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Parking Standards in
Brent
Report
December 2012
Parking Standards in
Brent
Report
December 2012
Prepared For:
Brent Council
Brent House
349-357 High Road
Wembley
HA9 9HD
Prepared by:
Steer Davies Gleave
28-32 Upper Ground
London
SE1 9PD
+44 (0)20 7910 5000
www.steerdaviesgleave.com
Recommended Changes to Parking Standards in Brent
Contents
CONTENTS
1 INTRODUCTION ..................................................................................... 1
General ................................................................................................1
Local Development Framework - Core Strategy ................................................1
Wembley Area Action Plan Issues and Options..................................................2
Development Planning Documents ................................................................2
Parking Strategy for Wembley .....................................................................2
Unitary Development Plan..........................................................................2
Wembley Regeneration Exception ................................................................3
2 POLICY BACKGROUND ............................................................................. 4
Introduction ...........................................................................................4
National Planning Policy Framework (2012).....................................................4
Planning Policy Guidance 13: Transport (January 2011) ......................................5
Planning Policy Statement 4: Planning for Sustainable Economic Growth (2009) ........6
London Plan (July 2011) ............................................................................7
Early Minor Alterations to The London Plan – Affordable housing, cycle parking
standards and minor clarifications (November 2011)........................................ 10
Brent UDP 2002 Inspectors Report .............................................................. 12
Unitary Development Plan (2004) ............................................................... 12
Local Development Framework Core Strategy (July 2010) ................................. 14
Wembley Area Action Plan Issues and Options (September 2011)......................... 15
Wembley West End (South) Supplementary Planning Document (November 2006) .... 16
Wembley Link Supplementary Planning Document (July 2011) ............................ 16
Wembley Master Plan Supplementary Planning Document (June 2009) .................. 17
Wembley Masterplan Transport Strategy Review (November 2008) ...................... 17
Transport Strategy Key Component Study (February 2009) ................................ 19
Framework Parking Strategy for Wembley (March 2012) ................................... 19
3 REVIEW OF PARKING STANDARDS LB BRENT ................................................ 21
Overview............................................................................................. 21
Current Transport Situation ...................................................................... 21
Benchmarking....................................................................................... 22
Main Themes ........................................................................................ 22
Key Recommendations ............................................................................ 23
4 WEMBLEY REGENERATION AREA ............................................................... 26
Recommended Changes to Parking Standards in Brent
Contents
Overview ............................................................................................ 26
Wembley Town Centre ............................................................................ 26
Wembley Park Town Centre ..................................................................... 26
Wembley Master Plan Area ....................................................................... 27
Industrial Area ...................................................................................... 27
Indicative Uses across the Wembley Area Action Plan Regeneration Area .............. 28
Public Transport Accessibility Levels ........................................................... 29
Controlled Parking Zones ......................................................................... 34
5 BENCHMARKING – BOROUGH CAR PARKING STANDARDS REGENERATION EXCEPTIONS
........................................................................................................ 36
Overview ............................................................................................ 36
Local Development Framework Status ......................................................... 36
LB Barnet ............................................................................................ 38
LB Camden .......................................................................................... 43
LB Haringey ......................................................................................... 47
LB Wandsworth ..................................................................................... 52
6 RECOMMENDED CAR PARKING STANDARDS .................................................. 54
Introduction ......................................................................................... 54
Overview ............................................................................................ 56
Public Transport Accessibility Level (PTAL) ................................................... 56
Town Centres ....................................................................................... 56
Flexibility............................................................................................ 57
Car Free or Limited Parking Provision Developments ....................................... 57
Elderly Persons Accommodation ................................................................ 57
Mixed Use Developments ......................................................................... 57
Car Club and Car Pools ............................................................................ 58
Electric Charging Points .......................................................................... 58
Motorcycle Parking ................................................................................ 58
No Standard ......................................................................................... 58
Travel Plans ......................................................................................... 58
Employment Use Classes.......................................................................... 58
Retail Parking ....................................................................................... 60
Residential Parking Provision .................................................................... 61
Parking for Hotels (C1)............................................................................ 63
Parking for Residential Institutions (C2) ....................................................... 64
Recommended Changes to Parking Standards in Brent
Contents
Parking for Non Residential Institutions (D1) ................................................. 65
Disabled Parking.................................................................................... 66
7 RECOMMENDED CYCLE PARKING STANDARDS ............................................... 67
8 CONSENTED DEVELOPMENT SITES ............................................................. 71
Overview............................................................................................. 71
Ada Lewis House ................................................................................... 71
Brent Civic Centre ................................................................................. 72
Wembley Central Square ......................................................................... 74
Crescent House ..................................................................................... 76
Dexion House ....................................................................................... 77
Elizabeth House .................................................................................... 79
Elm Road Car Park ................................................................................. 81
Karma House ........................................................................................ 82
Fulton House ........................................................................................ 84
Quintain NW Lands................................................................................. 85
Shubette House..................................................................................... 88
Victoria Hall......................................................................................... 89
Forum House ........................................................................................ 91
LDA Land............................................................................................. 92
FIGURES
Figure 2.1 Wembley Growth Area..................................................... 15
Figure 2.2 Transport Strategy Key Component Study (February 2009):
Proposed Bus Routes ....................................................... 19
Figure 4.1 Wembley Town Centres Boundaries ..................................... 26
Figure 4.2 Wembley Master Plan Area ............................................... 27
Figure 4.3 Wembley Industrial Area .................................................. 28
Figure 4.4 Indicative Roles for the Wembley Area Action Plan Regeneration
Area ........................................................................... 29
Figure 4.5 Existing PTAL Map of Wembley Action Plan Regeneration Area
(2010)......................................................................... 31
Figure 4.6 Future PTAL Map of Wembley Action Plan Regeneration Area (2026)
................................................................................ 33
Figure 4.7 Controlled Parking Zones Within Wembley Action Plan Regeneration
Area ........................................................................... 35
Recommended Changes to Parking Standards in Brent
Contents
Figure 5.1 Brent Cross – Cricklewood Regeneration Area ........................ 39
TABLES
Table 2.1 PPG13 Maximum Parking Standards ....................................... 6
Table 2.2 London Plan (2011): Maximum Residential Car Parking Standards .. 7
Table 2.3 London Plan (2011): Non Operational Maximum Standards for
Employment (B1) ............................................................. 7
Table 2.4 London Plan (2011): Maximum Car Parking Standards for Retail Uses
.................................................................................. 8
Table 2.5 London Plan (2011): Blue Badge Car Parking Standards ............... 9
Table 2.6 London Plan (2011): Minimum Cycle Parking Standards ............. 10
Table 2.7 Early Minor Alterations to the London Plan (2011): Minimum Cycle
Parking Standards .......................................................... 11
Table 2.8 Comparison of Brent’s UDP Car Parking Standards With London Plan
Standards .................................................................... 13
Table 3.1 Comparison of Brent’s Proposed Car Parking Standards (March
2012) With Wembley Regeneration Exception UDP (2004).......... 25
Table 5.1 Development Management Policies Document Status ............... 37
Table 5.2 Maximum Car Parking Standards for the Brent Cross - Cricklewood
Regeneration Area ......................................................... 40
Table 5.3 Comparison of Maximum Car Parking Standards for the Brent Cross
- Cricklewood Regeneration area With LB Brent’s Proposed
Standards .................................................................... 41
Table 5.4 Maximum Car Parking Standards for LB Camden – Low Parking
Provision Areas ............................................................. 45
Table 5.5 Comparison of Maximum Car Parking Standards for LB Camden –
Low Parking Provision Areas With LB Brent’s Proposed Standards 46
Table 5.6 Maximum Car Parking Standards for LB Haringey .................... 49
Table 5.7 Comparison of Maximum Car Parking Standards for LB Haringey
With LB Brent’s Proposed Standards .................................... 50
Table 5.8 Comparison of Maximum Car Parking Standards for LB Wandsworth
With LB Brent’s Proposed Standards .................................... 53
Table 6.1 LB Brent: Recommended Employment Maximum Car Parking
Standards .................................................................... 59
Table 6.2 Wembley: Recommended Employment Maximum Parking Standards
................................................................................ 59
Table 6.3 LB Brent: Recommended Maximum A1 Retail Parking ............... 60
Recommended Changes to Parking Standards in Brent
Contents
Table 6.4 Wembley: Recommended Maximum A1 Retail Parking .............. 61
Table 6.5 LB Brent: Recommended Residential Maximum Car Parking
Standards .................................................................... 62
Table 6.6 Wembley Area Action Plan Regeneration Area Consented Schemes:
Average Residential Parking Standard .................................. 62
Table 6.7 Wembley: Residential Maximum Car parking Standards............. 63
Table 6.8 Wembley: Residential Maximum Car parking Standards Validation 63
Table 7.1 Recommended Cycle Parking Standards................................ 68
Table 8.1 Ada Lewis House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 72
Table 8.2 Ada Lewis House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 72
Table 8.3 Brent Civic Centre Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 73
Table 8.4 Brent Civic Centre Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 74
Table 8.5 Wembley Central Square Car Parking Standards: Comparison of
Parking Standards Applied With Brent’s UDP Standards and the
Proposed Wembley Standards ............................................ 75
Table 8.6 Wembley Central Square Cycle Parking Standards: Comparison of
Parking Standards Applied With Brent’s UDP Standards ............. 76
Table 8.7 Crescent House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 77
Table 8.8 Crescent House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 77
Table 8.9 Dexion House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 78
Table 8.10 Dexion House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 79
Table 8.11 Elizabeth House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 80
Table 8.12 Elizabeth House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 80
Table 8.13 Elm Road Car Park Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 81
Recommended Changes to Parking Standards in Brent
Contents
Table 8.14 Elm Road Car Park Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 82
Table 8.15 Karma House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 83
Table 8.16 Karma House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 83
Table 8.17 Fulton House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 84
Table 8.18 Fulton House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 85
Table 8.19 Quintain NW Lands Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 86
Table 8.20 Quintain NW Lands Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 87
Table 8.21 Shubette House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 88
Table 8.22 Shubette House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 89
Table 8.23 Victoria Hall Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 90
Table 8.24 Victoria Hall Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 90
Table 8.25 Forum House Car Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards and the Proposed
Wembley Standards ........................................................ 91
Table 8.26 Forum House Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 92
Table 8.27 LDA Land Car Parking Standards: Comparison of Parking Standards
Applied With Brent’s UDP Standards and the Proposed Wembley
Standards .................................................................... 93
Table 8.28 LDA Land Cycle Parking Standards: Comparison of Parking
Standards Applied With Brent’s UDP Standards ....................... 94
APPENDICES
A EXISTING BRENT PARKING STANDARDS UDP 2004
Recommended Changes to Parking Standards in Brent
1
1 Introduction
General
1.1 London Borough (LB) Brent’s parking standards as included within its adopted
Unitary Development Plan (UDP) were reviewed and updated as part of the Review
of Parking Standards - Brent study (March 2012).
1.2 The 2004 UDP parking standards make provision for maximum levels of car parking
and minimum levels of cycle parking within new development for all use classes.
These standards were adopted following an extensive study to ensure consistency
across the borough, across the use classes and with neighbouring authorities. The
standards placed significant emphasis on protecting town centre and regeneration
area economies.
1.3 The policy and legislation context for LB Brent’s standards has since altered at
both national and regional level. The National Planning Policy Framework (NPPF)
includes a presumption in favour of sustainable development, subject to there
being no significant traffic impacts. The Replacement London Plan (2011) includes
specific car and cycle parking standards applicable to referable developments.
1.4 The Government has declared the 'end of the war on the motorist', paving the way
for new, local approaches to parking issues. National planning guidance has been
revised; removing the requirement for councils to limit the number of parking
spaces permitted in new residential developments, and set high parking charges to
encourage the use of alternative modes of transport. These changes are designed
to bring the responsibility for parking back to local councils - allowing councils and
communities to set parking polices that are right for their area.
1.5 Since the adoption of the UDP, there have been changes in the approach to parking
in London and to the socio-economic characteristics of the borough and Wembley.
The March 2012 review of LB Brent’s parking standards identified that the
Wembley Area Action Plan (WAAP) regeneration area be treated as an exception
and that it will be subject to a set of parking standards specific to the area.
Local Development Framework - Core Strategy
1.6 The Core Strategy for the LB Brent is the first and key component of the new Local
Development Framework (LDF) for the borough. The Core Strategy sets out the
spatial vision, objectives and key policies for the development of Brent up to 2026.
1.7 Strategic Objective 8 is 'to reduce the need to travel and improve transport
choices by:
I Completing first class retail and other facilities in Wembley that reduces the
need to travel to other centres. Improving key transport interchanges at
Wembley, Alperton, First Central and Queen's Park;
I Promoting access to public transport, bicycle or on foot and reducing car
parking standards for growth areas because of their relative accessibility;
I Reducing modal share of car trips to Wembley from 37% towards 25%; and
I Completing at least 5 car free schemes per annum in the plan period.'
Recommended Changes to Parking Standards in Brent
2
1.8 A number of growth areas are discussed in the Core Strategy, including Wembley,
Alperton, South Kilburn, Church End, Burnt Oak/Colindale and Park Royal. The
Core Strategy highlights that car parking provision will be based on accessibility to
public transport and proximity to town centres, such that there will be lower
parking provision in the growth areas than outside them.
Wembley Area Action Plan Issues and Options
1.9 The key objectives within the Wembley Area Action Plan (WAAP) relating to
transport that need to be considered when setting parking standards for the
Wembley regeneration area are centred around promoting improved access to the
area, and reducing the need to travel by car. These include the following:
I Create a well-connected and accessible location where sustainable modes of
travel are prioritised and modal share of car trips to Wembley is reduced from
37% towards 25%;
I Ensure that the infrastructure of Wembley is upgraded so that it supports new
development and meets the needs of the local community;
I Complete first class retail and other facilities in Wembley that reduces the
need to travel to other centres and improving key transport interchanges; and
I Promote access by public transport, bicycle or on foot and reduce car parking
standards because of Wembley’s relative accessibility.
1.10 The WAAP will provide 10,000 jobs and 11,500 plus new homes, with hotel,
conference, retail and leisure facilities. This is predicated on the access by
sustainable means, with pedestrians, cyclists and public transport users having
priority over private car.
Development Planning Documents
1.11 The Core Strategy will be supported by development control policies and the
borough is in the course of drafting such policies. Development Control policies
will include policies related to the transport needs of development, including
parking standards.
Parking Strategy for Wembley
1.12 The development of the parking standards for the WAAP regeneration area has
been undertaken in parallel with the Framework Parking Strategy for Wembley
study (MVA, March 2012). The Framework Parking Strategy sets the strategic
planning framework to plan for parking provision throughout Wembley.
Unitary Development Plan
1.13 The existing parking standards within the borough's UDP (2004) were developed
prior to the adoption of the London Plan but were kept under review as the latter
was developed. As the London Plan was emerging during the period of the local
plan review some inconsistencies did arise and were noted by the Local Plan
Inspector.
1.14 The adopted parking standards were principally differentiated according to
locations based on town centres, with some exceptions. Town centres were found
Recommended Changes to Parking Standards in Brent
3
to be the most highly accessible areas by public transport in the borough; hence, it
was not considered necessary to differentiate parking standards by public
transport level per se.
Wembley Regeneration Exception
1.15 The parking standards within the existing UDP for Wembley are set out in policy
PS3 Regeneration Exception which allows for an increase of up to a third in parking
in the National Stadium Policy area. This exception has rarely been utilised as
developers have capitalised on the good quality public transport in the area.
1.16 The findings of the Wembley Master Plan transport strategy reviews have
concluded that measures are required to both minimise the need for travel and
secure a substantial travel mode shift away from the private car towards the use
of sustainable transport modes. Modal shift is to be achieved through the provision
of enhanced bus services and facilities, and the implementation of a range of travel
demand management measures.
1.17 Restraining the overall level of parking is an important tool to minimise road
network congestion and encourage travel by other modes. It is important that the
application of parking standards in the WAAP ensure the use of a restrained level
of parking for residential development is applied given proximity to public
transport links. Where there is good access to public transport, walking and
cycling, car-free developments should be provided as they will deliver flexibility to
provide needed spaces elsewhere. It is also essential the retail and leisure
standards continue to preserve the competitiveness of Wembley as a destination.
1.18 The London Plan now adopts an approach more explicitly based on the Public
Transport Level (PTAL) index as a measure of accessibility. In reviewing standards
for the borough, this approach is now followed.
1.19 Following on from the review of Parking Standards for the LB Brent, which
identifies Wembley as an exception, this document sets out recommended
standards to apply to new developments in the WAAP. These recommendations
take into consideration all existing policies whilst appreciating the local needs of
the WAAP area. These standards have been validated as follows:
i) Against best practice from other Local Authorities in terms of their approach
and where there are diversions from the London Plan (Chapter 5);
ii) Against consented development sites within the Wembley Area Action Plan
area to ensure standards are in line with development viability
considerations (Chapter 8); and
iii) Against the available road network capacity (to be undertaken – will be
reported on in a separate document).
Recommended Changes to Parking Standards in Brent
4
2 Policy Background
Introduction
2.1 This section outlines the existing relevant transport policy within the LB Brent.
Also covered are the wider regional and national policies that also apply to
transport in the borough and the WAAP.
National Planning Policy Framework (2012)
2.2 The National Planning Policy Framework (NPPF) (March 2012) sets out the
Government's planning policies for England. The document was formally published
on 27 March 2012 and its policies apply with immediate effect. Importantly, almost
all existing national guidance in the form of Planning Policy Guidance Notes (PPGs)
and Planning Policy Statements (PPSs) has been revoked.
2.3 The NPPF also provides transitional arrangements for the implementation of its
policies. Paragraph 214 explains that for 12 months from the day of publication,
decision takers may continue to give full weight to relevant policies adopted since
2004 even if there is a limited degree of conflict with the Framework. This applies
to both regional and local planning policy guidance. It is considered that the
adopted London Plan (2011) remain relevant to the application proposals.
2.4 At the heart of the NPPF is a presumption in favour of sustainable development
which ‘should be seen as a golden thread through both plan making and decision
making’. For decision making this means approving development proposals that
accord with the development plan without delay, unless material considerations
indicate otherwise.
2.5 In terms of land-use planning, the NPPF encourages the effective use of land by
reusing land that has been previously developed (provided it is not of high
environmental value). It also explains that land use planning should actively manage
patterns of growth to make the fullest use of public transport, walking and cycling,
and focus significant development in locations which are or can be made
sustainable.
2.6 Transport policy is dealt with in the 'Promoting Sustainable Transport' section. This
section emphasises the need for 'the transport system to be balanced in favour of
sustainable transport modes, giving people a real choice about how they travel.'
2.7 Guidance is also provided on the setting of car parking standards, within Paragraph
39 of the NPPF. It advises that local planning authorities should take a number of
factors into account for both residential and non-residential development when
setting local parking standards. These include:
I the accessibility of the development;
I the type, mix and use of development;
I the availability of and opportunities for public transport;
I local car ownership levels; and
I An overall need to reduce the use of high-emission vehicles.
Recommended Changes to Parking Standards in Brent
5
2.8 The NPPF also makes reference to the need to ensure that the quality of parking in
town centres is improved, so that it is convenient, safe and secure and includes
appropriate provision for motorcycles. It also highlights the need to set
appropriate parking charges that do not undermine the vitality of town centres.
Planning Policy Guidance 13: Transport (January 2011)
2.9 As part of the policy changes associated with the 1998 White Paper, the
Government published a revised version of Planning Policy Guidance: Transport
(PPG13). This replaced the original document originally published in April 2001.
PPG13 sets out central government's aims to integrate planning and transport at
the national, strategic and local level and to promote more sustainable transport
choices for both people and freight. It aims to improve integration between
planning and transport and places greater emphasis on the need to provide good
public transport accessibility as part of new developments.
2.10 The main changes to the document relate to parking standards and charges. The
revised version (January 2011) provides greater flexibility to local authorities in
determining the parking requirements for development schemes. The significant
changes are:
I Removal of reference to a direct link between parking availability and modal
choice;
I Removal of requirement to promote cycle use through increase cycle parking
provision;
I Removal of the requirement for there to be no minimum parking standards -
this potentially opens the door for the request of commuted sums from
developers if minimum standards are set; and
I Removal of the use of parking charges as a means of encouraging sustainable
modal choices.
2.11 Contained within PPG 13 are recommendations for maximum parking standards
(see Table 2.1). These are applicable to all Local Authorities in England and any
additional allowance must be justified by the applicant through a Transport
Assessment.
Recommended Changes to Parking Standards in Brent
6
TABLE 2.1 PPG13 MAXIMUM PARKING STANDARDS
Use
National Maximum Parking
Standard*
Threshold from
and Above
Which Standard
Applies (gross
floor space)
Food retail 1 space per 14 m2 1,000 m2
Non-food retail 1 space per 20 m2 1,000 m2
Cinemas and conference facilities 1 space per 5 seats 1,000 m2
D2 (other than cinemas, conference
facilities and stadia)
1 space per 22 m2
1,000 m2
B1 including offices 1 space per 30 m2 2,500 m2
Higher and further education
1 space per 2 staff
Plus 1 space per 15 students
2,500 m2
Stadia 1 space per 15 seats 1,500 seats
*1 space per square metre (m2) of gross floor space unless otherwise stated
2.12 PPG 13 does not include maximum standards for residential developments.
Planning Policy Statement 4: Planning for Sustainable Economic Growth
(2009)
2.13 Planning Policy Statement 4 (PPS4) was adopted on December 2010 and was the
first PPS to contain 'policies' rather than guidance. The document has five key aims
centred around creating sustainable economic growth and covers all land uses.
2.14 The key change for transport is that the new PPS4 gives the authority to Local
Planning Authorities to set maximum parking standards for non-residential
development and should take into account:
I Need to encourage access for those without the use of a car;
I Need to reduce carbon emissions;
I Current, and likely future levels of public transport;
I Need to reduce the amount of land needed for development;
I Need to tackle congestion;
I Need to attain air quality objectives; and
I Need to enable schemes to fit into central urban sites and promote linked trips.
Recommended Changes to Parking Standards in Brent
7
London Plan (July 2011)
2.15 The London Plan (July 2011) addresses the key trends and challenges that London
will have to address up to 2031. Car parking standards in the London Plan (July
2011) follow the 2006 Alterations to the London Plan. The maximum parking
standards for residential development is determined by the number of bedrooms
per unit which more closely relates to the likely occupancy of a dwelling. For
residential units with 1 or 2 beds the standards is more stringent; changing from '1
to less than 1 space per unit' to 'less than 1 space per unit'. Also, all developments
in areas of good public transport accessibility should aim for significantly less than
1 space per unit. Table 2.2 details these standards.
TABLE 2.2 LONDON PLAN (2011): MAXIMUM RESIDENTIAL CAR PARKING
STANDARDS
Predominant Housing
Type
4+ bed units
3 bed units
1-2 bed units
Car Parking Provision
2-1.5 spaces per
unit
1.5-1 space per unit
space
Less than 1 space
per unit
2.16 The London Plan also requires provision of spaces for electric vehicles:
I 20% of all spaces should be for electric vehicles; plus
I An additional 20% passive provision.
2.17 The maximum standards for employment and retail land uses are detailed in
Tables 2.3 and 2.4, respectively.
TABLE 2.3 LONDON PLAN (2011): NON OPERATIONAL MAXIMUM STANDARDS
FOR EMPLOYMENT (B1)
Location
Maximum spaces per square
metres of gross floor space
Central London (CAZ) 1,000 – 1,500
Inner London 600 – 1,500
Outer London 100 – 600
Outer London locations identified through a DPD where
more generous standards should apply*
50-100
*More generous standards can be applied subject to the demonstration of the following: A regeneration
need; No significant adverse impact on congestion and air quality; A lack (now and in future) of public
transport; A lack of existing on or off street parking; A commitment to provide space for electric and
car club vehicles, bicycles and parking for disabled people above the minimum thresholds; A
requirement, via Travel Plans, to reduce provision over time
2.18 There have been no alterations to the maximum standards for Central and Inner
London in the London Plan. However an additional standard has been included for
outer London locations, as identified though a DPD, where more generous
standards are required subject to criteria.
Recommended Changes to Parking Standards in Brent
8
2.19 The employment parking levels, therefore, continue to provide some degree of
flexibility for developments in the borough. LB Brent is designated as an Outer
London borough and so can provide parking at a level of as high as 1 space for every
100 square metres of gross floor space or 1 space for every 50 square metres in
locations identified through a DPD.
2.20 The Plan also requires that 20% of all parking spaces must be for electric vehicles,
with an additional 10% passive parking provision for electric vehicles in the future.
TABLE 2.4 LONDON PLAN (2011): MAXIMUM CAR PARKING STANDARDS FOR
RETAIL USES
Use
Maximum spaces per square metres of gross floor space
PTAL 6 and 5 PTAL 4 to 2 PTAL 1
Food up to 500 m2 75 50-35 30
Food up to 2500 m2 45-30 30-20 18
Food over 2500 m2 38-25 25-18 15
Non-food 60-40 50-30 30
Garden Centre 65-45 45-30 25
Town
Centre/Shopping
Mall/Dept Store
75-50
50-35
30
2.21 The levels of parking vary by both the accessibility of the area by public transport
and the type of retail being provided. The highest levels of parking are permitted
for food superstores, as expected, where customers are most likely to require the
use of private cars. In addition, large areas of land where food superstores are
likely to be constructed are unlikely to be available in areas of high public
transport accessibility.
2.22 The London Plan also states that no non-operational parking should be provided for
locations in central London with a PTAL of 6, with the exception of disabled
parking. Also, no additional parking should be provided for classes A2-A5 in town
centre locations, unless for disabled people.
2.23 A provision is also made for electric vehicles - 10% of all parking provision must be
for electric vehicles, with a further 10% passive provision for electric vehicles in
the future.
2.24 Parking for other commercial development is also addressed in the Replacement
London Plan, which specifies that for B2 or B8 use a maximum of one space per
500 m2 of gross floor space should be applied. In addition, a proportion of car
parking spaces should be for motorcycle parking.
2.25 An approach to parking for leisure and hotel uses is provided in the London Plan
rather than the provision of maximum standards. For hotel/leisure uses in
locations with a PTAL of 4-6, onsite parking should be limited to operational needs
Recommended Changes to Parking Standards in Brent
9
and parking for disabled people. It should also provide for taxis, coaches and
deliveries/servicing. In locations with a PTAL of 1-3 'provision should be consistent
with objectives to reduce congestion and traffic levels and to avoid undermining
walking, cycling or public transport'.
2.26 Attracting hotels can be important for town centres, limiting parking to
operational needs may not be appropriate for individual circumstances of some
sites in outer and inner London boroughs.
2.27 Policy 6.13 states that 'in town centres where there are identified issues of vitality
and viability, the need to regenerate such centres may require a more flexible
approach to the provision of public car parking to serve the town centre as a
whole'. This level of flexibility will be an important consideration when determining
revised parking standards for Wembley.
2.28 Coach parking is also specifically addressed in the London Plan. One coach parking
space should be provided per 50 rooms for hotels. Leisure, stadia and major
exhibition venues should provide appropriate levels of coach parking in relation to
demand.
2.29 The London Plan also provides parking standards for blue badge holders. This sets
out levels of provision for building types from the outset (2.4m wide by 4.8m long
with a 1.2m zone) as well as future provision for enlarged spaces (3.6m wide by
6m long). Table 2.5 details the standards by building type.
TABLE 2.5 LONDON PLAN (2011): BLUE BADGE CAR PARKING STANDARDS
Building Type
Provision from the Outset Future Provision
Number of spaces
for each employee
who is a disabled
motorist
Number of spaces
for visiting disabled
motorists
Number of
enlarged standard
spaces
Workplaces
1
5% of total capacity
A further 5% of total
capacity
Shopping,
recreation and
leisure facilities
1
6% of total capacity
A further 4% of total
capacity
Railway buildings
1
5% of total capacity
A further 5% of total
capacity
Religious buildings
and crematoria
2 or 6% whichever is the greater
A further 4% of total
capacity
Sports facilities Determined according to the usage of the sports facility
2.30 The London Plan sets out minimum cycle parking standards, as detailed in Table
2.6.
Recommended Changes to Parking Standards in Brent
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TABLE 2.6 LONDON PLAN (2011): MINIMUM CYCLE PARKING STANDARDS
Use Class
1 space per square metre of gross floor
space (unless otherwise stated)
A1 – Food
Out of centre 1/350
In centre 1/125
A1 – Non Food
Out of centre 1/500
In centre 1/300
A2 (Financial Services) 1/125
A3 – A5
Cafes & Restaurants
Pubs & Wine Bars
Takeaways
1 per 20 staff + 1 per 20 customers
1/100
1/50
B1 (Business) 1/250
B2-B8 (General Industry and Storage &
Distribution)
1/500
C1 (Hotels) 1 per 10 staff
C2 (Residential Institutions)
Care Homes
Hospitals
1 per 3 staff
1 per 5 staff + 1 per 10 visitors
C3 (Dwellings)
1 per 1 or 2 bed unit
2 per 3 bed or more unit
D1 (Non-residential institutions)
Primary, Secondary School
University/Colleges
Libraries
Health facilities/clinics
1 per 10 staff or students
1 per 8 staff or students
1 per 10 staff + 1 per 10 visitors
1 per 50 staff + 1 per 10 visitors
D2 (Assembly & Leisure)
Cinemas
Leisure facilities
1 per 20 staff + 1 per 50 seats
1 per 110 staff + 1 per 20 peak period visitors
Early Minor Alterations to The London Plan – Affordable housing, cycle
parking standards and minor clarifications (November 2011)
2.31 The Mayor has issued early minor alterations to the new London Plan which was
adopted in July 2011. The alterations published in November 2011 focus on the
incorporation of the affordable rent category into affordable housing and
amendments to cycle parking standards. The amendments to the cycle parking
standards include clarification on standards relating to both staff and visitors and
Recommended Changes to Parking Standards in Brent
11
an increase in provision for B1 offices and the inclusion of standards for student
accommodation, stations and sui generis uses. Table 2.7 details these standards.
TABLE 2.7 EARLY MINOR ALTERATIONS TO THE LONDON PLAN (2011):
MINIMUM CYCLE PARKING STANDARDS
Use Class
1 space per square metre of gross floor
space (unless otherwise stated)
A1 – Food
Out of centre 1/350 for staff and visitors
In centre 1/125 for staff and visitors
A1 – Non Food
Out of centre 1/500 for staff and visitors
In centre 1/300 for staff and visitors
A2 (Financial Services) 1/125 for staff and visitors
A3 – A5
Cafes & Restaurants
Pubs & Wine Bars
Takeaways
1 per 20 staff + 1 per 20 customers
1/100 for staff and visitors
1/50 for staff and visitors
B1 (Business)
Business offices
Light industry and research and development
1/150 for staff and visitors
1/250 for staff and visitors
B2-B8 (General Industry and Storage &
Distribution)
1/500 for staff and visitors
C1 (Hotels) 1 per 10 staff +minimum 2 spaces for visitors
C2 (Residential Institutions)
Care Homes / secure accommodation
Hospitals
Student accommodation
1 per 3 staff +minimum 2 spaces for visitors
1 per 5 staff + 1 per 10 visitors
1 per 2 beds + 1 per 10 visitors
C3 (Dwellings)
1 per 1 or 2 bed unit for residents + 1 per 40
units for visitors
2 per 3 bed or more unit + 1 per 40 units for
visitors
D1 (Non-residential institutions)
Nurseries and Primary/Secondary School
University/Colleges
Other e.g. libraries, dentist, church
Health facilities/clinics
1 per 10 staff + 1 per 10 students
1 per 8 staff 1 per 8 students
1 per 10 staff + 1 per 10 visitors
1 per 10 staff + 1 per 10 visitors
D2 (Assembly & Leisure)
Other e.g. cinemas, bingo etc.
Sports e.g. sports hall, swimming bath,
gymnasium etc.
1 per 20 staff + 1 per 50 seats
1 per 10 staff + 1 per 10 visitors
Recommended Changes to Parking Standards in Brent
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Use Class
1 space per square metre of gross floor
space (unless otherwise stated)
Sui generis
As per most relevant standard e.g. casino and
theatre – D2
Stations
To be considered on a case by case basis
through liaison with TfL.
Brent UDP 2002 Inspectors Report
2.32 LB Brent produced their Replacement UDP in 2001 which was subsequently
reviewed as part of the Public Local Inquiry and recommendations were made by
the Inspector as a result of a series of objections.
2.33 A key objection was the limited conformity with both PPG13 parking standards and
the London Plan standards. In particular, the inclusion of more relaxed parking
standards for certain regeneration areas was considered to be a clear departure
from the London Plan. An increase of up to one third in parking was permitted in
certain identified areas of the borough. At the time of the Inspectors Report, this
was highlighted although it was not recommended this policy be changed and was
retained in the final adopted UDP.
2.34 The Inspectors report recommended a closer relationship between public transport
accessibility and parking standards. In addition, a stronger emphasis on the
appreciation of the national PPG13 standards and the regional London Plan
standards was recommended.
Unitary Development Plan (2004)
2.35 Following the publication of the Inspectors Report in 2002, a revised UDP was
produced and adopted in 2004. This featured minor amendments to the parking
standards although was still considered by the GLA to have limited conformity with
the now adopted London Plan.
2.36 The parking standards within the existing UDP for Wembley are set out in policy
PS3 Regeneration Exception:
An increase of up to a third in parking will exceptionally be made in Strategic
Employment Areas, Park Royal and the National Stadium Policy Area, providing
the applicants can demonstrate the following:
i) It is a key regeneration proposal supportive of regeneration projects in the
area;
ii) The transport and environmental impact of the scheme is acceptable; and
iii) The proposal secures significant and sufficient public
transport/walking/cycling improvements, and/or contributions towards on-
street parking controls, and implementation of a green transport plan.
2.37 The parking standards within the existing UDP are set out in Appendix A.
Recommended Changes to Parking Standards in Brent
13
2.38 Table 2.8 compares Brent’s current UDP car parking standards and the Wembley
regeneration exception with the London Plan car parking standards discussed
previously. Differences are highlighted in bold.
TABLE 2.8 COMPARISON OF BRENT’S UDP CAR PARKING STANDARDS WITH
LONDON PLAN STANDARDS
Use Class
Maximum Standard
London Plan (2011)
Brent’s UDP (2004)
Wembley
Regeneration
Exception UDP (2004)
A1 Food over 2,000 m2
PTAL 5 and 6: 1/38 - 25
PTAL 4 to 2: 1/25 - 18
PTAL 1: 1/15
In/Adjacent to Major
Town Centres/District
Centres: 1/50
Elsewhere: 1/25
In/Adjacent to Major
Town Centres/District
Centres: 1/38
Elsewhere: 1/19
A1 Non-food
PTAL 5 and 6: 1/60 - 40
PTAL 4 to 2: 1/50 - 30
PTAL 1: 1/30
In/Adjacent to Major
Town Centres/District
Centres: 1/50
Elsewhere: 1/25
In/Adjacent to Major
Town Centres/District
Centres: 1/38
Elsewhere: 1/19
B1 Business
Inner London 1/600 –
1,000
Outer London 1/100 – 600
Outer London (DPD) 1/50
- 100
In/Adjacent to Major
Town Centres/District
Centres: 1/300
Elsewhere: 1/150
In/Adjacent to Major
Town Centres/District
Centres: 1/226
Elsewhere: 1/113
B2 General Industry
1/500
In/Adjacent to Major
Town Centres/District
Centres: 1/300
Elsewhere: 1/150
In/Adjacent to Major
Town Centres/District
Centres: 1/226
Elsewhere: 1/113
B8 Storage &
Distribution
1/500
In/Adjacent to Major
Town Centres/District
Centres: 1/300
Elsewhere: 1/150
In/Adjacent to Major
Town Centres/District
Centres: 1/226
Elsewhere: 1/113
C1 Hotels
PTAL 4 to 6:
Operational/blue badge
PTAL 1 to 3: restraint
1 per 5 bedrooms + 1
per 5 employees
1 per 4 bedrooms + 1
per 4 employees
C3 Dwellings
1 units
2 unit
3 units
4 or more units
Less than 1/unit
Less than 1/unit
1.5-1/unit
2-1.5/unit
1.0/unit
1.2/unit
1.6/unit
2.0/unit
1.3/unit
1.6/unit
2.1/unit
2.7/unit
Recommended Changes to Parking Standards in Brent
14
Local Development Framework Core Strategy (July 2010)
2.39 The LDF will replace Brent's UDP, as required by the Planning and Compulsory
Purchase Act 2004. It will provide a strategic planning framework for the Borough,
guiding change to 2026. When adopted, Brent's LDF, together with the London
Plan, will form the statutory Development Plan for the Borough.
2.40 The Core Strategy was adopted on the 12 July 2010. It outlines key strategic
objectives. Strategic Objective 8 is 'to reduce the need to travel and improve
transport choices by:
I Completing first class retail and other facilities in Wembley that reduces the
need to travel to other centres. Improving key transport interchanges at
Wembley, Alperton, First Central and Queen's Park;
I Promoting access to public transport, bicycle or on foot and reducing car
parking standards for growth areas because of their relative accessibility;
I Reducing modal share of car trips to Wembley from 37% towards 25%; and
I Completing at least 5 car free schemes per annum in the plan period.'
2.41 A number of growth areas are discussed in the Core Strategy, including Wembley,
Alperton, South Kilburn, Church End, Burnt Oak/Colindale and Park Royal. The
Core Strategy highlights that car parking provision will be based on accessibility to
public transport and proximity to town centres, such that there will be lower
parking provision in the growth areas than outside them.
2.42 The Wembley growth area is detailed in Figure 2.1 and as defined in Policy CP7
‘will drive the economic regeneration of Brent. It will become a high quality,
urban, connected and sustainable city quarter generating 10,000 new jobs across a
range of sectors including retail, offices, the new Brent civic centre, conference
facilities, hotels, sports, leisure, tourism and visitor attractors, creative and
cultural industries and education facilities reflecting its designation as a Strategic
Cultural Area for London’.
2.43 Wembley will also provide at least 11,500 new homes to 2026 redeveloping land
around the Wembley National Stadium and Wembley town centre.
Recommended Changes to Parking Standards in Brent
15
FIGURE 2.1 WEMBLEY GROWTH AREA
Source: LB Brent Core Strategy
Wembley Area Action Plan Issues and Options (September 2011)
2.44 The WAAP regeneration area covers the town centres of Wembley and Wembley
Park, the Wembley Masterplan area, including both the stadium area and the key
development sites around it, and also the industrial area up to the North Circular
road. This area covers an approximate total of 230 hectares, and over half of the
borough’s projected new housing, as well as most of the new commercial floor
space, will be constructed within the area boundaries.
2.45 The key objectives within the WAAP relating to transport that need to be
considered when setting parking standards for the WAAP regeneration area are
centred around promoting improved access to the area, and reducing the need to
travel by car. These include the following:
I Create a well-connected and accessible location where sustainable modes of
travel are prioritised and modal share of car trips to Wembley is reduced from
37% towards 25%;
I Ensure that the infrastructure of Wembley is upgraded so that it supports new
development and meets the needs of the local community;
I Complete first class retail and other facilities in Wembley that reduces the
need to travel to other centres and improving key transport interchanges; and
I Promote access by public transport, bicycle or on foot and reduce car parking
standards because of Wembley’s relative accessibility.
Recommended Changes to Parking Standards in Brent
16
2.46 The WAAP will provide 10,000 jobs and 11,500 plus new homes, with hotel,
conference, retail and leisure facilities. This is predicated on the access by
sustainable means, with pedestrians, cyclists and public transport users having
priority over private car.
2.47 The WAAP highlights the opportunity that parking standards can be used as a
mechanism for implementing a policy of car restraint and promoting sustainable
modes of transport. However, it recognises that there is a need to promote
successful regeneration and it is therefore necessary to provide a level of car
parking that will attract visitors, workers and residents. An appropriate balance is
required.
Wembley West End (South) Supplementary Planning Document
(November 2006)
2.48 The Wembley West End Supplementary Planning Document highlights the need to
retain short-stay public parking in support of town centre retail activity and
competitiveness. Town centre parking is to be ‘the first priority in any scheme
with clear priority over residential provision’. It also notes the potential for car-
free development in this highly accessible location.
Wembley Link Supplementary Planning Document (July 2011)
2.49 The Wembley Link Supplementary Planning Document (SPD) states that it will:
I Contribute to the delivery of a significantly enhanced retail offer for Wembley;
I Develop and stimulate the regeneration of the area known as “Wembley Link”
which provides the important connection between the Wembley Stadium
development and Wembley’s primary shopping area around Central Square;
I Enable the creation of high quality, active frontages to this part of the High
Road;
I Facilitate medium density development and identify a locations to provide an
opportunity for taller buildings;
I Encourage exemplary standards of design to reflect the benchmark provided by
the stadium; and
I Encourage the provision of family.
2.50 The SPD emphasises the excellent public transport provision to the area, provided
by rail and bus services. It also acknowledges that there are regular problems of
congestion along the High Road, particularly at key junctions.
2.51 Consequently the SPD emphasises the need for developments to continue to exploit
the proximity of Wembley Central and Wembley Stadium stations and the very
good bus routes in the area. It also highlights the need to manage car parking and
to encourage car free commercial and residential development in the area.
2.52 The presence of local CPZ control is mentioned as an efficient means of addressing
overspill parking from new developments onto local roads, with new residents
prevented from having residents’ parking permits or event day parking permits.
2.53 Maximum parking ratios for new residential development in the area will be set at
0.5 spaces per residential unit. This is in accordance with the Stadium Masterplan.
Recommended Changes to Parking Standards in Brent
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Wembley Master Plan Supplementary Planning Document (June 2009)
2.54 The vision for the Wembley Master Plan is:
“A new place, a new home and a new destination - modern, urban and exciting. At
its core will be a comprehensive range of leisure and commercial facilities,
exploiting excellent public transport connections to the rest of London and the
United Kingdom, all in a contemporary, lively and distinctive setting.”
2.55 The master plan seeks to achieve the comprehensive and sustainable regeneration
of the Wembley Master Plan area. It details the strategy for the future transport
infrastructure of the area and focuses on sustainable modes of travel, including
public transport, walking and cycling.
2.56 The SPD clearly states that the promotion of a sustainable travel mode shift
alongside minimising car use is fundamental to achieving the level of development
proposed and to enable a high quality living, working, retail and leisure
environment. Travel demand management is cited as integral to this. Consequently
Travel Plans for new developments will be required. Also, car free development in
areas of high public transport accessibility and Car Clubs will be supported to assist
in the reduction of car usage.
2.57 The master plan recognises that car travel will nonetheless remain important and
must be sufficiently catered for. An average of 0.5 spaces per residential unit will
be applied throughout the master plan area. Where residential development is
proposed in areas of high public transport accessibility, car free developments will
be supported. Also higher levels of parking may be permitted further away from
transport hubs.
2.58 On-street parking provision will be limited in number, with only short-stay spaces
provided for where appropriate.
2.59 Event day parking will continue to be managed carefully supported by event day
restrictions and CPZ designation. On event days, new public car parks are to be
maintained for general rather than event use to support the use of public transport
by event visitors.
Wembley Masterplan Transport Strategy Review (November 2008)
2.60 The Wembley Masterplan Transport Review (November 2008) raised concern over
the level of traffic forecast to result from the Wembley Masterplan development.
Given that the road network in the surrounding area, and to a lesser extent within
it, is already under pressure, particularly at peak times, the report concluded that
the road network was anticipated to be substantially overloaded at key points
during Stage 1 of the Master Plan, worsening with each subsequent stage.
2.61 The assessment undertaken and reported on in the document, demonstrated very
significant traffic impacts, and the analysis undertaken demonstrated the need for
essential junction improvements at the following locations:
I Empire Way/Engineers Way;
I Wembley Hill Road/Empire Way;
I Engineers Way/Olympic Way;
Recommended Changes to Parking Standards in Brent
18
I Wembley Hill Road/South Way;
I Wembley High Road/Wembley Hill Road,
I (reconnection of) North End Road/Bridge Road,
I North End Road/Albion Way,
I Bridge Road/Forty Lane; and
I Albion Way/Fulton Road.
2.62 These report highlighted that these improvements are required to prevent undue
traffic congestion but also to deliver essential bus priority measures and provide a
more positive environment for pedestrians and cyclists.
2.63 Improvements at the following junctions would be beneficial though not essential:
I Empire Way/Wembley Park Drive;
I Empire Way/Fulton Road, and
I Drury Way/A406 North Circular Road (strategic scheme needed).
2.64 The review also concluded that, alongside the need for the highway improvements
outlined above, the level and type of growth proposed could be accommodated if
it was primarily based on public transport access and travel demand measures. The
report highlighted that:
I Rail and underground capacity is considered appropriate, but considered its
geographical coverage a limitation to its effectiveness, which supresses its
modal share;
I Bus services provide access to local rail and underground stations as well as
providing orbital and radial connectivity. The report promotes a step change in
bus service provision to the area;
I Walking and cycling the review highlights the need to ensure the provision of
high quality public realm with safe and convenient pedestrian and cycle routes.
This will encourage journeys on foot within and between master plan districts,
and to access public transport nodes and local destinations in the wider
Wembley area; and
I Travel Demand Management integrated within new development is reported to
make a potentially substantial contribution to minimising demand on the
transport network across all modes in Wembley. Measures such as Travel Plans,
car clubs and car sharing, personalised travel planning and flexible working are
discussed.
2.65 The review concludes that ‘restraining the overall parking level remains important
to minimise road network congestion and encourage travel by other modes’. The
use of a restrained level of parking for residential development (0.5 spaces per
unit) is cited as being consistent with this. Moreover the report considers that
there is opportunity to consider further parking restraint for developments which
have good public transport access and access to walking and cycling networks. It
also highlights the need to deliver more car-free developments as they will deliver
flexibility to provide needed spaces elsewhere.
Recommended Changes to Parking Standards in Brent
19
Transport Strategy Key Component Study (February 2009)
2.66 This study reaffirmed the conclusions of the initial study and recommended
potential measures to both minimise the need for travel and secure a substantial
travel mode shift away from the private car towards the use of sustainable
transport modes.
2.67 The report examined in detail the modal shift impact of the provision of enhanced
bus services and facilities, and the implementation of a range of travel demand
management measures that result in a sufficient reduction in development related
traffic to allow the level of development envisaged in the master plan. Figure 2.2
details the proposed enhancements to bus services.
FIGURE 2.2 TRANSPORT STRATEGY KEY COMPONENT STUDY (FEBRUARY
2009): PROPOSED BUS ROUTES
Source: Transport Strategy Key Component Study, February 2009
Framework Parking Strategy for Wembley (March 2012)
2.68 The parallel Framework Parking Strategy for Wembley (FPSW) study concluded that
demand for parking within the WAAP area will change as planned development
comes forward. Currently the majority of parking demand is focussed on the town
centre area. It is anticipated that future development will bring increased parking
pressures to areas to the west and north-west of Wembley Stadium, with potential
impacts on traffic flows along the Wembley Hill Road/Empire Way corridor.
2.69 The FPSW highlighted the need for the Wembley’s parking strategy to be
responsive and flexible.
Recommended Changes to Parking Standards in Brent
20
2.70 In order to reduce the proportion of car journeys into Wembley as per the Core
Strategy and WAAP objectives managing parking demand and supply will be
integral. The study found that:
I existing public parking supply is focussed on the town centre, primarily in the
area surrounding Wembley Central station;
I Current demand for parking within the town centre is such that the available
car parks are, in general, poorly utilised; and
I Whilst planned and conceptual developments within the town centre may bring
an increase in demand for town centre parking, it is expected that a level of
over-supply of spaces will remain.
2.71 The report highlights that it has not been possible to forecast the levels of public
parking demand that will be generated by the new retail provision in the Quintain
Stage 1 and NW Land developments. In the shorter term any demand is expected
to be taken up by the re-developed Red car park. In the event that parking
capacity at this location becomes insufficient, opportunities for the provision of
additional parking towards the eastern end of Wembley High Road should be
investigated, subject to the provision of satisfactory access arrangements.
2.72 Consequently, Wembley’s Framework Parking Strategy for the supply of parking
spaces will seek to:
I Monitor car park usage levels to determine appropriate levels of parking supply;
I Consolidate town centre car parking provision in line with expected future
parking demand;
I Ensure new car parking provision is of good quality in order to promote usage;
and
I Pursue opportunities for new car parking at the eastern end of Wembley High
Road if demand is identified
2.73 Wembley’s Framework Parking Strategy for public parking locations will be to:
I Consolidate town centre parking into covered parking areas at Central Square,
Elm Road and, on completion, Wembley West End with a view to freeing up
existing surface parking areas for development;
I Create and promote three Primary Parking Locations at edge of town locations
at Wembley West End and at the two multi-storey car parks within the
Wembley Masterplan area; and
I Seek to provide a fourth Primary Parking Location at the eastern end of
Wembley High Road.
2.74 Wembley’s Framework Parking Strategy for parking at Wembley Stadium will be to:
I Seek to ensure that adequate event parking is provided during and after the
redevelopment of the Red car park, either in the Yellow car park or at other
suitable locations, in conjunction with landowners Quintain; and
I Identify a strategy for the future provision of event parking at Wembley Stadium
for the periods during and following the development of the Green car park.
Recommended Changes to Parking Standards in Brent
21
3 Review of Parking Standards LB Brent
Overview
3.1 LB Brent’s parking standards as included within its adopted UDP, were reviewed
following the changes to the approach to parking in London (as set out within the
new London Plan) and also the change in socio-economic characteristics of LB
Brent since the previous review. The results of the study including
recommendations are detailed in the London Borough of Brent: Review of Parking
Standards (March 2012) document. This chapter provides a summary of the key
findings.
3.2 The objective of the review was to ensure that the local needs of the borough are
met, whilst remaining conformant to the standards set out in the London Plan.
There is also a need for the parking standards to support the wider strategic
objectives set out in the LB Brent Core Strategy document, namely to reduce the
need to travel and to improve transport choices within the borough.
3.3 The approach of the study was to first review current policy, specifically the
standards adopted within the UDP, and the new London Plan. Spatial and socio-
economic analysis of the borough was then undertaken to highlight variation in
local needs across the borough. An extensive benchmarking exercise was then
carried out to assess alternative approaches to parking standards across other
boroughs; and to establish any boundary or competitive criteria that could
influence local standards.
Current Transport Situation
3.4 Public Transport Accessibility Level (PTAL) scores vary significantly across the
borough. Key town centres such as Wembley and Kilburn enjoy very high levels of
public transport access, but other areas nearby such as Church End and Tokyngton
have PTAL scores of 1, the lowest possible score.
3.5 There is a clear north-south divide within the borough in terms of deprivation.
Areas such as Harlesden and Park Royal are among the top 10% of areas in England
on the Index of Multiple Deprivation. This is reflected in the comparative levels of
car ownership, which are considerably higher in the north of the borough.
3.6 Public transport use in LB Brent is much higher than in neighbouring outer London
boroughs. This is higher in the south and east of the borough, where access to
public transport (particularly into central London) is much greater.
3.7 45% of Brent residents work within the borough, and 56% of Brent employees live
within the borough. Of those residents that work outside of the borough, many will
work within inner London, or in neighbouring boroughs. Those that work in Brent
but live outside the borough are more likely to live in neighbouring boroughs.
3.8 Controlled parking zones (CPZ) in the borough are concentrated to the south of the
borough and around key transport interchanges.
Recommended Changes to Parking Standards in Brent
22
Benchmarking
Car Parking
3.9 A number of boroughs, namely LB Barnet, RB Greenwich, LB Harrow and LB
Merton, currently follow London Plan standards across all four key categories.
3.10 Across other London boroughs, there is a large range in standards applied for both
A1 retail and B1 office. LB Hammersmith & Fulham have policies towards greater
cycle provision, with 1 space per 25 m2 for A1 retail, and 1 space per 50 m2 for B1
office. In contrast, LB Ealing standards are 1 space per 450 m2 in each instance.
3.11 Currently LB Brent standards for A1 retail and B1 office are greater than for the
London Plan, with 1 space per 125 m2 in each instance. At present LB Brent has yet
to adopt any cycle parking standards for C1 hotel land use.
3.12 LB Brent at present requires 1 cycle parking space per C3 residential unit, which is
somewhat lower than the current London Plan standards (2 per unit) and
consequently lower than most comparator boroughs.
3.13 LB Barnet and LB Wandsworth employ regeneration exceptions for the Brent Cross
- Cricklewood regeneration and Vauxhall Nine Elms and Battersea regeneration
area, respectively.
Cycle Parking
3.14 LB Barnet, RB Greenwich, LB Harrow and LB Merton currently follow London Plan
standards across all four key categories.
3.15 Across other London boroughs, there is a large range in standards applied for both
A1 retail and B1 office. LB Hammersmith & Fulham have chosen to adopt policies
towards greater cycle provision, with 1 space per 25 m2 for A1 retail, and 1 space
per 50 m2 for B1 office. In contrast, LB Ealing standards are 1 space per 450 m2 in
each instance.
3.16 Currently LB Brent standards for A1 retail and B1 office are greater than for the
London Plan, with 1 space per 125 m2 in each instance. At present LB Brent has yet
to adopt any cycle parking standards for C1 hotel land use.
3.17 LB Brent at present requires 1 cycle parking space per C3 residential unit, which is
somewhat lower than the current London Plan standards (2 per unit) and
consequently lower than most comparator boroughs.
Main Themes
3.18 The key factor in determining non-residential parking standards across the
comparator boroughs is variation in PTAL scores across the boroughs, with all
boroughs recognising the merit in using PTALs as a tool to measure accessibility.
3.19 Many boroughs, in particularly the outer London boroughs, have chosen to apply
London Plan non-residential standards, which is a PTAL based approach to setting
parking standards. Inner London boroughs where PTALs are high across the
borough, such as Camden and Westminster, have chosen to apply more restrictive
non-residential standards in order to address congestion.
Recommended Changes to Parking Standards in Brent
23
3.20 Car free developments are widely encouraged across the comparator boroughs in
appropriate locations, which should broadly satisfy the following conditions:
I The area has a high PTAL score (4 or above);
I The development lies within an existing/proposed controlled parking zone;
I There are accessible alternative modes of transport that can support the
additional demand generated by the development; and
I There is sufficient Blue Badge parking provided.
3.21 The most common electric charging vehicle parking standards are to follow the
minimum standards as set out in the London Plan.
3.22 A number of the boroughs also recognise the need to encourage car club and car-
pooling within developments in order to reduce the need for car ownership.
3.23 Cycle parking standards follow the minimum standards set out by the London Plan
across most boroughs. Certain boroughs (e.g. Hammersmith and Fulham) where the
projected cycling mode share is higher than the London average have chosen to set
higher standards than those set out in the London Plan.
Key Recommendations
3.24 The key objective for LB Brent parking standards is to ensure general conformity
with the London Plan and that such standards are set at levels consistent with
meeting the objectives of NPPF. However the London Plan also recognises that
parking standards need to be set in the context of transport policies generally, and
area-specific initiatives and needs specifically.
3.25 For residential parking standards, there is clear correlation between deprived
areas, public transport accessibility and reduced car ownership. The wards in the
north of the borough show higher levels of car ownership, lower levels of
deprivation and lower levels of public transport accessibility. Therefore, the study
recommended that residential parking standards are related to public transport
accessibility, whilst remaining within the London Plan recommended standards.
3.26 For town centres located in the area of the borough classified as Inner London
(namely the area south of Dudding Hill railway line with PTAL greater than 4),
more restrictive maximum standards are applied to retail parking provision.
3.27 For the smaller town centres across the borough, which range in accessibility to
public transport, standards are lower than London Plan standards, but have a
higher allowance than in the Inner London Brent town centres. This will allow for
development of larger retail stores where higher parking levels are needed.
3.28 Employment areas in LB Brent have varying levels of access to public transport
accessibility and individual characteristics. On this basis, parking standards (where
parking is required) are recommended to follow the midpoint of the London Plan
range of standard for employment use parking.
3.29 For hotel developments within the Major Town Centres of Wembley and Kilburn, it
is proposed that only operational and disabled provision should be provided, with
employee parking provided based solely on Transport Assessment justification. For
new hotels outside this area, a maximum of one space per five bedrooms should be
Recommended Changes to Parking Standards in Brent
24
provided. The study also recommended that a minimum of one coach parking
space should be provided for every 100 bedrooms.
3.30 The study also proposed that the Wembley Area Action Plan regeneration area be
treated as an exception to the standards set out in this document and will
therefore be subject to a set of car parking standards specific to the area.
3.31 Table 3.1 details the proposed parking standards for LB Brent and compares them
with the current regeneration exception standards for Wembley. Differences are
highlighted in bold. This illustrates that the application of the Wembley
regeneration exception compared to the proposed parking standards for LB Brent
would result in a significantly higher level of parking.
3.32 Finally, the study proposed that the cycle parking standards provided in the
London Plan – Early Alterations (2011), will be adopted by LB Brent within its
emerging DMPD. The only exception to this rule is the cycle parking standard for
B1 business offices, which has been retained from the UDP as it exceeds the
London Plan standard.
Recommended Changes to Parking Standards in Brent
25
TABLE 3.1 COMPARISON OF BRENT’S PROPOSED CAR PARKING STANDARDS
(MARCH 2012) WITH WEMBLEY REGENERATION EXCEPTION UDP (2004)
Use Class
Maximum Standard
Proposed Standards LB Brent
(2012)
Wembley Regeneration Exception
UDP (2004)
A1 Food over 2,500 m2
Major Town Centres: 1/100
Rest of the Borough: 1/50
In/Adjacent to Major Town
Centres/District Centres: 1/38
Elsewhere: 1/19
A1 Non-food
Major Town Centres: 1/100
Rest of the Borough: 1/50
In/Adjacent to Major Town
Centres/District Centres: 1/38
Elsewhere: 1/19
B1 Business
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
In/Adjacent to Major Town
Centres/District Centres: 1/226
Elsewhere: 1/113
B2 General Industry
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
In/Adjacent to Major Town
Centres/District Centres: 1/226
Elsewhere: 1/113
B8 Storage &
Distribution
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
In/Adjacent to Major Town
Centres/District Centres: 1/226
Elsewhere: 1/113
C1 Hotels
Major Town Centres Wembley
and Kilburn: employee parking
provided based on transport
assessment
Elsewhere: 1 per 5 bedrooms
1 per 4 bedrooms + 1 per 4
employees
C3 Dwellings
1 - 2 beds 3 beds
4 + beds
PTAL 4-6: 0.75/unit
PTAL 1-3: 1.0/unit PTAL 4-6: 1.2/unit
PTAL 1-3: 1.5/unit PTAL 4-6: 1.2/unit
PTAL 1-3: 2.0/unit
1.3 to 1.6/unit
2.1/unit
2.7/unit
Recommended Changes to Parking Standards in Brent
26
4 Wembley Regeneration Area
Overview
4.1 The Wembley Area Action Plan regeneration area covers the town centres of
Wembley and Wembley Park as well as the Wembley Master Plan area, which
includes the stadium and key development sites around it. Is also includes the
industrial area to the east of the stadium, which extends to the North Circular
Road.
Wembley Town Centre
4.2 Figure 4.1 details the town centre boundaries for both Wembley and Wembley
Park. Wembley is designated a Major Centre within the London Plan. It is
comparable in size to Kilburn, within the borough, however the neighbouring town
centres of Ealing, Harrow and Brent Cross are substantially bigger. Comparison
retail accounts for 26% of total floor space and convenience retail accounted for
10%. Wembley has a significant amount of land available for development.
FIGURE 4.1 WEMBLEY TOWN CENTRES BOUNDARIES
Source: Wembley Area Action Plan Issues and Options, September 2011
Wembley Park Town Centre
4.3 Wembley Park is designated a District Centre within the London Plan. Wembley
Park extends to the north and south of the underground station, incorporating the
Stadium Retail Park. It is dominated by convenience retail, which accounts of 60%
of total floor space. Comparison shopping is small in proportion, boosted by the
Recommended Changes to Parking Standards in Brent
27
Stadium Retail Park. Food and drink premises are encouraged in this area to serve
event goers and account for 10% of the total floor space.
Wembley Master Plan Area
4.4 Figure 4.2 illustrates the Wembley Master Plan area.
FIGURE 4.2 WEMBLEY MASTER PLAN AREA
Source: Wembley Master Plan SPD
Industrial Area
4.5 This area encompasses the area to the east of the stadium, extending to the North
Circular Road, as detailed in Figure 4.2.
Recommended Changes to Parking Standards in Brent
28
FIGURE 4.3 WEMBLEY INDUSTRIAL AREA
Source: Wembley Area Action Plan Issues and Options, September 2011
4.6 It includes Strategic Industrial Locations (SIL), which were designated in 2004 with
the adoption of the LB Brent’s UDP. Since 2004, there has been significant change
in the area in terms of use and occupation of the land. There has been a reduction
in demand for industrial premises. Consequently there are areas of land within this
area which are underused in terms of the level of employment provided as large
parcels of land are being used for storage or waste transfer. The area designated
as a business park has not been developed as such.
Indicative Uses across the Wembley Area Action Plan Regeneration Area
4.7 The WAAP envisages a number of specific town centre uses across the area
including meeting local convenience needs within the existing Wembley town
centre, providing service related retail at Wembley Park for stadium visitors and
providing specialist or niche retail uses across the new part of the centre with
extension to the east.
4.8 Indicative roles for the WAAP are shown in Figure 4.4.
Recommended Changes to Parking Standards in Brent
29
FIGURE 4.4 INDICATIVE ROLES FOR THE WEMBLEY AREA ACTION PLAN
REGENERATION AREA
Source: Wembley Area Action Plan Issues and Options, September 2011
Public Transport Accessibility Levels
4.9 Public Transport Accessibility Level (PTAL) is the most widely recognised form of
measuring accessibility to the public transport network in London. The analysis
takes account of walk access time to and frequency of public transport services
and measures the density of the public transport network. The levels of
accessibility range from 1 (low level of accessibility) to 6 (high level of
accessibility).
4.10 Parking standards are commonly defined against PTAL of an area, with reduces
parking in areas with good public transport accessibility.
Current PTAL for Wembley (2010)
4.11 Figure 4.5 illustrates the current PTAL for the Wembley Area Action Plan
regeneration area.
4.12 The map highlights that the area from Wembley Town Centre to Wembley Stadium
Station ranges in PTAL between 6a and 4. With the higher PTAL levels contoured
from the High Road due to proximity to rail and bus services. The area of the town
centre located to the west of the National Stadium, ranges in PTAL from 2 to 6a,
with a very small area immediately adjacent to the stadium scoring 2.
4.13 Wembley Park town centre follows a similar pattern, with a range of PTAL
between 6a and 4. The higher PTAL scores are contoured from Empire Way and
Wembley Park station.
Recommended Changes to Parking Standards in Brent
30
4.14 Lower PTAL scores are evident in the industrial area of the WAAP; from First Way to
the railway lines, ranging from 1 to 2. This is as a result of remoteness from public
transport nodes. Higher PTAL scores occur in the industrial area south of the railway
lines to the North Circular, where retail superstores are located. This is as
a result of proximity to Neasden where a higher level of public transport nodes
(bus and rail) can be accessed.
4.15 The remaining Wembley Master Plan area outside the Wembley and Wembley Park
town centre zones ranges in PTAL from 2 to 5.
P \Projects\224\5\56\01\GIS\MAPPING\Mapinfo\Workspace s\Revised_PTA L_Map.wrx
- PTAL Legend
LeveiO
Level 1a
Level 1b
Level2
Level3
• Level4
LevelS
Level6a
Recommended Changes to Parking Standards in Brent
Review of Parking Standards: Recommended Changes to Parking Standards in Wembley ]§ steer davies gleave
Figure 4.5:2010 PTAL: Wembley Action Plan Regeneration Area Drawn by
JAT
Las t updated
11/05/2012
R evision
1
Recommended Changes to Parking Standards in Wembley
32
Future PTAL for Wembley (2026)
4.16 Transport for London (TfL) have produced future PTAL mapping for the year 2026.
These maps are designed to represent future transport improvements across
London. These improvements may include the following:
I New rail/underground lines/stations;
I Increased service frequency of current rail/underground services;
I New/revised bus routes;
I Walking/cycling route improvements;
I Improvements to the road network/road capacity.
4.17 The changes to transport within LB Brent that have the most significant impact on
PTAL scores are:
I Bus frequencies increased: an overall increase in bus frequencies of 4% in
Central London and 2.5% in all other areas to 2016; and
I Bakerloo Post 2016 – this is the only scheme beyond 2026 that will have an
impact on PTALs, though frequency changes are relatively small (overall 2
additional 2vph).
4.18 Figure 4.6 illustrates the future PTAL for the Wembley Area Action Plan
regeneration area.
4.19 The map shows that the area from Wembley Town Centre to Wembley Stadium
Station continues to range in PTAL between 6a and 4, however most of the area
scores 5/6. The area that previously scored 5 has increased to level 6a.
Accordingly a significant proportion of the area that scored level 4 has increased
to 5. Higher PTAL levels continue to contour out from the High Road due to
proximity to rail and bus services. The area of the town centre located to the west
of the National Stadium, remains unchanged.
4.20 The level of public transport accessibility around Wembley Park town centre has
also increased, with most of the area scoring either PTAL 5 or 6a. Higher PTAL
scores contour out from Empire Way and Wembley Park station.
4.21 The industrial area of the WAAP; from First Way to the railway lines, is unchanged,
continuing to ranging in PTAL from 1 to 2. This is as a result of remoteness from
public transport nodes. Higher PTAL scores remain in the industrial area south of
the railway lines to the North Circular, where retail superstores are located. This
is as a result of proximity to Neasden where a higher level of public transport
nodes (bus and rail) can be accessed. The remaining Wembley Master Plan area
continues to range in PTAL from 2 to 5, with limited change.
P \Projects\224\5\56\01\GIS\MAPPING\Mapinfo\Workspace s\Revised_PTA L_Map.wrx
e
-
PTAL Legend
LeveiO
Level 1a
Level 1b
Level2
Level3
Level4
LevelS •
Level6a
Recommended Changes to Parking Standards in Wembley
Review of Parking Standards: Recommended Changes to Parking Standards in Wembley ]§ steer davies gleave
Figure 4.6: 2026 PTAL: Wembley Action Plan Regeneration Area Drawn by JAT
Las t updated 11/05/2012
R evision 1
Recommended Changes to Parking Standards in Wembley
34
Controlled Parking Zones
4.22 Figure 4.7 illustrates the boundaries of the Controlled Parking Zones (CPZ) that
operate within the WAAP. These CPZs prioritise long-stay on-street parking for
local residents. Currently, the CPZs are concentrated around Wembley town
centre. In addition, a number of on-street Pay & Display schemes are in operation.
These enable short-stay parking to be available to shoppers to encourage use of
the retail offer.
4.23 This shows existing effort by the borough to deter the generation of unnecessary
car trips, around Wembley town centre, particularly for those making use of public
transport to complete their journey.
4.24 Proposals exist for a Civic Centre CPZ associated with the Wembley Master Plan
development proposals but has not yet been implemented.
4.25 The development of further CPZs should be done in conjunction with the
consideration of future development. Where off-street parking is particularly
restricted, an appreciation of the impact such restrictions will have on the
surrounding streets is necessary.
Key Controlled Parking Zones March 2012
Wembley Growth Area
NC1 NC2
W
NS
Wembll ey C
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2010 TelllleleleAtltlllalalas B.V.V.s.s Hertotogenbosch. Allllllllll riiiigigightsts reserl tl . . t . ll i t ved. .
Review of Parking Standards: Recommended Changes to Parking Standards in Wembley
Recommended Changes to Parking Standards in Wembley
T HY
steer davies gleave
Figure 4.7: Controlled Parking Zones: Wembley Area Action Plan Regeneration Area Drawn by:
JAT
Last updated: 11/05/2012
Revision: 1
P:\Projects\224\5\56\01\GIS\MAPPING\Mapinfo\Workspaces\Revised_CPZ_Updated.wor
Recommended Changes to Parking Standards in Brent
36
5 Benchmarking – Borough Car Parking Standards
Regeneration Exceptions
Overview
5.1 Benchmarking of car parking standards has been undertaken for the following
authorities, which include all of the London Borough's that border LB Brent:
I LB Barnet;
I LB Camden;
I LB Ealing;
I RB Greenwich;
I LB Hammersmith & Fulham;
I LB Haringey;
I LB Harrow;
I RB Kensington & Chelsea;
I LB Merton;
I LB Wandsworth; and
I Westminster City Council.
5.2 These boroughs have been agreed with LB Brent.
Local Development Framework Status
5.3 The LDF is the collection of local development documents produced by the
Council's, which collectively deliver the spatial planning strategy for a borough.
The Core Strategy sets out the vision, objectives and detailed spatial strategy for
future development in the borough along with specific strategic policies and
targets, development management policies and site allocations. The Development
Management Policies Document (DMPD) supports the Core Strategy and London
Plan. It sets out each Council's detailed policies for managing development in their
borough.
5.4 The status of the DMPD's varies by authority, some have adopted DMPDs, and
others are in draft form, having been subject to consultation. A number of
authorities do not have DMPDs. The status of each comparator boroughs DMPD is
detailed in Table 4.1. It also classifies each borough as Inner, Outer or Central
London, in accordance with the London Plan.
5.5 Although a number of the comparator boroughs have used the London Plan
standards across their parking standards, the version that was used in developing
these standards is different across the boroughs. Those whose UDP is still in place,
or who prepared their draft prior to July 2011 will have worked from the original
London Plan, which was first published in 2004, and was updated in 2008. These
boroughs are LB Barnet, LB Ealing, RB Greenwich, LB Haringey, LB Harrow and RB
Kensington & Chelsea. The remaining boroughs have used the Replacement London
Plan as the basis for their standards.
Recommended Changes to Parking Standards in Brent
37
TABLE 5.1 DEVELOPMENT MANAGEMENT POLICIES DOCUMENT STATUS
Borough
London Plan
Designation
Benchmark
Adopted
DMPD
Draft
DMPD
UDP
LB Barnet Outer √
LB Camden Inner √
LB Ealing Outer √
RB Greenwich Inner √
LB Hammersmith & Fulham Inner √
LB Haringey Outer √
LB Harrow Outer √
RB Kensington & Chelsea Inner and Central √
LB Merton Outer √
LB Wandsworth Inner and Central √
City of Westminster Central and Inner √
5.6 Benchmarking has been undertaken to review London Borough (LB) LB Brent's
current car parking standards against comparator borough's standards, capturing:
I The application of regeneration exceptions to car parking standards within a
borough.
5.7 Where authorities have proposed or adopted car parking standards included within
DMPDs the assessment, as detailed above, has been undertaken. Consequently the
following boroughs have been reviewed with regard to their general method,
approach and justification of parking standards:
I LB Barnet;
I LB Camden;
I RB Greenwich;
I LB Hammersmith & Fulham;
I LB Haringey;
I LB Harrow;
I LB Merton;
I LB Wandsworth; and
I Westminster City Council.
5.8 This chapter presents a comparison of the above authorities car parking standards
with the proposed recommendations to LB Brent’s parking standards, where a
regeneration exception has been made for each of the land uses set out in the
March 2012 report.
Recommended Changes to Parking Standards in Brent
38
LB Barnet
5.9 LB Barnet's DMPD was submitted to the Secretary of State in September 2011 for
Examination in Public. The preparation of the Development Management policies
submission document follows two extensive consultations on the development
between autumn 2010 and spring 2011. The Core Strategy was submitted to the
Planning Inspectorate on the 16 August 2011 and a joint Examination in Public was
held in December 2011 for both the Core Strategy and Development Management
Policies documents.
5.10 The Development Management Policies documents that have been reviewed for
this study are:
I Development Management Policies proposed submission document (May 2011);
and
I Pre-Submission Amendments to Development Management Policies (September
2011).
5.11 Also reviewed is the Core Strategy – Submission Stage Development Plan document
(May 2011).
5.12 The key policies relating to LB Barnet's proposed parking standards are:
Core Strategy Policy CS9: Providing Safe, Effective and Efficient Travel aims to
relieve pressure on the transport network in LB Barnet and reduce the impact of
travel whilst maintaining freedom and ability to move at will, as well as
facilitating growth.
Development Management Policy DM17: Travel Impact and Parking Standards
sets the policies on movement that will work towards CS9. Policy G: Parking
Management sets out the policy on parking standards, which is that development
will provide parking in accordance with the London Plan standards, except for
residential development, which will differ from the London Plan for 1 bed (1 to
less than 1 per unit rather than less than 1 per unit). It also states that residential
development with limited/no parking will be considered where the following can
be demonstrated:
I Surveys indicate that there is sufficient on-street parking capacity; or
I Where the proposal is within a CPZ or town centre and surveys indicate there is
not sufficient on-street parking capacity, the roads outside a CPZ which are in
close proximity to the proposal will need to have sufficient capacity to
accommodate parking from development.
Core Strategy Appendix A: ’Saved’ UDP Policies on Brent Cross – Cricklewood –
Policy C8 Parking Standards which sets standards for the regeneration area.
5.13 The general method used to set car parking standards in LB Barnet is the
application of London Plan standards, which is a PTAL based approach for all land
uses except residential development.
5.14 In general LB Barnet accepts the need for a restraint led approach to car parking,
but proposes that this is applied with sensitivity to local circumstances. Hence a
flexible approach to the application of residential standards is proposed, that
takes account of:
Recommended Changes to Parking Standards in Brent
39
I PTAL;
I Parking stress, including level of on-street parking control;
I Population density and parking ownership of surrounding areas;
I Location (i.e. is it a town centre);
I Ease of access by cycling and walking; and
I Other relevant planning or highway considerations e.g. whether it is a
conversion of an existing use.
5.15 LB Barnet also proposes that the LB Brent Cross - Cricklewood regeneration area is
an exception to the standards set out in policy DM17. The suite of saved policies on
Brent Cross - Cricklewood in the UDP will continue to be applied.
5.16 The Brent Cross and Cricklewood regeneration area (see Figure 4.1) is one of
London’s major regeneration schemes, is designed to provide a brand new town
centre, creating over 25,000 new jobs and acting as a catalyst for future economic
growth within LB Barnet.
FIGURE 5.1 BRENT CROSS – CRICKLEWOOD REGENERATION AREA
Source: Core Strategy
Recommended Changes to Parking Standards in Brent
40
5.17 The Brent Cross Cricklewood regeneration area is identified as having capacity for
20,000 jobs and a minimum housing target of 10,000 new homes between 2011 and
2031. Proposals for Brent Cross – Cricklewood as set out in the Development
Framework will transform it into a sustainable new town centre as part of the
wider regeneration of the area complementing the role of other town centres
nearby
5.18 The Brent Cross - Cricklewood regeneration area, as detailed in Figure 4.1, has two
railway stations (Hendon and Cricklewood) and two underground stations (Brent
Cross and Hendon Central on the Northern Line) located on its periphery, but no
stations are provided within it. The A406 North Circular road and the junction with
the M1 are located within its boundaries.
5.19 Consequently much of the Brent Cross - Cricklewood regeneration area suffers from
very low public transport accessibility, with large areas with PTAL scores of less
than 3. There are areas closer to Brent Cross and Hendon Central underground
stations for which the PTAL scores are much higher, though this is only a small
proportion of the overall regeneration area. This is in contrast to the WAAP
regeneration area, as discussed in Chapter 3.
5.20 Table 5.2 sets out the Brent Cross and Cricklewood regeneration area parking
standards as set out in saved UDP Policy C8.
TABLE 5.2 MAXIMUM CAR PARKING STANDARDS FOR THE BRENT CROSS -
CRICKLEWOOD REGENERATION AREA
Land Use Maximum Car Parking Standard
Residential 1 space per unit
Business (B1 or B2) 1 space per 300 m2
Retail, leisure facilities and hotels within
the new town centre
No further parking beyond the 7,600 spaces
that already have planning consent.
Other retail locations in the Cricklewood
and West Hendon town centres
London Plan standards
Hotels outside the town centre
1 space per 2 bedrooms + 1 space per 5 seats
for conference facilities
Existing and new Cricklewood Railway
stations
Parking for disabled passengers and staff and
for pick up and set down purposes.
Other Uses London Plan standards
5.21 The standard set for new housing in Policy C8 is a maximum of one space per unit,
which is the average for residential development across the Regeneration Area.
The stipulation in Policy C8 that there will be no further car parking for retailing
and leisure services in the new town centre to the north of the North Circular Road
is based on the 7,600 spaces that already have planning consent. The stipulation
regarding leisure services is targeted primarily at evening and night time-based
Recommended Changes to Parking Standards in Brent
41
activities, which present opportunities for shared parking with the retail and other
uses within the town centre.
5.22 The residential parking standard is in line with London Plan standards for
residential developments, with an average of 1 space per unit being applied.
5.23 B1 employment use parking standards are set around the midpoint of London Plan
standards for Outer London, which are 1 space per 100-600 m2. B2 employment
parking standards for the regeneration area will provide a higher level of parking
compared to London Plan standards, with a standard of 1 space per 300 m2
compared to 1 space per 500 m2.
5.24 Hotel parking standards outside the town centre will provide a higher level of
parking than if London Plan standards were applied.
5.25 Table 5.3 compares the standards detailed in Table 5.2 with the proposed
recommendations to LB Brent’s car parking standards.
TABLE 5.3 COMPARISON OF MAXIMUM CAR PARKING STANDARDS FOR THE
BRENT CROSS - CRICKLEWOOD REGENERATION AREA WITH LB BRENT’S
PROPOSED STANDARDS
Land Use
Maximum Car Parking Standard
Brent Cross – Cricklewood
Regeneration Area
LB Brent’s Proposed
Non Food Retail (A1)
New Town Centre: No further parking
beyond the 7,600 spaces that already
have planning consent
Cricklewood and West Hendon town
centres: London Plan standards
Major Town Centres: 1/100
Rest of the Borough: 1/50
Food Retail (A1)
New Town Centre: No further parking
beyond the 7,600 spaces that already
have planning consent
Cricklewood and West Hendon town
centres: London Plan standards
Major Town Centres: 1/75
Rest of the Borough: 1/35
Financial &
professional services
(A2)
New Town Centre: No further parking
beyond the 7,600 spaces that already
have planning consent
Cricklewood and West Hendon town
centres: London Plan standards
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
Restaurants and
cafes (A3)
New Town Centre: No further parking
beyond the 7,600 spaces that already
have planning consent
Cricklewood and West Hendon town
centres: London Plan standards
Inner London Town Centres:
operational and disabled
only
Other Town Centres:
through transport
assessment.
Drinking
establishments (A4)
New Town Centre: No further parking
beyond the 7,600 spaces that already
Inner London Town Centres:
operational and disabled
Recommended Changes to Parking Standards in Brent
42
Land Use
Maximum Car Parking Standard
Brent Cross – Cricklewood
Regeneration Area
LB Brent’s Proposed
have planning consent
Cricklewood and West Hendon town
centres: London Plan standards
only
Other Town Centres:
through transport
assessment.
Hot Food takeaways
(A5)
New Town Centre: No further parking
beyond the 7,600 spaces that already
have planning consent
Cricklewood and West Hendon town
centres: London Plan standards
Inner London Town Centres:
operational and disabled
only
Other Town Centres:
through transport
assessment.
Business (B1)
1/300
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
General Industry (B2)
1/300
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
Storage and
Distribution (B8)
London Plan standards
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
Hotel (C1)
New Town Centre: No further parking
beyond the 7,600 spaces that already
have planning consent
Hotels outside New Town Centre: 1/ 2
bedrooms + 1/ 5 seats for conference
facilities
Major Town Centres
Wembley and Kilburn:
employee parking provided
based on transport
assessment
Elsewhere: 1 per 5
bedrooms
Residential
Institutions (C2)
London Plan standards
Hospitals: individual
assessment
Other: 1/10 beds
Residential (C3)
1.0/unit
1 - 2 beds:
PTAL 4-6: 0.75/unit
PTAL 1-3: 1.0/unit
3 beds
PTAL 4-6: 1.2/unit
PTAL 1-3: 1.5/unit
Recommended Changes to Parking Standards in Brent
43
Land Use
Maximum Car Parking Standard
Brent Cross – Cricklewood
Regeneration Area
LB Brent’s Proposed
4 + beds
PTAL 4-6: 1.2/unit
PTAL 1-3: 2.0/unit
Non Residential
Institutions (D1)
London Plan standards
High PTAL: transport
assessment
Elsewhere: 1/10
users/visitors
Assembly and Leisure
(D2)
New Town Centre: No further parking
beyond the 7,600 spaces that already
have planning consent
Use publically available
parking. If required 1/10
users/visitors
LB Camden
5.26 LB Camden's LDF, including the Core Strategy and Development Management
Policies documents replaced their UDP in November 2010. The Development
Management Policies document that has been benchmarked for this study is:
I LB Camden Development Policies - adopted (November 2012).
5.27 The key policies relating to LB Brent's proposed parking standards are:
Core Strategy Policy CS11: Promoting Sustainable and Efficient Travel states
that 'the Council will pursue the delivery of additional transport infrastructure and
promote sustainable transport in order to support growth in the borough, and will
manage the impact of growth on the road network.'
Development Policy DM18: Parking Standards and Limiting the Availability of Car
Parking sets out LB Camden's approach to parking in new development. The
premise is that the key factor in addressing congestion is the limitation of car
parking provision. Therefore LB Camden seeks, through this policy, to minimise the
level of car parking whilst promoting cycle parking, car clubs and electric charging
points. Car free development 'is a way of encouraging car free lifestyles,
promoting sustainable ways of travelling and helping to reduce the impact of
traffic.' This is for both residential and non-residential development.
Development Policy DM19: Managing the Impact of Parking follows on from
DM18, by addressing the impacts in terms of on-street parking and wider
environmental considerations.
5.28 LB Camden therefore looks to ensure that developments will provide the minimum
necessary car parking.
5.29 Although LB Camden has not provided a regeneration exception, it has
distinguished between areas defined as Low Parking Provision Areas and the rest of
the borough and is therefore important to highlight as part of this exercise. This is
Recommended Changes to Parking Standards in Brent
44
a restraint led approach, to ensure that the minimum level of parking is provided
in new development, in order to address congestion.
5.30 Low Parking Provision Areas are defined as:
I Central London Area;
I Town centres of LB Camden Town, Finchley Road/Swiss Cottage, Kentish Town
I Kilburn High Road and West Hampstead; and
I Other areas with CPZs that are easily accessible by public transport.
5.31 The provision of car free development in Low Parking Provision Areas is generally
expected. Where car free/car capped developments are permitted the Council will
support this by:
I Limiting on-site parking to operational and blue badges; and
I Not issue on-street parking permits through a legal agreement.
5.32 Furthermore, the application of car parking standards in the Low Parking Provision
Areas will only be permitted when a developer can demonstrate that it should be
provided. Table 5.4 details the parking standards for areas of Low Parking
Provision, which provide standards that provide lower levels of parking than
London Plan standards.
5.33 LB Camden does provide a level of flexibility to some aspects of the application of
minimum standards, such as where the existing street frontages preclude access to
on-site parking, the Council may consider the potential for designating disabled
parking bays on-street.
Recommended Changes to Parking Standards in Brent
45
TABLE 5.4 MAXIMUM CAR PARKING STANDARDS FOR LB CAMDEN – LOW
PARKING PROVISION AREAS
Land Use Maximum Car Parking Standard
Non Food Retail (A1) 1 space per 1,500 m2
Food Retail (A1) 1 space per 1,500 m2
Financial & professional services (A2) 1 space per 1,500 m2
Restaurants and cafes (A3) 1 space per 1,500 m2
Drinking establishments (A4) 1 space per 1,500 m2
Hot Food takeaways (A5) 1 space per 1,500 m2
Business (B1) 1 space per 1,500 m2
General Industry (B2) 1 space per 1,500 m2
Storage and Distribution (B8) 1 space per 1,500 m2
Hotel (C1) 1 space per 1,500 m2
Residential Institutions (C2) 1 space per 20 beds
Residential (C3) 0.5 spaces per unit
Non Residential Institutions (D1) 1 space per 1,500 m2
Assembly and Leisure (D2) 1 space per 1,500 m2
5.34 Table 5.5 compares the standards detailed in Table 5.4 with the proposed
recommendations to LB Brent’s car parking standards.
Recommended Changes to Parking Standards in Brent
46
TABLE 5.5 COMPARISON OF MAXIMUM CAR PARKING STANDARDS FOR LB
CAMDEN – LOW PARKING PROVISION AREAS WITH LB BRENT’S PROPOSED
STANDARDS
Land Use
Maximum Car Parking Standard
LB Camden Low
Parking Provision
Areas
LB Brent’s Proposed
Non Food Retail (A1)
1/1,500
Major Town Centres: 1/100
Rest of the Borough: 1/50
Food Retail (A1)
1/1,500
Major Town Centres: 1/75
Rest of the Borough: 1/35
Financial & professional
services (A2)
1/1,500
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration exception: 1/75
Restaurants and cafes
(A3)
1/1,500
Inner London Town Centres: operational and
disabled only
Other Town Centres: through transport
assessment.
Drinking establishments
(A4)
1/1,500
Inner London Town Centres: operational and
disabled only
Other Town Centres: through transport
assessment.
Hot Food takeaways
(A5)
1/1,500
Inner London Town Centres: operational and
disabled only
Other Town Centres: through transport
assessment.
Business (B1)
1/1,500
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration exception: 1/75
General Industry (B2)
1/1,500
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration exception: 1/75
Storage and Distribution
(B8)
1/1,500
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration exception: 1/75
Hotel (C1)
1/1,500
Major Town Centres Wembley and Kilburn:
employee parking provided based on transport
assessment
Elsewhere: 1 per 5 bedrooms
Recommended Changes to Parking Standards in Brent
47
Land Use
Maximum Car Parking Standard
LB Camden Low
Parking Provision
Areas
LB Brent’s Proposed
Residential Institutions
(C2)
1/20 beds
Hospitals: individual assessment
Other: 1/10 beds
Residential (C3)
0.5/unit
1 - 2 beds:
PTAL 4-6: 0.75/unit
PTAL 1-3: 1.0/unit
3 beds
PTAL 4-6: 1.2/unit
PTAL 1-3: 1.5/unit
4 + beds
PTAL 4-6: 1.2/unit
PTAL 1-3: 2.0/unit
Non Residential
Institutions (D1)
1/1,500
High PTAL: transport assessment
Elsewhere: 1/10 users/visitors
Assembly and Leisure
(D2)
1/1,500
Use publically available parking. If required 1/10
users/visitors
LB Haringey
5.35 Following revised consultation of the Core Strategy Fundamental Changes, the
additional hearing for LB Haringey's Core Strategy Examination in Public will take
place in February 2012. The Development Management and Site Allocations
Development Plan Document is currently being prepared for the next stage of
consultation, expected to take place later in 2012. Therefore the Development
Management Policies document that has been reviewed for this study is:
I The Development Management Policies draft (May 2010).
5.36 The key policies relating to LB Haringey's proposed parking standards are:
Development Management Policy DMP10 Sustainable Transport, which states
that 'the Council will measures to discourage car usage and ownership such as car
clubs, travel information and marketing, promotion of car sharing, car parking
management.'
Development Management Policy DMP11: Car Free Residential Developments, to be
considered:
I where there are alternative and accessible means of transport available;
I PTAL is between level 4 to 6; and
I A controlled parking zone exists or will be provided prior to occupation of the
development.
Recommended Changes to Parking Standards in Brent
48
Development Management Policy DMP12: Parking for Development, which states
that 'Development proposals will be assessed against the parking standards set out
in Appendix 1. Proposals that do not meet these standards will not normally be
permitted. For larger developments the parking requirement will be assessed on
an individual basis as part of the Transport Assessment or Statement.'
5.37 Although LB Haringey has not provided a regeneration exception, it has proposed
approach to car parking standards that defines areas in the borough as low,
medium and high levels of Public Transport Accessibility, and is therefore
important to highlight as part of this exercise. It defines the areas of accessibility
as:
I Low: PTAL 1-2
I Medium: PTAL 3-4
I High: PTAL 5-6
5.38 This approach is proposed, in order to restrain car use, reduce congestion, give
priority to essential users and people with disabilities, improve the environment,
encourage sustainable regeneration and improve local accessibility.
5.39 Where several different land uses are included in a proposal the parking standards
should be applied to each land use and where possible the shared use of parking is
encouraged.
5.40 Table 5.6 details LB Haringey’s car parking standards by land use.
Recommended Changes to Parking Standards in Brent
49
TABLE 5.6 MAXIMUM CAR PARKING STANDARDS FOR LB HARINGEY
Land Use
Maximum Car Parking Standard
Low PTAL Medium PTAL High PTAL
Non Food Retail (A1) 1 space per 25 m2 1 space per 35 m2
1 space per 40 m2
Food Retail (A1) – less than 2,000
m2
1 space per 20 m2
2 1 space per 35 m 1 space per 45 m2
Food Retail (A1) –2,000 m2 + Through the transport assessment
Financial & professional services
(A2)
This land use should be located in town centres with no on-
site parking.
Outside town centre B1 standards apply
Restaurants and cafes (A3) 1 space per 12 m2 1 space per 15 m2
1 space per 20 m2
Drinking establishments (A4) 1 space per 15 m2 1 space per 30 m2
1 space per 60 m2
Hot Food takeaways (A5)
Less than 20- seats:
More than 20 seats:
None
1 space per 5
seats
None
1 space per 8 seats
None
None
Business (B1)
1 space per 600
m2
1 space per 800 m2 1 space per 1000
m2
General Industry (B2)
1 space per 600
m2
1 space per 800 m2 1 space per 1000
m2
Storage and Distribution (B8)
1 space per 600
m2
1 space per 800 m2 1 space per 1000
m2
Hotel (C1) 2 spaces per 3 bedrooms
Residential Institutions (C2)
Hospitals
Elderly Persons’ Home
Nursing/Convalescence Home
Individual Assessment
1 space per 10 occupants + 1 space per 3 staff
1 space per 5 occupants + 1 space per 3 staff
Residential (C3)
Detached and semi-detached houses: 1.5 spaces per unit
Terraced houses and flats (2 or more beds): 1 space per unit
Flats/Bedsits (1 bed): 0.33 spaces per unit
Non Residential Institutions (D1)
2 spaces per
practitioner + 1
per 2 aux staff
2 spaces per
practitioner + 1
per 1 aux staff
None
Assembly and Leisure (D2)
Individual basis – for large development Transport Assessment
might be required.
5.41 Table 5.7 compares the standards detailed in Table 5.6 with the proposed
recommendations to LB Brent’s car parking standards.
Recommended Changes to Parking Standards in Brent
50
TABLE 5.7 COMPARISON OF MAXIMUM CAR PARKING STANDARDS FOR LB
HARINGEY WITH LB BRENT’S PROPOSED STANDARDS
Land Use
Maximum Car Parking Standard
LB Haringey LB Brent’s Proposed
Non Food Retail (A1)
Low PTAL: 1/25
Medium PTAL: 1/35
High PTAL: 1/40
Major Town Centres: 1/100
Rest of the Borough: 1/50
Food Retail (A1)
Through transport assessment
Major Town Centres: 1/100
Rest of the Borough: 1/50
Financial &
professional services
(A2)
This land use should be located in
town centres with no on-site
parking.
Outside town centre B1 standards
apply
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
Restaurants and
cafes (A3)
Low PTAL: 1/12
Medium PTAL: 1/15
High PTAL: 1/20
Inner London Town Centres:
operational and disabled only
Other Town Centres: through
transport assessment.
Drinking
establishments (A4)
Low PTAL: 1/15
Medium PTAL: 1/30
High PTAL: 1/60
Inner London Town Centres:
operational and disabled only
Other Town Centres: through
transport assessment.
Hot Food takeaways
(A5)
Less than 20 seats:
Low PTAL: none
Medium PTAL: none
High PTAL: none
More than 20 seats:
Low PTAL: 1/25
Medium PTAL: 1/35
High PTAL: none
Inner London Town Centres:
operational and disabled only
Other Town Centres: through
transport assessment.
Business (B1)
Low PTAL: 1/600
Medium PTAL: 1/800
High PTAL: 1/1000
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
General Industry (B2)
Low PTAL: 1/600
Medium PTAL: 1/800
High PTAL: 1/1000
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration
exception: 1/75
Storage and Low PTAL: 1/600 Inner London: 1/800
Recommended Changes to Parking Standards in Brent
51
Land Use
Maximum Car Parking Standard
LB Haringey LB Brent’s Proposed
Distribution (B8) Medium PTAL: 1/800
High PTAL: 1/1000
Outer London: 1/350
Outer London – regeneration
exception: 1/75
Hotel (C1)
2/3 bedrooms
Major Town Centres Wembley and
Kilburn: employee parking
provided based on transport
assessment
Elsewhere: 1 per 5 bedrooms
Residential
Institutions (C2)
Hospitals: individual assessment
Elderly persons home: 1/10
occupants + 1/3 staff
Nursing/Convalescence Home:
1/5 occupants + 1/3 staff
Hospitals: individual assessment
Other: 1/10 beds
Residential (C3)
Detached and semi-detached
houses: 1.5/unit
Terraced houses and flats (2 or
more beds): 1/unit
Flats/Bedsits (1 bed): 0.33/unit
1 - 2 beds:
PTAL 4-6: 0.75/unit
PTAL 1-3: 1.0/unit
3 beds
PTAL 4-6: 1.2/unit
PTAL 1-3: 1.5/unit
4 + beds
PTAL 4-6: 1.2/unit
PTAL 1-3: 2.0/unit
Non Residential
Institutions (D1)
Low PTAL: 2/practitioner
+1/2aux staff
Medium PTAL: 2/practitioner
+1/1aux staff
High PTAL: None
High PTAL: transport assessment
Elsewhere: 1/10 users/visitors
Assembly and Leisure
(D2)
Individual basis – for large
development Transport
Assessment might be required,
which would inform parking
provision.
Use publically available parking. If
required 1/10 users/visitors
Recommended Changes to Parking Standards in Brent
52
LB Wandsworth
5.42 LB Wandsworth's DMPD was formally adopted by the Council on 8 February 2012.
Together with the Core Strategy, this document replaces the Wandsworth Unitary
Development Plan (UDP) 2003, and form the statutory Development Plan for the
borough, along with the London Plan, guiding change for the next 15 years and
beyond. The document that has been reviewed as part of this study is:
I Development Management Policies Document - adopted (February 2012).
5.43 The key policies relating to LB Wandsworth's proposed parking standards are:
Policy DMT 2: Parking and Servicing, which sets out the parameters for parking in
the context of development, as well as policies on car free development and
exemptions from CXPZ permits for new residential development as well as the split
of car parking between affordable and private housing
5.44 LB Wandsworth's approach to determining car parking standards in the borough, is
to strike an appropriate balance between meeting essential parking needs of the
development on site while neither acting as a discouragement to using public
transport nor over spilling onto surrounding streets.
5.45 For retail and leisure developments in town centres, where PTALs are generally
high car parking can only be considered if it is managed to encourage short-stay
use and is available for general town centre use.
5.46 Car clubs are promoted as they help reduce the overall demand for car parking
space, by giving residents, visitors and employees access to a car without the need
for individual car ownership.
5.47 Car-free and low-car development may be permitted where:
I the PTAL is high;
I adequate public transport capacity to accommodate trips generated by the
development (current or proposed);
I Transport Assessments demonstrate that through a combination of Car Club
parking, Travel Plans and any other relevant measures that further car parking
is not required; and
I A minimum number of disabled parking spaces are provided in accordance with
the London Plan.
5.48 It provides a regeneration exception for the Vauxhall and Nine Elms Opportunity
Area for business and industry (B1/B2/B8) land uses, providing 1 space per 1,000
m2 floor space. This is in line with the Central London standard for B1
employment. This standard is also applied by LB Wandsworth to town centres.
5.49 Table 5.8 compares the standards detailed in paragraph 5.48 with the proposed
recommendations to LB Brent’s car parking standards.
Recommended Changes to Parking Standards in Brent
53
TABLE 5.8 COMPARISON OF MAXIMUM CAR PARKING STANDARDS FOR LB
WANDSWORTH WITH LB BRENT’S PROPOSED STANDARDS
Land Use
Maximum Car Parking Standard
LB Wandsworth LB Brent’s Proposed
Business (B1)
1/1000
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration exception: 1/75
General Industry (B2)
1/1000
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration exception: 1/75
Storage and
Distribution (B8)
1/1000
Inner London: 1/800
Outer London: 1/350
Outer London – regeneration exception: 1/75
Recommended Changes to Parking Standards in Brent
54
6 Recommended Car Parking Standards
Introduction
6.1 It is a key objective for borough parking to be in general conformity with the
London Plan and that such standards are set at levels consistent with meeting the
objectives of the NPPF.
6.2 By general conformity, it should be assumed that variations from the London Plan
only occur in specific instances where departures are justifiable in accordance
with either the policies of the plan or the objectives of the borough's LDF. In terms
of such policies and objectives, there are several general considerations that may
give rise to departures, as follows:
I The London Plan allows for flexibility in parking provision where these are
justified in the context of the borough's overall policies for traffic reduction.
I Regeneration of specific areas of opportunity may justify higher levels of
parking in the short term to stimulate inward investment.
I Town centre parking provision should support objectives to enhance vitality and
viability.
I Off-street parking standards should be considered together with on-street
provision in meeting overall policy objectives.
I Cross-boundary consistency of standards may justify higher parking standards in
order to avoid a migration of investment.
I Provision needs to be made in developments for the needs of the disabled.
6.3 Clearly, the London Plan recognises that parking standards need to be set in the
context of transport policies generally, and area-specific initiatives and needs
specifically. Maximum permissible levels of parking will vary with the availability
of public transport, but several other factors need to be considered.
6.4 The parking standards within the existing UDP for Wembley are set out in policy
PS3 Regeneration Exception which allows for an increase of up to a third in parking
in the National Stadium Policy area. This exception has rarely been utilised as
developers have capitalised on the good quality public transport in the area.
6.5 It is proposed that the Wembley Area Action Plan regeneration area is treated as an
exception to the standards set out in the Brent Parking Standards report (see
separate report) will therefore be subject to a the set of car parking standards set
out in this chapter.
6.6 Strategic Objective 8 of the Brent’s Core Strategy is 'to reduce the need to travel
and improve transport choices by:
I Completing first class retail and other facilities in Wembley that reduces the
need to travel to other centres;
I Promoting access to public transport, bicycle or on foot and reducing car
parking standards for growth areas because of their relative accessibility;
I Reducing modal share of car trips to Wembley from 37% towards 25%; and
I Completing at least 5 car free schemes per annum in the plan period.'
Recommended Changes to Parking Standards in Brent
55
6.7 The above analysis has identified a number of characteristics within Wembley that
are material to the parking standards to be adopted. The Wembley Area Action
Plan regeneration area covers the town centres of Wembley and Wembley Park as
well as the Wembley Master Plan area, which includes the stadium and key
development sites around it. Is also includes the industrial area to the east of the
stadium, which extends to the North Circular Road.
6.8 The findings of the Wembley Master Plan transport strategy reviews have
concluded that measures are required to both minimise the need for travel and
secure a substantial travel mode shift away from the private car towards the use
of sustainable transport modes. Modal shift is to be achieved through the provision
of enhanced bus services and facilities, and the implementation of a range of travel
demand management measures.
6.9 Restraining the overall level of parking is an important tool to minimise road
network congestion and encourage travel by other modes. The use of a restrained
level of parking for residential development (0.5 spaces per unit) is cited as being
consistent with this. Moreover the report considers that there is opportunity to
consider further parking restraint for developments which have good public
transport access and access to walking and cycling networks. It also highlights the
need to deliver more car-free developments as they will deliver flexibility to
provide needed spaces elsewhere.
6.10 In order to reduce the proportion of car journeys into Wembley as per the Core
Strategy and WAAP objectives managing parking demand and supply will be
integral. The Framework Parking Strategy for Wembley study found that:
I existing public parking supply is focussed on the town centre, primarily in the
area surrounding Wembley Central station;
I Current demand for parking within the town centre is such that the available
car parks are, in general, poorly utilised; and
I Whilst planned and conceptual developments within the town centre may bring
an increase in demand for town centre parking, it is expected that a level of
over-supply of spaces will remain.
6.11 The standards are qualified by a series of criteria where exceptions may be
granted subject to explicit justification - such as, for example, may be provided by
the transport assessment, provision of a car club etc.
6.12 London Plan standards are only given for the main employment, retail and
residential categories. For other land uses, standards are required that reflect a
uniformity and consistency of approach compatible with overall objectives.
Parking standards and their application are discussed below for all land uses.
6.13 The London Plan now adopts an approach more explicitly based on the Public
Transport Level (PTAL) index as a measure of accessibility. In reviewing standards
for the borough, this approach is now followed.
Recommended Changes to Parking Standards in Brent
56
Overview
6.14 It is accepted that the provision of private off-street parking has a direct influence
on the levels of traffic generated by a new development. It is for this reason that
maximum parking standards are applied to development in line with PPG13,
whether it is residential, commercial or industrial. However, in formulating
policies to restrain traffic, parking standards need to be set in the context of
wider local circumstances and initiatives.
6.15 As discussed earlier, the Wembley WAAP has a range of public transport
accessibility levels within different areas of the WAAP. There are reasonable
grounds therefore to apply differing standards to different areas of the WAAP
based on their accessibility to public transport.
Public Transport Accessibility Level (PTAL)
6.16 Figures 4.5 and 4.6 displayed the current and future (2026) PTAL levels across the
WAAP regeneration area.
6.17 PTAL indices are the most widely recognised form of measuring accessibility to the
public transport network in London. A PTAL index gives an indication of the
relative density of the public transport network at a specific location.
6.18 The accuracy of PTAL calculations is essential, therefore where a PTAL is used to
determine the level of parking provision, a site specific calculation should be used.
PTAL maps should only be used as a guide as the specific score for a site can vary
considerably depending on the location of the main access point. Any applicant
should agree with the borough the PTAL score of a site based on the accepted TfL
methodology. This should also take account of the future PTAL of a site when
public transport enhancements are committed.
6.19 The referencing of much of the standards set out below to public transport
accessibility is a way of ensuring that the any variation that exists in Wembley is
reflected as far as possible in the parking allowances. Alongside the consideration
of access to public transport, these standards should be considered against the
borough's land use policy.
Town Centres
6.20 Given the level of accessibility to public transport in the town centres of Wembley
and Wembley Park (PTAL levels between 4 and 6) there is an expectation that the
provision of any non-residential parking generated by a development above a
threshold of 50 spaces in a location identified in the Framework Parking Strategy for
Wembley as a strategic public parking location will be designated as public parking.
No more than 5 of those spaces could be allocated for the sole use of the
development. It is noted that the supply and location of public parking will be kept
under review and consequently this threshold is for guidance and that it could be
possible to justify a higher level of private parking if there is surplus public parking
available.
6.21 The Framework Parking Strategy for Wembley study found that it is expected that
there will be a level of over-supply of public parking within Wembley town centre.
Therefore any additional private parking for non-residential uses will need to be
Recommended Changes to Parking Standards in Brent
57
very carefully justified, through a transport assessment, to show that there will
not be any adverse impact.
Flexibility
6.22 It is recommended that a level of flexibility to some aspects of the application of
parking standards, such as where the existing street frontages preclude access to
on-site parking, the Council may consider the potential for designating disabled
parking bays on-street.
6.23 It is also recommended that flexibility in the application of standards at certain
locations is also proposed, particularly in town centres, where it's difficult to meet
parking requirements - and therefore the provision of car free/limited parking
could help reduce parking congestion for other town centre users.
Car Free or Limited Parking Provision Developments
6.24 New developments in the most accessible parts of Wembley will be encouraged to
be car free. This should be in areas where there are Controlled Parking Zones
(currently in existence or to be in place prior to occupation), and where they are
supported by a high level of public transport accessibility. It will be necessary for
these proposals to be supported by a parking survey that demonstrates that there
is sufficient on-street capacity and that it doesn't result in parking stress in a wider
area.
6.25 Car free or limited parking provision for residential developments will be
encouraged in locations with a PTAL between 4 to 6 and will be considered in
locations with a PTAL between 1 and 3 with respect to the achievement of certain
criteria, namely:
I Controlled parking zone in existence or to be in place prior to the occupation of
the development;
I Where occupants are unlikely to need a car;
I Quality of life criteria such as access to amenities are satisfied;
I Adequate blue badge parking provided;
I Where limited parking is provided, sufficient parking is provided to meet
social/affordable tenants essential needs; and
I Use a legal agreement to ensure that future occupants are aware they are not
entitled to on-street parking permits.
Elderly Persons Accommodation
6.26 It is recommended that where developments are designed as accommodation
specifically for elderly persons, there is a reduction in the levels of parking
provided. In these types of development, there is lower demand for parking by
residents. This must be assessed on an individual basis through a transport
assessment. Operational and disabled car parking spaces must still be provided.
Mixed Use Developments
6.27 It is recommended that in mixed use developments the shared use of spaces is
encouraged, where practical.
Recommended Changes to Parking Standards in Brent
58
Car Club and Car Pools
6.28 It is recommended that car club and car pools are encouraged in new
developments to reduce the need for car ownership. It is likely that that a car club
space will be required for residential developments which provide a 100 or more
units. Contributions to car clubs and pool car schemes in place of private parking
in new developments will be encouraged borough wide to remove the need for car
ownership. Contributions to car club membership for residents will be sought
through a Section 106 agreement.
Electric Charging Points
6.29 It is recommended that the provision of electric charging points is encouraged to
support air quality objectives. Contributions towards the provision of on-street
electric vehicle recharging points (to be implemented in the vicinity of the
development) will be considered where on-site parking is not provided or access is
restricted.
Motorcycle Parking
6.30 The demand for motorcycle parking should be identified in the transport
assessment, and an appropriate level of parking provided in new developments.
Where practical there should be the potential to convert car parking spaces to
motorcycle spaces should they be required following occupation - this will be
monitored through a Travel Plan.
No Standard
6.31 If a development is not specifically covered by a standard, the level of parking will
be determined by the nature of the development and the likely level of demand
generated, taking into account the level of public transport accessibility, the
presence of on-street parking controls and other local characteristics.
Travel Plans
6.32 Travel Plans should be used to monitor and control parking levels over time where
private car use is to be reduced. Travel Plan measures will include the continuous
review of the parking levels, with a reduction over time where possible. The re-
development of parking areas will be considered where a Travel Plan has enabled a
reduction in parking demand.
Employment Use Classes
6.33 The Review of LB Brent’s Parking Standards recommends that employment
standards should fall within the London Plan range of standards for B1 and be
applied to all employment uses. Table 6.1 summarises the proposed standards,
including a proposed regeneration exemption for growth areas (which is subject to
verification in the Transport Assessment).
Recommended Changes to Parking Standards in Brent
59
TABLE 6.1 LB BRENT: RECOMMENDED EMPLOYMENT MAXIMUM CAR PARKING
STANDARDS
Location
Definition Maximum Parking
Standard
Inner Brent
South-east of Dudding Hill
railway line
1 space per 800 m2 gross
floor space
Outer Brent
North-west of Dudding Hill
railway line
1 space per 200 m2 gross
floor space
Regeneration exception
Opportunity and growth
areas
1 space per 100 m2 gross
floor space
6.34 The principle of discouraging journeys to work by private car applies to the WAAP.
Where parking is to be provided, the standards given in Table 6.2 should be
applied. The proposed standards reflect the Outer Brent proposed standard for
areas within the WAAP with a PTAL of 1 to 3. The standards are reduced for areas
with a PTAL of 4 to 6. The provision of parking in new developments below the
standards set out in Tables 6.2 is encouraged (see car free/car capped section).
TABLE 6.2 WEMBLEY: RECOMMENDED EMPLOYMENT MAXIMUM PARKING
STANDARDS
PTAL
Maximum Parking Standard
B1 A2 B2 and B8
1-3
1 space per 200 m2 gross
floor space
1 space per 200 m2 gross
floor space
1 space per 200 m2 gross
floor space
4-6
1 space per 400 m2 gross
floor space
No additional parking –
use existing public supply
1 space per 400 m2 gross
floor space
6.35 In accordance with the London Plan exception for Outer London borough locations,
which allows for higher levels of parking in defined circumstances, it is proposed
that more generous parking standards than those set out in Table 6.2 could be
acceptable, provided the following criteria can be demonstrated:
I Ensuring no significant adverse impacts on congestion or air quality;
I A lack of existing on or off-street parking spaces;
I A commitment by the developer to provide space for electric and car club
vehicles, bicycles and parking for disabled people above the minimum
thresholds; and
I A binding commitment via a Travel Plan to reduce more generous provision over
time.
Recommended Changes to Parking Standards in Brent
60
Retail Parking
6.36 The provision of public parking in town centre areas in order to attract retail
development needs to be balanced with the need to deter unnecessary car trips.
The London Plan is most prescriptive when dealing with retail parking standards.
However, it also states that standards should be consistent across town centre
areas to avoid variations in parking over small areas.
6.37 The Framework Parking Strategy for Wembley concluded that despite an increase
in demand forecast from both planned and conceptual developments within the
town centre (which may increase demand for town centre parking), it is expected
that a level of over-supply of spaces will remain. Therefore the provision of
shared-use parking will be encouraged. Also any additional private parking for non-
residential uses within Wembley town centre will need to be very carefully
justified, through a transport assessment, to show that there will not be any
adverse impact.
6.38 Given the level of accessibility to public transport in the town centres of Wembley
and Wembley Park (PTAL levels between 4 and 6) there is an expectation that the
provision of any non-residential parking generated by a development above a
threshold of 50 spaces in a location identified in the Framework Parking Strategy for
Wembley as a strategic public parking location will be designated as public parking.
No more than 5 of those spaces could be allocated for the sole use of the
development. It is noted that the supply and location of public parking will be kept
under review and consequently this threshold is for guidance and that it could be
possible to justify a higher level of private parking if there is surplus public parking
available.
A1 Retail
6.39 The Review of LB Brent’s Parking Standards (October 2012) recommended that for
town centres located in the area of the borough classified as Inner London, more
restrictive maximum standards are applied to A1 retail. Lower parking provision in
these town centres is reflective of the levels of public transport accessibility
compared with the rest of the borough. Table 6.3 details these standards.
TABLE 6.3 LB BRENT: RECOMMENDED MAXIMUM A1 RETAIL PARKING
Retail Land Use
Maximum Standard
Major Town Centres Rest of the Borough
Food – up to 500 m2 1 space per 200 m2 gross floor space 1 space per 100 m2 gross floor space
Food – up to 2,500 m2 1 space per 120 m2 gross floor space 1 space per 60 m2 gross floor space
Food – over 2,500 m2 1 space per 60 m2 gross floor space 1 space per 30 m2 gross floor space
Non Food 1 space per 100 m2 gross floor space 1 space per 50 m2 gross floor space
Garden Centre 1 space per 100 m2 gross floor space 1 space per 50 m2 gross floor space
Town Centre/Shopping
Mall/Department Store
1 space per 100 m2 gross floor space
1 space per 50 m2 gross floor space
Recommended Changes to Parking Standards in Brent
61
6.40 It is proposed that more restrictive standards are applied within the WAAP
regeneration area, given accessibility to public transport and the availability of
public parking. Consequently the major town centre standard has been applied to
the areas of the WAAP with lower PTAL (1-3). This standard has been reduced by
50% for areas with good transport accessibility (PTAL 4-6). It is acknowledged that
larger food retail developments have a greater need for car trips and therefore the
more generous standards for this land use for LB Brent have been retained for
Wembley. Table 6.4 details these standards.
6.41 Where there is existing public parking available in the vicinity of the site, for
example within Wembley town centre, there should be a reduction from the
maximum standards. A full assessment of existing parking will be required as part
of the transport assessment to justify any additional parking requirements.
TABLE 6.4 WEMBLEY: RECOMMENDED MAXIMUM A1 RETAIL PARKING
Retail Land Use
Maximum Standard
PTAL 1-3 PTAL 4-6
Food – up to 500 m2 1 space per 200 m2 gross floor space 1 space per 100 m2 gross floor space
Food – up to 2,500 m2 1 space per 120 m2 gross floor space 1 space per 60 m2 gross floor space
Food – over 2,500 m2 1 space per 60 m2 gross floor space 1 space per 30 m2 gross floor space
Non Food 1 space per 100 m2 gross floor space 1 space per 50 m2 gross floor space
Garden Centre 1 space per 100 m2 gross floor space 1 space per 50 m2 gross floor space
Town Centre/Shopping
Mall/Department Store
1 space per 100 m2 gross floor space
1 space per 50 m2 gross floor space
A3/A4/A5 Food and Drink Establishments
6.42 Food and drink premises will be located with the town centres and have been
assigned a lower level of parking provision within the WAAP. Given the higher
levels of public transport accessibility at both town centre locations and the
availability of public parking, no additional parking will be provided over and
above operational and disabled parking requirements. This is in line with London
Plan standards and in accordance with neighbouring boroughs.
Residential Parking Provision
6.43 A balance should be achieved for residential parking provision between the needs
of residents to park off-street and the objective to not encourage an increase in
parking amongst residents by providing excessive parking facilities.
6.44 The London Plan does not differentiate between areas of London or access to
public transport within the standards provided. The levels of parking are
determined solely by the size of the units proposed.
Recommended Changes to Parking Standards in Brent
62
6.45 The Review of LB Brent Parking Standards recommends that residential parking
standards are related to public transport accessibility but within the London Plan
recommended standards, as detailed in Table 6.5. It is recommended that that this
is also the case for residential parking standards in the WAAP regeneration area.
TABLE 6.5 LB BRENT: RECOMMENDED RESIDENTIAL MAXIMUM CAR PARKING
STANDARDS
PTAL
Housing Type
4+ beds 3 beds 1-2 beds
1-3 2.0 spaces per unit 1.5 spaces per unit 1.0 spaces per unit
4-6 1.2 spaces per unit 1.2 spaces per unit 0.75 spaces per unit
6.46 The benchmarking exercise of consented schemes has identified that the
application of standards by LB Brent's Development Control team for residential
developments in the WAAP demonstrates that an average standard of approximately
0.5 spaces per residential unit has been applied (see Chapter 8) and Table 6.6
which summarises the results of this assessment.
TABLE 6.6 WEMBLEY AREA ACTION PLAN REGENERATION AREA CONSENTED
SCHEMES: AVERAGE RESIDENTIAL PARKING STANDARD
Scheme Units Spaces Average Standard
Ada Lewis House 84 33 0.39
Wembley Central 223 81 0.36
Elizabeth House 115 66 0.57
Elm Road 121 54 0.45
Quintain 1,300 650 0.50
Shubette House 158 110 0.70
Forum House 286 132 0.46
Total 2,287 1,126 0.49
The above comparison suggests that a de facto standard of about 0.5 spaces per
unit has been applied in the Wembley area in recent years. Consequently, the
recommended standards for Wembley assume some reduction from the proposed
borough standards but with flexibility for higher levels of parking for larger units.
Recommended Changes to Parking Standards in Brent
63
TABLE 6.7 WEMBLEY: RESIDENTIAL MAXIMUM CAR PARKING STANDARDS
PTAL
Housing Type
4+ beds 3 beds 1-2 beds
1-3 1.0 spaces per unit 0.75 spaces per unit 0.50 spaces per unit
4-6 0.60 spaces per unit 0.60 spaces per unit 0.40 spaces per unit
6.47 The proposed standards have been tested for robustness as detailed in Table 6.8.
This test assumes that of the total 11,500 new homes are provided in Wembley by
2026 and that 80% of these are located in areas within the PTAL 4-6 range and 20%
are located in areas within the PTAL 1-3 range. It also assumes that following split
of beds:
I 1 bed: 25%
I 2 beds:35%
I 3 beds:30%
I 4+ beds:10%
TABLE 6.8 WEMBLEY: RESIDENTIAL MAXIMUM CAR PARKING STANDARDS
VALIDATION
PTAL
New
Homes
Number of Parking Spaces by Housing Type Average
Parking
Standard
4+ beds
3 beds
1-2 beds Total
1-3 2,300 230 518 690 1438
0.50
spaces
per unit
4-6 9,200 690 1380 2208 4278
Total 11,500 920 1898 2898 5716
6.48 Table 6.8 illustrates that based on the assumptions detailed in paragraph 6.47 the
application of the proposed parking standards detailed in Table 6.8 generates an
average standard of 0.5 spaces per unit in line with consented schemes.
Parking for Hotels (C1)
6.49 It is recognised that hotel developments can generate additional car trips and
parking demand. The benchmarking undertaken of comparator boroughs has found
that where a standard other than the London Plan has been specified, a relatively
common level of parking provision for hotels based on the number of bedrooms in
the development has been proposed.
6.50 It is proposed that the following standards, in accordance with the London Plan are
adopted for new hotels:
I PTAL 4-6: operational and disabled parking provision only with minor exceptions
where warranted;
Recommended Changes to Parking Standards in Brent
64
I PTAL 1-3: additional parking allowable up to 1 space per five bedrooms if
justified by a transport assessment.
6.51 When considering the justification for additional parking, the following criteria
should be applied:
I Parking is not available in nearby public car parks, and;
I Parking spaces provided on-site should be made publicly available wherever
feasible.
6.52 Only operational and disabled parking should be provided for new hotels in the
Major Town Centre of Wembley. By “Town Centre” here, we are defining this as
the new town centre area as defined within the Wembley Area Action Plan as the
traditional town centre area plus the town centre area within the new masterplan
area, as shown on the map on page 66 of the Wembley Area Action Plan
6.53 It is recommended that a minimum of one coach parking space should be provided
for every 100 bedrooms where justified given the proximity to Wembley National
Stadium. This is a lower provision than London Plan standards. This
recommendation is flexible and should be justified within a Transport Assessment.
6.54 This standard is consistent with the proposed standards for LB Brent (see separate
report).
Parking for Residential Institutions (C2)
6.55 This land use covers both hospitals and residential schools and colleges, which
have differing parking requirements. The London Plan does not specify detailed
parking standards for residential institutions. The benchmarking of comparator
boroughs shows varying ways of dealing with these land-uses.
Hospitals
6.56 It is proposed that hospitals should be assessed individually due to the differing
nature of the parking demands depending on the range of treatments offered. It is
considered that parking for visitors should not be encouraged but there is a higher
level of operational parking required than for other large institutions.
6.57 A Travel Plan should be developed in order to ensure that visitor and employee
parking is managed.
6.58 Where existing hospitals are subject to developments or refurbishments, the
existing levels of parking should be the starting point with any additional
requirements justified through a Transport Assessment.
6.59 This standard is consistent with the proposed standards for LB Brent (see separate
report).
C2 Other
6.60 Other residential institutions such as halls of residence and residential schools and
colleges should base the parking provision on the number of bedrooms. It is
proposed that a maximum standard of one space per 10 beds is applied. Further
visitor parking may be acceptable provided adequate justification is provided
within a Transport Assessment.
Recommended Changes to Parking Standards in Brent
65
6.61 Where the development is for the provision of student halls of residence, in line
with recent consented schemes, the borough would seek car free schemes, due to
the low levels of car ownership amongst students.
6.62 This standard is consistent with the proposed standards for LB Brent (see separate
report).
Parking for Non Residential Institutions (D1)
6.63 This category covers places of worship, health centres, nurseries and museums all
with varying parking requirements. It must be demonstrated that the parking
provision proposed for a new D1 development can cater for the worst case but also
does not encourage the use of the private car to access where alternative modes
would be used.
6.64 For all D1 uses it is proposed that 1 car parking space is provided per 10
users/visitors on site at any time. However for developments in situated in high
PTAL locations parking provision should be justified by a transport assessment.
Longer stay visitor parking should be deterred.
6.65 Where venues provide a total capacity over 500 patrons, it is proposed that the
level of parking is determined on an individual basis, subject to a detailed
transport assessment.
6.66 A separate standard is proposed for schools:
I PTAL 1-3: one car parking space per 5 staff; and
I PTAL 4-6: operational and disabled provision only, unless otherwise justified
through a transport assessment.
6.67 This standard is consistent with the proposed standards for LB Brent (see separate
report).
Parking for Assembly & Leisure (D2)
6.68 This category covers cinemas, bingo halls and theatres along with leisure centres,
swimming pools and gymnasiums.
6.69 The London Plan states that "In locations with a PTAL of 4 -6, on-site provision
should be limited to operational needs, parking for disabled people and that
required for taxis, coaches and deliveries/ servicing. In locations with a PTAL of 1-
3, provision should be consistent with objectives to reduce congestion and traffic
levels and to avoid undermining walking, cycling or public transport."
6.70 The benchmarking exercise found that standards for this use vary; with some
boroughs requiring standards to be determined through a transport assessment and
others provided standards based on the number of uses.
6.71 Applicants are encouraged to make use of existing publically available parking
spaces before making on-site provision. Where on-site provision is required, it is
proposed that 1 car parking space is provided per 10 users/visitors on site at any
time. Where venues provide a total capacity over 500 patrons, it is proposed that
the level of parking is determined on an individual basis, subject to a detailed
transport assessment.
Recommended Changes to Parking Standards in Brent
66
6.72 This standard is consistent with the proposed standards for LB Brent (see separate
report).
Disabled Parking
6.73 It is proposed that for new residential developments a minimum of 5% of parking
spaces provided for private units should be dedicated to disabled use. 10% of
parking spaces provided for affordable units should be dedicated to disabled use.
6.74 For all other uses a minimum of 5% of parking spaces provided should be dedicated
to disabled use.
Recommended Changes to Parking Standards in Brent
67
7 Recommended Cycle Parking Standards
7.1 It is proposed that the cycle parking standards provided in the London Plan – Early
Alterations (2011), will be adopted by LB Brent within the WAAP regeneration.
7.2 The cycle parking standards in the 2004 UDP were reviewed to ensure consistency
with the London Plan. In general for most land uses the 2004 UDP cycle parking
standards were similar to those currently in the London Plan.
7.3 Policy 6.1(b) of the London Plan seeks to improve the capacity and accessibility of
public transport, walking and cycling, particularly in areas of greatest demand,
and states that boroughs should use the standards contained in the Plan to set
their local minimum cycle parking standards. The London Plan standards reflect a
continuing growth in cycle use in London and seek to ensure that minimum levels
of parking are provided to facilitate this.
7.4 The London Plan levels are considered appropriate for Brent, and it is not
considered that separate standards are needed for Wembley, but where the UDP
contained an allowance for more generous standards for visitor cycle parking
provision, these have been retained. In adopting this approach, the proposed
standards are consistent with both the London Plan and existing borough policy.
The resulting proposed cycle parking standards are presented in Table 9.1. These
are in accordance with the standards proposed within the LB Brent Review of
Parking Standards (see separate report).
7.5 Cycle parking should be designed and located in accordance with best practice
guidance, so that it is fully accessible, convenient and secure. Longer stay cycle
parking should be weather protected.
7.6 Contributions to off-site cycle parking may be sought if these minimum standards
are not achieved on-site.
7.7 Lower standards can be provided for residential institutions if the visitors are
unlikely to cycle due to age, disability. Also exceptions can be made where
dwellings will be solely available to occupants unlikely to use cycles due to
disability.
7.8 Consideration may be given, on a site by site basis, to the provision of cycle hire
spaces in lieu of visitor cycle parking.
7.9 Applicants are welcome to propose innovative ideas for cycle parking, within the
context of providing fully accessible, convenient and secure cycle provision.
Recommended Changes to Parking Standards in Brent
68
TABLE 7.1 RECOMMENDED CYCLE PARKING STANDARDS
Use Class Existing UDP (2004) Cycle Parking
Standards
Recommended Cycle Parking Standards Comments / Consistency with London
Plan
1 Space per square metre of gross floor place (unless otherwise stated)
A1 – Food
1/125 Out of centre 1/350 for staff and visitors
In centre 1/125 for staff and visitors
Updated for consistency with London Plan
(July 2011)
A1 – Non Food
1/300 Out of centre 1/500 for staff and visitors
In centre 1/300 for staff and visitors
Updated for consistency with London Plan
(July 2011)
A2 (Financial Services)
1/125 (minimum of 2 spaces) 1/125 for staff and visitors
Updated for consistency with London Plan
(July 2011)
A3 – A5
Cafes & Restaurants
Pubs & Wine Bars
Takeaways
1 space per 20 seats (minimum of 2
spaces)
1/100
1/50
1 per 20 staff + 1 per 20 customers
1/100 for staff and visitors
1/50 for staff and visitors
Updated for consistency with London Plan
(July 2011)
B1 (Business)
Business offices
Light industry and
research and development
1/125
1/500
1/125 for staff and visitors
1/250 for staff and visitors
London Plan (July 2011) standard is 1/250
across all B1 types. UDP standard retained
as more generous for business offices
B2-B8 (General Industry
and Storage &
Distribution)
1/500
1/500 for staff and visitors
No change, London Plan consistent with
UDP
Recommended Changes to Parking Standards in Wembley
C1 (Hotels)
No standard 1 per 10 staff + minimum 2 spaces for
visitors
Updated for consistency with London Plan
(July 2011) plus additional standard for
visitors
C2 (Residential
Institutions)
Care Homes/ secure
accommodation
Hospitals
Student accommodation
1 space per 8 staff
No standard
1 space per 2 students
1 per 3 staff + minimum 2 spaces for
visitors
1 per 5 staff + 1 per 10 visitors
1 per 2 beds + 1 per 10 visitors
Updated for consistency with London Plan
(July 2011) plus additional standard for
visitors
Updated for consistency with London Plan
(July 2011) No precedent within London Plan (July
2011) – UDP standard retained and visitor
parking requirement aligned with the
standard for other types within this use
class
C3 (Dwellings)
1 space per unit (normal)
1 space per 5 staff (sheltered)
1 per 1 or 2 bed unit for residents + 1 per
40 units for visitors 2 per 3 bed or more unit + 1 per 40 units
for visitors
Updated for consistency with London Plan
(July 2011) plus additional standard for
visitors
D1 (Non-residential
institutions)
Recommended Changes to Parking Standards in Brent
68
69
Recommended Changes to Parking Standards in Brent
Nurseries and
Primary/Secondary School
University/Colleges
Other e.g. libraries,
dentist, church
Health facilities/clinics
1 per 10 staff/student
1 per 8 staff/student
Libraries: 1 space per 10 staff + 1 space
per 10 visitors
Dentist: 1 space per 5 staff + 1 space per 5
visitors
1 space per 5 staff and 1 space per 5
visitors
1 per 10 staff + 1 per 10 students
1 per 8 staff + 1 per 8 students
1 per 10 staff + 1 per 10 visitors
1 per 10 staff + 1 per 10 visitors
Updated for consistency with London Plan
(July 2011) plus additional standard for
visitors
Updated for consistency with London Plan
(July 2011) plus additional standard for
visitors
Updated for consistency with London Plan
(July 2011) More generous than the London Plan
requirement but less generous than the
UDP standard
D2 (Assembly & Leisure)
Other e.g. cinemas, bingo
etc.
Sports e.g. sports hall,
swimming bath,
gymnasium etc.
1 space per 50 seats (2 min)
1 space per 10 staff + 1 space per 5 staff
for visitors
1 per 20 staff + 1 per 50 seats
1 per 10 staff + 1 per 10 visitors
Updated for consistency with London Plan
(July 2011)
London Plan standard is 1 per 120 staff + 1
per 20 peak period visitors. UDP standard
retained but visitor requirements made
less generous towards London Plan
Sui generis
As per most relevant standard e.g. casino
and theatre – D2
Stations
To meet local demand To be considered on a case by case basis
through liaison with TfL.
Recommended Changes to Parking Standards in Brent
70
8 Consented Development Sites
Overview
8.1 Several consented development sites were agreed with LB Brent for review:
I Ada Lewis House (08/3370);
I Brent Civic Centre (09/2450);
I Wembley Central Square (03/3765);
I Crescent House (08/2672);
I Dexion House (11/0142);
I Elizabeth House (09/2506);
I Elm Road Car Park (03/3727);
I Karma House (05/0626);
I Fulton House (08/2633);
I Quintain NW Lands (10/3032);
I Shubette House (08/3009);
I Victoria Hall (07/2772);
I Forum House (05/2949); and
I LDA Lands (04/040379).
8.2 These are consistent with the sites reviewed as part of the Framework Parking
Strategy for Wembley.
Ada Lewis House
8.3 The Ada Lewis House development (planning application 08/2633) was granted full
planning permission on the 06 April 2009. The scheme comprises 84 residential
units. The scheme has been constructed.
8.4 The development is located on Empire Way, on the fringe of the Wembley Area
Action Plan area, west of the Stadium. The current PTAL for the site is 5 and will
increase to 6a in 2026.
Car Parking
8.5 Table 8.1 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
73
TABLE 8.1 ADA LEWIS HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of
Spaces
Car Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number of
Spaces
Residential
Not
stated
36
0.39 spaces
per unit
(average)
33
0.50
spaces per
unit
(average)
42
Source: Ada Lewis House Decision Notice (06 April 2009) and Committee Report (24 February 2009)
8.6 The committee report highlights that the provision of 33 spaces accords with LB
Brent's car parking standards for this use. It is at a level below the UDP maximum
standards (36 spaces) and is in accordance with the policy objectives to reduce the
provision of parking in areas with good to very good access to public transport.
Cycle Parking
8.7 Table 8.2 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.2 ADA LEWIS HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Residential Not stated Not stated Not stated 85
Source: Ada Lewis House Decision Notice (06 April 2009) and Committee Report (24 February 2009)
Council Requirements
8.8 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.9 Residents will not be able to apply for parking permits.
8.10 Three car-club parking spaces to be provided.
Brent Civic Centre
8.11 The Brent Civic Centre development (planning application 09/2450) was granted
full planning permission on the 22 March 2010. The scheme comprises 14,527 m2
administrative office space (B1), 1,755 m2 library/council services centre (D1/A3),
1,894 m2 community hall and winter garden (D1/D2), civic hall and 1,087 m2
committee rooms (D1), 659 m2 registrar’s office (D1), 699 m2 members
accommodation (B1), 372 m2 café (A3) and 1,200 m2 retail/office space
(A1/A2/B1). The scheme is under construction and is due to be completed in 2013.
Recommended Changes to Parking Standards in Brent
72
8.12 The development is located on the north side of Engineers Way directly opposite
the Wembley Arena and Arena Square, an area of privately owned public open
space within the Quintain Stage 1 site area. It is within the Wembley Area Action
Plan area, to the north of the Stadium. The current PTAL for the site is 5 (at the
time of application was 4) and will be 5 in 2026.
Car Parking
8.13 Table 8.3 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.3 BRENT CIVIC CENTRE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of
Spaces
Car
Parking
Standard
Number
of
Spaces
Car
Parking
Standard
Number
of
Spaces
Administrative
Offices
Not
reported
Not
reported
Not
reported
158
1 space per
600 m2
24
Library/Council
Services Centre
1 space per
10 users
Community Hall
and Winter Garden
1 space per
10 users
Civic Hall and
Committee Rooms
1 space per
10 users
Registrar’s Office
1 space per
10 users
Members
Accommodation
1 space per
600 m2
1
Café
Operational
and
disabled
only
Retail/Office
1 space per
600 m2/
1 space per
150 m2
1/4
Source: Brent Civic Centre Decision Notice (22 March 2010) and Committee Report (16 March 2010) and
LB Brent spread sheet
8.14 The committee report highlights that the provision of 158 spaces accords with LB
Brent's UDP and London Plan car parking standards for these uses. The number of
spaces represents a significant reduction in the number spaces when compared
with those available at the buildings currently occupied by the Council. The
Recommended Changes to Parking Standards in Brent
74
reduction is supported by Travel Plan measures. It also states that the provision of
12 disabled bays (8%) also exceeds the minimum UDP requirement of 5%.
8.15 Condition 20 of the consent states that the development shall not commence until
a scheme to establish a Controlled Parking Zone within the vicinity of the site has
been submitted to and approved in writing' with LB Brent.
Cycle Parking
8.16 Table 8.4 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.4 BRENT CIVIC CENTRE CYCLE PARKING STANDARDS: COMPARISON
OF PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Administrative Offices
Not reported
Not reported
Not reported
250
Library/Council Services
Centre
Community Hall and
Winter Garden
Civic Hall and Committee
Rooms
Registrar’s Office
Members Accommodation
Café
Retail/Office
Source: Brent Civic Centre Decision Notice (22 March 2010) and Committee Report (16 March 2010)
8.17 The committee report highlights that the provision of 250 spaces, of which 150 are
secure spaces for staff and 100 are publically available spaces, accords with LB
Brent's UDP and London Plan cycle parking standards.
Council Requirements
8.18 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.19 A detailed car park management plan to be submitted and approved by LB Brent to
prevent overspill parking in the surrounding area.
8.20 A Controlled Parking Zone within the vicinity of the site is also required.
Wembley Central Square
8.21 The Wembley Central Square development (planning application 03/3765) was
granted full planning permission on the 13 October 2005. The scheme is a mixed
Recommended Changes to Parking Standards in Brent
75
use development comprising 3,209 m2 existing and 7,440 m2 new retail, food and
drink uses, 2,172 m2 leisure, 223 residential units and a 120 bed hotel. The
majority of the scheme has been built, with the final stage including the hotel to
be completed in 2013.
8.22 The development is located on Wembley High Road, located within the Wembley
Area Action Plan area, within the town centre above Wembley Central station. The
current PTAL for the site is 6a (and at time of permission) and will continue to
score 6a in 2026.
Car Parking
8.23 Table 8.5 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.5 WEMBLEY CENTRAL SQUARE CAR PARKING STANDARDS:
COMPARISON OF PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
AND THE PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number
of Spaces
Retail
Not
reported
78
Not
reported
270
1 space per
100 m2
74
Food and
drink
Not
reported
Not
reported
Operational
and
disabled
only
Leisure
1 space
per 60
patrons +
1 space
per 5 staff
Not
reported
1 space per
10 users
Hotel
Not
reported
24 + staff
Operational
and
disabled
only
12
Residential
Not
reported
143
0.36
spaces per
unit
(average)
81
0.50 spaces
per unit
(average)
112
Source: Wembley Central Square Decision Notice (13 October 2005), Committee Report (08 April 2004)
8.24 The committee report highlights that the provision of the spaces detailed in Table
8.5 accords with LB Brent's UDP car parking standards for these uses. The number
of public car park spaces represents a reduction when compared with those
available in the existing car park. The reduction in residential parking is supported
Recommended Changes to Parking Standards in Brent
76
because of its town centre location, the provision of a CPZ and very good public
transport access. The council requests that a Section 106 agreement is entered
into to remove the right of residents to apply for on street parking permits in the
area to ensure that overspill parking does not lead to congestion or parking
problems in the area. Also a contribution to a car club on site is deemed
beneficial.
8.25 Condition 3 of the consent requires a car park management plan.
8.26 Two coach parking spaces are required for the hotel.
Cycle Parking
8.27 Table 8.6 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.6 WEMBLEY CENTRAL SQUARE CYCLE PARKING STANDARDS:
COMPARISON OF PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Retail
Not reported
Not reported
Not reported
50 Food and drink
Leisure
Hotel Not reported Not reported Not reported Not reported
Residential 1 space per unit 223 1 space per unit 223
Source: Wembley Central Square Decision Notice (13 October 2005) and Committee Report (08 April
2004)
8.28 The committee report highlights that the provision of 223 residential spaces
accords with LB Brent's UDP.
Council Requirements
8.29 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.30 A detailed car park management plan to be submitted and approved by LB Brent to
ensure short stay parking is maintained.
8.31 Also included in the Section 106 agreement is the removal of the right of residents
to apply for on street parking permits in the area to ensure that overspill parking
does not lead to congestion or parking problems in the area. Plus a contribution to
a car club on site.
Crescent House
8.32 The Crescent House development (planning application 08/2672) was granted full
planning permission on the 30 March 2009 for an educational facility (D1),
including performance space and ancillary hair and beauty salons.
Recommended Changes to Parking Standards in Brent
77
8.33 The development is located on the south-eastern side of Wembley Park Drive, on
the fringe of the Wembley Area Action Plan area, west of the Stadium. The current
PTAL for the site is 6a (at the time of application was 5) and will be 6a in 2026.
Car Parking
8.34 Table 8.7 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.7 CRESCENT HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number
of Spaces
Educational
facility
Not stated
Not stated
Not stated
2 for
disabled
users
Operational
and
disabled
only
2
Source: Crescent House Decision Notice (30 March 2009) and Committee Report (09 December 2008)
Cycle Parking
8.35 Table 8.8 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.8 CRESCENT HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Educational facility Not stated Not stated Not stated 131
Source: Crescent House Decision Notice (30 March 2009) and Committee Report (09 December 2008)
Council Requirements
8.36 A Travel Plan will be developed in full for the site prior to occupation.
Dexion House
8.37 The Dexion House development (planning application 11/0142) was granted full
planning permission on the 14 June 2011 for 661 bed student accommodation,
community swimming pool and fitness facilities and 530 m2 commercial
(A1/A2/A3/A4/A5) space.
8.38 The development is located on eastern side of Empire Way, north west of the
Stadium. The current PTAL for the site is 5 (at the time of application was 4) and
will increase to 6a in 2026.
Recommended Changes to Parking Standards in Brent
78
Car Parking
8.39 Table 8.9 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.9 DEXION HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of
Spaces
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number
of
Spaces
Student
accommodation
1 space
per 16
bedrooms
41
Not stated
4 disabled
bays
Car free
0
Community
swimming pool
and fitness
1 space
per 5
staff and
1 per 60
visitors
6
Not stated
Operational
and
disabled
only
4
Commercial
Not
stated
3
Not stated
1 space per
300 m2
2
Source: Dexion House Decision Notice (14 June 2011) and Committee Report (21 January 2011)
8.40 The committee report highlights that the provision of 4 disabled car parking spaces
accords with LB Brent's car parking standards. This more than satisfies the number
of disabled bays required. It also highlights that any future CPZ in the area would
help to prevent potential overspill parking on nearby residential streets (students
and visitors would be ineligible for permits). Visitors to the health and fitness
facilities would be able to make use of future public car parks provided as part of
wider development proposals.
Cycle Parking
8.41 Table 8.10 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
79
TABLE 8.10 DEXION HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Cycle
Parking
Standard
Number of
Spaces
Cycle
Parking
Standard
Number
of
Spaces
Student accommodation
1 space per
2 students
329
Not stated
354 Community swimming pool and fitness Not stated Not stated
Commercial Not stated 4
Source: Dexion House Decision Notice (14 June 2011) and Committee Report (21 January 2011)
8.42 The committee report states that the provision of 354 cycle parking spaces is
broadly in line with cycle parking standards. Ideally the split of spaces provided in
a secure storeroom for students would be higher than 75% of the required total
within the building, however the Council considered this acceptable. This is
because a cycle hire scheme is also proposed to operate on site.
Council Requirements
8.43 The parking spaces cannot be used for Wembley Stadium event parking or for those
that do not patronise the development.
8.44 Details of 249 cycle spaces within the building and 104 surface level spaces to be
provided and development not to be occupied until provided.
8.45 Building cannot be occupied until the 4 disabled bays are provided.
8.46 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.47 Residents will not be able to apply for parking permits (event day or future CPZ).
8.48 Provision of a financial contribution to parking controls or non car access/highway
safety improvements.
Elizabeth House
8.49 The Elizabeth House development (planning application 09/2506) was granted full
planning permission on the 08 February 2011 for 115 residential units and
commercial (A1/2/3) space.
8.50 The development is located on the south side of the High Road within the Wembley
Central town centre area of the WAAP. The current PTAL for the site is 5 and will
increase 5 in 2026.
Car Parking
8.51 Table 8.11 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
80
TABLE 8.11 ELIZABETH HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number
of Spaces
Residential
Not stated
Not stated
0.57
spaces per
unit
(average)
66
0.50
spaces
per unit
(average)
58
Commercial
Not stated
Not stated
Not stated
0
No
additional
parking
use
existing
supply
0
Source: Elizabeth House Decision Notice (08 February 2011), draft Committee Report (unknown) and LB
Brent’s WAAP parking spread sheet
Cycle Parking
8.52 Table 8.12 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.12 ELIZABETH HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Residential Not stated Not stated Not stated 126
Commercial Not stated Not stated Not stated 16
Source: Elizabeth House Decision Notice (08 February 2011), draft Committee Report (unknown) and LB
Brent’s WAAP parking spread sheet
Council Requirements
8.53 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.54 Residents will not be able to apply for parking permits.
8.55 Car club parking spaces to be provided.
8.56 Car park management plan required for the basement car park.
8.57 The parking spaces cannot be used for Wembley Stadium event parking or for those
that do not patronise the development.
Recommended Changes to Parking Standards in Brent
81
Elm Road Car Park
8.58 The Elm Road Car Park development (planning application 03/3727) was granted
full planning permission on the 26 August 2005 for 121 residential units and 166 m2
community/commercial (A1/A2/B1/D2) space.
8.59 The development is located on Elm Road within the Wembley Central town centre
area of the WAAP. The current PTAL for the site is 6a and will be 6b in 2026. The
site has been built.
Car Parking
8.60 Table 8.13 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.13 ELM ROAD CAR PARK CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number
of Spaces
Residential
Not stated
76
0.45
spaces per
unit
(average)
54
0.50
spaces
per unit
(average)
61
Commercial
Not stated
Not stated
Not stated
100
1 space
per 300
m2
1
Source: Elm Road Car Park Decision Notice (26 August 2005) and Committee Report (30 June 2004)
8.61 The 100 spaces are the provision of public parking for the town centre, of which 6
spaces are disabled bays. The committee report points out that this public parking
is welcomed as it will maintain and enhance the role of the High Road as a major
town centre. This equates to 6% and exceeds the UDP’s 5% requirement. 5
motorcycle parking spaces are also provided.
8.62 The committee report states that the shortfall in parking is offset by the excellent
nearby public transport facilities and residents would not be eligible for parking
permits. Sufficient parking is provided within the public car park for the
commercial uses.
Cycle Parking
8.63 Table 8.14 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
82
TABLE 8.14 ELM ROAD CAR PARK CYCLE PARKING STANDARDS: COMPARISON
OF PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Residential Not stated
Not stated
Not stated
122
Commercial
Source: Elm Road Car Park Decision Notice (26 August 2005) and Committee Report (30 June 2004)
Council Requirements
8.64 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.65 Residents will not be able to apply for parking permits.
8.66 Car-club parking spaces to be provided.
8.67 The short stay public car park should be operated under Secured by Design Car
park standards.
8.68 Management of the short stay public car park.
Karma House
8.69 The Karma House development (planning application 05/0626) was granted outline
planning permission on the 18 April 2008 for 120 bed hotel, 108 bed apart hotel
and a restaurant.
8.70 The development is located on North End Road within the Wembley Master Plan
area of the WAAP. The current PTAL for the site is 5 and will be 5/6a in 2026.
Car Parking
8.71 Table 8.15 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
83
TABLE 8.15 KARMA HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number
of Spaces
Hotel
1 space
per 5
bedrooms
24
1 space
per 5
bedrooms
40
Operational
and disabled
only
12
Apart
hotel
1 space
per 5
bedrooms
22
1 space
per 5
bedrooms
Operational
and disabled
only
11
Source: Karma House Decision Notice (18 April 2008) and Committee Report (28 July 2005)
8.72 The committee report states that the provision of 40 car parking spaces is in
accordance with UDP standards. 5% of spaces are required to be provide, the
provision of 2 disabled bays achieves this.
8.73 A car pooling scheme (electric vehicles) is proposed for use by temporary visitors.
Funding is also sought for the implementation of a CPZ in the area. The committee
report highlights that these measures would reduce the potential for overspill
parking in the local area.
8.74 2 coach parking spaces are considered acceptable (standard would require 4).
Cycle Parking
8.75 Table 8.16 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.16 KARMA HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Hotel No requirement
No
requirement
Not stated
10 for staff
Apart hotel
Source: Karma House Decision Notice (18 April 2008) and Committee Report (28 July 2005)
Council Requirements
8.76 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
Recommended Changes to Parking Standards in Brent
84
8.77 Provision of a financial contribution to parking controls or non car access/highway
safety improvements
8.78 The parking spaces cannot be used for Wembley Stadium event parking or for those
that do not patronise the development.
Fulton House
8.79 The Fulton House development (planning application 08/2633) was granted full
planning permission on the 19 December 2008. The scheme comprises a 262 room
hotel with ancillary restaurant.
8.80 The site is located in the Wembley Area Action Plan, north of the Stadium. The
PTAL is 6a for the site.
Car Parking
8.81 Table 8.17 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.17 FULTON HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number
of Spaces
Hotel
Not
recorded
Not
recorded
Not
recorded
53
Operational
and
disabled
only
26
Source: Fulton House Decision Notice (19 December 2008) and Committee Report (09 December 2008)
8.82 The committee report highlights that the provision of 53 spaces accords with LB
Brent's and London Plan car parking standards for this use. It also states that the
provision of 3 disabled bays (6%) also accords with LB Brent's standards.
8.83 Condition 12 of the consent states that 'the car parking spaces shall not be made
available for commercial parking to Stadium visitors on Wembley event days,
unless otherwise agreed in writing' with LB Brent.
Cycle Parking
8.84 Table 8.18 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
85
TABLE 8.18 FULTON HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Hotel
Not recorded
Not
recorded
Not recorded
12
Source: Fulton House Decision Notice (19 December 2008) and Committee Report (09 December 2008)
Council Requirements
8.85 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
Quintain NW Lands
8.86 The Quintain NW Lands development (planning application 10/3032) was granted
outline planning permission on the 24 November 2011 for:
I 815 to 1,300 residential units;
I 17,000 m2 to 30,000 m2 retail floor space (A1 to A5);
I Up to 25,000 m2 business floor space (B1)
I 5,000 m2 to 20,000 m2 hotel (C1);
I 1,500 m2 to 3,000 m2 community use (D1);
I Up to 5,000 m2 leisure and entertainment (D2);
I 7,500 m2 to 25,000 m2 student accommodation/serviced apartments/apart
hotels (sui generis)
8.87 The development is located on Engineers Way, north of the Stadium. The current
PTAL for the site is 5 and will be 5 in 2026.
Car Parking
8.88 Table 8.19 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
86
TABLE 8.19 QUINTAIN NW LANDS CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number of
Spaces
Residential
Not stated
Not stated
0.50
spaces per
unit
(average)
650
0.50
spaces per
unit
(average)
650
Business
Not stated
Not stated
Not stated
200
1 space
per 600 m2
42
Hotel
Not stated
Not stated
Operationa
l and
disabled
only
29
Leisure and
entertainment
Not stated
Not stated
1 space
per 10
users
Community
Not stated
Not stated
Operationa
l and
disabled
only
10
Student/
serviced
apartments/
apart hotel
Not stated
Not stated
Car free/
Operationa
l and
disabled
only
0/36
Retail
Not stated
Not stated
1 space
per 50m2
600
1 space
per 75 m2
400
Source: Quintain NW Lands Decision Notice (24 November 2011) and Committee Report (12 May 2011)
8.89 The committee report states that parking for disabled users is in accordance with
Brent’s UDP. A total of 10% of the residential parking allocation will be disabled
spaces and 5% of the commercial spaces will be disabled space. This is in
accordance with the UDP.
Cycle Parking
8.90 Table 8.20 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
87
TABLE 8.20 QUINTAIN NW LANDS CYCLE PARKING STANDARDS: COMPARISON
OF PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Cycle
Parking
Standard
Number
of Spaces
Cycle
Parking
Standard
Number of
Spaces
Residential
Not stated
Not
stated
London
Plan
standards
Not stated
Business
Not stated
Not
stated
London
Plan
standards
Not stated
Hotel
Not stated
Not
stated
London
Plan
standards
Not stated
Retail
Not stated
Not
stated
London
Plan
standards
Not stated
Leisure and entertainment
Not stated
Not
stated
London
Plan
standards
Not stated
Community
Not stated
Not
stated
London
Plan
standards
Not stated
Student/ serviced apartments/ apart
hotel
Not stated
Not
stated
London
Plan
standards
Not stated
Source: Quintain NW Lands Decision Notice (24 November 2011) and Committee Report (12 May 2011)
8.91 The committee report states that the cycle parking will be provided in accordance
with London Plan standards. A cycle hire scheme could be implemented if
agreement is reached between TfL and LB Brent.
Council Requirements
8.92 A car park management plan to be provided for all non-residential and disabled
parking provided – will need to include allocation, enforcement, and the
mechanisms to prevent the use of the spaces for Wembley Stadium event day
parking.
8.93 A residential and workplace Travel Plan will be developed in full for the site prior
to occupation and will be included in the Section 106 agreement.
8.94 Provision of car club spaces up to a maximum of 8 cars.
8.95 Provision of electric charging points to be provided at appropriate locations.
Recommended Changes to Parking Standards in Brent
88
8.96 Residents, visitors and businesses will not be able to apply for parking permits
(event day, surrounding or future CPZ).
8.97 Provision of a financial contribution to parking controls in the immediate vicinity
of the site.
Shubette House
8.98 The Shubette House development (planning application 08/3009) was granted full
planning permission on the 14 February 2011 for 158 residential units, 225 bed
hotel, 12 apart hotel, and 1,400 m2 business and food and drink floor space
(B1/A3/A4).
8.99 The development is located at the junction of Olympic Way and Fulton Road within
Wembley Regeneration Area. The current PTAL for the site is 5 (PTAL 4 when the
planning application went to committee) and will be 5 in 2026. The development is
under construction.
Car Parking
8.100 Table 8.21 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.21 SHUBETTE HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number
of
Spaces
Residential
0.78
spaces per
unit
(average)
124
0.69
spaces per
unit
(average)
110
0.50 spaces
per unit
(average)
79
Hotel/Apart
Hotel
Not stated
61
Not stated
19
Operational
and
disabled
only
23
Business
Not stated
0
1 space per
600 m2
1
Food and
drink
Not stated
No
additional
operational
and
disabled
only
0
Source: Shubette House Decision Notice (14 February 2011) and Committee Report (17 June 2009)
Recommended Changes to Parking Standards in Brent
89
8.101 The committee report highlights that the level of parking provided complies with
the London Plan.
Cycle Parking
8.102 Table 8.22 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.22 SHUBETTE HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Residential Not stated Not stated 1 space per unit 158
Hotel/Apart Hotel Not stated Not stated Not stated 20
Business Not stated Not stated Not stated 20
Food and drink Not stated Not stated Not stated
Source: Shubette House Decision Notice (14 February 2011) and Committee Report (17 June 2009)
Council Requirements
8.103 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.104 Residents will not be able to apply for parking permits.
8.105 2 car-club parking spaces to be provided.
Victoria Hall
8.106 The Victoria Hall development (planning application 07/2772) was granted full
planning permission on the 26 February 2008. The scheme comprises a 445 student
beds.
8.107 The site is located on northern side of North End Road in the Wembley Area Action
Plan, north of the Stadium. The PTAL is 6a for the site currently and in 2026.
Car Parking
8.108 Table 8.23 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
90
TABLE 8.23 VICTORIA HALL CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number
of
Spaces
Student
Accommodation
Not
stated
Not stated
Not stated
4 disabled
Car
free/
disabled
only
4
Source: Victoria Hall Decision Notice (26 February 2008) and Committee Report (05 February 2008)
8.109 The committee report highlights the impact of overspill parking is considered
negligible because:
I A financial contribution towards a CPZ has been secured;
I A car free agreement will be implemented upon the introduction of any future
CPZ;
I Existing competition for kerb space on North End Road would discourage
student car ownership;
I There is high access to public transport;
I The letting contracts to students will state that no parking permits will be
issued to student residents and that non car forms of transport will not be
supported through the Travel Plan.
Cycle Parking
8.110 Table 8.24 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.24 VICTORIA HALL CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle
Parking
Standard
Number of
Spaces
Student Accommodation Not stated Not stated Not stated 384
Source: Victoria Hall Decision Notice (26 February 2008) and Committee Report (05 February 2008)
8.111 The provision of 384 cycle parking spaces is above the UDP standard.
Council Requirements
8.112 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.113 Students will not be able to apply for parking permits.
Recommended Changes to Parking Standards in Brent
91
8.114 A financial contribution towards non car access/highway safety improvements,
parking controls and/or a bicycle hire scheme.
Forum House
8.115 The Forum House development (planning application 05/2949) was granted planning
permission on the 12 January 2006. The scheme comprises 286 residential units,
office and 300 m2 retail floor space.
8.116 The site is located on Empire Way, West of the Stadium. The PTAL is 6a for the
site currently and in 2026.
Car Parking
8.117 Table 8.25 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
TABLE 8.25 FORUM HOUSE CAR PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE
PROPOSED WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number
of Spaces
Residential
Not stated
Not stated
0.46
spaces per
unit
(average)
132
0.50
spaces
per unit
(average)
143
Office Not stated Not stated Not stated 0
Retail
Not stated
Not stated
Not stated
0
1 space
per 300
m2
1
Source: Forum House Decision Notice (12 January 2006) and Committee Report (11 January 2006)
8.118 The committee report states that the level of residential car parking accords with
standards. In addition the provision of 7 disabled spaces satisfies standards.
8.119 The impact of overspill parking is considered negligible because:
I A financial contribution towards a CPZ has been secured;
I A car club scheme will be implemented; and
I A car free agreement will be implemented upon the introduction of any future
CPZ.
Cycle Parking
8.120 Table 8.26 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
92
TABLE 8.26 FORUM HOUSE CYCLE PARKING STANDARDS: COMPARISON OF
PARKING STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle Parking
Standard
Number of
Spaces
Cycle Parking
Standard
Number of
Spaces
Residential Not stated Not stated Not stated
286 Office Not stated Not stated Not stated
Retail Not stated Not stated Not stated
Source: Forum House Decision Notice (12 January 2006) and Committee Report (11 January 2006)
Council Requirements
8.121 Basement parking requires electric charging facilities to be provided.
LDA Land
8.122 The Forum House development (planning application 05/2949) was granted outline
planning permission on the 12 November 2004. The scheme comprises:
I Business and employment uses up to 21,747 m2 (B1);
I Retail and food and drink up to 7,475 m2 (A1/A2/A3);
I Residential up to 43,160 m2 (C3); and
I Community and leisure facilities up to 12,961 m2 (D1 and D2)
8.123 The current PTAL for the site is 4 and will continue to score 4 in 2026.
Car Parking
8.124 Table 8.27 compares the consented car parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
93
TABLE 8.27 LDA LAND CAR PARKING STANDARDS: COMPARISON OF PARKING
STANDARDS APPLIED WITH BRENT’S UDP STANDARDS AND THE PROPOSED
WEMBLEY STANDARDS
Land Use
Brent’s UDP
Parking Standard
Applied
Proposed Wembley
Standard
Car
Parking
Standard
Number
of Spaces
Car
Parking
Standard
Number of
Spaces
Car
Parking
Standard
Number
of Spaces
Business
Not stated
Not stated
Not stated
526
1 space
per 600
m2
36
Residential
Not stated
Not stated
Not stated
0.50
spaces per
unit
(average)
216
Retail and
food and
drink
Not stated
Not stated
Not stated
1 space
per 100
m2
75
Community
and leisure
Not stated
Not stated
Not stated
1 space
per 10
users
Source: LDA Land Decision Notice (12 November 2004) and Committee Report (26 August 2004)
8.125 Reduced levels of car parking are appropriate given the good access to public
transport.
Cycle Parking
8.126 Table 8.28 compares the consented cycle parking standards for the site with the
standards in LB Brent's UDP.
Recommended Changes to Parking Standards in Brent
94
TABLE 8.28 LDA LAND CYCLE PARKING STANDARDS: COMPARISON OF PARKING
STANDARDS APPLIED WITH BRENT’S UDP STANDARDS
Land Use
Brent’s UDP Parking Standard Applied
Cycle
Parking
Standard
Number of
Spaces
Cycle
Parking
Standard
Number of
Spaces
Business Not stated Not stated Not stated
Residential Not stated Not stated Not stated
Retail and food and drink Not stated Not stated Not stated
Community and leisure Not stated Not stated Not stated
Source: LDA Land Decision Notice (12 November 2004) and Committee Report (26 August 2004)
Council Requirements
8.127 The parking spaces cannot be used for Wembley Stadium event parking or for those
that do not patronise the development.
8.128 Residents will not be able to apply for parking permits.
8.129 A Travel Plan will be developed in full for the site prior to occupation and will be
included in the Section 106 agreement.
8.130 A car park management plan to be provided.
Recommended Changes to Parking Standards in Brent
Appendix A
APPENDIX
A
EXISTING BRENT PARKING STANDARDS UDP 2004
Recommended Changes to Parking Standards in Brent
Appendix A
A1 PARKING STANDARDS – UDP 2004
Business (B1) & Financial & Professional Services (A2), General Industry
(B2) and Warehousing (B8)
A1.1 Maximum one space per 300 m2 GFA in or adjacent to Major Town Centre & District
Centre.
Elsewhere one space per 150 m2 GFA
Retail (A1) Less Than 2000m2
A1.2 Up to 400 m2 GFA – one space
Plus one space for each extra 100 m2 GFA pro-rata thereafter
Retail (A1) 2000m2 and Over
A1.3 Maximum of one space per 50 m2 GFA in or adjacent to Major Town Centre and
District Centre.
Elsewhere one space per 25 m2 GFA
Food & Drink (A3)
A1.4 Up to 400 m2 GFA – one space
Plus one space for each extra 100 m2 GFA pro-rate thereafter.
Assembly & Leisure (D2)
A1.5 Spaces equivalent to one in 60 patrons, based on maximum patron capacity, plus
one space per 200 m2 non-seating/assembly area.
Maximum employee parking of one space per five employees
Hotels (C1)
A1.6 Maximum of one space per five bedrooms
Plus maximum of one space per five employees
Where hotels have 50 rooms or more, one coach space should be provided per 50
rooms.
Non-Residential Institutions (D1) and Hospitals (C2)
A1.7 Places of Worship – two spaces for every five visitors based on maximum capacity
Hospitals – one space per five beds
Education, Other health and community facilities – one space per five employees
For all educational and health uses, the maximum additional visitor/student
parking should be 20% of the employee parking, with a minimum provision of one
space.
For community facilities, the maximum additional parking for visitors should be 5%
of the maximum attendance.
Appendix A
Recommended Changes to Parking Standards in Brent
Residential Development (C3) Appendix 2
APPENDIX TABLE A.1 RESIDENTIAL PARKING STANDARDS
Type of Dwelling Spaces per Unit
New Dwellings
1 bedroom 1.0
2 bedrooms 1.2
3 bedrooms 1.6
4+ bedrooms 2.0
Elderly Persons Accommodation*
Category 1 0.5
Category 2 0.25
Category 2.5 0.1
*Plus one warden space
A1.8 The total parking provision for the development as a whole should be divided
between assigned (allocated to an individual unit, such as front garden parking),
and unassigned spaces. As unassigned spaces can be used more flexibly and
reduce the overall provision, at least 50% of spaces should be unassigned for 1 or 2
bedroom properties, with 20% of spaces unassigned for larger properties. A
maximum of 2 parking spaces per unit may be assigned.
A1.9 For both new dwellings and conversions in areas with very good public transport
accessibility, and town centres with good public transport accessibility and a
controlled parking zone, a reduced provision or 0.7 spaces per unit applies for 1-2
bedroom units and 1.2 spaces per unit for 3+ bedrooms. Spaces should be
unallocated as far as practical.
A1.10 An exception can be made for affordable housing by a registered social landlord of
up to 50% reduced provision (after all other reductions).
Control Sheet
CONTROL SHEET
Project/Proposal Name Review of Parking Standards
Document Title Recommended Changes to Parking Standards in Wembley
Client Contract/Project No. .
SDG Project/Proposal No. 22455601
ISSUE HISTORY
Issue No. Date Details
1 14 May 2012 Issued to Steve Salter – First Review
2 19 June 2012 Issued to Steve Salter – Second Review
3 6 December 2012 Final
REVIEW
Originator Charlotte Spetch
Other Contributors Simon Hollowood
Review by: Print Keith Sowerby
Sign
DISTRIBUTION
Client: Brent Council
Steer Davies Gleave:
P:\Projects\224\5\56\01\Work\Wembley Standards\Report_June 2012\Wembley Standards Report v9 6 December 2012.docx
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