Beddington is still evident in aspects of the study area and along sections of Beddington Lane. However piecemeal development of the Industrial Area has come forward without a comprehensive framework and has changed the identity of Beddington to one where industrial uses and associated heavy vehicle movements dominate. now and the objectives that are set by the Council and stakeholders gives Beddington Industrial area a opportunity commercial and industrial clearly specify
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Beddington Industrial Area Regeneration Framework
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1.2 Phase 1 Report Background
The Beddington Regeneration Framework builds upon the "Sutton Industrial Land Phase 1 Baseline study" and the "Unlocking Beddington" document, which as prepared to support the council's bid for funding through the Mayor's regeneration fund. Boyer undertook a comprehensive research with the Phase 1 report to get a better understanding of how the Beddington SIL operates; the types of businesses, and the activities that make this location what it is today. The recommendations of Phase 1 will be used to support industrial land policy within Sutton's new Local Plan. The research in the Phase 1 report is focused on 5 main objectives:
intensification. 3. Identify how sustainable economic growth can be achieved 4. Assess the physical quality of the area in terms of building stock, sites, site boundaries and the public realm. 5. Build on positive relationships with community and businesses developed through the BID and the BNNF NP processes. The BID document was the first step to connect findings in the Phase 1 report to potential opportunities in Beddington SIL. It describes possible intervention related to the public realm, building reuse and economic/environmental sustainability supported by precedent images and diagrams with opportunity areas.
1. Gain a fine-grained understanding of the economic performance and potential of the study areas. 2. Explore opportunities and business appetite for land
A bid for The Mayor ’s Regeneration Fund 2015
Sutton Industrial Land Phase 1 - Baseline Study
Supporting document
Unlocking Beddington
Febuary 2016
London Borough of Sutton
LOCAL PLAN
Issues and Preferred Options Consultation (Regulation 18) February 2016
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Beddington Industrial Area Regeneration Framework
1.3 Structure of the Document Background
Purpose of the document:
Use of the document:
The Beddington Regeneration Framework is a comprehensive elaboration of the initial vision set out by the Phase 1 report and the BID document. The purpose of the Framework is to create a future proof plan to unlock Beddington's potential. This document serves a multitude of purposes and stands independent from any legal document, although it is informed by local development plans.
The Beddington Regeneration Framework sets a holistic vision for the whole Industrial area and at the same time offers an overview of the different aspects that support the Framework.
It serves as an independent reference document that defines main objectives and sets important parameters and conditions to improve accessibility, parking, public realm and private plot developments. Advice that is being given in the Beddington Regeneration Framework can be later used to inform any modifications in spatial plan documents as well as the necessary documents for infrastructure design. The Framework further defines and sets guidelines for how to revitalise and improve the image of the Industrial area to energise the area's economy. It establishes a set of design guidelines to inform and inspire future individual project developments. Ultimately this document is not a collection of unchangeable static drawings but rather as described it is a framework to support the evolving elements of urban design, civil engineering and environmental dimensions, which will be combined to help grow the industrial area into an integrated development through time.
The aim of the Framework report is to serve as a kind of "vade-mecum" or reference document during the urban development process for a diverse range of users, like the local urban design and planning departments, private developers, development and project managers, architects and engineers, existing businesses and also for the general public. Therefore the Framework needs to be comprehensive and treat all main aspects to secure the quality of the Framework, while not being to prescriptive and complex in the aspects that go beyond the overall urban vision. Team: Boyer has been appointed by London Borough of Sutton to provide consultancy services for the schematic and developed framework plan. The strong collaboration between the Development Economics and Urban Design department of Boyer provides the necessary experience and expertise to successfully deliver Beddington's Regeneration Framework.
Steps of the document:
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Define Objectives
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Define key Opportunities
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Develop Strategic Framework
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Define Development Plan - Phasing
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Develop Conceptual Ideas
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Design Urban Design Guidelines
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Test Guidelines and Ideas on Sites
Beddington Industrial Area Regeneration Framework 13
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2 Chapter Challenges and Opportunities
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Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 15
2.1 Movement Challenges and Opportunities
Probably the most prominent feature of Beddington when you visit the area, especially during peak times, is the amount of traffic congestion. This is exacerbated further by the high amount of through traffic and high levels of onstreet parking in Beddington which has the effect of reducing roads to one way movement in certain locations. Beddington does not have a clear movement hierarchy especially travelling east-west where most of the local roads are either no-through roads or are private roads with restricted access. Besides this there is a lack of signage and wayfinding in the area, which makes it difficult for visitors to navigate the area and find there destination successfully. Current pedestrian and cycle infrastructure is of a poor standard. Narrow carriageway widths; on street parking, multiple access points and junctions to individual sites and private roads make improving pedestrian and cycle provision within the existing public highway difficult to achieve.
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Key challenges/issues:
- Impermeability of the area - Unclear hierarchy of roads - Missing a clear network for pedestrian and cycle movement - Missing East-West connections - Dangerous road crossings - Missing a clear signage and wayfinding scheme Key Opportunities:
- Upgrading existing road network - Enhance permeability of area through East-West connections - Designing a clear road hierarchy - Creating a clear signage and wayfinding scheme - Connecting at strategic locations to the bigger area - Creating a clear network of pedestrian and cycle ways - Traffic management
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Opportunities Movement - map 3
Upgrading existing and/or new East-West connections Potential new or improvement of exisitng Pedestrian/Bicycle only connections Aspirational Pedestrian/Bicycle only connections Road improvements long term Road improvements short term Pedestrian/Bicycle crossings Major vehicular, pedestrian and bicycle crossings T T
Existing tram stop Opportunity sites
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2.2 Parking Strategy Challenges and Opportunities
Key challenges/issues:
- Overspill of parking to public streets - On-street parking obstructs HGV access - Vehicular, pedestrian and cycle movement is blocked - Insufficient use of private off-street parking space - Dangerous road crossings Key Opportunities:
- Specify clear parking on-street zones where street section allows it - Create smart parking strategies on opportunity sites (shared,stacked, on-roof parking) - Create space where parking is mostly needed
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Beddington Industrial Area Regeneration Framework
The Phase 1 Report included several parking surveys of the premises located in the Beddington SIL. The results of these surveys demonstrated 60% of the off-street parking areas are well used with average usage above 70%. We consider off street parking usage above 70% as indicative of a well-used car park that could experience peak parking levels above 100% during the busiest periods. During these site visits Boyer also noted areas where on street parking was a concern in terms of 1. Restricting vehicular access resulting in one way movement and associated queuing; 2. Obstructing the movement of HGVs; and 3. Parking over the footway blocking pedestrian and cycle movement.
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Opportunities - On-street and Off-street Parking - map 4 Keep existing parking Potential to keep all existing street parking, but different layout Potential to keep existing parking on 1 side of street Remove existing parking. Potential to get on-street parking in long term Keep existing parking only if dedicated zone will be designed Potential for on-street parking in new streets (excluded from calculations) Potential sites for industrial building and on-site multi-storey car parking development (opportunity site) Opportunity sites
Beddington Industrial Area Regeneration Framework 19
The areas of high on street parking appear to correlate with those businesses that have off street car parks at or beyond capacity at peak times. Subsequently parking need spills over onto the street. Prominent examples include 1. 2. 3. 4. 5. 6.
Jessops Way; Redhouse Rd The western reach of Coomber Way; The northern stretch of Beddington Farm Rd; Therapia Lane (some is residential parking); and Endeavour Way.
Quantifying the problem: Based on the above analysis the Phase 1 Report concluded that the high levels of traffic congestion and parking stress experienced within and adjacent to the industrial area was one of three key issues restricting the Beddington SIL of today in reaching its full potential as an industrial location and attracting new investment. Using Sutton's adopted parking standards (Appendix 1Parking strategy); the existing business floor space should have a maximum provision of 3,903 off street car spaces. Actual provision is 3,538 off street car spaces which is -365 below the maximum standard. Given the Council standards are a maximum not to be exceeded this lower provision, on the face of it, is not alarming. However 2 large sites not in industrial use, being ASDA and Superdrug, have existing parking provision well above these minimum standards. Given ASDA is a retail use and Superdrug is primarily office these uses aren't priority uses in the Beddington SIL in accordance with the Local Plan. If these sites are removed from the calculations Beddington's overall on street parking provision is -696 spaces below the maximum requirement or approximately 20%. This is considered a significant level of under provision which is further evidence by the high amount of spill over parking found on the local street network within Beddington as illustrated on Map 4. The approximate amount of on street parking in these locations is 380 spaces (Appendix 1- Parking strategy). The on street parking based on the existing street sections and layouts restrict vehicular access resulting in one way movement and associated queuing; obstructing the movement of HGVs; and in some cases results in cars parked over the footway blocking pedestrian and cycle movement. In order to help ameliorate these impacts we have investigated in the Urban Design Guidelines (Section 4) how the current street sections and layouts in the Beddington SIL can be remodelled to improve pedestrian and cycle provision; HGV movement and landscaping whilst still accommodating some on street parking where it is considered safe to do so. Based on this analysis we recommend a reduction in on street parking in these areas to 240 spaces; a net reduction of 140 spaces.
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Beddington Industrial Area Regeneration Framework
Possible parking solutions: This above analysis clearly quantifies the scale of the parking problem in Beddington and reinforces the views of many existing businesses that reported lack of parking and traffic congestion as key issues when responding to the telephone and online surveys undertaken as part of the Phase 1 Report. The lack of parking in the Beddington SIL is considered to seriously undermine its competitiveness as an employment location and is a key issue that needs to be addressed in order to enhance its economic performance and attract new investment. We believe the best strategy for improving the parking situation is four fold 1. Improve pedestrian, cycling and public transport infrastructure aimed at increasing the proportion of employees and customers that travel to the SIL by these modes and therefore help reduce unnecessary car borne trips; 2. Develop a Green Travel Plan for the Beddington SIL aimed at ensuring existing and new businesses within the SIL promote walking; cycling and public transport use by their staff; 3. Safeguard a number of key sites for off street parking available to all businesses in the Beddington SIL; and 4. Negotiate with existing businesses which have underutilised off street car parks to permit some spaces being used by other businesses. Improve pedestrian; cycle and public transport infrastructure A key focus of the Urban Design Guidelines outlined in Section 4 is to improve the conditions for cycling and walking within the SIL itself and to the wider area including nearby open spaces; public transport stations and local town centres. The Urban Design Guidelines investigate the importance and feasibility of creating new pedestrian and cycling routes as well as identifying the optimal street sections of existing roads to promote safer pedestrian and cycling infrastructure along with better interfaces and landscaping. Green Travel Plan The Green Travel Plan should encourage model shift away from the private car towards healthy and sustainable transport initiatives especially for employees in Beddington. The Plan should promote car sharing and the provision of showers; lockers and changing facilities to encourage cycling and walking within new development sites. At least 10% of any new car parking spaces should be allocated for car share. New and improved pedestrian and cycle infrastructure will also need to be provided to encourage increasing use of these modes. Specific cycle and walking enhancements for the Beddington SIL such as the North South Link and Green East West links are also outlined in the Urban Design Guidelines.
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Existing Parking Deficit Based on Adopted Standards - map 5
0-30 spaces
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Beddington Industrial Area Regeneration Framework 21
Safeguard Opportunity Sites for parking Map 5 illustrates those sites whose current on street parking provision is below Sutton Council's maximum parking standards. As can be seen a number of hot spots where under provision is concentrated exists around Redhouse Rd and the Zotefoams site in the north of the SIL; the eastern end of Beddington Cross and the Morgan Stanley Data Centre located on Greenland Way in central Beddington; and finally at the Beddington Convention Centre site and adjoining premises in south Beddington. While it could be argued that some of the businesses on these sites are specialist in nature and do not currently require high levels of parking their current provision will limit the ability of these sites to be reused for alternative businesses should their current occupiers vacate. While the hot spot map is useful it can also be seen that the majority of sites in Beddington have parking levels of up to 30 spaces below the maximum standards. To help address the parking under provision across Beddington generally but in locations specific to the hot spot areas we feel some land will need to be safeguarded to provide additional parking. The difficulty in achieving this should not be underestimated as land owner interest and potential compensation may need to be considered. This BID should be heavily involved in this process working alongside the Council and Opportunity Sutton. The type of sites considered most suitable for parking are those with ready access to the major road network; have a lower existing use value due to either being vacant or underused and finally be of regular shape to maximise parking potential. It is not the remit of this report to state what specific sites should be safeguarded but rather indicate the sorts of sites that could be considered and assess their likely contribution in helping to solve the parking problem. To help contextual-
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Beddington Industrial Area Regeneration Framework
ise this analysis we have chosen Opportunity Sites 2 (subject to removal of MoL designation), 8, 12 and 18 given they meet this high level criteria. The actual scale of the parking deliverable and the cost of bringing forward a car park on each site or any alternative site will need to be determined via detailed design and negotiation with existing landowners. A funding contribution could be sought from either s106 contributions based on the potential uplift in value generated from new development in Beddington (discussed in Section 2.4 Market Potential) or by adding 'new Beddington car parks' as a specific infrastructure item in the Council's CIL Regulation 123 List. Potential contributions could also be sought from the BID. Allocating sites for parking should not be considered in isolation however but rather alongside improvement to pedestrian; cycling and public transport infrastructure. Significant improvement here resulting in modal shift away from car borne trips will help reduce the land requirement for new car parks. To calculate the approximate number of car parks deliverable on each site we have used accepted standards published by Building.co.uk (http://www.building.co.uk/ cost-model-car-parks/3101340.article) which outlines maximum space standards. For our analysis we have used the 'surface landscaped' and 'multistorey split level / ramped' standards at 25 sqm per car space and 32 sqm per car space respectively to test a range of parking options such as surface level car parks and 2 storey multi-level car parks. Calculated below is the potential number of car parks possible on these sites using these standards. The parking calculation is based on the car parks covering 80% of the site area.
calculated below is the potential number of car parks possible on these sites using these standards. The parking calculation is based on the car parks covering 80% of the siteCalculated area. belowis the potential number of car parks possible on these sites using these standards.
The parking calculation is based on the car parks covering 80% of the site area. Table 1 -XXXXX Off Street PotentialPotential Table – OffParking Street Parking
Calculated belowis the number ofsite car –parks possible sites using standards. Opportunity 80%potential site Whole Half siteon – theseWhole site –theseHalf site – The parking calculation is based on the car parks covering 80% of the site area. Site efficiency surface surface mulit 2 multi 2 (ha) landscaped Table XXXXX – Off Street Parking Potential (spaces)
landscaped storey storey (spaces) (spaces) (spaces) 2 3.65 1460 730 2281 1141 Opportunity 80% site Whole site – Half site – Whole site – Half site – 8 1.14 456 228 713 356 Site efficiency surface surface mulit 2 multi 2 12 1.91 764 382 1194 597 (ha) landscaped landscaped storey storey 18 0.13 52 26 82 41 (spaces) (spaces) (spaces) (spaces) 2 3.65 1460 730 2281 1141 1.14 456 part of either 228 713 356 As8 can been from thethe above analysis using As can been from above analysis using part of either sites 2, 8 or 12 for parking would have a 12 2, 8 or 12 for parking 1.91 would have 764 382 1194 597 sites a significant positive significant positive impact on improving parking provision in the Beddington SIL. If a 2 storey multiimpact 18 on improving parking 0.13 provision in 52the Beddington 26 82 41 level car parks is delivered on any of these sites the remainder of each site, likely greater than 50%, SIL. If a 2 storey multi-level car parks is delivered on any of these sites remainderfor of new eachindustrial site, likely/greater thanbuildings. could be the redeveloped warehouse 50%, could be redeveloped for new industrial / warehouse As can been from the above analysis using part of either sites 2, 8 or 12 for parking would have a buildings. Better use of underutilised car parks significant positive impact on improving parking provision in the Beddington SIL. If a 2 storey multilevel car parks is delivered onparks any ofare these sites the remainderThis of each site, can likely greater than 50%, Better of underutilised car parks Someuse quite large existing car currently underused. situation change quickly based could be redeveloped for new industrial / warehouse buildings. on the needs of the existing tenants or in response to existing tenants vacating and new ones Some quite large existing car parks are currently undermoving in. if some of thebased larger on carthe parks are better utilised for general parking need needs used. Thisuse situation can change Better ofRegardless underutilised carquickly parks of the tenants orsome in response to existing tenants theyexisting would help ease of the parking stress in the wider area particularly in compensating for vacating and new ones moving in. Regardless if some of Some quite existing car parks are currently This situation can change based some of thelarge on street parking reductions we haveunderused. proposed based on the street sectionquickly analysis in the larger car parks are better utilised for general parking on the needs of theease existing tenants in response existing tenants vacating and new ones Section 4. The potential gains from better utilising some existing car parks are tabulated need they would help some of theor parking stress to in the of larger moving Regardless if some of thefor larger carofparks are better utilised for general parking need wider areain. particularly in compensating some the on below. street parking reductions we have proposed based on the they would help ease some of the parking stress in the wider area particularly in compensating for street section analysis in Section 4. The potential car gains from Table XXXXX – Potential of existing underused some of the on street parking reductions we have parks proposed based on the street section analysis in better utilising some of larger existing car parks are tabuSection from(spaces) better utilising some of larger existing parks are tabulated lated Carbelow. park4. The potential gains Capacity Currently utilised (%) carPotentially available
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B32a Table 2 -- Bestway Potential Cash of existing90 underused car parks
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Beddington Industrial Area Regeneration Framework 23
2.3 Edges, Public Realm Challenges and Opportunities
Currently Beddington is dominated by vehicular traffic while movement around the area by foot and bike is generally poor. A key reason for this is the narrow carriageway widths of the major roads; non uniform road pattern; traffic congestion and variable quality of the public realm and pedestrian and cycling infrastructure. Incremental development of the Beddingon SIL has led to an irregular road network. Together this has contributed to the creation of many large and impermeable sites where development plots are either inward facing from the public highway or set back behind large car parks, servicing areas and fences. Neither scenario helps create an attractive frontage to the street. As a result the majority of the public realm is of a poor quality and not suitable for safe pedestrian / cycle movement.
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Beddington Industrial Area Regeneration Framework
Key challenges/issues:
- Insufficient space for pedestrians and cyclists - Missing identity in the public space - Incremental development of public space - No clear network of pedestrian and cycle routes - Inward facing and impermeable facades - Security issues in public space Key Opportunities:
- Create permeable facades to main roads - Reserve space for pedestrian and cycle paths - Use the public realm to create a identity for the whole of Beddington SIL - Integrate pedestrian and cycle routes together with break-out spaces in to the new public realm design
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Opportunities (opportunity sites only) Edges and Public Realm - map 6 Landmark - active frontages at entrance areas. Special attention to public space. Main frontages - active frontage with permeable site edges and facades Permeable site edges and facades Activity notes. Special attention to public space Visual connectors Main roads with identifiable public realm Opportunity sites
Beddington Industrial Area Regeneration Framework 25
2.4 Market Potential Challenges and Opportunities
Industrial typology analysis: In the Phase 1 Report we undertook a high level market assessment for the Beddington SIL. This assessment was useful in helping confirm industrial redevelopment was broadly viable at rents of £105 psqm and a rental yields of 5.5% to 6.5%. While a number of recent transactions have achieved these values they are not being achieved across all types of industrial premises. The interventions proposed throughout this Phase 2 Report are essentially aimed at improving the image of the Beddington SIL and ultimately its economic performance both in terms of values and in terms of job creation which is a key priority of Sutton Council and Opportunity Sutton. The aim of this Phase 2 Report is to build upon the initial viability analysis outlined in Phase 1 to better understand which industrial typologies are most likely to come forward in the Beddington SIL in the future and that will maximise the area's potential as a key employment location. The process underpinning this analysis is twofold -
The different socio-economic characteristics of each industrial typology are outlined in Appendix 2- Market Potential. This information helps establish those typologies which are the most viable in terms of rent levels and rental yield but also most effective in meeting key Council policies regarding employment generation and minimum parking standards. The rental information outlined is a combination of actual deal data recorded on EGi supplemented with market knowledge. Market activity in the Beddington SIL is reasonably limited however. This can be attributed to the SIL being a mature, built up industrial location with reasonably low vacancy. As the Phase 1 Report concluded most of the businesses have been resident in the Beddington SIL for a long time with 40% of businesses located at their current premises for more than 10 years with a further 20% at their premises for more than 5 years. As a result most existing businesses extend their current leases when they come up for renewal which explains the limited amount of market churn.
A. Categorise the different existing buildings and yard space into industrial typologies; and B. Compare the different typologies in terms of rent level; unit sizes; employment density and other socio- economic characteristics. We have identified 8 industrial typologies evident in the Beddington SIL. These are tabulated below and shown on Map 7 - industrial typology categories existing.
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1. Large Industrial Estate
A managed industrial estate consisting of 5 or more individual units in either one or a series of buildings. The majority of units are greater than 1,000 sqm. The units themselves are generally high bay with front loading access; potentially with ancillary office space and external yard / servicing areas. A managed estate is generally looked after by a specialist managing agent responsible for maintenance; rent collection and renegotiation of leases.
2. Small Industrial Estate
Similar attributes to the large industrial estate outlined above but with the major difference being that the individual units are much smaller. Here the majority of units are between 250 sqm to 1,000 sqm.
3. Office Building
A standard office building devoid of any industrial activities.
4. Open Storage/ Yard/ Scaffolding etc
Here the main operational assets are external yard space and servicing areas. In most cases no purpose built industrial / warehouse premises are located on the site. Instead porta offices or other low build quality premises are common that are of a small size; typically less than 100 sqm.
5. Retail/Trade Counters
These premises have retailing functions which attract customer visitation. No products are manufactured on site.
6. Specialist Factory/ Manufacturing Plant
Typically purpose built buildings designed to accommodate the specific business processes of their existing tenant. In most cases these buildings are not suitable for reoccupation by businesses in different sectors.
7. Individual Large Industrial/Warehouse Building
Unlike the large industrial estates these are isolated units of between 1 to 3 units typically in a single building. They are not considered a collective in terms of their management. The units sizes are typically greater than 1,000 sqm.
8. Individual Small Industrial/ Warehouse Building
Unlike the small industrial estates these are isolated units of between 1 to 3 units typically in a single building. They are not considered a collective in terms of their management. The units sizes are typically between 250 sqm to 1,000 sqm.
Beddington Industrial Area Regeneration Framework
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os
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ay W
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Marlowe Way
Industrial typology categories existing - map 7 Large industrial estate Individual large industrial/warehouse building Office building Open storage/yard/scaffolding etc. Retail/trade counters Small industrial estate Individual small industrial/warehouse buildings Specialist factory/manufacturing plant Utilities infrastructure
Beddington Industrial Area Regeneration Framework 27
Future industrial typologies in Beddington: Referencing the data in Appendix 2 - Market Potential, the existing industrial typologies which have the strongest market fundamentals and best meet the Council's aspirations around job generation and meeting parking standards are 1. 2. 3. 4.
Small Industrial Estates; Large Industrial Estates; Retail / Trade Counters; and Individual Small Industrial/Warehouse Building
While the existing office buildings are typically high density employers 'free standing offices' are not supported by Sutton Council's current Local Plan policies. We also do not see Beddington as a prominent office location which will attract office occupiers on a large scale. For these reasons offices are not considered likely to come forward in the Beddington SIL. Individual Large Industrial/Warehouse Buildings currently accommodate the most jobs in the Beddington SIL at 1,100 and are home to some of the largest companies such as Carlsberg, Royal Mail, Kuehne & Nagel, Veolia, and DHL. Despite this we don't believe this industrial typology is as likely to come forward on potential opportunity sites compared to those listed above. While the existing businesses located within this typology are crucial to the SIL's future, and they should be encouraged to remain, most generate significant HGV movements which the existing local road network struggles to accommodate. While the recommendations outlined in this report will help address this situation within the SIL itself, wider London traffic congestion is a negative factor for large warehousing and distribution businesses. This is a key reason why many larger warehousing and distribution companies are locating outside of London to larger and cheaper sites positioned nearby to the strategic motorway network. We feel the above listed 4 key typologies most likely to come forward can be further consolidated into 3. The Retail / Trade Counter floor space can be removed as it is generally similar in design and layout to much of the space available in the Small Industrial Estates and the Large Industrial Estates. Retail occupiers generally have higher covenant strength hence the higher rents and lower yields which accompany the leasing / investment deals for the Retail / Trade Counter floor space - i.e. it is not the space itself which underpin these higher values but the tenants. Viability analysis: To get an understanding of broad viability in the Beddington SIL the Phase 1 Report tested a hypothetical scheme of 5,000sqm. We felt this is an appropriate quantum for high level testing after comparing the size of existing industrial estates in the SIL which typically range in floor space from 2,000 sqm (ie Croydon Valley Trade Park; sites B1a-e) to over 10,000 sqm (ie Beddington Trading Park; sites B34aj). The £105 sqm rent level was chosen as it represented a rental value the majority of good quality 'managed industrial estates' were achieving.
28
Beddington Industrial Area Regeneration Framework
Based on the Phase 1 viability testing new industrial / warehousing development is viable at the more optimistic end of the yield spectrum. A reduction in profit level expectations (from 20% on costs) or a reduced land value will need to be secured for new development to be viable at the higher 7.5% yield. All figures are based on achieving a 20% profit level on costs. The results of the initial viability testing is outlined in the Phase 1 Report. To take this initial viability testing further we have collated recent values being achieved in the Beddington SIL's better quality 'Small Industrial Estates' and 'Large Industrial Estates'. The 3rd most likely typology to come forward being 'Individual Small Industrial/Warehouse Buildings' have not been specifically tested as no recent deal activity is available within this typology. Regardless in our view they are likely to be comparable to that of the managed industrial estates. Therefore focusing on the 'Small Industrial Estates' and 'Large Industrial Estates' we have complied relevant deal data within Appendix 2 - Market Potential. As can be seen the 'Small Industrial Estates' consistently achieve higher rental values even when compared to the two highest quality 'Large Industrial Estates' being Beddington Cross and Prologis Park. While the rents are lower for the 'Large Industrial Estate' the covenant strength of occupiers in these high quality larger units is typically stronger meaning the rental yields are lower. For instance, as detailed in the Phase 1 report, the sale of Units A & C, Prologis Park achieved a yield of below 6% in 2015. Based on recent comparable transactions a new build managed industrial estate should be able to achieve an asking rent of £120 psqm with a target yield of between 6.5% to 7.5%. A lower yield might be possible depending on the covenant strength of occupiers however we considerate it appropriate to take a more cautious approach given the high level nature of this viability modelling. To test viability in relation to a specific opportunity site we have chosen Opportunity Site 4 which is likely to be a longer term development opportunity given the multitude of businesses which exist on site. It also has a reasonably high plot ratio of 34% compared to the majority of Opportunity Sites identified totalling 11,855 sqm of existing floor space. Therefore testing the viability of this site is considered useful as the site has a reasonably high existing use value meaning any redevelopment scheme would need to be of a significantly higher value to be brought forward. In the Phase 1 Report we estimated an area wide existing use value for land in the Beddington SIL at £2.5 million per hectare. We have not considered it necessary to revisit this benchmark land value which equates to £8.725m for Opportunity Site 4 based on a site area of 3.49 hectares. This broadly equates to the existing 11,855 sqm of floor space on the site being rented at £65 psqm at a yield of 8.75%. This is considered broadly reflective of the mix of uses and building quality across the site.
To test viability in relation to a specific opportunity site we have chosen Opportunity Site 4 which is likely to be a longer term development opportunity given the multitude of businesses which exist on site. It also has a reasonably high plot ratio of 34% compared to the majority of Opportunity Sites identified totalling 11,866sqm of existing floor space. Therefore testing the viability of this site is considered useful as the site has a reasonably high existing use value meaning any redevelopment scheme would need to be of a significantly higher value to be brought forward. In the Phase 1 Report we estimated an area wide existing use value for land in the Beddington SIL at £2.5 million per hectare. We have not considered it necessary to revisit this benchmark land value Our viability modally assumes rent free period which equates to £8.725m foraOpportunity Site relating 4 based on a site area of 3.49 hectares. This broadly toequates the redeveloped floor space Opportunity Site on 4 of 3 site being rented at £65 psqm at a yield of to the existing 11,866on sqm of floor space the months consistent with recent deals in the area. 8.75%. This is considered broadly reflective of the mix of uses and building quality across the site. The results of the viability modelling for Opportunity Site 4 Our viability modally assumes a rent free period relating to the redeveloped floor space on are tabulated below starting with the baseline position of a Opportunity Site 4and of 320% months consistent withWe recent rent of £120 psqm developer's profit. thendeals test in the area. alternative rental values and profit expectations to ascertain Theimpact resultson of overall the viability modelling for Opportunity Site 4 are tabulated below starting with the their scheme viability.
baseline position of a rent of £120 psqm and 20% developer’s profit. We then test alternative rental values and profit expectations to ascertain their impact on overall scheme viability. Table - Viability ResultsResults Table3 XXXXX – Viability
Rent / Profit
6.5% yield
7% yield
£120 psqm
RLV Residual Scheme Value £9,230,668
£8,725,000
RLV Residual Scheme Value £7,673,453
(20% profit on cost) £120 psqm
£10,184,360 £8,725,000
£8,557,989
£8,725,000
£7,148,598
£8,725,000
(15% profit on cost) £130 psqm
£10,997,138 £8,725,000
£9,310,147
£8,725,000
£7,848,233
£8,725,000
(20% profit on cost) £130 psqm
£12,030,307 £8,725,000
£10,268,393 £8,725,000
£8,741,555
£8,725,000
Scheme values
BLV Existing Site Value
7.5% yield BLV Residual Scheme Value £8,725,000
RLV Residual Scheme Value £6,323,992
BLV Residual Scheme Value £8,725,000
(15% profit on cost) The above results demonstrate a rent of £120 psqm is only viable in Beddington for Opportunity Site
The above results demonstrate a rent of £120 psqm is only 4 at a yield of 6.5% which will be difficult to achieve on most sites currently. However should the viable in Beddington for Opportunity Site 4 at a yield of 6.5% Beddington SIL be improved ason anmost industrial as outlined later in this Phase 2 Report, a which will be difficult to achieve siteslocation currently. However shouldinthe Beddington SIL be could improved as an strengthening rents and rental yield be expected. At a rent level of £130 psqm industrial location as outlined later in this Phase 2 Report, a strengthening in rents and rental yield could be expected. At a rent level of £130 psqm redevelopment of Opportunity Site 4 for a managed industrial estate is viable across all rental yields other than the weakest 7.5% yield and highest developer's profit expectation of 20%.
Beddington Industrial Area Regeneration Framework 29
‘
3 Chapter Regeneration Framework
30
Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 31
3.1 Vision Regeneration Framework
The Beddington SIL has grown rapidly over the last 30 years and today attracts a range and scale of businesses; however most of the growth in the local area has happened in an un-planned and inconsistent manner. Recent changes including the identification of the Industrial Area as a Strategic Industrial Location (SIL), the work of Opportunity Sutton, establishment of the Beddington BID and recent grant funding have provided the opportunity for Beddington SIL to address issues relating to piecemeal and uncoordinated development. Our Vision is to make Beddington North Ward an attractive and economically prosperous neighbourhood by 2025. Key to achieving this is to improve the overall image of the Beddington SIL in terms of its built form and better knit together the industrial area with the surround residential hinterland via high quality and safe pedestrian and cycle routes. These better links will help further promote more sustainable modes of transport and aid in reducing unnecessary car borne trips; thereby helping ease traffic congestions and facilitate more efficient movement of crucial business related traffic. This will be shaped by local people and businesses so that the area be known for its good quality of life, green economy and talked about with a sense of local pride.
32
Beddington Industrial Area Regeneration Framework
This will be brought forward through a clear and coherent phased strategy which will consist of 5 key objectives. A series of interventions will be brought forward driven by these 5 key objectives which will help to unify the area both physically and economically and deal with previous uncoordinated development. An improved image, better movement, economic resilience and proactive management will unlock the great potential that exists within Beddington for greater efficiencies, intensification of uses and diversification into green/circular economic activities. Such a positive change will raise the profile of the SIL which in turn will improve market fundamentals that can improve viability and attract further investment. However this vision needs to be realistic and implementable in a structured and sequential manner. This Regeneration Framework presents a 'Five Point Vision' that highlights the 5 key objectives and identifies spatial and economic initiatives to implement them. The five objectives are Movement, Opportunity areas, Gateway sites, Residential-Employment Interface areas along with Landscape and Public Realm (sustainability).
Beddington Industrial Area Regeneration Framework 33
Regeneration Framework Initiatives
Better Movement Infrastructure - This will be split into 6 key initiatives. 1. Creating a permeable network of streets and routes to improve movement within the area. 2. Creating Safe Streets where HGVs, cars, public transport, pedestrians and cyclists can safely coexist. 3. Encouraging softer modes of circulation - this will include opening up east-west links, reducing effective travel distance, travel time thus creating better opportunities for a car free environment; 4. Removing uncontrolled parking. 5. Calculating parking requirements and providing designed parking solutions. 6. Reduce the need of car parking through travel planning measures.
Sequential Strategy to developing gateway sites - This will be split into 3 key initiatives. 1. Identify role for each gateway site; 2. Establishing a clear brief for attracting businesses to gateway sites; and 3. Ensure the design and delivery response by new businesses to gateway sites is imaginative, high quality and exemplar
Considered response to co-existing land uses (Interface) - This will be split into 2 key initiatives. 1. Interacting with users to identify challenges and benefits and provide feedback; 2. Develop a clear interface strategy through a considered design response for each unique scenario;
Embrace Sustainability Principles (Public realm) - This will be split into 3 key initiatives. 1. Create a better working and living environment by creating activity nodes, landscaping the street and using energy efficient urban lighting solutions. 2. Encouraging implementation of energy efficient measures and standards such as use of electric car charging points, solar panels and waste minimization techniques. 3. Encourage the use of green infrastucture principles in the spatial structure of streets and semi-natural areas.
Sequential Strategy to developing opportunity sites - This will be split into 3 key initiatives. 1. Clear phasing and infrastructure strategy to understand benefits and role of individual opportunity sites; 2. Establishing a clear brief for each site that identifies business type, need for forward-funded infrastructure and recognise regeneration initiatives that need to be implemented with each specific site; and 3. Establishing a design framework for each gateway and opportunity sites that will help to deliver high quality design on a site specific and wider scale and contribute to realise the overall vision.
34
Beddington Industrial Area Regeneration Framework
MOL site "subject to Local Plan"
Safeguarded for waste uses
Safeguarded for waste uses
Regeneration Framework Plan - map 7 Upgrading existing and/or new East-West connections Pedestrian/Bicycle only connections (some occasions part of a lager street) Aspirational Pedestrian/Bicycle only connections Road improvements long term Road improvements short term Pedestrian/Bicycle crossings Major vehicular, pedestrian and bicycle crossings T
Existing tram stop Landmark - active frontages at entrance areas. Special attention to public space. Main frontages - active frontage with permeable site edges and facades Permeable site edges and facades Activity nodes. Special attention to public space Visual connectors Main roads with identifiable public realm Gateway
Possible On-site multi-storey parking Opportunity site - long term
Opportunity site - short term
Beddington Industrial Area Regeneration Framework 35
3.3 Phasing Regeneration Framework Phasing - short term map 8 Upgrading existing and/or new East-West connections Pedestrian/Bicycle only connections (some occasions part of a lager street) Aspirational Pedestrian/Bicycle only connections Road improvements long term Road improvements short term Pedestrian/Bicycle crossings MOL site "subject to Local Plan"
Major vehicular, pedestrian and bicycle crossings T
Safeguarded for waste uses
Existing tram stop Landmark - active frontages at entrance areas. Special attention to public space. Main frontages - active frontage with permeable site edges and facades
Safeguarded for waste uses
Permeable site edges and facades Activity nodes. Special attention to public space Visual connectors Main roads with identifiable public realm Gateway
Possible On-site multi-storey parking Opportunity site
1. Connect existing streets that need small interventions. 2. Create new connections where opportunity sites are open for development. 3. Introduce parking restrictions to improve HGV movement. 4. Start to make stronger connections from tram stops to the Industrial area and retail park. 1. Start improving public realm at Gateway sites.
1. Respect and design the first part of interface areas along the south and north boundary (visual connection and interface)
36
Beddington Industrial Area Regeneration Framework
1. Upgrade parts of existing streets that are not directly related to long term opportunity site developments. 2. Start to create informal activity nodes on central locations.
1. Develop opportunity sites with least constraints. 2. Develop large opportunity sites with good access, regular shape, currently underdeveloped and lower existing use value. 3. Develop small opportunity sites which are currently underused, have accessibility problems and have infill development opportunities to support sme's and improve interface. 4. Develop an action plan or site brief for sites indicated to facilitate and enhance parking provision.
Phasing - long term map 9
Upgrading existing and/or new East-West connections Pedestrian/Bicycle only connections (some occasions part of a lager street) Aspirational Pedestrian/Bicycle only connections Road improvements long term Road improvements short term Pedestrian/Bicycle crossings Major vehicular, pedestrian and bicycle crossings T
Existing tram stop Landmark - active frontages at entrance areas. Special attention to public space. Main frontages - active frontage with permeable site edges and facades Permeable site edges and facades Activity nodes. Special attention to public space Visual connectors Main roads with identifiable public realm Gateway
Possible On-site multi-storey parking Opportunity site Opportunity sites from short term
1. Extend east-west and north-south connectors where opportunity sites open up. 2. Connect to the wider area by creating safe road crossings.
1. Upgrade remaining parts of existing streets simultaneously with the development of opportunity sites. 2. Add and improve existing informal activity nodes to formal designed break-out spaces. 3. Bring green infrastructure principles in where road sections allow it on the long term along Beddington Lane.
1. Strengthen branding of the area by putting more emphasis on architecture and signage and wayfinding at Gateways.
1. Extend and strengthen the interface to surrounding areas (facade design, frontages and view lines).
1. Develop more challenging sites. These are in general larger sites with multiple ownership, more intensively developed and are good utilized by existing businesses. 2. Develop sites that can be more intensively developed and which can facilitate a wider initiative (streets connections, activity notes).
Beddington Industrial Area Regeneration Framework 37
Public Realm
Interface
Opportunity Sites
Gateway Sites
Parking
Movement short term
38
Beddington Industrial Area Regeneration Framework
long term
Beddington Industrial Area Regeneration Framework 39
4 Chapter Urban Design Guidelines
40
Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 41
4.1 Scope and methodology Urban Design Guidelines
The Urban Design Guidelines in coherence with the regeneration framework is a tool for discussing the council's direction of travel. The urban design guidelines is a comprehensive chapter that sets a more detailed framework with possible initiatives to guide future development decisions. The guidelines establish concepts and aspirations for future development quality and quantity. To establish a future proof framework the next main objectives are set in the design guidelines.
1. Provide design parameters for sites and public realm to ensure coordinated development. 2. Provide design guidance for discussions with developers, architects and stakeholders. 3. Promote and coordinate an overall, successful movement strategy. 4. Ensure positive relationship between different landuses and synergy between public and private developments. 5. Create one universal set of guidelines for the whole of Beddington SIL
The urban design guidelines for Beddington SIL are structured in five levels of information.
42
Beddington Industrial Area Regeneration Framework
Movement: The movement guidelines are intended to support creating a clear and safe HGV, vehicular, pedestrian and bicycle network. The guidelines give a description about minimum road widths, identifies how different transportation modes will use the public street and gives an idea how routes for a certain transportation mode can be designated. These guidelines are applicable on new streets, new pedestrian/cycle paths and also on existing streets that will be improved in the future. A other important part of this chapter is Parking guidelines. Well organized on-street parking prevents blocking through traffic and has a big impact on the character of the public realm. The same counts for parking solutions off-street. The guidelines are focused on when on-street parking is possible, how it should be organized on- and off-street and quantitative and qualitative parameters for bicycle parking are given. Signage and wayfinding is also part of movement as it helps visitors to navigate through the area successfully.
Gateway: Gateway sites have a major role in reflecting a identifiable feature of the area as they are situated at the main entrances of the Beddington Industrial area. Gateways are visual landmarks, which can be reflected by designing unique buildings or facades, sculptures, monuments, fountains, totems and unique land- and/ or streetscape features. The gateway guidelines help to create the desired quality in building architecture and public realm on strategic locations.
Interface: The treatment of site boundaries in the industrial area and the interface to the adjacent neighbourhoods needs high attention. It is a sensitive subject where local context, security and impact on the public realm all play an important role. The guidelines are primarily focused on the treatment of private site boundaries along main and secondary roads (materials, height, permeability), but also how Beddington Industrial area can connect stronger to it's surrounding context.
Public realm: Public realm guidelines are designed to create a homogeneous identity through the area and to enhance physical and mental wellness of people, by giving clear guidance to the use of street materials and landscaping. The public realm guidelines include primarily opportunities for semi-public and on-street breakout spaces.
Opportunity sites: To assign the right use, scale and density to a certain opportunity site spatial and economic analyses are done to create feasible development opportunities for future interested companies. To give a clear guidance this theme includes a matrix that will give an overview with what is possible for each opportunity site in the Beddington Industrial area.
Beddington Industrial Area Regeneration Framework 43
4.2 Movements (streets & soft movements) Urban Design Guidelines
M
P
Preferred - main parameters:
Potential guidelines:
1. New East-West connections should provide safe and direct access for pedestrian and cyclists in shared surface streets with vehicles. 2. Create a clear distinction between pedestrian routes and adjoining surfaces for other modes. 3. New streets with HGV traffic will have a minimum carriageway width of 7 meter for 2 way traffic. 4. Existing streets with 2 way HGV traffic should have a minimum of 6.5 meter clearance. 5. North-south connectors for pedestrians and cyclists shall provide access for emergency vehicles. 6. The minimum width of north-south connectors is 3.5 meter. 7. Maintain a minimum unobstructed width of 1.8 meter on primary sidewalks. 8. Paths dedicated for cycling shall have a minimum width of 1.2 meter (2 cyclists) and 2.4 meter for (3-4 cyclists). 9. Combined pedestrian cycle paths shall have a minimum width of 3 meters. 10. Provide clear visual pedestrian crossings to alert motorists of the presence of pedestrians and cyclists. 11. Clear signage and wayfinding at main entrances of industrial area, junctions, pedestrian/cycle crossings.
1. Discourage dead-end streets (public or private) to minimize vehicle turnarounds and encourage traffic flow. 2. Provide a continuous network of pavements and cycle routes with direct connections between destinations to form an unbroken and safe network. 3. Use different material textures and/or colours to separate different modes visually. 4. Provide a buffer between pedestrian/bicycle paths and roads, such as a planting strip. 5. Create low speed East-West connections as these streets could be designed as shared surface to create a safer mix of pedestrian,cycle and vehicular access. 6. Where existing street sections are too narrow to allow two way traffic, street hierarchies and access should be reviewed. 7. Frame primary roads by using trees in street sections.
E
F
C
H G D B A Locations street section plan - map 10
Opportunity site
44
Beddington Industrial Area Regeneration Framework
A. Beddington Lane 1 No opportunity site
The street sections present a preferred solution for the short and long term and sets a standard for street section that are not along an opportunity site. Existing street section:
24m
2 - 2.7m
Private
6.4-6.9m 10.8m
1.2m
24m
Public
Private
Short term solution street section:
M2
M1
M7
Private
M8
Public
2m2.7m
Private
2.0m
6.4m-6.9m 11.6m
Long term solution street section:
M2 M11 M8 M1
M7
Private
6.4-6.9m 11.6m 11.6m
Public
1.2m 1.2m
22-2.7m 2.7m
0.8m 0.8m
P4
Private
Beddington Industrial Area Regeneration Framework 45
B. Beddington Lane 2 Opportunity site
The street sections present a preferred solution for the short and long term and sets a standard for street section that are along an opportunity site. Existing street section:
Private
Public
Private
6.7m
4m
1.5m 0.9m
13.1m
Short term solution street section:
M2
M4
M8
M7
P7
Private
Public
2.0m 2.0m
6.7m
Private
2.4m
13.1m
M11 M9
1.5m
Long term solution opportunities streetstreet section: section:
3.5m
Public
3.0m
Private
P7 M2
M7
M9 M4 P4
2.0m 2.0m
1.5m
P4
6.7m
3.5m
4.0m
19.7m Private
46
Beddington Industrial Area Regeneration Framework
Public
Private
0.8m
P4
C. Beddington Farm Road 1 No opportunity site
The street sections present a preferred solution for the short and long term and sets a standard for street section that are not along an opportunity site. Existing street section:
10m
1.9m
7.6m
1.9m
2.4m
11.4m Private
Public
Private
Short term solution street section:
M2 P7 M4 M7
M7
5.0m
5.7m
1.8m
M12
7.0m
1.9m 2.4m
15.7m Private
Public
Private
Long term solution street section:
M2 P7 M4 M7
M8
M7
2.4m
2.0m
1.3m
M12
5.0m
5.7m Private
7.0m
1.8m
1.9m 2.4m
15.7m Public
Private
Beddington Industrial Area Regeneration Framework 47
D. Beddington Farm Road 2 Opportunity site
The street sections present a preferred solution for the short and long term and sets a standard for street section that are along an opportunity site. Existing street section:
1.9m Private
1.9m
7.5m
Private
Public
11.3m
Short term solution street section:
M2
M4 M9
M7
3.0m
7.5m
1.9m
12.4m Private
Public
Private
Long term solution street section:
M2
M4 M9
M7
3.0m
0.8m
P4
P7
7.5m
1.9m
13.2m Private
48
Beddington Industrial Area Regeneration Framework
Public
Private
E. Coomber Way 1 No opportunity site
The street sections present a preferred solution for the short and long term and sets a standard for street section that are not along an opportunity site.
Private
0.95m
Existing street section:
Private
Public
10m
2.2m
13.15m
Short term solution street section:
P2
0.95m
Private
P7
M7
Private
Public
2.2m
10m 13.15m
Long term solution street section:
M2
M4
M12
Private
7.0m
Public
P7
M9
2.5m 3-3.65m
Private
13.15m
Beddington Industrial Area Regeneration Framework 49
F. Coomber Way 2 Opportunity site
The street sections present a preferred solution for the short and long term and sets a standard for street section that are along an opportunity site. Existing street section:
1.9m
1.8m
10.3m
Private
Public
Private
14m
Short term solution street section:
M7
P7
1.9m
10.3m
Private
M7
1.8m
Public
Private
14m
Long term solution street section:
M2
M4
M7
M12
P7
M9
1.8m
0.8m
P4
P7
7.0m
2.5m
3.0m
15.1m Private
50
Beddington Industrial Area Regeneration Framework
Public
Private
G. New streets New east-west corridors and pedestrian/cycle only paths
The street sections present a preferred solution for new routes through the area.
Option A: New East/West street section with on-site parking along the street:
P7 M3 M9
M7
3.0m
7.0m
3.0m
3.0m
3.0m
13.0m Private
Public
Private
Option B: New East/West street section with parking on private space:
M3
M7
13.0m
7.0m
1.8-2.0m
2.4m
11.2m Public
Private
13.0m
Private
New North-South pedestrian/cycle path, accessible by emergency vehicles:
M6 M5
1.5m Private
3.5m 5.5m Public
0.5m
H.
M8
Private
Beddington Industrial Area Regeneration Framework 51
4.2 Movements (parking) Urban Design Guidelines
52
Preferred - main parameters:
Potential guidelines:
1. On-street parking is only permitted when there is enough carriageway space for HGV to move without interruption (Minimum carriageway of 7 meter for 2 way traffic and minimum 3.5 meter for 1 way traffic). 2. Show clear zones of on-street parking by signage and difference in paving colour or texture to limit impact on pedestrian/cycle circulation and streetscape. 3. Off-street private parking areas are to be connected to primary public roads by a separate access point. 4. Individual off-street private parking spaces can be directly accessed from secondary roads. 5. Provide off-street covered cycle parking. For B1a to B1c (1/250m2), B2 to B8 (1/500m2). With a minimum of two spaces per site.
1. Provide a physical permeable separation between onsite parking facing primary roads. This can be for example done by a low hedge 1.2 meter high to hide parking, but keep the visual connection. 2. Intensify build area on private plots by promoting smart parking solutions on-site. Stacked parking or parking on the roof are possibilities. 3. Promote shared company parking lots in Beddington to increase efficiency on private sites. 4. Use high quality materials for on-site covered bicycle parking facing a primary road. 5. Off-street parking looking over primary roads should be well organized to keep the quality of the public realm high.
Beddington Industrial Area Regeneration Framework
- Roads like Jessops way, Greenland way, Coomber way and Beddington Farm road with parking on 2 sides of the street and 2 way traffic will have to go through a same process to improve HGV movement and parking at the same time. For potential new streets the guidelines always apply.
parking
parking
Existing On-street parking:
1.9m
7.6m
1.9m 2.4m
11.4m New On-street parking solution: - Where street sections allow it perpendicular parking solutions are recommended to accommodate all the existing on-street parking.
parking
5.0m
7.0m
1.8m
1.9m 2.4m
15.7m
0.95m
- Roads like Jessops way, Greenland way, Coomber way and Beddington Farm road with parking on 2 sides of the street and 2 way traffic will have to go through a same process to improve HGV movement and parking at the same time. For potential new streets the guidelines always apply.
parking
parking
Existing On-street parking:
10m
2.2m
13.15m
New On-street parking solution:
parking
- Where street sections don't have enough width to put perpendicular parking in, 1 sided on street parking shall be provided. Existing parking which is lost shall be provided on-site.
7.0m
2.5m
3-3.65m
13.15m Beddington Industrial Area Regeneration Framework 53
parking on pavements
Existing On-street parking:
6.0m
1.5m
- Because of a lack of space for onstreet parking in some areas for example Redhouse road cars are parked on pavements to keep just enough space for vehicular and HGV movement.
3.1m
10.6m New On-street parking solution: - In this occasion on-street parking will be removed to create enough space for 2 way traffic and the pavement. Parking shall be provided on site.
7.0m
1.5m
2.1m
10.6m
0.8m
parking on pavements
Existing On-street parking:
4.0m
- Therapia Lane is one of the few streets with 1 way traffic. Existing parking is happening on pavements, because of a lack of space.
3.6m
8.4m
0.8m
parking
Existing On-street parking:
54
3.5m
2.3m 1.8m
8.4m
Beddington Industrial Area Regeneration Framework
- Although the street width is small onstreet parking is still possible by bringing the carriageway to the minimum of 3.5 meters and the pavement to 1.8 meters. A deidcated zone for on-street parking will be provided.
- Space for on-site parking is at some sites inefficiently used. There is a lack of organized parking on some sites along primary roads, which gives a messy impression to the public street.
parking
parking
Existing On-site parking:
6.0m
2.5m
7.5m
1.5m
17.5m
- Sites where there is enough space to organize parking on surface more efficient parking solutions should be explored to keep cars from parking onstreet and to improve the image to the public streets.
parking
parking
New On-site parking solution:
6.5m
5.0m
5.0m
1.0m
17.5m Existing On-site parking:
parking
- Sites with small on-site parking spaces that have a high parking demand can cause problems on-street.
6.7m
4.6m 5.8m
11.3m New On-site parking solution:
- Sites with small off street parking spaces that have a high parking demand should be encouraged to look for alternatives to intensify parking on-site. In this example a possible solution is to put stacked parking in.
parking
7.1m
5.0m
5.0m
17.5m Beddington Industrial Area Regeneration Framework 55
4.3 Gateway sites Urban Design Guidelines
Preferred - main parameters:
Potential guidelines:
1. All gateway areas shall be representative and well maintained (architecture, public realm ). 2. Where building facades are near to a gateway road permeable facades shall be used. 3. Buildings in gateway sites shall have their frontage along the primary road. 4. Buildings on important corners (junctions) will have a high quality architectural design. 5. Objects used to announce the gateway, totems for example have to respect the scale and context of adjacent neighbourhoods.
1. Totems used should be integrated to the signage and wayfinding visual language style. This will form a recognisable style for the whole area. 2. Control external advertisement in gateway areas. Prevent excessive advertisement. Try to integrate advertisement to building design to keep the visual quality in the area high.
See Section 3 Regeneration Framework plan for gateway sites
56
Beddington Industrial Area Regeneration Framework
Gateway area with high quality public realm:
- Improving the public realm around gateway sites will have a big impact on how people experience the area when entering from surrounding primary roads. Improving the public realm can have a positive ripple effect on surrounding streets.
Gateway area with totems:
- The presence of totems or public art can help identifying the beginning or ending of a roadway segment. The totems can be used as part of the signage and wayfinding strategy by integrating company names and directions in it. When using totems the local context should be carefully taken in to consideration.
Gateway area with high quality architecture:
- At important junctions and crossings putting emphasis on high quality architecture will improve the first impression of the area. Companies who put effort to design a building with high architectural quality should get privilege to build on these important sites.
Beddington Industrial Area Regeneration Framework 57
4.4 Interface Urban Design Guidelines
58
Preferred - main parameters:
Potential guidelines:
1. The representative side of buildings should always be facing the primary road. 2. Integrate design of fences to the main building. 3. Create permeable site boundaries to enhance security of the area. 4. Only where servicing areas and storage is facing public roads higher non permeable fences shall be used. If servicing areas face the primary road these parts shall be designed as part of the architecture of the main building. 5. Where a building facade directly connects to a public space permeable facades shall be used. 6. Where a building facade directly connects to a public space a green strip with a minimum width of 1 meter shall be provided 7. On opportunity sites site boundary treatments along primary roads should not be higher than 1.2 meters to keep a strong visual connection between public and private space. Fences higher than 1.2 meters should be permeable. 8. Along secondary roads fences can be either high or low, but will have to use the same kind of material as along the primary roads.
1. Instead of fences along primary roads use natural solutions to separate private from public space (hedge, gabions, swales). 2. Existing sites along main roads which are not a opportunity site should be encouraged to connect to the site boundary treatments of opportunity sites to strengthen the identity of the area. 3. Along primary roads boundary treatments could get extra attention by placing fences in landscaped areas. 4. Advertisement of companies should be as much as possible integrated to the architecture of the building and should not have a big impact visually on adjacent neighbourhoods.
Beddington Industrial Area Regeneration Framework
Existing:
Desired: - Along Beddington Lane there are parts where green strips are overgrown. These strips block the viewlines between roads and warehouses. By removing the green unmaintained shrubs the security of the area can be enhanced, sidewalks can be improved and in the future companies could use their facade for advertisement to the primary road.
Existing:
Desired: - Unmaintained green strips along the edges of the Industrial area should be redesigned. These areas should be representative spaces as everyone is passing along these roads. It is important for the identity of the area. High steel fences shall be covered by climbing plants to height heavy industry.
Existing:
Desired: - Along primary roads lower site boundary treatment types are preferred to enhance the connection between private and public space. These areas should be representative spaces, which improve the quality of the public space.
Existing:
Desired: - Opportunity sites along primary roads have the opportunity to open up and use natural solutions to separate public from private. This will improve the quality of the public space and it will have a positive impact on the environment.
Beddington Industrial Area Regeneration Framework 59
4.5 Public Realm opportunities Urban Design Guidelines
Preferred - main parameters:
Potential guidelines:
1. The public realm shall provide space for relaxation and enjoyment. 2. Use underutilised spaces as potential break-out spaces. 3. Activate unused spaces between warehouses by creating shareable break-out spaces between companies. 4. Sites with inefficient spaces for construction are potential break-out spaces. 5. Create semi-public break-out spaces where the space directly connects to a public street. 6. Where it allows create relaxation areas in public street section. 7. Consistency of materials and style.
1. Create a collaboration platform where companies work together to create break-out spaces for employees. 2. Smart use of industrial materials to create street furniture. 3. Use materials that are easy to assemble and need low maintenance on the short term. 4. In the long term try to create a design guideline for semi public spaces, which connect to the identity of the public streets.
break-out space along public street:
break-out space part of public street:
Company
Semi-Public Breakout Space
Public Street
break-out space on private site:
Company 1
Company 2
Semi-Private Breakout Space
60
Street art on blank facades:
Beddington Industrial Area Regeneration Framework
Short Term Measures: DIY Break-out Spaces Communal Garden
Informal Sitting Area
Informal Sitting Area
Multi-use Game Area
The Formal Managed Garden
Long Term Small Escape to Nature
Beddington Industrial Area Regeneration Framework 61
Softscape Materials Palette:
spirea clethna
marram grass
fastigiate
aspen
62
Beddington Industrial Area Regeneration Framework
Hardscape Materials Palette:
Gravel
Mulch
Street tiles
Permeable paving
Beddington Industrial Area Regeneration Framework 63
4.6 Opportunity sites Urban Design Guidelines
In the Phase 1 Report we identified 23 potential Opportunity Sites as being appropriate for redevelopment both within the existing industrial area or directly adjacent. Opportunity Site 1 has been removed due potential policy conflicts with Sutton's Local Plan leaving 22 Opportunity Sites being carried forward into Phase 2. In the Market Potential section we have concluded the industrial typologies most likely to come forward in Beddington are 1. Small Industrial Estates; 2. Large Industrial Estates; and 3. Individual Small Industrial / Warehouse Buildings
In Table 4 below we identified which relevant Urban Design Guidance outlined in Section 4 is applicable to each individual Opportunity Site including which of the preferred industrial typologies are suitable. In Table 5 we build on the development potential analysis in Phase 1 to calculate the likely floor space deliverable in each Opportunity Site should they be redeveloped. Here we have used Opportunity Site 4 to demonstrate that a higher plot ratio (at 0.5) than assumed under Phase 1 is possible thereby increasing the development potential of each site. Those sites identified under Section 2.2 as appropriate for off street parking has been incorporated into these figures.
Table 4 - applicable urban design guidelines
Opp. sites
* ** 64
Movement
Parking
Gateway Site
Interface
Public Realm
Market Potential
2*
Large or small industrial estate / off-street car park
3
Large or small industrial estate
4
Large or small industrial estate
5
Small industrial estate
6
Small industrial estate or Individual small industrial/warehouse buildings
7
Small industrial estate
8 **
Small industrial estate / off-street car park
9
Individual small industrial/warehouse buildings
10
Small industrial estate or Individual small industrial/warehouse buildings
11
Small industrial estate or Individual small industrial/warehouse buildings
12**
Large or small industrial estate / off-street car park
13
Large or small industrial estate
14
Small industrial estate or Individual small industrial/warehouse buildings
15
Large or small industrial estate
16
Large or small industrial estate
17
Large or small industrial estate
18
Off-street car park
19
Individual small industrial/warehouse buildings or potential enterprise hub
20
Small industrial estate
21
Individual small industrial/warehouse buildings
22
Individual small industrial/warehouse buildings
23
Individual small industrial/warehouse buildings
MOL site "subject to Local Plan" Site safeguarded for waste uses
Beddington Industrial Area Regeneration Framework
3
4 7
2
MOL site "subject to Local Plan"
6
5
9
Safeguarded for waste uses
10
8 11
12 Safeguarded for waste uses
13 Regeneration Framework Plan - map 11
Upgrading existing and/or new East-West connections Pedestrian/Bicycle only connections (some occasions part of a lager street) Aspirational Pedestrian/Bicycle only connections Road improvements long term
14
17
16 15 18
Road improvements short term
19
Pedestrian/Bicycle crossings Major vehicular, pedestrian and bicycle crossings T
20
Existing tram stop Landmark - active frontages at entrance areas. Special attention to public space. Main frontages - active frontage with permeable site edges and facades
21
22
Permeable site edges and facades Activity nodes. Special attention to public space Visual connectors Main roads with identifiable public realm Gateway
23
Possible On-site multi-storey parking Opportunity site - long term
* Site 1 was removed throughout the
Opportunity site - short term
phase 1 report
Beddington Industrial Area Regeneration Framework 65
Table 5: Plot ratio of opportunity sites within and outside the Beddington SIL boundary
OS BASE MEASURES
Site Area (ha)
Site Area (sqm)
Existing Floorspace (sqm)
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
4.5649 4.0131 3.4874 0.9414 0.7216 0.634 1.4291 0.0437 0.4473 0.5178 2.3869 1.6715 0.5059 0.8938 0.942 2.859 0.1564 1.25 1.0453 0.7473 0.9068 2.5775
45,649 40,131 34,874 9,414 7,216 6,340 14,291 437 4,473 5,178 23,869 16,715 5,059 8,938 9,420 28,590 1,564 12,500 10,453 7,473 9,068 25,775
0 7,723 11,855 2,624 1,888 914 207 174 0 1,610 0 5,193 0 526 4,183 13,452 0 5,411 60 412 54 1,924
Total Net uplift
33
327,427
58,210
Site No
Potential Potential Existing Plot Floorspace Floorspace Ratio (%) at 0.4 Ratio at 0.5 Ratio (sqm) (sqm) 0% 19% 34% 28% 26% 14% 1% 40% 0% 31% 0% 31% 0% 6% 44% 47% 0% 43% 1% 6% 1% 7%
9,130 16,052 13,950 3,766 2,886 2,536 2,858 174 1,789 2,071 4,774 6,686 2,024 3,575 4,183 13,452 0 5,411 4,181 2,989 3,627 10,310
11,412 20,066 17,437 4,707 3,608 3,170 3,573 219 2,237 2,589 5,967 8,358 2,530 4,469 4,710 14,295 0 6,250 5,227 3,737 4,534 12,888
116,425 58,215
141,979 83,769
Potential Off Street Parking (space)* 730 - 1,141
228 - 356
382 - 597
26 - 41
*Based on 50% of the site being made available for off street parking - either surface level or 2 storey multi level
66
Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 67
4
5 Chapter Case Studies
68
Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 69
5.1 Long term opportunity site Case Studies
Site 4 is located at the north entrance of the Industrial area and is well accessible as it faces two primary roads Beddington Lane and Coomber way. Its strategic location and good accessibility makes this site a perfect location for large or small managed industrial estate. The site is part of the Northern gateway area. Building frontages, site boundaries and the public realm along Coomber way and Beddington Lane will need extra attention to develop a high quality image along the primary roads.
SITE 4
The site will be accessible from both of the primary roads with active company frontages and main HGV and pedestrian/cycle routes located within the public highway. By keeping the main road through the estate open for the public new pedestrian/cycle routes can be created, which could connect in the future to Redhouse road and the subregional park. Along these routes small break-out spaces/ activity nodes for employees and the public can be created.
Site 4: Long term opportunity site Market potential: Large or small industrial estate (see section 2.3 for detailed description) 3.48 ha 11,855 sqm 13,950 sqm 17,437 sqm
Site Area: Existing floorspace: Potential floorspace at 0.4 ratio: Potential floorspace at 0.5 ratio:
Parking is concentrated at a couple of dedicated locations within the site. By clustering car parking we reduce any conflict with HGV access as well as improve the sites interface with the public highway. Service zones will be clustered and located at the back side of the warehouses out of the view from primary roads. By selecting this strategy it will be possible to keep the aesthetic quality of the area high and it will help improving road safety.
Zoom-in site 4, framework plan (section 3.1). Pedestrian/Bicycle only connections (some occasions part of a lager street) Road improvements long term Road improvements short term Pedestrian/Bicycle crossings T T
Major vehicular, pedestrian and bicycle crossings
Main frontages - active frontage with permeable site edges and facades Permeable site edges and facades Activity nodes. Special attention to public space
Gateway
Opportunity site - long term
T T T
Guideline themes
70
Section
Landmark - active frontages at entrance areas. Special attention to public space.
Main guidelines. See related sections for detailed preferred and potential guidelines.
Movements (streets & soft movements )
4.2
- See page 46 and 50 for potential street section solutions for Beddington Lane and Coomber way. - Clear and safe pedestrian/cycle routes and min. 7 meter wide HGV carriageway for new roads.
Movements (parking)
4.2
- Well organized and shared parking lots connected to primary roads by separate road access. - Cycle parking on site.
Gateway sites
4.3
- Active high quality permeable facades and public realm.
Interface
4.4
- Representative site of buildings facing main roads. - Site boundaries along main roads well maintained and representative.
Public realm opportunities (landscaped nodes hotspots)
4.5
- Dedicated break-out spaces - Consistency of materials
Beddington Industrial Area Regeneration Framework
6 3 2 11
10 1
t
In
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n er
n ai
ad
ro
m
1
8
4 3
2 8
7
d
oa
6
a
nd
o ec
r ry
9
s
y
Bed
7
7
r be
wa
4
om
ton
ding
Co
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4 5 9
7
Potential future development Site 4 1
Managed and shared car-parking spaces
5
On-plot secured parking
8
2
Break-out space / activity node
6
3
Smaller pocket green
Future connections (Redhouse rd, Subregional park)
Main frontages with office part, and permeable facades
9
On-street parking strip Coomber Way
4
Separate pedestrian/cycle route along road
7
Main frontages with office part, landscaped areas and permeable facades
Solar Panels
Fastigiate Tree
Square window maximising light
10 Extend green strip as site boundary 11 Small businesses and entrepreneurs
Sedum roof
Totem pole / advert
Entrance
Informal breakout zone
Public Realm Corridor
Dedicated break-out space between warehouses.
Beddington Industrial Area Regeneration Framework 71
10
8 7
9
4 16
1
7
15
8
12
13
2 11 4
6
3
1 72
Beddington Industrial Area Regeneration Framework
10
1 12 5
5
4
6
11
14
3
1
Managed and shared car-parking spaces
2
On-plot secured parking
3
Existing streets Coomber way and Beddington Lane designed as spaces to cycle, walk and rest.
4
Safe footway / cycleway
5
Safe footway with green strip
6
Street tree planting
7
Linear pocket square - activity node
8
Proposed footway
9
Hedge planting continued
10 Landscaping along tram line
5
11 Landscaped main frontages 12 Van / HGV Parking and storage space 13 Animated facade with windows 14 Sedum / green and brown roof
13
15 Solar panels 16 Roof conservatories 17 On-street entrance canopy
17 Beddington Industrial Area Regeneration Framework 73
Conclusion
The Beddington Industrial Area has the potential to provide a high quality and enduring regeneration programme that will help to deliver vitality and prosperity to the area. This Regeneration Framework has set out a six point vision with commensurate interventions which through implementation will secure positive physical, environmental and economic change for the area in the short, medium and longer term.
74
Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 75
4
6 Chapter Appendix
76
Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 77
6.1 Appendix 1 - parking strategy Appendix
Appendix XXXXX – Parking Strategy Appendix XXXXX – Parking Strategy Table 6 - Sutton Council maximum parking standards in Beddington
Table XXXXX – Sutton Council maximum parking standards in Beddington Table XXXXX – Sutton Council maximum parking standards in Beddington Use Class Standards (space per sqm of Gross Floor Area Use Class Standards (space per sqm of Gross Floor Area Business & Industry (B1 – B8) 1 / 100 sqm Business & Industry (B1 – B8) 1 / 100 sqm Food superstore more than 2,500 sqm GFA (A1) 1 / 15 sqm Food superstore more than 2,500 sqm GFA (A1) 1 / 15 sqm Non-food stores less than 2,500 sqm GFA (A1) 1 / 30 Non-food stores less than 2,500 sqm GFA (A1) 1 / 30 Conference Centre (D1) 1 / 3 seats Conference Centre (D1) 1 / 3 seats
Table Current and proposed on street parking provisions Table 7 - XXXXX Current–and proposed on street parking provisions (see map 4) Table XXXXX – Current and proposed on street parking provisions Location Current level Location Current level A 40 A 40 B 35 B 35 C 130 C 130 D 25 D 25 E 80 E 80 F 70 F 70 Total 380 Total 380
78
Beddington Industrial Area Regeneration Framework
Recommended level Recommended level 20 20 0 0 65 65 25 25 80 80 50 50 240 240
6.2 Appendix 2 - market potential Appendix Industrial Typologies: Appendix XXXXX – Beddington SIL Market Opportunities Table 8
Appendix XXXXX – Beddington SIL Market Opportunities Industrial Typologies
Typology: Large Industrial Estate Industrial Typologies Typical rents £85 psqm to £95 psqm Typology: Large Industrial Estate Range of Unit Sizes Typical rents
400sqm – 22,800sqm £85 psqm to £95 psqm
Average Unit Size Range of Unit Sizes
2,300sqm 400sqm – 22,800sqm
Average Job Density* Average Unit Size
1 job per 93 sqm 2,300sqm
Typical parking levels Average Job Density*
1 space per 137 psqm 1 job per 93 sqm
Covenant Strength Typical parking levels
Morgan Stanley, Digital Realty, Abellio, DHL, Tangle Teezer, 1 space per 137 psqm
Total Jobs Covenant Strength
920 Morgan Stanley, Digital Realty, Abellio, DHL, Tangle Teezer,
Circular Economy Jobs Total Jobs
0 920
Green Economy Jobs Circular Economy Jobs
0 0
% Vacant Units (approx) Green Economy Jobs
11% 0
*This excludes Morgan Stanley Data Centre and SIG which have a very low density. If included, the % Vacant Units (approx) 11% average job density is 226 *This excludes Morgan Stanley Data Centre and SIG which have a very low density. If included, the average job density is 226 Typology: Small Industrial Estate Table 9 Typical rents £90 psqm - £125 psqm Typology: Small Industrial Estate Range of Unit Sizes Typical rents
200sqm – 3,500sqm £90 psqm - £125 psqm
Average Unit Size Range of Unit Sizes
600sqm 200sqm – 3,500sqm
Average Job Density Average Unit Size
1 job per 80 sqm 600sqm
Typical parking levels Average Job Density
1 space per 91 sqm 1 job per 80 sqm
Covenant Strength Typical parking levels
Hire Station, Chicken Cottage, Srewfix, Tile Giant, Speedy Hire 1 space per 91 sqm
Total Jobs Covenant Strength
550 Hire Station, Chicken Cottage, Srewfix, Tile Giant, Speedy Hire
Circular Economy Jobs Total Jobs
79 550
Green Economy Jobs Circular Economy Jobs
4 79
Green Economy Jobs
4
Beddington Industrial Area Regeneration Framework 79
% Vacant Units (approx)
11%
Table 10
% Vacant Units (approx) Typology: Office Building
11%
Typical rents Not available - no recent l deal activity in Beddington Typology: Office Building Range of Unit Sizes 800sqm – 5,400sqm Typical rents Not available - no recent l deal activity in Beddington Average Unit Size 3,000sqm Range of Unit Sizes 800sqm – 5,400sqm Average Job Density 1 job per 17 sqm* Average Unit Size 3,000sqm Typical parking levels 1 space per 204 sqm Average Job Density 1 job per 17 sqm* Covenant Strength Superdrug, 777 Environmental, Beddington Conference Centre Typical parking levels 1 space per 204 sqm Total Jobs 260 Covenant Strength Superdrug, 777 Environmental, Beddington Conference Centre Circular Economy Jobs 6 Total Jobs 260 Green Economy Jobs 6 Circular Economy Jobs 6 % Vacant Units (approx) 0% Green Economy Jobs 6 *Density and parking calculation excludes Beddington Conference Centre as not typical office use % Vacant Units (approx) 0% *Density and parking calculation excludes Beddington Conference Centre as not typical office use Typology: Open Storage/Yard/Scaffolding* Table 11
Typical rents Circa £40- £50 psqm of yard space / servicing area Typology: Open Storage/Yard/Scaffolding* Range of Unit/Yard Sizes 3,000sqm – 9,200sqm (includes yard areas) Typical rents Circa £40- £50 psqm of yard space / servicing area Average Unit Size 5,400sqm (includes yard areas) Range of Unit/Yard Sizes 3,000sqm – 9,200sqm (includes yard areas) Average Job Density 1 job per 416 sqm (includes yard areas) Average Unit Size 5,400sqm (includes yard areas) Typical parking levels 1 space per 410 sqm (includes yard areas) Average Job Density 1 job per 416 sqm (includes yard areas) Covenant Strength Phoenix Scaffolding, Tone Scaffolding, European Metal Recycling Typical parking levels 1 space per 410 sqm (includes yard areas) Total Jobs 140 Covenant Strength Phoenix Scaffolding, Tone Scaffolding, European Metal Recycling Circular Economy Jobs 11 Total Jobs 140 Green Economy Jobs 11 Circular Economy Jobs 11 % Vacant Units (approx) 0% Green Economy Jobs 11 % Vacant Units (approx)
0%
*Unlike the other typologies which are based on floor space, open storage etc is based on the total operational area of the site which is primarily yard space hence the low job density figure Typology: Retail/Trade Counters Typical rents 80
Up to £140 psqm
Range of Unit/Yard Sizes 700sqm – 6,400sqm Beddington Industrial Area Regeneration Framework Average Unit Size
2,900sqm
*Unlike the other typologies which are based on floor space, open storage etc is based on the total operational area of the site which is primarily yard space hence the low job density figure
Table 12
Typology: Retail/Trade Counters Typical rents Up to £140 psqm *Unlike the other typologies which are based on floor space, open storage etc is based on the total Range of Unit/Yard Sizes – 6,400sqm operational area of the site which700sqm is primarily yard space hence the low job density figure Average Size 2,900sqm Typology:Unit Retail/Trade Counters Average Job Density Typical rents
1 job 115 sqm (includes some yard areas) Up toper £140 psqm
Typical parking levels Range of Unit/Yard Sizes
1 space per 116 sqm 700sqm – 6,400sqm
Covenant Strength Average Unit Size
Asda, Wickes, Jewsons 2,900sqm
Total JobsJob Density Average
210 1 job per 115 sqm (includes some yard areas)
Circular Economy Jobs Typical parking levels
0 space per 116 sqm 1
Green Economy Jobs Covenant Strength
0 Asda, Wickes, Jewsons
% Vacant Total JobsUnits (approx)
0% 210
Circular Economy Jobs
0
Typology: Specialist Plant Green Economy JobsFactory/Manufacturing 0 Typical rents % Vacant Units (approx) Table 13
Range of Unit Sizes
Not available - no recent l deal activity in Beddington 0% 21,500sqm (one unit only) *
Average Unit Size Factory/Manufacturing 21,500sqm (one unit only)* Typology: Specialist Plant Averagerents Job Density Typical
1 jobavailable per 86 sqm Not - no recent l deal activity in Beddington
Typicalof parking levels Range Unit Sizes
1 space per (one 287 sqm 21,500sqm unit only) *
CovenantUnit Strength Average Size
Zotefoams, (one Cemex, Contrete 21,500sqm unitBrett only)*
Total JobsJob Density Average
260 1 job per 86 sqm
Circularparking Economy Jobs Typical levels
0 space per 287 sqm 1
Green Economy Jobs Covenant Strength
0 Zotefoams, Cemex, Brett Contrete
% Vacant Total JobsUnits (approx)
0% 260
*Circular Only Zotefoams Others Economyincluded. Jobs 0 in this category are concrete/cement works and do not have any floorspace Green Economy Jobs 0 % Vacant Units (approx)
0%
* Only Zotefoams included. Others in this category are concrete/cement works and do not have any floorspace
Beddington Industrial Area Regeneration Framework 81
Table 14
Typology: Individual Large Industrial/Warehouse Building Typical rents
£65 psqm - £90 psqm
Range of Unit Sizes 1,000sqm – 14,600sqm Typology: Individual Large Industrial/Warehouse Building Average Unit Size 4,800sqm Typical rents £65 psqm - £90 psqm Average Job Density 1 job per 148 sqm Range of Unit Sizes 1,000sqm – 14,600sqm Typical parking levels 1 space per 122 sqm Average Unit Size 4,800sqm Covenant Strength Carlsberg, Royal Mail, Kuehne & Nagel, Veolia, DHL Average Job Density 1 job per 148 sqm Total Jobs 1,100 Typical parking levels 1 space per 122 sqm Circular Economy Jobs 86 Covenant Strength Carlsberg, Royal Mail, Kuehne & Nagel, Veolia, DHL Green Economy Jobs 80 Total Jobs 1,100 % Vacant Units (approx) 22% Circular Economy Jobs 86 Green Economy Jobs 80 Typology: Individual Small Industrial/Warehouse Building % Vacant Units (approx) 22% Typical rents Not available - no recent l deal activity in Beddington
Table 15
Range of Unit Sizes 200sqm – 1,00sqm Typology: Individual Small Industrial/Warehouse Building Average Unit Size 530sqm Typical rents Not available - no recent l deal activity in Beddington Average Job Density 1 job per 80 sqm Range of Unit Sizes 200sqm – 1,00sqm Typical parking levels 1 space per 90 sqm Average Unit Size 530sqm Covenant Strength Gap Group, Auto Care MOT, Casada Health & Beauty Average Job Density 1 job per 80 sqm Total Jobs 220 Typical parking levels 1 space per 90 sqm Circular Economy Jobs 60 Covenant Strength Gap Group, Auto Care MOT, Casada Health & Beauty Green Economy Jobs 5 Total Jobs 220 % Vacant Units (approx) 11% Circular Economy Jobs 60 Green Economy Jobs 5 Recent transactions in the Beddington SIL % Vacant Units (approx) 11% Small Industrial Estate - Unit 1, Tramsheds Industrial Estate, Coomber Way Recent transactions in the Beddington SIL Small Industrial Estate - Unit 1, Tramsheds Industrial Estate, Coomber Way
82
Beddington Industrial Area Regeneration Framework
Covenant Strength
Gap Group, Auto Care MOT, Casada Health & Beauty
Total Jobs
220
Circular Economy Jobs
60
Green Economy Jobs
5
Recent in the % Vacanttransactions Units (approx) 11% Beddington SIL: Table 16
Recent transactions in the Beddington SIL Small Industrial Estate - Unit 1, Tramsheds Industrial Estate, Coomber Way
Deal type
Lease
Deal date
15/10/2015
Size
455 sqm
Rent
£102 psqm
Table 17
Small Industrial Estate - Unit 1, Stirling Way Industrial Estate, Stirling Way Deal type
Lease
Deal date
01/05/2015
Size
223 sqm
Rent
£125 psqm
Table 18
Small Industrial Estate - Unit 8 , Tramsheds Industrial Estate, Coomber Way Deal type
Available to lease
Date on market
02/05/2016
Size
532 sqm
Rent
£122 psqm
Table 19
Small Industrial Estate – Units 4-5, Endeavour Way Industrial Park, Endeavour Way Deal type
Available to lease
Date on market
06/01/2016
Size
852 sqm
Rent
£114 psqm
Small Industrial Estate – Units 5, Valley Point Industrial Estate, Beddington Farm Road Deal type
Available to lease
Date on market
02/05/2016
Size
525 sqm Beddington Industrial Area Regeneration Framework 83
Small Industrial Estate – Units 4-5, Endeavour Way Industrial Park, Endeavour Way Deal type
Available to lease
Date on market
06/01/2016
Size
852 sqm
Rent
£114 psqm
Table 20
Small Industrial Estate – Units 5, Valley Point Industrial Estate, Beddington Farm Road Deal type
Available to lease
Date on market
02/05/2016
Size
525 sqm
Rent
£119 psqm
Table 21
Large Industrial Estate – Unit 8, Beddington Cross Industrial Estate, 136-138 Beddington Farm Road Deal type
Lease
Deal date
15/08/2012
Size
370 sqm
Rent
£94 psqm
Table 22
Large Industrial Estate – Prologis Park, Beddington Lan
84
Deal type
Investment Sale
Deal date
15/11/2014
Size
16,411 sqm
Rent
£86 psqm
Beddington Industrial Area Regeneration Framework
Beddington Industrial Area Regeneration Framework 85
86
Beddington Industrial Area Regeneration Framework
