Chapter 14 - WEMBLEY REGENERATION AREA continued
PARKING STRATEGY FOR THE WEMBLEY REGENERATION AREA
On-Street Parking and Traffic Management
14.7.7 It is the Council's view that the operation of the new National Stadium will only be effective with a comprehensive review of parking controls and a strategy for reducing travel to the Stadium by car. In addition to the event-related parking problems there is increasing pressure on residential streets in the Wembley area for parking space because of increasing car ownership and commuter pressure close to the three stations and commercial areas. The wider regeneration proposals in the National Stadium Policy Area pose the risk that this currently unacceptable situation will be exacerbated. The Council has already introduced areas of controlled parking in Wembley Hill and is committed to extend those areas following an ongoing programme of consultation and review. As part of the Stadium redevelopment, it will be necessary, therefore, to secure on-street parking and management measures extending over a large area, including areas around stations remote from the Stadium.
WEM11 ON-STREET PARKING CONTROLS FOR WEMBLEY
As part of the application for the proposed National Stadium and other major development, measures will be secured to enhance/extend on-street parking
controls in the area and around key stations for accessing the area, to control any increase in on-street parking problems.
Short Stay Car Parking In The Wembley Regeneration Area
14.7.8 Wembley Town Centre Car Parking. At present there are approximately 550 off-street and 210 on-street car parking spaces in Wembley Town Centre. There is a comparatively poor level of take up of off-street spaces (about 60% on weekdays) indicating the poor quality and location of existing car parks. The level of congestion on Wembley High Road is a disincentive to those wishing to access the centre by car. This can be overcome to some extent by the provision good quality car parks at the eastern and western ends of the High Road. The aim is to achieve this, through new development opportunities and by improving two principal car parks, at Montrose Crescent and Elm Road. It will then be possible for certain other, poorly located, car parks to be phased out and the sites developed.
14.7.9 Parking around the National Stadium. The level of capacity in the highway network will put a limit on the level of visitor parking in the National Stadium Policy Area. Much of the parking will be available solely for the Stadium (to its agreed parking level) on event days, but should also be made available for use by other facilities in the area at other times. Further details are given in the development framework for the area. As major planning applications come forward, transport assessments should examine how much parking potential remains in the area. If the provision of short term, managed parking for the Stadium and other visitor attractions was shared, then this would significantly reduce costs and represent an effective use of land. It is important that the proposed shared parking measures are practical and do not undermine the overall goal of parking restraint. If full capacity is reached then the level of parking will remain constant whilst the amount of development in the area increases. This will achieve a modal shift away from car use over time. In aiming to reduce the traffic impact of the Stadium, and reduce private car traffic to it, it will be necessary to restrict the operation of temporary charged parking for events on new development. It will also be necessary to prevent new development overcoming the limitations on the amount of parking allowed through the use of off-site contract parking. This will generally require applicants to enter into a planning obligation (both for developments of parking and uses which could make use of parking nearby). Policy TRN29 in the Transport chapter deals with such controls.
WEM12 SHORT STAY CAR PARKING IN THE WEMBLEY REGENERATION AREA
Parking within the National Stadium Policy Area for major new developments attracting visiting members of the public, should be shared, public parking. This should have maximum stay restrictions and not be reserved for individual developments (other than hotels, Stadium event day parking and for essential operational parking). In assessing the appropriate amount of parking for a development, regard will be had to the amount of existing publicly available
parking in the area, and the capacity and accessibility of public transport, as well as the standards in the Plan. Parking provision should not exceed the standards specified in TRN22. Parking areas for Major Opportunity Sites, identified in WEM27, should be predominantly accessed from First Way via the proposed Stadium Access Corridor, and be located to be convenient to serve all of these sites. Smaller satellite car parks may also be acceptable.
The total number of additional off-street visitor parking spaces permitted will be limited (including spaces for the new National Stadium, policy WEM13) to the level that environmental constraints and highway capacity in the area can sustain. When this level is reached, no further parking will be required or permitted. 10% of spaces should be to disabled persons parking standards (having regard to SPG12).
THE TRANSPORT IMPACT OF DEVELOPMENT
14.7.10 Transport assessments (TAs) will be required for major development which is likely to have a significant transport impact, as required by policy TRN1 in the Transport chapter. Policy TRN4 identifies measures that may be required to overcome unacceptable transport impact of development. In addition to the requirements of the policies in this section the following range of measures will be sought from developments in the Wembley Regeneration Area, to ensure that they do not cause unacceptable transport impact:-
(a) Improvements to visitor signage;
(b) New cycle facilities, routes and lanes;
(c) Public transport improvements including new bus routes/service improvements;
(d) Junction improvements, turning restrictions and road closures - with bus, pedestrian and cyclist priority;
(e) Traffic management measures to concentrate traffic on the existing and proposed local distributor road network so that the Estate and Stadium Access Corridors serve their primary function rather than becoming through routes;
(f) The promotion of an area travel plan initiative in line with regional and national guidance.
14.7.11 The section below deals specifically with the transport impact of the proposed National Stadium to which special considerations apply.
Transport Impact of the National Stadium
14.7.12 Stadium traffic currently has a negative impact on local residents and businesses and attracts a high level of trips by the private car. The proposed 15% increase in the capacity of the Stadium, together with a necessary reduction in parking, could place stress on transport networks in the area. Obligations have been secured as part of the Stadium development to avoid this by securing transport improvements of sufficient capacity to support a significant shift in modal share, particularly in favour of public transport. A period of 90 minutes for clearing crowds is set by the police as the maximum desirable period for its policing measures to clear the Stadium, its surrounds and the stations.
14.7.13 The current level of parking for the Stadium is too high by modern standards and it should be reduced on environmental and traffic management grounds. Currently, parking is mainly sub-standard nose-to-tail parking. The Stadium planning brief includes targets for shifting from cars to public transport over time. There will need to be a minimum number of disabled parking spaces to accommodate wheelchair users and to meet the requirements for independent access under the Disabilities Discrimination Act 1998. If the enhanced public transport system is unable to cope adequately with peak crowds then additional measures, such as park & ride, will be sought.
WEM13 TRANSPORT IMPACT OF THE PROPOSED NATIONAL STADIUM
Planning applications for the proposed National Stadium should include a transport impact assessment demonstrating how transport networks will be able to cope with peak event demand, by all modes, within 90 minutes. This should also show how the public transport share of trips can be increased significantly, with an associated phased reduction in parking, having regard to the targets set in the Stadium planning brief.
The number of parking spaces to disabled persons parking standards (having regard to SPG12) should be sufficient to accommodate demand from disabled
persons seating, and other users/employees of the Stadium and related facilities.
On non-event days a maximum of 500 spaces will be available for the activities within the stadium (hotel, offices, banqueting, visitor attraction, etc.) and the remainder of parking will be secured as part of the shared public, short-term parking pool for the area (Policy WEM12). Planning obligations will be secured to prevent event usage of this in excess of the approved parking level for the Stadium.
Safe, convenient and attractive pedestrian access, separated from traffic, should be provided to the Stadium from adjacent parking areas and Wembley Park and Wembley Stadium stations.
NEW ROAD PROPOSALS
14.7.14 Two important proposals, agreed in principle by the Council, are new road alignments. The Stadium Access Corridor, from Hannah Close to the Stadium complex, will provide for event-related traffic flows and will also provide a dramatic eastern axial vista for the National Stadium and help ensure that it is an appropriate venue for hosting major international sporting events. Current access arrangements are substandard in these regards and disruptive to businesses in the area. The route should incorporate cycle facilities and structural landscaping. The design of buildings along this route should be commensurate with an approach to a venue of international importance. The Estate Access Corridor will enhance general access to the industrial estate as well as the residential area off North-End Road, and will provide a level of independent access to these areas during events. Both of these road proposals are likely to have a fundamental effect on the area and will create new potential development sites. Both roads will incorporate provision for pedestrians and cyclists.
WEM14 STADIUM ACCESS CORRIDOR
An upgraded & realigned South Way and Great Central Way will be secured as the main access road to the Stadium and Stadium complex (as shown on the proposals map).
New buildings alongside the proposed new Stadium Access Corridor should contribute positively towards this route as a 'gateway' to the Stadium, in terms of scale, design, landscape treatment and orientation to face the road.
WEM15 ESTATE ACCESS CORRIDOR
A new access corridor (as shown on the proposals map) will be provided to the north-western part of the Wembley Park Strategic Employment Area. The improvement and adoption of private streets in the area will be sought.
Bus Infrastructure/ Priority Measures
14.7.15 The Council wishes to promote interchange with bus services at the three main rail stations. Three routes have been identified in the Wembley area for consideration and action including a need to provide orbital bus priority linkage between the three rail stations serving the Wembley area.
Cycling
14.7.16 Because the final internal road layouts in much of the area have yet to be determined, it is not yet possible to set precise route alignments of the London Cycle Network. In addition to the London network there is a need for supplementary routes which feed into the strategic routes and provide access to the whole of the area. Preliminary routes as shown on the inset map are Olympic Way and the Stadium Access Corridor, and links to proposed footbridges linked to the Stadium road proposals. Routes/Links should be included in major developments, as required by policy TRN11.
14.8 URBAN DESIGN QUALITY IN WEMBLEY
Urban Design Principles for Wembley
14.8.1 The design of buildings and the public realm requires special emphasis within the Wembley Regeneration Area. The following urban design principles have been adopted for the area, to supplement the overall regeneration objectives and the boroughwide principles outlined in the Built Environment chapter:
• A world class setting for a world class Stadium. This is to ensure that the public realm and new public spaces give the new National Stadium the setting it deserves.
• A visually linked series of places of distinctive architectural character with pedestrian priority. The proposed pedestrian route will provide a unifying theme and strong link between the three stations, as well as providing opportunities for active frontages at ground floor level. Providing opportunities for architectural expression are taken, then new places and landmark buildings can be created. The area should become an attractive place to walk around, not dominated by the car visually or physically.
• Greater density and mix of use. Redevelopment at significantly greater density and intensity of use than at present will be encouraged, with higher land values helping to fund the new urban structure. There should be a mix of complementary uses, both across the area and within individual major opportunity sites.
• Adaptability of buildings for international sporting festivals. This is to ensure that development and infrastructure supports, and does not prejudice, bids for major international events, especially the Olympics.
WEM16 URBAN DESIGN QUALITY - WEMBLEY REGENERATION AREA
Development within the Wembley Regeneration Area should contribute towards the creation of a world class environment. Development should help produce a distinctive and identifiable place, with a vital urban mixed-use character, where the pedestrian has priority, rather than one dominated by roads and cars.
In drawing up proposals special regard should be given to design guidance for the area issued as supplementary planning guidance.
14.8.2 Achieving urban quality and a high quality public realm is fundamental to turning the area around. Investment in the National Stadium must set the context and precedent for high quality development in the surrounding area, with an integrated approach to street furniture, public art, etc. Places should aid the orientation of the public in moving around, be safe, robust, attractive, coherent, adaptable, and memorable, using high quality materials. This can be re-inforced by structural landscaping.
WEM17 THE PUBLIC REALM - WEMBLEY REGENERATION AREA
Development within the Wembley Regeneration Area should contribute towards the creation of a pedestrian - friendly and distinctive public realm around and between buildings including, where appropriate, the provision of public art and new structural landscaping.
Regard should be had to the integrated approach to advertisements, landscaping, street furniture, public art, lighting and signage in the area set out in supplementary planning guidance.
Design of Buildings on Olympic Way
14.8.3 Olympic Way forms the northern part of the proposed pedestrian route linking the three stations as well as being the the most famous and most used pedestrian approach to Wembley Stadium, acting as a processional way with its dramatic visual termination by the Stadium. It also provides a setting for the listed Palace of Industry, one of the few remaining original buildings from the Empire exhibition at Wembley. The design and scale of buildings along Olympic Way should provide a dramatic processional route to the Stadium, but also have regard to the setting of the Palace of Industry. As a pedestrianised concourse fronting onto key opportunity sites, it will also be necessary for this to act as the main pedestrian access to these sites.
WEM18 DESIGN OF BUILDINGS ALONG OLYMPIC WAY
Olympic Way will be improved as the main vista to the Stadium and development along it should not detract from views of the Stadium as a focal point or the setting of listed buildings.
Olympic Way should be retained as a public pedestrian access to development along it, which should act as a gateway to the area, and have active/animated frontages, orientated towards Olympic Way, which can be managed on Stadium event days. Developments should where possible have alternative points of access for use on event days.
Improvements will be secured to the environment of Olympic Way from the major developments which will be accessed from it.
Views of the Stadium
14.8.4 The new National Stadium will, like the existing Stadium, be an important landmark in North West London. Consequently, both long and short distance views should be protected. Policy WEM19 lists the views which should be protected (see also policy BE34 in the Built Environment Chapter).
WEM19 VIEWS OF THE STADIUM
Regard will be had to the impact of development on the views of the National Stadium and on its backdrop and setting (as shown on maps WEM1 & WEM2 and listed below):
Long/middle distance views
1. Barn Hill, Wembley;
2. St Mary's Church, Harrow-on-the-Hill;
3. Elmwood Park, Sudbury;
4. Horsenden Hill, Perivale;
5. One Tree Hill, Alperton;
6. Hanger Hill Park, Ealing;
7. Station Road, Hendon;
8. Honeypot Lane, Harrow;
9. Gladstone Park, NW2.
Short distance and internal views
1. The Ironbridge, North Circular Road;
2. Wembley Park Station;
3. South Way at the River Brent Bridge;
4. Junction of South Way and Wembley Hill Road;
5. Engineers Way at the junction with Empire Way;
6. Bakerloo Line & Railtrack Railway line north of Stonebridge Station;
7. Jubilee Line and Metropolitan Line north of Neasden Station.
Brent River Park
14.8.5 Brent Council, in partnership with the Environment Agency, English Partnerships, the London Riverways Partnership and the River Restoration Centre, is to carry out a major restoration of habitat along the River Brent. The stretch of river and embankment in the inset area has become degraded over many years. This is part of a more ambitious plan to restore the River Brent here to a more natural form with cycle and pedestrian links. The links proposed in this section will join the proposed Estate and Stadium Access Corridors. These links will be subject to rigorous design guidelines and independent safety audits which ensure they are in an appropriate location and that the safety of neither pedestrians nor cyclists is put at risk. The Wealdstone Brook is also an underused resource in the area. In addition, there are a number of culverted water courses in the area which it is intended should be restored to a natural state.
14.8.6 It is proposed to implement the provision of an extension to the River Brent open space adjacent to the Metropolitan Line, where land has been secured through a planning obligation. This is a key missing link in the River Brent Green Chain.
WEM20 RIVER BRENT CORRIDOR/WATER COURSES IN WEMBLEY
The setting and quality of the River Brent Corridor and the Wealdstone Brook will be improved. In particular there will be cycle and pedestrian links along the River Brent Corridor with habitat enhancement measures.
The restoration of former water courses will be sought.
14.9 WEMBLEY TOWN CENTRE
14.9.1 Brent Council is firmly committed to securing the regeneration of Wembley town centre, particularly building on its role as a 'gateway' to the National Stadium by encouraging more evening, specialist and leisure uses, as well as providing modern shopping facilities to meet local needs. In 1997 Brent published its 'Wembley Gateway Regeneration Strategy', which included proposals for a radical improvement of the environment of the centre and an overall diversification of uses. This identifies a number of opportunity sites, with emphasis on the regeneration of Central Square with leisure-led redevelopment. The strategy relies to a large extent on investment to remove vehicular/pedestrian conflict and aid bus priority and interchange, thus making the centre more attractive to both investors and shoppers.
14.9.2 The major development sites to the east of the town centre provide an opportunity to extend the town centre. The pedestrian route from Wembley Town Centre to the Wembley complex is currently poorly defined with weak visual links. Any development on these opportunity sites would be dependent on these functioning as an extension to the town centre, so that shoppers and other visitors can take advantage of facilities being conveniently located close to one another, and thus make linked trips. Policy WEM3 deals with the location of major retail, leisure and entertainment uses, whilst policy WEM2 seeks the provision of this pedestrian route linking the town centre to Olympic Way.
14.9.3 The role of the existing town centre will change with a greater diversification of uses and better local facilities provided on opportunity sites. Policy WEM21 and policies in the Town Centres and Shopping Chapter deal with the issues surrounding proposals for such diversification.
14.9.4 Any eastwards shift in the core of the town centre may result, initially at least, in a further decline in the High Road towards the western end. To counter this the specialist ethnic shopping role of the centre, already buoyant in Ealing Road as a jewellery quarter, will be encouraged to grow so that this western end of the High Road, already showing serious decline, can be regenerated. There are a number of key development sites within the town centre and these are dealt with in paragraphs
14.11.7 - 14.11.12. Policies which deal with diversification of use, identifying Primary and Secondary shopping frontages, and controlling the effects of food and drink uses (e.g. pubs) on residential amenity, are included in the Town Centres and Shopping chapter (section 8.8).
Wembley Link
14.9.5 This is the collective term for a range of environmental and transport improvements which are intended to not only improve the environment for the visitor, but improve bus priority and provide a better link from Wembley town centre and Wembley Central Station to the new Stadium and the wider Wembley Complex. (See also section 14.6 on the Proposed Pedestrian Route).
14.9.6 Pedestrian congestion on narrow pavements means that there is an urgent need to upgrade the pedestrian environment in the key section between Wembley Central Station and Park Lane. Redevelopment of Central Square (see policy WEM29) can provide the opportunity to open the site up to the High Road at one of its most congested sections, creating a transport interchange at the station whilst maintaining two way traffic flow with bus lay-bys.
14.9.7 Additional, dedicated, bus priority measures will be sought, where practicable, to relieve unacceptable congestion. This could incorporate a bus interchange on the Chiltern Line cutting site and increased pedestrian priority on the High Road itself.
14.9.8 Alongside these physical and management measures, improvements to the pedestrian environment are needed between the station and the Wembley Complex. These co-ordinated improvements should see a radically upgraded public realm, free of clutter, with links to the Stadium clearly signposted and with specially designed and distinctive street furniture. This will not only facilitate better use of Wembley Central station for events at the new Stadium as part of the overall 'Three Stations Strategy' (see also policy WEM10) but will also benefit shoppers and other users of the town centre.
14.9.9 Pedestrian congestion on narrow pavements in Wembley town centre is compounded by the presence of bus passenger queues, street furniture and queues at cash dispensers. These problems particularly affect disabled people and those having to push prams. The most affected part of the centre is the north side of the High Road between Lancelot Road and Park Lane. Wider pavements will be sought in this location on redevelopment.
WEM21 WEMBLEY TOWN CENTRE
Proposals for the diversification and regeneration of Wembley Town Centre, consistent with policies in the Town Centres and Shopping Chapter, are supported.
A comprehensive programme of environmental improvements will be undertaken in Wembley town centre between Wembley Central station and the wider Wembley Complex to improve the pedestrian environment and encourage greater usage of Wembley Central station for major events at Wembley Stadium.
Development should not lead to increased congestion on the High Road and should contribute, where necessary, towards measures which would reduce conflict between buses and other traffic, reduce congestion and reduce conflict between pedestrians and traffic. Dedicated bus interchange measures will be promoted on Major Opportunity Sites linking to Wembley Town Centre.
Rear servicing and, where appropriate, wider pavements, will be sought on development.
Policy WEM3 deals with the location of large new retail, leisure and entertainment uses in the National Stadium Policy Area.
Libraries in Wembley
14.9.10 The Council is promoting a single major library or "Wembley Culture Complex" offering a range of library and cultural facilities to modern standards. The most appropriate location for a new central library would be within the town centre. The proposed library would update and replace one or more of the existing libraries including that on Ealing Road.
WEM22 LIBRARIES IN WEMBLEY
Any new strategic library serving the Wembley area should be located within the town centre. This may include associated cultural/museum and educational facilities as well as a shop, crèche and cafe facilities. The preferred location for a new library is Central Square.
14.10 Other Shopping Areas
Wembley Park District Centre
14.10.1 Wembley Park centre has expanded in recent years, particularly with the development of the Stadium retail park and the new Asda store. Demand for food and drink (A3) uses from visitors to the Stadium and other sport and entertainment facilities has also led to a high proportion of such uses. Given the presence of a large superstore on the edge of the centre it is not considered necessary to limit any further demand for changes of use from A1 to A2 or A3 uses in the part of the centre south of the Station which may result from an increase in the numbers of visitors to the area.
WEM23 WEMBLEY PARK DISTRICT CENTRE
Change of use of shops to uses providing facilities to visiting members of the public will be permitted south of Wembley Park Station (subject to policy SH10 for A3 uses).
The Stadium Market
14.10.2 The Sunday Market, which currently operates on the Stadium car park, is a popular facility for both local residents and visitors. Regeneration of the area around the Stadium may result in loss of the market from its current site, however the Council would support proposals to retain the market in the area, providing that there is no additional impact either on the vitality and viability of the town centre or on the environment, such as through extension onto public areas such as Olympic Way.
WEM24 THE WEMBLEY STADIUM MARKET
Proposals to relocate of the Wembley Stadium Sunday Market will be supported, providing that there is no additional impact either on the vitality and viability of the town centre or on the local environment.
14.11 MAJOR DEVELOPMENT OPPORTUNITIES IN WEMBLEY
THE ENGLISH NATIONAL STADIUM
14.11.1 The Council's detailed planning guidance for the proposed National Stadium is contained in the planning, design and development brief, published in May 1998 following extensive consultation. The policies for the Stadium included in this chapter deal with the key planning requirements of the proposed development.
14.11.2 Brent shares the view of Sport England that the dramatic termination of the vista when viewed from Wembley Park Station should be retained. This, and the need to terminate it with a landmark, set parameters for the design and location of the Stadium.
14.11.3 The replacement of the Stadium access ramp from Olympic Way, which is a requirement of English Heritage, is necessary to provide an appropriate setting for the new Stadium.
14.11.4 It is important that that Stadium development has a synergy with adjoining proposed development and the surrounding area. It should set the scene for the future regeneration of the wider area. The Stadium application must comprehensively address its wider setting.
WEM25 THE NATIONAL STADIUM
Proposals are supported for the re-development of the Stadium as the English National Stadium on its existing site, to create as powerful an image, as the existing building (the site is shown on the proposals map). The new Stadium should:
(a) Where possible have active frontages at ground floor level and address and complement surrounding public space and development parcels; and
(b) Have an acceptable environmental and transport impact (See policies EP1, TRN1, WEM7, and WEM13).
The existing Stadium access ramp should be replaced with access facilities that provide an appropriate setting.
Development of adjacent sites should demonstrate that the Stadium can be properly served and that the impacts on the Stadium are acceptable.
In considering the planning application, regard will be had to guidance in the Stadium planning, design and development brief.
Sporting Facilities
14.11.5 There is a strong possibility that a bid to hold the Olympic Games in London will be made, in which case Wembley may be the focus for major events and the need to provide further sports facilities in the area may arise. In any event, if the new Stadium is to be capable of hosting major athletics meetings, warm-up facilities will be required in close proximity to the Stadium. Whilst it is acknowledged that such a facility does not have to be built at the same time as the Stadium, the Stadium should not prejudice the potential for such future provision. The warm-up facility could be temporary, e.g. laid down on the car park to serve a particular event, or permanent. If a permanent facility is provided then, to maximise usage, it would ideally be available for community use. The area immediately to the south-east of the Stadium is considered to be the best location for a permanent facility.
WEM26 SPORTING FACILITIES
The development of additional sporting facilities around the Stadium that complement the Stadium and Arena and contribute to regeneration objectives will be supported.
If athletics warm up facilities, including a track, are required, these should be located adjacent to the National Stadium. The Stadium and other development should not prejudice the future provision of such facilities. If permanent facilities are to be provided, then local community access will be sought.
Opportunity Sites North of the Stadium
14.11.6 There is considerable potential for large-scale development on four major sites at the junction of Engineers Way and Olympic Way. It is important that any development of these sites, together with the South Way site and intervening land, should be comprehensive so as to take advantage of shared infrastructure, including car parking where appropriate, provide the pedestrian linkages and make a significant contribution to the setting of the Stadium (policy WEM9). Uses should comply with policy WEM3. Also relevant is policy WEM18, which requires development to complement the setting of the Stadium and Olympic Way. A development framework and/or development briefs will be prepared for these sites.
WEM27 OPPORTUNITY SITES AT THE JUNCTION OF OLYMPIC WAY AND ENGINEERS WAY
The development of the Major Opportunity Sites at the junction of Olympic Way and Engineers Way (as shown on the proposals map) are promoted for uses which contribute towards the development of a visitor destination of regional importance, including major retail/leisure uses permitted by Policy WEM3, and other uses including offices, hotels and residential. Only foodstores with a floorspace below 2500 sq m gross are considered acceptable. Particular attention should be given to the need to provide good pedestrian linkages to Wembley town centre and Wembley Park Station. These sites are included within the area identified for comprehensive development and should be developed in a comprehensive manner (see Policy WEM9). Major new conference, arena and exhibition facilities are supported and promoted.
Any development of the existing Stadium car/coach park should include replacement structured car parking (WEM12).
Bus interchange facilities will be sought, ideally next to stations, together with measures to improve bus penetration.
The provision of new sports facilities will be supported.
Opportunity Sites Within The Town Centre
14.11.7 There are a number of opportunity sites within Wembley Town Centre which are appropriate for a range of town centre uses such as retail, leisure, etc. Certain sites contain existing residential uses, which should be retained or replaced, or short-term shoppers parking. A reduction in the amount of parking on development will only be acceptable if it accords with policy WEM12.
14.11.8 Two key sites are the adjoining Curtis Lane and Central Square sites. Good, safe pedestrian linkages between these sites, the High Road and public car parks are essential and there should, preferably, be a direct pedestrian link between them.
14.11.9 Wembley Central Station adjacent to Central Square suffers from very poor quality facilities, interchange and access. Redevelopment of Central Square should, ideally, include the station ticket hall together with new bus interchange facilities and should, at least, not prejudice provision for setting back of the High Road to provide a westbound bus lay-by.
14.11.10 Retention of public car parking on the Elm Road site is also a requirement of development as is need to allow for junction improvements at the Park Lane junction
14.11.11 The frontage of Copland school onto the High Road is a potential development site. The replacement of school facilities on site will be a requirement of any development.
14.11.12 The Chiltern Line Cutting site is ideally positioned for a development to take advantage of the benefits of the National Stadium whilst also being adjacent to the town centre. The site is therefore a key one in linking the Wembley Complex to the town centre. It suffers from a number of development constraints including the topography, ground conditions and the need to retain some of its ecological value (the cutting is designated as a site of Borough Grade 1 Nature Conservation Importance). All of these matters would need to be addressed at application stage. However, the site benefits from good public transport links and is capable of being accessed by car. As well as dedicated public transport facilities serving the development, there is also the potential to provide a bus interchange/terminus serving Wembley Town Centre. A range of town centre uses would be appropriate on the site as well as housing .
WEM28 WEMBLEY TOWN CENTRE OPPORTUNITY SITES
The following opportunity sites, as shown on the proposals map, are promoted for uses appropriate to a town centre such as retail or leisure. Housing will be acceptable where it is an element of a mixed-use scheme, and active frontages are provided at ground floor level where development links with the town centre.
(a) Elm Road - development should retain a major shoppers short-stay public car park of at least 120 spaces. Road and junction improvements should also be incorporated and development should be set back behind the Park Lane building line;
(b) Curtis Lane - development should retain shoppers short-stay public car parking in accordance with an assessment of the need for such parking in the town centre and in the light of policies to promote sustainable travel patterns. Improved pedestrian links from the site to the High Road and Central Square should be provided;
(c) Wembley Market and adjoining land;
(d) Central Square - development should not prejudice provision for set-back of the High Road to provide a westbound bus lay-by, and should provide improved bus/train interchange facilities, replacement housing, improvements to the public realm and shoppers short-stay car parking and a pedestrian link to the Curtis Lane Site;
(e) Copland School - This proposal relates to that part of the Copland School site, close to Wembley High Road, identified on the Proposals Map. Development should be compatible with the school and the siting of replacement school facilities should not result in the loss of playing fields south of the public footpath. The street trees along the frontage to the High Road should be retained. Proposals should include safety improvements to Cecil Avenue junction; and
(f) Chiltern Line Cutting - Development should be in accordance with an agreed masterplan for the site. This should indicate how the development will relate to the High Road and how attractive pedestrian links through the site, from the High Road to Wembley Hill Road and the Wembley complex will be achieved. Dedicated public transport facilities will be sought. Development should not have a significant adverse effect on the residential amenities of the occupiers of adjacent housing. The nature conservation value of the site should be fully assessed, and adequate measures to mitigate any loss of nature conservation value should be undertaken, including the provision of a 'green link' through the site. Full information should be provided to determine the stability of the ground and to identify any remedial measures required.
STATION OPPORTUNITY SITES/TRANSPORT INTERCHANGES
Wembley Park Station Site
14.11.13 This site comprises the proposed new Wembley Park station and substantial areas of car-parking adjoining which offers potential for development subject to accompanying on-street parking controls and the provision of enhanced feeder bus services (see Policy TRN29). Appropriate uses on the site should comply with Policy WEM3. Redevelopment of the station should include improvements to access for those using pushchairs and wheelchairs as well as an increase in the capacity of the station and better bus interchange facilities. The station is also the most appropriate location for a tourist information office, a need for which has been identified in the Council’s Tourism Development Strategy.
14.11.14 Plans have been approved to increase its capacity which would better serve the National Stadium. In addition, highway schemes are necessary outside the station boundary to reduce congestion and increase safety whilst making provision for enhanced interchange facilities for taxis and buses, together with improved pedestrian crossing facilities.
WEM29 WEMBLEY PARK STATION SITE
The redevelopment of Wembley Park Station is promoted in conjunction with the regeneration of the area. The design of the development should be
appropriate to this landmark site which forms the axis to one of the main visual gateways to the National Stadium.
The reduction of parking at the station below 550 spaces will be accepted (subject to Policy TRN29).
Development fronting Olympic Square should enhance its setting. The provision of premises for a tourist information office will be sought.
Wembley Stadium Station/South Way Site
14.11.15 This site comprises Wembley Stadium station and adjoining land and is located very close to, and on one of the main pedestrian approaches to, the Stadium. Consequently, particular care should be paid to the design of any development. Contributions to public transport improvements, including the improvement of Wembley Stadium station, will be sought as part of the development of the site. Buildings should have active frontages to the proposed pedestrian route and contribute towards its provision. Appropriate uses on the site should be in accordance with policy WEM3. The site forms part of the area identified for comprehensive development (Policy WEM9).
WEM30 WEMBLEY STADIUM STATION/SOUTH WAY SITE
This site should be developed comprehensively with other adjacent sites as identified in Policy WEM9 and in particular should not prejudice the provision of a new station. Pedestrian links from the station concourse to the Stadium and Wembley Hill Road/Wembley Town Centre should be provided, together with bus and taxi interchange facilities.
Development should not prejudice the continued closure of South Way on event days unless an alternative traffic free route from the station is provided.
The design of the development should be appropriate to the site’s prominent location near the Stadium and the proposed pedestrian promenade to Wembley town centre. Regard should be had to guidance for the site in planning briefs.
Charringtons Yard/Neasden Goods Yard
14.11.16 Charringtons Yard is a large open site, exceptionally well located for waste facilities in terms of its centrality in the Borough, its rail access and access close to the North Circular Road. This site is an especially sensitive one as it is on the 'eastern gateway' to the Stadium, hence buildings would need to be of a much higher quality of design than normally expected in an industrial area. Because of its sensitivity, and the proximity of the adjoining residential area, the site would not be suitable for a relocated transfer station, or for other types of waste use with a similar impact (see policy W11).
14.11.17 A rail spur between Charringtons Yard and Neasden Goods Yard could provide a high-speed rail link between the proposed Heathrow City Link and the Chiltern Line. This would enable trains to access Wembley Park station from Paddington and Heathrow. It is in the interests of improving public transport access to the Stadium that the future provision of this line should not be prejudiced.
WEM31 CHARRINGTONS YARD/NEASDEN GOODS YARD
The design (including landscape design and other measures to protect against visual intrusion and mitigate against the effects of noise and dust pollution) of development should act as an appropriate eastern gateway to the Wembley Regeneration Area. Use of the site should benefit from its good rail access.
Charringtons Yard is safeguarded as a waste management/manufacturing area (policy W4), providing development can be compatible with its sensitive location. Use of any part of the site remaining after the provision of a waste facility should be in accordance with policy EMP8 for Strategic Employment Areas which includes, on a screened part of the site a small aggregate transfer/construction waste recycling facility. Uses should be sited with due sensitivity to the adjoining residential area.
Development should not prejudice the provision of a permanent way for trains using the Heathrow-City Link to access Wembley Park station.
