WEMBLEY REGENERATION AREA 14 WEMBLEY REGENERATION … WEMBLEY.pdf · 2012. 12. 12. · WEM30 WEMBLEY STADIUM STATION/SOUTH WAY SITE 272 WEM31 CHARRINGTONS YARD/NEASDEN GOODS YARD

1 INTRODUCTION 254

14.2 BACKGROUND - WEMBLEY TODAY 254

14.3 STRATEGIC CONTEXT 254

14.4 POLICY OBJECTIVES 255

14.5 BOROUGH STRATEGY 255

POLICIES & PROPOSALS

14.6 REGENERATION FRAMEWORK FOR WEMBLEY 256

WEM1 REGENERATION OF WEMBLEY 257

WEM2 PEDESTRIAN ROUTE/PROMENADE 257

WEM3 LOCATION OF LARGE SCALE RETAIL, LEISUREAND ENTERTAINMENT USES 258

WEM4 RESIDENTIAL DEVELOPMENT WITHIN THE WEMBLEY REGENERATION AREA 259

WEM5 RELOCATION OF EXISTING BUSINESSES 259

WEM6 WEMBLEY STADIUM BUSINESS PARK 260

WEM7 ACCESS TO DEVELOPMENT - THE NATIONAL STADIUM POLICY AREA 260

WEM8 THE NATIONAL STADIUM POLICY AREA - DEVELOPMENT OUTSIDE THE AREA OF VERYGOOD PUBLIC TRANSPORT ACCESSIBILITY 260

WEM9 COMPREHENSIVE DEVELOPMENT - THE NATIONAL STADIUM POLICY AREA 261

14.7 TRANSPORT IN WEMBLEY 261

WEM10 IMPROVED RAIL STATIONS AND PEDESTRIANLINKS 262

WEM11 ON-STREET PARKING CONTROLS FOR WEMBLEY 262

WEM12 SHORT STAY CAR PARKING IN THE WEMBLEYREGENERATION AREA 263

WEM13 TRANSPORT IMPACT OF THE PROPOSED NATIONAL STADIUM 264

WEM14 STADIUM ACCESS CORRIDOR 264

WEM15 ESTATE ACCESS CORRIDOR 264

14.8 URBAN DESIGN QUALITY IN WEMBLEY 264

WEM16 URBAN DESIGN QUALITY - WEMBLEY REGENERATION AREA 265

WEM17 THE PUBLIC REALM - WEMBLEY REGENERATION AREA 265

WEM18 DESIGN OF BUILDINGS ALONG OLYMPICWAY 266

WEM19 VIEWS OF THE STADIUM 266

WEM20 RIVER BRENT CORRIDOR/WATER COURSES INWEMBLEY 267

14.9 WEMBLEY TOWN CENTRE 267

WEM21 WEMBLEY TOWN CENTRE 268

WEM22 LIBRARIES IN WEMBLEY 268

14.10 OTHER SHOPPING AREAS 268

WEM23 WEMBLEY PARK DISTRICT CENTRE 268

WEM24 THE WEMBLEY STADIUM MARKET 269

14.11 MAJOR DEVELOPMENT OPPORTUNITIESIN WEMBLEY 269

WEM25 THE NATIONAL STADIUM 269

WEM26 SPORTING FACILITIES 270

WEM27 OPPORTUNITY SITES AT THE JUNCTION OFOLYMPIC WAY AND ENGINEERS WAY 270

WEM28 WEMBLEY TOWN CENTRE OPPORTUNITY SITES 271

WEM29 WEMBLEY PARK STATION SITE 272

Brent Unitary Development Plan - 2004

WEMBLEY REGENERATION AREA

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14 WEMBLEY REGENERATION AREA

wlu1WEM10 IMPROVED RAIL STATIONS AND PEDESTRIAN

wlu1LINKS 262

wlu1WEM15 ESTATE ACCESS CORRIDOR 264

wlu1WEM25 THE NATIONAL STADIUM 269

wlu1WEM26 SPORTING FACILITIES 270

WEM30 WEMBLEY STADIUM STATION/SOUTH WAY SITE 272

WEM31 CHARRINGTONS YARD/NEASDEN GOODS YARD 273

MAP WEM1 LONG DISTANCE VIEWS OF WEMBLEY STADIUM 274

MAP WEM2 SHORT DISTANCE AND INTERNALVIEWS OF WEMBLEY STADIUM 275

14.1 INTRODUCTION

14.1.1 The UDP provides the statutory land-use framework for theregeneration of the Wembley Area. The inset plan area includesthe Stadium and its surroundings, its main approaches andWembley town centre. In this way the perception of twoWembleys - the Stadium area and the town centre - can be over-come and the area planned as a whole.

14.1.2 In December 1996 the Sports Council confirmed Wembley as thechosen location for a new English National Stadium. The site ofthe Stadium is surrounded by a declining industrial and commer-cial environment and it is adjacent to a declining and run-downtown centre. This is an inappropriate setting for the new Stadium.The redevelopment of the Stadium, which has now commenced,provides the ideal opportunity to deliver the much-needed regen-eration of the Wembley area by acting as a catalyst for invest-ment. There are a number of potential major development sitesin the area. These, if appropriately developed, can furtherLondon's position as a World City by providing major sporting,recreational and entertainment facilities and accommodation forvisitors, and can also benefit the local community by providingimproved shops, services, new housing, transport and environ-ment as well as job opportunities.

14.2 BACKGROUND - WEMBLEY TODAY

14.2.1 The area covered by the inset plan benefits from very good publictransport accessibility, with 3 rail/underground stations servingthe area. The public transport system, however, has severe prob-lems of poor capacity, interchange and the quality of stations. Themain roads in Wembley are often congested and local residentssuffer from the impact of events. In addition, the environment ofthe area is generally poor, especially in the town centre and theWembley industrial estate. Although the Stadium, Arena andConference Centre continue to attract national and internationalvisitors, they no longer meet expectations in terms of the qualityof facilities. Despite this the Wembley brand image remainsstrong and is known throughout the world.

14.2.2 Of particular concern has been the long term decline of the towncentre, which has suffered from the impact of nearby new retaildevelopments and a lack of investment in its transport infrastruc-

ture. Consequently, it now has a run-down appearance, not fittingan internationally renowned location and suffers from severe traf-fic congestion (see Town Centres and Shopping chapter section8.2). Despite its decline, it remains the largest centre wholly with-in the Borough, with over 50,000 sqm. of floorspace and over 200units, and includes a number of national multiple stores such asWoolworths and Marks and Spencer. It is currently categorisedas a major centre within London and remains an important focusfor the local community.

14.2.3 Another, though smaller, focus for the local community isWembley Park district centre which in recent years has becomeincreasingly important as a shopping and service centre buildingon its very good public transport access and location on the prin-cipal 'gateway' to the Stadium.

14.2.4 The industrial estate, which is an important source of jobs, suf-fers from a poor environment, poor access by public transportand its road system does not meet the needs of firms on theestate. On occasion there is conflict with traffic from events at thestadium. There are a number of vacant sites and premises in thearea.

14.2.5 In recent years the commercial area north and west of theStadium, characterised by a number of large purpose-built officesand older commercial premises as well as the Wembley complexof exhibition halls, Conference Centre and Arena, has alsodeclined to the extent that much of the office space in the area isvacant (estimated at about 37,000 sq m in 1997). The conse-quent loss of employment has had a depressing effect on thelocal economy of the area emphasising the need for regenera-tion.

14.2.6 The area now benefits from regeneration funding, includingSingle Regeneration Budget, Assisted Area status and EuropeanObjective 2 status. In addition, the Government has set up theWembley Task Force to co-ordinate the regeneration of the areaand secure necessary infrastructure improvements. National andEuropean regeneration funding is being co-ordinated to this end.

14.3 STRATEGIC CONTEXT

14.3.1 In recent years there has been a change in emphasis inGovernment planning guidance towards more sustainable devel-opments which reduce the reliance on the car and, in recognitionof the damaging effect out of centre developments have had ontown centres, to prevent further damage by limiting the growth ofout of town shopping and leisure.

14.3.2 The new approach is included in Strategic Guidance for LondonPlanning Authorities (RPG3) issued in May 1996 and revisedPPG6 on Retail Developments and Town Centres issued in June1996. The key features of strategic guidance (RPG3) relevant tothe Wembley area are set out below:

Wembley Park is highlighted as lying within a West LondonRegeneration corridor of fundamental regional and nationalimportance. Development focused on public transport infras-



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tructure is particularly stressed. Wembley Stadium/Conference Centre is highlighted as enjoying good publictransport access which there are plans to enhance, therebyimproving the areas ability to attract high volumes of partici-pants and spectators to major events in competition withother centres in the UK and Europe.

Developments to enhance the sporting facilities of sites ofnational and international importance, such as WembleyStadium, should be encouraged.

It identifies a hierarchy of town centres for London withWembley shown as a major centre.

It endorses the identification by the London Planning AdvisoryCommittee (LPAC) of Preferred Industrial Locations, includingthe Wembley Stadium area. Guidance sees the areas identi-fied as strategic by LPAC as being those which should bepromoted as destinations for major regenerating investmentwith preference being given to retaining them for employmentuses.

14.3.3 The Borough supports, through West London Leadership, theStrategic Development Framework for West London which pro-motes Wembley as a key development node for leisure-drivenregeneration.

14.4 POLICY OBJECTIVES

14.4.1 The objectives for the area are as follows:

To promote the development of theNational Stadium, and associatedsporting, leisure, tourism andmixed-use development so thatWembley becomes a major visitor destination, capable ofattracting international sport-ing festivals and other majorevents to London.

To ensure that the develop-ment around the NationalStadium is compatible andco-ordinated with comprehen-sive regeneration proposals inthe surrounding area and that thevitality and viability of Wembley towncentre is enhanced.

To ensure that the local community benefitfrom the new National Stadium and other regenerativedevelopment.

To provide a world class setting for a world class Stadium. To secure the preservation and enhancement of the integrity

and setting of the three listed buildings close to the Stadium. To provide an enhanced transport system which can clear

event pedestrians and traffic, whilst minimising nuisance tolocal residents.

To achieve a shift away from use of the car in favour of publictransport, walking and cycling.

To ensure that the infrastructure of Wembley is upgraded tosupport the proposed developments.

To minimise any negative environmental impacts of the newNational Stadium and associated development.

To ensure that development in the area is environmentallysustainable.

14.5 BOROUGH STRATEGY

14.5.1 The planning strategy for the Wembley area aims to promote theregeneration of the area as a regional sports, entertainment andleisure destination, taking advantage of the opportunities present-ed by the National Stadium development and the potential fordevelopment of sites in the surrounding area. The Councils aimis to achieve a critical mass of visitor attractions, building on theareas current role as a major leisure and entertainment centre forLondon. This can include leisure, sporting and retail uses as wellas new hotels and places to eat and drink. Such uses will be com-plementary to the Stadium and other existing attractions in thearea such as the Arena and Conference Centre, the retention orenhancement of which the Council supports. The intention is thatWembley will become an all year round visitor destination cater-ing for a range of entertainment and leisure activities as well asStadium and Arena events and conferences.

14.5.2 At the same time it is important to ensure that new developmentalso fully benefits local people rather than adversely affecting

their ability to access facilities. In accordance withGovernment guidance, development which

attracts significant numbers of the general pub-lic must, therefore, be accessible and sus-

tainable, by being either located in the towncentre or nearby with good pedestrianlinks to the centre. This will require animproved link from major sites aroundthe Stadium to Wembley Town Centre. Akey element of the strategy, therefore, isthe provision of a pedestrian route orpromenade linking the three stations inthe area together. In this way the areaas a whole can benefit from regenera-tion. In due course the development of

these sites and westwards links could leadto the eastwards shift in the core of the

town centre, evolving into an expandedstrategic town centre for London. Proposals

that are reliant upon access by car, and not linkedto the town centre, could potentially undermine it and

are not, therefore, acceptable. The area around the Stadiumshould be developed comprehensively if the desired linkages,shared infrastructure and an appropriate setting for the Stadium isto be achieved. The Council will, if necessary, use its planningpowers to ensure that development is comprehensive.

14.5.3 It is envisaged that the existing town centre will evolve so that itplays a complementary role to new development near theStadium to the east. The centre can develop and expand its rolein meeting local and specialist needs . At the same time, the east-ern end of the centre can benefit from its proximity to new devel-



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opment to the east, and build on the centre's role as a 'gateway'to the Stadium, by developing the evening economy with foodand drink and other evening entertainment uses.

14.5.4 The major part of the industrial estate to the east of the inset area,which remains an important provider of employment of strategicimportance to London, is protected for employment uses (seepolicy EMP5). The development of modern business uses will beencouraged adjacent to the re-aligned eastern road access to theStadium.

14.5.5 The planning strategy should also enhance the prospects ofWembley becoming the focus for international sporting festivalsand, in particular, help support a future London Olympic bid.Experience elsewhere suggests that there are significant advan-tages in creating a cluster of associated sporting facilities.Therefore policies allow for the future provision of sporting andancillary facilities which should be located, preferably, in closeproximity to the Stadium. Sporting facilities that do not attractlarge numbers of people will generally not require the same levelof public transport access, nor do they need to be as closelylinked to the town centre as other uses envisaged for the area,therefore a location north and east of the Stadium adjacent to theemployment area would be appropriate.

14.5.6 The area as a whole has a number of advantages, with particu-larly good rail connections to Central London, as well as directlinks to the strategic road network. However, the existing trans-port infrastructure is out of date and of poor quality and willrequire upgrading to support the level of development envisagedas it is currently a major constraint upon development. Majortransport improvements are therefore an essential component ofthe strategy to regenerate the area, and development in the areawill be expected to contribute to these and other infrastructureimprovements. The strategy proposes an integrated approachtowards land-use and transport so that major opportunity sitescan be accessed in a sustainable manner. The emphasis is onimprovements to public transport together with traffic manage-ment measures to alleviate congestion and the impact of traffic onpedestrians, particularly in the town centre. It is particularlyimportant that the problems of the stations are addressed. Thecapacity of Wembley Park station will have to be increased and

facilities improved. The usage of Wembley Central Station foraccessing events can also be increased, and an attractive serviceprovided for users of the town centre and visitors to the area generally. In addition, because of the need to minimise theimpact of the Stadium on businesses in the area, and to promoteappropriate regeneration of the Stadium and the area around it,certain road improvements are considered necessary.

14.5.7 Finally, a key part of the strategy is to provide clear urban designguidance so as to achieve a high quality of design, including thatof the public realm. The success of the whole area is fundamen-tally dependent on the creation of a world class environment. It isimportant that visitors are attracted to the area, principally by theexisting and proposed visitor attractions, but also that they shouldfeel comfortable in a high quality attractive environment.Attracting more people to the area, and encouraging them tostay, will provide a major boost to the local economy and localpeople will benefit from better shops, services and leisure oppor-tunities as well as improved job prospects.

POLICIES ANDPROPOSALS

14.6 REGENERATION FRAMEWORK FORWEMBLEY

14.6.1 The key development sites for regenerating the area are locatedin the Wembley Park / Stadium area east of the town centre. Inaccordance with the area's strategic role as a regional sport,leisure and entertainment destination, development for uses com-patible with this are particularly encouraged. In addition, develop-ment that would result in an expansion of the town centre, so thatit can develop as a strategic centre for London as outlined above,will also be encouraged. Regeneration of the StrategicEmployment Area east of the Stadium for industry and warehous-ing will also be sought, with business uses promoted adjacent toa new Stadium Access Corridor .



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PROPOSED PEDESTRIAN FRAMEWORK

14.6.2 A key element of the planning strategy for the area is improvedpedestrian links, particularly the development of a pedestrianroute or promenade from Wembley Park station through toWembley town centre which will link the three stations in the areatogether and serve development alongside it. (See policyWEM10 on the Three Stations Strategy.) The northern part of thispedestrian link will be Olympic Way, then it is intended that itshould curve westwards past, and linking with, the new Stadiumconcourse through to Wembley Hill Road and then to the towncentre, either via the High Road or through the Chiltern LineCutting site if developed. This would create a 'WembleyPromenade' and be the key physical element in linking newdevelopment close to the Stadium with the town centre and inimproving links between the three stations. Other pedestrianroutes should link to it, thus providing an overall pedestrian frame-work for the area. The form and nature of the promenade shouldbe such that pedestrian journeys do not simply terminate at theStadium but that visitors may be attracted to surrounding devel-opment and through to the town centre. Public spaces should

also be provided along the route, especially adjacent to the newStadium so that there is an opportunity for visitors to gather andlinger. The design of the route should also address the differ-ences in level from Olympic Way and South Way to the Stadiumconcourse. In addition it will help encourage vitality on non-eventdays. It is intended that this promenade and the public spacesalong it becomes a new focal point for public activities and themeans of structuring the major development on sites around it.

14.6.3 The promenade and public space proposals are likely to bedeveloped over time and eventually form a major new publicspace for London. Major development in the area should con-tribute towards the development of this route.

WEM2 PEDESTRIAN ROUTE/PROMENADE

A pedestrian route will be sought to the north andwest of the Stadium linking Olympic Way to WembleyTown Centre, as part of the development of opportuni-ty sites referred to in Policy WEM28. Contributions tothe development of the route will be sought fromdevelopment served by it, or it should be demonstrat-ed how development will contribute to securing theroute.

Development along the route should, where possible, have active and animated frontages atground floor level.

Public spaces will be sought adjacent to the route andthe Stadium concourse.

WEM1 REGENERATION OF WEMBLEY

The Regeneration of the Wembley Area as a regionalsport, entertainment and leisure, including hotel,destination will be supported. The regeneration ofWembley town centre is also supported, which mayinvolve the eastward expansion of the existing centretowards the Stadium. Industrial and business devel-opment is promoted in the Strategic Employment Areato the east of the Stadium. New residential develop-ment may also be appropriate where an acceptableresidential environment can be ensured.



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LOCATION OF DEVELOPMENT

LARGE SCALE RETAIL, LEISURE AND ENTER-TAINMENT USES

14.6.4 In order to ensure that development in the area is accessible tothe whole community, an area has been defined from WembleyPark to Wembley town centre which broadly corresponds to thearea of good and very good public transport accessibility. Thisarea, known as the National Stadium Policy Area, has the capac-ity to deal with current major events and the potential for thiscapacity to be enhanced to cope with an increase in the numberof visitors.

14.6.5 Although a range of uses attracting large numbers of visitors orcustomers will be appropriate within the National Stadium PolicyArea, it is necessary to ensure that development does not havean adverse effect on the ability of local people to easily access agood range of shops and services. Development should alsomeet the objective, set out in Government planning guidance, ofallowing for multi-purpose trips by locating facilities close to oneanother and by providing good pedestrian links between them.This is the basis of the sequential approach to development,explained in the Town Centres and Shopping chapter (policySH3), by which development should be directed in the firstinstance to the town centre. Within the National Stadium PolicyArea, large scale leisure, entertainment and retail uses are appro-priate subject to the sequential approach to site selection beingapplied. Any major foodstore development should be within thetown centre, given such a store's role in meeting local needs andthe current lack of a good quality facility within the town centre.Section 14.9 explains in more detail how it is envisaged the towncentre can develop and identifies measures for improving theenvironment of the centre.

14.6.6 In applying the sequential approach to proposed developmenteast of the existing town centre, considerations will include theproximity of proposed development to the edge of the existingcentre, the ability to use a pedestrian link with the High Road eas-ily, and the attractiveness of the route. If a proposed developmentcontributes to regeneration of the town centre and the areaaround the Stadium, this will be a significant material considera-tion in determining a planning application for that proposal sincethe regeneration of these areas is important, as explained in para-graphs 4.1.1 - 4.2.6. Retail proposals could have a significantrole to play in regenerating the town centre, providing that newdevelopment facilitates the making of linked trips with the existingcentre. The provision of a good, attractive pedestrian route withactive frontages along it will help achieve this.

14.6.7 The key opportunity sites in the Wembley Area are close to theStadium and extend to within 50 metres of the edge of the towncentre at Wembley Hill Road (as defined by the extent of theSecondary frontage). Although this point is over 400 metres fromthe designated Primary frontage, given the proximity to the towncentre, the provision of an attractive pedestrian link will allowlinked trips to be made between the existing High Road and newdevelopment to the east. The presence of the Stadium and otherexisting attractions in the vicinity is likely to increase the number

of linked trips that are made both from the town centre to theStadium area and vice versa. It may, therefore, be appropriate tocharacterise the key opportunity sites as edge of centre, depend-ing on whether a link exists or is planned at the time the develop-ment is proposed. An attractive pedestrian route, as well as pro-moting linked trips, will also facilitate ease of access for visitors tothe new Stadium, and surrounding attractions, from the HighRoad and, in particular, from Wembley Central station.

HOTELS

14.6.8 There has been substantial demand for hotel development in thearea. Wembley has been singled out by The London TouristBoard and London First as one of the three most promising loca-tions for hotel development in London. Large hotels are encour-aged to locate in the National Stadium Policy Area (see policyTEA6).

OFFICES

14.6.9 There has been limited demand for new office development in thearea for a number of years now and the amount of availablevacant floorspace remains relatively high despite the fact thatsome offices have changed to alternative use. However, the loca-tional advantages of the area and the impetus provided by regen-eration may lead to a revival of demand for office space and,therefore new development proposals. New purpose-built officedevelopment will be directed to the National Stadium Policy Area

WEM3 LOCATION OF LARGE SCALE RETAIL, LEISURE AND ENTERTAINMENT USES

Large scale leisure entertainment and retail uses willbe directed to the National Stadium Policy Area, sub-ject to compliance with the sequential approach toselecting sites for such uses (see Policy SH3 of theTown Centres and Shopping chapter), and to therequirements of policy WEM8 relating to public trans-port accessibility . New development on the MajorOpportunity Sites to the east of Wembley town centreshould function as an extension of the existing towncentre and be integrated with it. It should benefit thetown centre in quantitative and qualitative terms andenhance its role as a gateway to the National Stadiumand associated development. To that end, develop-ment should provide, or contribute towards, improvedpedestrian links to the town centre. The links should,where possible, have pedestrian and dedicated buspriority, and continuous active frontages.

Major foodstores will be directed to sites within oradjoining the existing town centre (see PolicyWEM28). Elsewhere, foodstores will be restricted to amaximum of 2,000 sqm. gross floorspace.



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(see policy EMP16). There may also be pressure for the alterna-tive use of existing redundant office buildings. The most commontype of conversion of redundant office buildings in London is toresidential use. Much of the National Stadium Policy Area suffersnoise and disturbance from events so is unlikely to be suitable forresidential conversion. Conversion to hotels is more likely to beacceptable in the area. Policy WEM4 deals with the provision ofnew residential development, including conversions, in the area.

RESIDENTIAL DEVELOPMENT

14.6.10 High density residential development was a feature of the earlydevelopment of parts of Wembley. New residential developmentcould play a key role in the regeneration of the area adding to thevitality of the area. The Council is keen to ensure that there is notan over-concentration of a single type of housing and that thehousing provided is suitable for non-family households. Thereare practical difficulties in developing housing in certain parts ofthe National Stadium Policy Area, however, as the sheer scale ofcrowd movements, together with associated access controls,means that on event days many residents in the Wembley Parkarea suffer from restrictions on access to and from their homes.Residential amenity in the area also suffers from noise from majorevents, particularly concerts at the Stadium.

EMPLOYMENT DEVELOPMENT

14.6.11 The area to the east of the National Stadium Policy Area has sig-nificant regeneration opportunities. The Wembley Park employ-ment area is currently one of the main employment areas of NorthWest London and is, consequently, identified in the Employmentchapter as a Strategic Employment Area (SEA). It is well awayfrom the Stadium where the operation of businesses, because ofthe provision of new road access, can benefit from a minimum ofinterference from Stadium and other events. That part of theexisting industrial estate close to the Stadium has not beenincluded in the SEA and provides opportunities for new facilities tobe developed, subject to the provision of appropriate access.

14.6.12 If redevelopment of existing employment sites for other usesoccurs, then existing employment may be lost. There is a clearneed, therefore, for a strategy to relocate firms locally so thatthere is no net loss of employment in the area. Permission for thealternative use of occupied employment sites within the area,therefore, will be granted only if the occupier can be satisfactorilyrelocated locally.

WEM5 RELOCATION OF EXISTING BUSINESSES

The satisfactory relocation of displaced businesses willbe sought where development involves the loss ofemployment uses (as defined in the EmploymentChapter).

WEM4 RESIDENTIAL DEVELOPMENT WITHIN THE WEMBLEY REGENERATION AREA

Higher density residential development is encouragedwithin the Wembley Regeneration Area, particularlyWembley Town Centre. Development on sites capableof 15 or more units should be a mixture of generalmarket housing and affordable housing suitable forsmaller households (including key workers) - unless'provision-in-lieu' (Policy H4) is more appropriate .

Residential development/conversion in the NationalStadium Policy Area east of Empire Way/Wembley HillRoad will be acceptable where:

(a) It is in locations where residents would not suffer undue inconvenience from restrictions on access during event days and where they would not sufferfrom unacceptable noise;

(b) It is a subsidiary element (preferably on upper floors) of a more comprehensive mixed-use proposal (Policy BE11); and

(c) The site is outside the Strategic Employment Area.



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WEMBLEY STADIUM BUSINESS PARK

14.6.13 An area between First Way and Fourth Way contains a number ofvacant and under-used sites with very poor road links and a num-ber of private roads. The proposed road improvements to formthe Stadium Access Corridor (policy WEM14) will facilitate theregeneration of the area including the creation of a new road cir-culation system and improved vehicular access. The redevelop-ment of this area for business uses in high quality buildings andlandscaping, will be encouraged, subject to improved publictransport accessibility.

DEVELOPMENT PRINCIPLES

MIXED USES

14.6.14 There is also a general requirement for a mix of land uses withinthe National Stadium Policy Area. This will help achieve theobjective of transforming Wembley into a vital urban area with arich mix of uses. A wide range of uses will be acceptable includ-ing hotels, housing (subject to policy WEM4), offices, retail, foodand drink, etc. In determining applications, regard will be had tothe closeness of the relationship to the town centre and to thenature of uses proposed. For example a high retail componentmight be acceptable on sites close to Wembley town centrewhereas event-based leisure facilities are more appropriatelylocated on sites further away from the town centre. See also poli-cy BE11 in the Built Environment chapter.

ACCESS TO DEVELOPMENT

14.6.15 Policies TRN 1-TRN 4 in the Transport Chapter will be used toassess the transport impact of major development as well as thespecial policies in section 14.7 of this chapter. It is likely that sub-stantial contributions will be required for a range of transport mea-sures, which will be sought from development. The necessaryinfrastructure will include improvements to the stations servingthe area as well as links to them (policy WEM 10), and animproved link to the North Circular Road (policy WEM14), withoutwhich the potential scale of regeneration might not be achieved.This will be necessary even with a very high modal split in favourof public transport. A balanced package of measures is required

to secure a desired modal split which minimises car-use so thatdevelopment is orientated towards public transport, walking andcycling.

DEVELOPMENT OUTSIDE THE AREA OF VERYGOOD PUBLIC TRANSPORT ACCESSIBILITY

14.6.16 The main reason why the National Stadium Policy Area isdeemed appropriate for uses attracting large numbers of visitingmembers of the public is that most of it lies within the area of verygood public transport accessibility (see Transport Chapter section6.7). However, part of it to the east of the Stadium lies outside thisarea. Although physically suitable for uses attracting large num-bers of people, this will only be acceptable in transport impactterms if there is an improvement in public transport accessibilitywithin the area. Examples of the type of development which maybe appropriate are sports or conferencing facilities. Uses such asretail or leisure are unlikely to be acceptable if subject to thesequential approach to site selection.

COMPREHENSIVE DEVELOPMENT

14.6.17 It is recognised that land ownership within the area is in part frag-mented and that land assembly will be required to create appro-priate development sites. There is a need, therefore, for a com-prehensive approach to development so that the full regenerationbenefits can be realised. Also, it will not be possible to achievethe proposed pedestrian linkages and shared infrastructure nec-essary for the area, particularly the shared parking, (see policyWEM12) by the uncoordinated development of individual sites.For this reason it is considered important that the key sites to thenorth and west of the Stadium are developed comprehensively.Further guidance on this is provided by supplementary planning

WEM8 THE NATIONAL STADIUM POLICY AREA - DEVELOPMENT OUTSIDE THE AREA OF VERY GOOD PUBLIC TRANSPORT ACCESSIBILITY

Development to the east of the Stadium outside thearea of very good public transport accessibility (asshown on the proposals map) which would attractlarge numbers of people, will be permitted only wherethere are accompanying major improvements to publictransport and accompanying links to a station.

WEM7 ACCESS TO DEVELOPMENT - THE NATIONAL STADIUM POLICY AREA

Development in the National Stadium Policy Areashould be designed principally for access by publictransport, walking and cycling rather than by privatecar. As a result, planning obligations will be securedfor the improvement of local infrastructure and public transport, where the transport impact of the proposaljustifies such measures.

WEM6 WEMBLEY STADIUM BUSINESS PARK

The redevelopment for business uses of the area eastof the Stadium (as shown on the proposals map) willbe encouraged (see also Policy WEM14).

Development attracting large numbers of workersshould contribute to public transport improvementswhich are appropriate to the scale of developmentproposed and the overall aim of significantly increas-ing public transport usage and reducing use of the pri-vate car.



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guidance, which includes a design framework for the area togeth-er with development briefs for opportunity sites. The Council isprepared to use its full range of planning powers, including wherenecessary compulsory purchase, to ensure that there is a com-prehensive approach to development.

14.7 TRANSPORT IN WEMBLEY14.7.1 A key to successful regeneration in the Wembley area is good

transport. Development proposals are calling into question theexisting transport system and its ability to serve the new NationalStadium and the wider Wembley Complex, especially in terms ofattracting international sporting events and being able to copewith increased numbers of events, whilst also maintaining its localfunctions.

14.7.2 The problems of the town centre are accentuated by conflicts inuse of its road system, between buses, other traffic and pedestri-ans, lack or rear servicing and a poor pedestrian environment.Whilst much of the area enjoys a good level of public transportaccessibility, the convenience for public transport users isextremely poor, with buses taking some time to get through thetown centre, and interchange facilities at the three stations beingunattractive and substandard. A comprehensive upgrading of theinfrastructure for the area is needed.

THE DETAILED TRANSPORT OBJECTIVES FORWEMBLEY

14.7.3 The wider objectives for transport are supplemented by a numberof more detailed transport objectives for Wembley as follows: -

To achieve regeneration in the area whilst ensuring that thetransport network can operate efficiently;

To develop an enhanced transport system capable of safelyclearing all event pedestrians and vehicles broadly within 90minutes, in line with the objective of the Stadium planningbrief;

To provides links to strategic rail proposals such as Crossrailand the Heathrow-City Link;

To achieve a balanced upgrading of the capacity, quality andease of interchange of the three railway stations in Wembley;

To create a road access to the Stadium that, as well as serv-ing as the main vehicular access is also of a high quality inenvironmental terms providing a world class setting for theNational Stadium;

To improve bus priority and interchange in Wembley, espe-cially on orbital routes linking stations, and to improve the fre-quency and penetration of bus services to the east of theStadium;

To reduce traffic, improve servicing, and reduce pedestrian/vehicular conflict in Wembley High Road so that a pedestrian-friendly environment is created.

THE LOCAL TRANSPORT STRATEGY FORWEMBLEY

14.7.4 If major regeneration opportunities in the area are to be realised,then major transport improvements are necessary. The localtransport strategy (policy TRN21) for Wembley is, therefore,based around the following principles:-

For the Stadium to operate effectively, with an acceptablelevel of parking, there is a need to secure major public trans-port improvements.

Pedestrians using public transport to access the Stadium andmajor opportunity sites in the area should benefit from a radi-cally upgraded pedestrian environment.

Segregation, as far as possible, of event and non-event traf-fic. An improved junction with the A406 North Circular Roadwill be sought if the scale of new development proposed war-rants it (see policy TRN19).

Limitations on junction and highway capacity will also requirecontrols on the total amount of car parking provided and themanagement of it.

To avoid unacceptable parking and traffic related impacts inresidential areas, there needs to be an expansion of bothevent related and non-event related on-street parking con-trols, with a corresponding increase in other traffic restraintand calming programmes.

THE THREE STATIONS STRATEGY

14.7.5 The experience of visitors to Wembley is currently marred by thepoor quality of the gateways to the area, in particular the roadlinks to the east and the three stations. There are also key prob-lems associated with the three stations in Wembley in terms oftheir ability to service the increased visitor flows to the proposedNational Stadium, with its increased capacity which may be exac-erbated by the development of further new visitor attractions. Noone station alone can cope with the likely scale of visitors. Thereis a need, therefore, for an upgrading of all three stations,improved interchange and safe and upgraded routes from thestations to the proposed Stadium. All three stations also offeropportunities for major redevelopment (see policies WEM 28, 29& 30).

14.7.6 To address these issues the three stations strategy attempts tosecure integrated improvements to the stations as well asimproved pedestrian links from them to the centres of activity.

WEM9 COMPREHENSIVE DEVELOPMENT- THE NATIONAL STADIUM POLICY AREA

The area to the north and west of the Stadium, asshown on the proposals map, should be developedcomprehensively in accordance with the guidance provided by the design framework for the area andother relevant supplementary planning guidance. Onother sites, development should demonstrate howgood links to, and a proper relationship with, adjoining sites are achieved.



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PARKING STRATEGY FOR THE WEMBLEY REGENERATION AREAON-STREET PARKING AND TRAFFICMANAGEMENT

14.7.7 It is the Council's view that the operation of the new NationalStadium will only be effective with a comprehensive review ofparking controls and a strategy for reducing travel to the Stadiumby car. In addition to the event-related parking problems there isincreasing pressure on residential streets in the Wembley area forparking space because of increasing car ownership and com-muter pressure close to the three stations and commercial areas.The wider regeneration proposals in the National Stadium PolicyArea pose the risk that this currently unacceptable situation willbe exacerbated. The Council has already introduced areas ofcontrolled parking in Wembley Hill and is committed to extendthose areas following an ongoing programme of consultation andreview. As part of the Stadium redevelopment, it will be neces-sary, therefore, to secure on-street parking and managementmeasures extending over a large area, including areas aroundstations remote from the Stadium.

SHORT STAY CAR PARKING IN THE WEMBLEYREGENERATION AREA

14.7.8 Wembley Town Centre Car Parking. At present there are approx-imately 550 off-street and 210 on-street car parking spaces inWembley Town Centre. There is a comparatively poor level oftake up of off-street spaces (about 60% on weekdays) indicatingthe poor quality and location of existing car parks. The level ofcongestion on Wembley High Road is a disincentive to thosewishing to access the centre by car. This can be overcome tosome extent by the provision good quality car parks at the easternand western ends of the High Road. The aim is to achieve this,through new development opportunities and by improving twoprincipal car parks, at Montrose Crescent and Elm Road. It willthen be possible for certain other, poorly located, car parks to bephased out and the sites developed.

14.7.9 Parking around the National Stadium. The level of capacity in thehighway network will put a limit on the level of visitor parking inthe National Stadium Policy Area. Much of the parking will beavailable solely for the Stadium (to its agreed parking level) onevent days, but should also be made available for use by otherfacilities in the area at other times. Further details are given in thedevelopment framework for the area. As major planning applica-tions come forward, transport assessments should examine howmuch parking potential remains in the area. If the provision ofshort term, managed parking for the Stadium and other visitorattractions was shared, then this would significantly reduce costsand represent an effective use of land. It is important that the pro-posed shared parking measures are practical and do not under-mine the overall goal of parking restraint. If full capacity isreached then the level of parking will remain constant whilst theamount of development in the area increases. This will achieve amodal shift away from car use over time. In aiming to reduce thetraffic impact of the Stadium, and reduce private car traffic to it, itwill be necessary to restrict the operation of temporary chargedparking for events on new development. It will also be necessaryto prevent new development overcoming the limitations on theamount of parking allowed through the use of off-site contractparking. This will generally require applicants to enter into a plan-ning obligation (both for developments of parking and uses whichcould make use of parking nearby). Policy TRN29 in theTransport chapter deals with such controls.

WEM11 ON-STREET PARKING CONTROLS FORWEMBLEY

As part of the application for the proposed NationalStadium and other major development, measures willbe secured to enhance/extend on-street parking controls in the area and around key stations foraccessing the area, to control any increase in on-streetparking problems.

WEM10 IMPROVED RAIL STATIONS AND PEDESTRIAN LINKS

An upgrading of all three rail stations in Wembley willbe secured, including improved interchange facilitiesand pedestrian links to them, and, if necessary, anincrease in the capacity of the rail networks servingthem. Development should be in accordance with thegeneral policy on the design of new stations (TRN8).



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wlu1WEM10 IMPROVED RAIL STATIONS AND

wlu1PEDESTRIAN LINKS

wlu1An upgrading of all three rail stations in Wembley will

wlu1be secured, including improved interchange facilities

wlu1and pedestrian links to them, and, if necessary, an

wlu1increase in the capacity of the rail networks serving

wlu1them. Development should be in accordance with the

wlu1general policy on the design of new stations (TRN8).

THE TRANSPORT IMPACT OFDEVELOPMENT

14.7.10 Transport assessments (TAs) will be required for major develop-ment which is likely to have a significant transport impact, asrequired by policy TRN1 in the Transport chapter. Policy TRN4identifies measures that may be required to overcome unaccept-able transport impact of development. In addition to the require-ments of the policies in this section the following range of mea-

sures will be sought from developments in the WembleyRegeneration Area, to ensure that they do not cause unaccept-able transport impact:- (a) Improvements to visitor signage;(b) New cycle facilities, routes and lanes;(c) Public transport improvements including new bus routes/ser-

vice 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 thatthe Estate and Stadium Access Corridors serve their primaryfunction rather than becoming through routes;

(f) The promotion of an area travel plan initiative in line withregional and national guidance.

14.7.11 The section below deals specifically with the transport impact ofthe proposed National Stadium to which special considerationsapply.

TRANSPORT IMPACT OF THE NATIONALSTADIUM

14.7.12 Stadium traffic currently has a negative impact on local residentsand 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 placestress on transport networks in the area. Obligations have beensecured as part of the Stadium development to avoid this bysecuring transport improvements of sufficient capacity to supporta significant shift in modal share, particularly in favour of publictransport. A period of 90 minutes for clearing crowds is set by thepolice as the maximum desirable period for its policing measuresto clear the Stadium, its surrounds and the stations.

14.7.13 The current level of parking for the Stadium is too high by modernstandards and it should be reduced on environmental and trafficmanagement grounds. Currently, parking is mainly sub-standardnose-to-tail parking. The Stadium planning brief includes targetsfor shifting from cars to public transport over time. There will needto be a minimum number of disabled parking spaces to accom-modate wheelchair users and to meet the requirements for inde-pendent access under the Disabilities Discrimination Act 1998. Ifthe enhanced public transport system is unable to cope ade-quately with peak crowds then additional measures, such as park& ride, will be sought.

WEM12 SHORT STAY CAR PARKING IN THE WEMBLEY REGENERATION AREA

Parking within the National Stadium Policy Area formajor new developments attracting visiting membersof the public, should be shared, public parking. Thisshould have maximum stay restrictions and not bereserved for individual developments (other thanhotels, Stadium event day parking and for essentialoperational parking). In assessing the appropriateamount of parking for a development, regard will behad to the amount of existing publicly available parking in the area, and the capacity and accessibilityof public transport, as well as the standards in thePlan. Parking provision should not exceed the stan-dards specified in TRN22. Parking areas for MajorOpportunity Sites, identified in WEM27, should be pre-dominantly accessed from First Way via the proposedStadium Access Corridor, and be located to be conve-nient to serve all of these sites. Smaller satellite carparks may also be acceptable.

The total number of additional off-street visitor park-ing spaces permitted will be limited (including spacesfor the new National Stadium, policy WEM13) to thelevel that environmental constraints and highwaycapacity in the area can sustain. When this level isreached, no further parking will be required or permitted. 10% of spaces should be to disabled persons parking standards (having regard to SPG12).



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NEW ROAD PROPOSALS

14.7.14 Two important proposals, agreed in principle by the Council, arenew road alignments. The Stadium Access Corridor, fromHannah Close to the Stadium complex, will provide for event-related traffic flows and will also provide a dramatic eastern axialvista for the National Stadium and help ensure that it is an appro-priate venue for hosting major international sporting events.Current access arrangements are substandard in these regardsand disruptive to businesses in the area. The route should incor-porate cycle facilities and structural landscaping. The design ofbuildings along this route should be commensurate with anapproach to a venue of international importance. The EstateAccess Corridor will enhance general access to the industrialestate as well as the residential area off North-End Road, and willprovide a level of independent access to these areas duringevents. Both of these road proposals are likely to have a funda-mental effect on the area and will create new potential develop-ment sites. Both roads will incorporate provision for pedestriansand cyclists.

BUS INFRASTRUCTURE/ PRIORITYMEASURES

14.7.15 The Council wishes to promote interchange with bus services atthe three main rail stations. Three routes have been identified inthe Wembley area for consideration and action including a needto provide orbital bus priority linkage between the three rail sta-tions serving the Wembley area.

CYCLING

14.7.16 Because the final internal road layouts in much of the area haveyet to be determined, it is not yet possible to set precise routealignments of the London Cycle Network. In addition to theLondon network there is a need for supplementary routes whichfeed into the strategic routes and provide access to the whole ofthe area. Preliminary routes as shown on the inset map areOlympic Way and the Stadium Access Corridor, and links to pro-posed footbridges linked to the Stadium road proposals.Routes/Links should be included in major developments, asrequired by policy TRN11.

14.8 URBAN DESIGN QUALITY INWEMBLEY

URBAN DESIGN PRINCIPLES FOR WEMBLEY

14.8.1 The design of buildings and the public realm requires specialemphasis within the Wembley Regeneration Area. The followingurban design principles have been adopted for the area, to sup-plement the overall regeneration objectives and the boroughwideprinciples outlined in the Built Environment chapter:

WEM15 ESTATE ACCESS CORRIDOR

A new access corridor (as shown on the proposalsmap) will be provided to the north-western part of theWembley Park Strategic Employment Area. Theimprovement and adoption of private streets in thearea will be sought.

WEM14 STADIUM ACCESS CORRIDOR

An upgraded & realigned South Way and Great CentralWay will be secured as the main access road to theStadium and Stadium complex (as shown on the pro-posals map).

New buildings alongside the proposed new StadiumAccess Corridor should contribute positively towardsthis route as a 'gateway' to the Stadium, in terms ofscale, design, landscape treatment and orientation toface the road.

WEM13 TRANSPORT IMPACT OF THE PROPOSEDNATIONAL STADIUM

Planning applications for the proposed NationalStadium should include a transport impact assessmentdemonstrating how transport networks will be able tocope with peak event demand, by all modes, within 90minutes. This should also show how the public trans-port share of trips can be increased significantly, withan associated phased reduction in parking, havingregard to the targets set in the Stadium planning brief.

The number of parking spaces to disabled personsparking standards (having regard to SPG12) should besufficient to accommodate demand from disabled persons seating, and other users/employees of theStadium and related facilities.

On non-event days a maximum of 500 spaces will beavailable for the activities within the stadium (hotel,offices, banqueting, visitor attraction, etc.) and theremainder of parking will be secured as part of theshared public, short-term parking pool for the area(Policy WEM12). Planning obligations will be securedto prevent event usage of this in excess of theapproved parking level for the Stadium.

Safe, convenient and attractive pedestrian access,separated from traffic, should be provided to theStadium from adjacent parking areas and WembleyPark and Wembley Stadium stations.



264

wlu1WEM15 ESTATE ACCESS CORRIDOR

wlu1A new access corridor (as shown on the proposals

wlu1map) will be provided to the north-western part of the

wlu1Wembley Park Strategic Employment Area. The

wlu1improvement and adoption of private streets in the

wlu1area will be sought.

A world class setting for a world class Stadium. This is toensure that the public realm and new public spaces give thenew National Stadium the setting it deserves.

A visually linked series of places of distinctive architecturalcharacter with pedestrian priority. The proposed pedestrianroute will provide a unifying theme and strong link betweenthe three stations, as well as providing opportunities for activefrontages at ground floor level. Providing opportunities forarchitectural expression are taken, then new places and land-mark buildings can be created. The area should become anattractive place to walk around, not dominated by the carvisually or physically.

Greater density and mix of use. Redevelopment at signifi-cantly greater density and intensity of use than at present willbe encouraged, with higher land values helping to fund thenew urban structure. There should be a mix of complemen-tary uses, both across the area and within individual majoropportunity sites.

Adaptability of buildings for international sporting festivals.This is to ensure that development and infrastructure sup-ports, and does not prejudice, bids for major internationalevents, especially the Olympics.

14.8.2 Achieving urban quality and a high quality public realm is funda-mental to turning the area around. Investment in the NationalStadium must set the context and precedent for high qualitydevelopment in the surrounding area, with an integratedapproach to street furniture, public art, etc. Places should aid theorientation of the public in moving around, be safe, robust, attrac-tive, coherent, adaptable, and memorable, using high qualitymaterials. This can be re-inforced by structural landscaping.

Man catching a star by local artist Danny Lane

DESIGN OF BUILDINGS ON OLYMPIC WAY

14.8.3 Olympic Way forms the northern part of the proposed pedestrianroute linking the three stations as well as being the the mostfamous and most used pedestrian approach to WembleyStadium, acting as a processional way with its dramatic visual ter-mination by the Stadium. It also provides a setting for the listedPalace of Industry, one of the few remaining original buildingsfrom the Empire exhibition at Wembley. The design and scale ofbuildings along Olympic Way should provide a dramatic proces-sional route to the Stadium, but also have regard to the setting ofthe Palace of Industry. As a pedestrianised concourse frontingonto key opportunity sites, it will also be necessary for this to actas the main pedestrian access to these sites.

WEM17 THE PUBLIC REALM - WEMBLEY REGENERATION AREA

Development within the Wembley Regeneration Areashould contribute towards the creation of a pedestrian- friendly and distinctive public realm around andbetween buildings including, where appropriate, theprovision of public art and new structural landscaping.

Regard should be had to the integrated approach toadvertisements, landscaping, street furniture, publicart, lighting and signage in the area set out in supple-mentary planning guidance.

WEM16 URBAN DESIGN QUALITY - WEMBLEY REGENERATION AREA

Development within the Wembley Regeneration Areashould contribute towards the creation of a world classenvironment. Development should help produce a dis-tinctive and identifiable place, with a vital urbanmixed-use character, where the pedestrian has priority, rather than one dominated by roads and cars.

In drawing up proposals special regard should begiven to design guidance for the area issued as supplementary planning guidance.



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VIEWS OF THE STADIUM

14.8.4 The new National Stadium will, like the existing Stadium, be animportant landmark in North West London. Consequently, bothlong and short distance views should be protected. PolicyWEM19 lists the views which should be protected (see also policyBE34 in the Built Environment Chapter).

BRENT RIVER PARK

14.8.5 Brent Council, in partnership with the Environment Agency,English Partnerships, the London Riverways Partnership and theRiver Restoration Centre, is to carry out a major restoration ofhabitat along the River Brent. The stretch of river and embank-ment in the inset area has become degraded over many years.This is part of a more ambitious plan to restore the River Brenthere to a more natural form with cycle and pedestrian links. Thelinks proposed in this section will join the proposed Estate andStadium Access Corridors. These links will be subject to rigorousdesign guidelines and independent safety audits which ensurethey are in an appropriate location and that the safety of neitherpedestrians nor cyclists is put at risk. The Wealdstone Brook isalso an underused resource in the area. In addition, there are anumber of culverted water courses in the area which it is intendedshould be restored to a natural state.

14.8.6 It is proposed to implement the provision of an extension to theRiver Brent open space adjacent to the Metropolitan Line, whereland has been secured through a planning obligation. This is akey missing link in the River Brent Green Chain.

WEM19 VIEWS OF THE STADIUM

Regard will be had to the impact of development onthe views of the National Stadium and on its backdropand setting (as shown on maps WEM1 & WEM2 andlisted 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.

WEM18 DESIGN OF BUILDINGS ALONGOLYMPIC WAY

Olympic Way will be improved as the main vista to theStadium and development along it should not detractfrom views of the Stadium as a focal point or the set-ting of listed buildings.

Olympic Way should be retained as a public pedestrianaccess to development along it, which should act as agateway to the area, and have active/animatedfrontages, orientated towards Olympic Way, which canbe managed on Stadium event days. Developmentsshould where possible have alternative points ofaccess for use on event days.

Improvements will be secured to the environment ofOlympic Way from the major developments which willbe accessed from it.



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14.9 WEMBLEY TOWN CENTRE

14.9.1 Brent Council is firmly committed to securing the regeneration ofWembley town centre, particularly building on its role as a 'gate-way' to the National Stadium by encouraging more evening, spe-cialist and leisure uses, as well as providing modern shoppingfacilities to meet local needs. In 1997 Brent published its'Wembley Gateway Regeneration Strategy', which included pro-posals for a radical improvement of the environment of the centreand an overall diversification of uses. This identifies a number ofopportunity sites, with emphasis on the regeneration of CentralSquare with leisure-led redevelopment. The strategy relies to alarge extent on investment to remove vehicular/pedestrian con-flict and aid bus priority and interchange, thus making the centremore attractive to both investors and shoppers.

14.9.2 The major development sites to the east of the town centre pro-vide an opportunity to extend the town centre. The pedestrianroute from Wembley Town Centre to the Wembley complex is cur-rently poorly defined with weak visual links. Any developmenton these opportunity sites would be dependent on these function-ing as an extension to the town centre, so that shoppers andother visitors can take advantage of facilities being convenientlylocated close to one another, and thus make linked trips. PolicyWEM3 deals with the location of major retail, leisure and enter-tainment uses, whilst policy WEM2 seeks the provision of thispedestrian route linking the town centre to Olympic Way.

14.9.3 The role of the existing town centre will change with a greaterdiversification of uses and better local facilities provided on oppor-tunity sites. Policy WEM21 and policies in the Town Centres andShopping Chapter deal with the issues surrounding proposals forsuch diversification.

14.9.4 Any eastwards shift in the core of the town centre may result, ini-tially at least, in a further decline in the High Road towards thewestern end. To counter this the specialist ethnic shopping role ofthe centre, already buoyant in Ealing Road as a jewellery quarter,

will be encouraged to growso that this western end ofthe High Road, alreadyshowing serious decline,can be regenerated. Thereare a number of key devel-opment sites within thetown centre and these aredealt with in paragraphs

14.11.7 - 14.11.12. Policies which deal with diversification of use,identifying Primary and Secondary shopping frontages, and con-trolling the effects of food and drink uses (e.g. pubs) on residentialamenity, 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 trans-port improvements which are intended to not only improve theenvironment for the visitor, but improve bus priority and provide abetter link from Wembley town centre and Wembley CentralStation 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 isan urgent need to upgrade the pedestrian environment in the keysection between Wembley Central Station and Park Lane.Redevelopment of Central Square (see policy WEM29) can pro-vide the opportunity to open the site up to the High Road at one ofits most congested sections, creating a transport interchange atthe station whilst maintaining two way traffic flow with bus lay-bys.

14.9.7 Additional, dedicated, bus priority measures will be sought, wherepracticable, to relieve unacceptable congestion. This couldincorporate a bus interchange on the Chiltern Line cutting site andincreased pedestrian priority on the High Road itself.

14.9.8 Alongside these physical and management measures, improve-ments to the pedestrian environment are needed between thestation and the Wembley Complex. These co-ordinated improve-ments should see a radically upgraded public realm, free of clut-ter, with links to the Stadium clearly signposted and with speciallydesigned and distinctive street furniture. This will not only facili-tate better use of Wembley Central station for events at the newStadium as part of the overall 'Three Stations Strategy' (see alsopolicy WEM10) but will also benefit shoppers and other users ofthe town centre.

WEM20 RIVER BRENT CORRIDOR/WATERCOURSES IN WEMBLEY

The setting and quality of the River Brent Corridor andthe Wealdstone Brook will be improved. In particularthere will be cycle and pedestrian links along the RiverBrent Corridor with habitat enhancement measures.

The restoration of former water courses will besought.



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14.9.9 Pedestrian congestion on narrow pavements in Wembley towncentre is compounded by the presence of bus passenger queues,street furniture and queues at cash dispensers. These problemsparticularly affect disabled people and those having to pushprams. The most affected part of the centre is the north side ofthe High Road between Lancelot Road and Park Lane. Widerpavements will be sought in this location on redevelopment.

LIBRARIES IN WEMBLEY

14.9.10 The Council is promoting a single major library or "WembleyCulture Complex" offering a range of library and cultural facilitiesto modern standards. The most appropriate location for a newcentral library would be within the town centre. The proposedlibrary would update and replace one or more of the existinglibraries including that on Ealing Road.

14.10 OTHER SHOPPING AREAS

WEMBLEY PARK DISTRICT CENTRE

14.10.1 Wembley Park centre has expanded in recent years, particularlywith the development of the Stadium retail park and the new Asdastore. Demand for food and drink (A3) uses from visitors to theStadium and other sport and entertainment facilities has also ledto a high proportion of such uses. Given the presence of a largesuperstore on the edge of the centre it is not considered neces-sary to limit any further demand for changes of use from A1 to A2or A3 uses in the part of the centre south of the Station whichmay result from an increase in the numbers of visitors to the area.

THE STADIUM MARKET

14.10.2 The Sunday Market, which currently operates on the Stadium carpark, is a popular facility for both local residents and visitors.Regeneration of the area around the Stadium may result in loss ofthe market from its current site, however the Council would sup-port proposals to retain the market in the area, providing thatthere is no additional impact either on the vitality and viability ofthe town centre or on the environment, such as through extensiononto public areas such as Olympic Way.

WEM23 WEMBLEY PARK DISTRICT CENTRE

Change of use of shops to uses providing facilities tovisiting members of the public will be permitted southof Wembley Park Station (subject to policy SH10 forA3 uses).

WEM22 LIBRARIES IN WEMBLEY

Any new strategic library serving the Wembley areashould be located within the town centre. This mayinclude associated cultural/museum and educationalfacilities as well as a shop, crèche and cafe facilities.The preferred location for a new library is CentralSquare.

WEM21 WEMBLEY TOWN CENTRE

Proposals for the diversification and regeneration ofWembley Town Centre, consistent with policies in theTown Centres and Shopping Chapter, are supported.

A comprehensive programme of environmentalimprovements will be undertaken in Wembley towncentre between Wembley Central station and thewider Wembley Complex to improve the pedestrianenvironment and encourage greater usage ofWembley Central station for major events at WembleyStadium.

Development should not lead to increased congestionon the High Road and should contribute, where necessary, towards measures which would reduceconflict between buses and other traffic, reduce congestion and reduce conflict between pedestriansand traffic. Dedicated bus interchange measures willbe promoted on Major Opportunity Sites linking toWembley Town Centre.

Rear servicing and, where appropriate, wider pavements, will be sought on development.

Policy WEM3 deals with the location of large newretail, leisure and entertainment uses in the NationalStadium Policy Area.



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14.11 MAJOR DEVELOPMENTOPPORTUNITIES IN WEMBLEY

THE ENGLISH NATIONAL STADIUM

14.11.1 The Council's detailed planning guidance for the proposedNational Stadium is contained in the planning, design and devel-opment brief, published in May 1998 following extensive consul-tation. The policies for the Stadium included in this chapter dealwith the key planning requirements of the proposed development.

14.11.2 Brent shares the view of Sport England that the dramatic termina-tion of the vista when viewed from Wembley Park Station shouldbe 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 pro-vide an appropriate setting for the new Stadium.

14.11.4 It is important that that Stadium development has a synergy withadjoining proposed development and the surrounding area. Itshould set the scene for the future regeneration of the widerarea. The Stadium application must comprehensively address itswider setting.

SPORTING FACILITIES

14.11.5 There is a strong possibility that a bid to hold the Olympic Gamesin London will be made, in which case Wembley may be the focusfor major events and the need to provide further sports facilities inthe area may arise. In any event, if the new Stadium is to becapable of hosting major athletics meetings, warm-up facilities willbe required in close proximity to the Stadium. Whilst it is acknowl-edged that such a facility does not have to be built at the sametime as the Stadium, the Stadium should not prejudice the poten-tial for such future provision. The warm-up facility could be tempo-rary, e.g. laid down on the car park to serve a particular event, orpermanent. If a permanent facility is provided then, to maximiseusage, it would ideally be available for community use. The areaimmediately to the south-east of the Stadium is considered to bethe best location for a permanent facility.

WEM25 THE NATIONAL STADIUM

Proposals are supported for the re-development of theStadium as the English National Stadium on its existing site, to create as powerful an image, as theexisting building (the site is shown on the proposalsmap). 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 replacedwith access facilities that provide an appropriate setting.

Development of adjacent sites should demonstratethat the Stadium can be properly served and that theimpacts on the Stadium are acceptable.

In considering the planning application, regard will behad to guidance in the Stadium planning, design anddevelopment brief.

WEM24 THE WEMBLEY STADIUM MARKET

Proposals to relocate of the Wembley Stadium SundayMarket will be supported, providing that there is noadditional impact either on the vitality and viability ofthe town centre or on the local environment.



269

wlu1WEM25 THE NATIONAL STADIUM

wlu1Proposals are supported for the re-development of the

wlu1Stadium as the English National Stadium on its

wlu1existing site, to create as powerful an image, as the

wlu1existing building (the site is shown on the proposals

wlu1map). The new Stadium should:

wlu1(a) Where possible have active frontages at ground floor level and address and complement surround

wlu1ing public space and development parcels; and

wlu1(b) Have an acceptable environmental and transport

wlu1impact (See policies EP1, TRN1, WEM7, and

wlu1WEM13).

wlu1The existing Stadium access ramp should be replaced

wlu1with access facilities that provide an appropriate

wlu1setting.

wlu1Development of adjacent sites should demonstrate

wlu1that the Stadium can be properly served and that the

wlu1impacts on the Stadium are acceptable.

wlu1In considering the planning application, regard will be

wlu1had to guidance in the Stadium planning, design and

wlu1development brief.

OPPORTUNITY SITES NORTH OF THE STADIUM

14.11.6 There is considerable potential for large-scale development onfour major sites at the junction of Engineers Way and OlympicWay. It is important that any development of these sites, togetherwith the South Way site and intervening land, should be compre-hensive so as to take advantage of shared infrastructure, includ-ing car parking where appropriate, provide the pedestrian link-ages and make a significant contribution to the setting of theStadium (policy WEM9). Uses should comply with policy WEM3.Also relevant is policy WEM18, which requires development tocomplement the setting of the Stadium and Olympic Way. Adevelopment framework and/or development briefs will be pre-pared for these sites.

OPPORTUNITY SITES WITHIN THE TOWNCENTRE

14.11.7 There are a number of opportunity sites within Wembley TownCentre which are appropriate for a range of town centre usessuch as retail, leisure, etc. Certain sites contain existing residen-tial uses, which should be retained or replaced, or short-termshoppers parking. A reduction in the amount of parking on devel-opment will only be acceptable if it accords with policy WEM12.

WEM27 OPPORTUNITY SITES AT THE JUNCTIONOF OLYMPIC WAY AND ENGINEERS WAY

The development of the Major Opportunity Sites at thejunction of Olympic Way and Engineers Way (asshown on the proposals map) are promoted for useswhich contribute towards the development of a visitor destination of regional importance, includingmajor retail/leisure uses permitted by Policy WEM3,and other uses including offices, hotels and residen-tial. Only foodstores with a floorspace below 2500 sqm gross are considered acceptable. Particular atten-tion should be given to the need to provide goodpedestrian linkages to Wembley town centre andWembley Park Station. These sites are included withinthe area identified for comprehensive developmentand should be developed in a comprehensive manner(see Policy WEM9). Major new conference, arena andexhibition facilities are supported and promoted.

Any development of the existing Stadium car/coachpark should include replacement structured car park-ing (WEM12).

Bus interchange facilities will be sought, ideally nextto stations, together with measures to improve buspenetration.

The provision of new sports facilities will be supported.

WEM26 SPORTING FACILITIES

The development of additional sporting facilitiesaround the Stadium that complement the Stadium andArena and contribute to regeneration objectives willbe supported.

If athletics warm up facilities, including a track, arerequired, these should be located adjacent to theNational Stadium. The Stadium and other develop-ment should not prejudice the future provision of such facilities. If permanent facilities are to be provided,then local community access will be sought.



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wlu1WEM26 SPORTING FACILITIES

wlu1The development of additional sporting facilities

wlu1around the Stadium that complement the Stadium and

wlu1Arena and contribute to regeneration objectives wil

wlu1be supported.

wlu1If athletics warm up facilities, including a track, are

wlu1required, these should be located adjacent to the

wlu1National Stadium. The Stadium and other develop-

wlu1ment should not prejudice the future provision of such

wlu1facilities. If permanent facilities are to be provided,

wlu1then local community access will be sought.

14.11.8 Two key sites are the adjoining Curtis Lane and Central Squaresites. Good, safe pedestrian linkages between these sites, theHigh 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 fromvery poor quality facilities, interchange and access.Redevelopment of Central Square should, ideally, include thestation ticket hall together with new bus interchange facilities andshould, at least, not prejudice provision for setting back of theHigh Road to provide a westbound bus lay-by.

14.11.10 Retention of public car parking on the Elm Road site is also arequirement of development as is need to allow for junctionimprovements at the Park Lane junction

14.11.11 The frontage of Copland school onto the High Road is a potentialdevelopment site. The replacement of school facilities on site willbe a requirement of any development.

14.11.12 The Chiltern Line Cutting site is ideally positioned for a develop-ment to take advantage of the benefits of the National Stadiumwhilst also being adjacent to the town centre. The site is thereforea key one in linking the Wembley Complex to the town centre. Itsuffers from a number of development constraints including thetopography, ground conditions and the need to retain some of itsecological value (the cutting is designated as a site of BoroughGrade 1 Nature Conservation Importance). All of these matterswould need to be addressed at application stage. However, thesite benefits from good public transport links and is capable ofbeing accessed by car. As well as dedicated public transportfacilities serving the development, there is also the potential toprovide a bus interchange/terminus serving Wembley TownCentre. A range of town centre uses would be appropriate on thesite as well as housing .

WEM28 WEMBLEY TOWN CENTRE OPPORTUNITY SITES

The following opportunity sites, as shown on the pro-posals map, are promoted for uses appropriate to atown centre such as retail or leisure. Housing will beacceptable where it is an element of a mixed-usescheme, and active frontages are provided at groundfloor level where development links with the towncentre.

(a) Elm Road - development should retain a majorshoppers short-stay public car park of at least120 spaces. Road and junction improvementsshould also be incorporated and developmentshould be set back behind the Park Lane buildingline;

(b) Curtis Lane - development should retain shoppersshort-stay public car parking in accordance withan assessment of the need for such parking in thetown centre and in the light of policies to pro-mote sustainable travel patterns. Improvedpedestrian links from the site to the High Roadand Central Square should be provided;

(c) Wembley Market and adjoining land;

(d) Central Square - development should not preju-dice provision for set-back of the High Road toprovide a westbound bus lay-by, and should pro-vide improved bus/train interchange facilities,replacement housing, improvements to the publicrealm and shoppers short-stay car parking and apedestrian link to the Curtis Lane Site;

(e) Copland School - This proposal relates to thatpart of the Copland School site, close to WembleyHigh Road, identified on the Proposals Map.Development should be compatible with theschool and the siting of replacement school facili-ties should not result in the loss of playing fieldssouth of the public footpath. The street treesalong the frontage to the High Road should beretained. Proposals should include safetyimprovements to Cecil Avenue junction; and

(f) Chiltern Line Cutting - Development should be inaccordance with an agreed masterplan for thesite. This should indicate how the developmentwill relate to the High Road and how attractivepedestrian links through the site, from the HighRoad to Wembley Hill Road and the Wembleycomplex will be achieved. Dedicated public trans-port facilities will be sought. Developmentshould not have a significant adverse effect onthe residential amenities of the occupiers of adja-cent housing. The nature conservation value ofthe site should be fully assessed, and adequatemeasures to mitigate any loss of nature conserva-tion value should be undertaken, including theprovision of a 'green link' through the site. Fullinformation should be provided to determine thestability of the ground and to identify any remedi-al measures required.



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STATION OPPORTUNITYSITES/TRANSPORT INTERCHANGES

WEMBLEY PARK STATION SITE

14.11.13 This site comprises the proposed new Wembley Park station andsubstantial areas of car-parking adjoining which offers potentialfor development subject to accompanying on-street parking con-trols and the provision of enhanced feeder bus services (seePolicy TRN29). Appropriate uses on the site should comply withPolicy WEM3. Redevelopment of the station should includeimprovements to access for those using pushchairs andwheelchairs as well as an increase in the capacity of the stationand better bus interchange facilities. The station is also the mostappropriate location for a tourist information office, a need forwhich has been identified in the Councils Tourism DevelopmentStrategy.

14.11.14 Plans have been approved to increase its capacity which wouldbetter serve the National Stadium. In addition, highway schemesare necessary outside the station boundary to reduce congestionand increase safety whilst making provision for enhanced inter-change facilities for taxis and buses, together with improvedpedestrian crossing facilities.

WEMBLEY STADIUM STATION/SOUTH WAYSITE

14.11.15 This site comprises Wembley Stadium station and adjoining landand is located very close to, and on one of the main pedestrianapproaches to, the Stadium. Consequently, particular care shouldbe paid to the design of any development. Contributions to publictransport improvements, including the improvement of WembleyStadium station, will be sought as part of the development of thesite. Buildings should have active frontages to the proposedpedestrian route and contribute towards its provision. Appropriateuses on the site should be in accordance with policy WEM3. Thesite forms part of the area identified for comprehensive develop-ment (Policy WEM9).

CHARRINGTONS YARD/NEASDEN GOODSYARD

14.11.16 Charringtons Yard is a large open site, exceptionally well locatedfor waste facilities in terms of its centrality in the Borough, its railaccess and access close to the North Circular Road. This site isan especially sensitive one as it is on the 'eastern gateway' to theStadium, hence buildings would need to be of a much higherquality of design than normally expected in an industrial area.Because of its sensitivity, and the proximity of the adjoining resi-dential area, the site would not be suitable for a relocated transferstation, or for other types of waste use with a similar impact (seepolicy W11).

14.11.17 A rail spur between Charringtons Yard and Neasden Goods Yardcould provide a high-speed rail link between the proposedHeathrow City Link and the Chiltern Line. This would enabletrains to access Wembley Park station from Paddington andHeathrow. It is in the interests of improving public transportaccess to the Stadium that the future provision of this line shouldnot be prejudiced.

WEM30 WEMBLEY STADIUM STATION/SOUTH WAY SITE

This site should be developed comprehensively withother adjacent sites as identified in Policy WEM9 aandin particular should not prejudice the provision of anew station. Pedestrian links from the station con-course to the Stadium and Wembley HillRoad/Wembley Town Centre should be provided,together with bus and taxi interchange facilities.

Development should not prejudice the continued clo-sure of South Way on event days unless an alternativetraffic free route from the station is provided.

The design of the development should be appropriateto the sites prominent location near the Stadium andthe proposed pedestrian promenade to Wembley towncentre. Regard should be had to guidance for the sitein planning briefs.

WEM29 WEMBLEY PARK STATION SITE

The redevelopment of Wembley Park Station is promoted in conjunction with the regeneration of thearea. The design of the development should be appropriate to this landmark site which forms the axisto one of the main visual gateways to the NationalStadium.

The reduction of parking at the station below 550spaces will be accepted (subject to Policy TRN29).

Development fronting Olympic Square should enhanceits setting. The provision of premises for a touristinformation office will be sought.



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WEM31 CHARRINGTONS YARD/NEASDEN GOODS YARD

The design (including landscape design and othermeasures to protect against visual intrusion and miti-gate against the effects of noise and dust pollution) ofdevelopment should act as an appropriate easterngateway to the Wembley Regeneration Area. Use ofthe 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 shouldbe in accordance with policy EMP8 for StrategicEmployment Areas which includes, on a screened partof the site a small aggregate transfer/constructionwaste recycling facility. Uses should be sited with duesensitivity to the adjoining residential area.

Development should not prejudice the provision of apermanent way for trains using the Heathrow-CityLink to access Wembley Park station.



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MAP WEM1 Long Distance Views Of Wembley Stadium

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Documents

WEMBLEY REGENERATION AREA 14 WEMBLEY REGENERATION … WEMBLEY.pdf · 2012. 12. 12. · WEM30 WEMBLEY STADIUM STATION/SOUTH WAY SITE 272 WEM31 CHARRINGTONS YARD/NEASDEN GOODS YARD