2014-06 Brent Long Term Transport Strategy - Draft For Consultation

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Draft Long Term Transport Strategy

June 2014

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The Long Term Transport Strategy should be reviewed and versioned on a 5 year basis to take
account of new national and regional policies and strategies. It should include a record of
approvals and any changes of substance.
Date Version Authorised Note
March 2014 1.0 Paul Chandler Draft incorporating Executive Members comments
June 2014 2.0
Christopher
McCanna
Pre-consultation draft

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Foreword .................................................................................................................................... 5
Executive Summary ................................................................................................................... 6
1 Introduction ........................................................................................................................... 7
1.1 What is Brents Long Term Transport Strategy? ...................................................................... 7
1.2 Why do we need a LTTS? .......................................................................................................... 7
1.3 How will we deliver Brents LTTS? ............................................................................................. 10
2 Brents Strategic Area Focus ................................................................................................12
2.1 International and National Links ............................................................................................ 12
2.2 Regional Transport Improvements ......................................................................................... 14
2.3 HS2 and Old Oak Opportunity Area........................................................................................ 14
3 Brents Internal Area Focus ..................................................................................................17
3.1 Overview of Growth ............................................................................................................... 17
3.2 Area Action Plans .................................................................................................................... 17
3.3 North Circular Road Regeneration Area ................................................................................. 20
3.4 Brents town centres .............................................................................................................. 21
3.5 Employment locations ............................................................................................................ 22
4 Brents Targets for Transport ................................................................................................23
4.1 Sustainable, attractive and safe neighbourhoods .................................................................. 23
4.2 Road Safety and Personal Security ......................................................................................... 24
5 Brent Transport Priorities ......................................................................................................25
5.1 Bus Travel ............................................................................................................................... 25
5.2 Cycling .................................................................................................................................... 25
5.3 Travel Demand Management and Intelligent Transport Systems ......................................... 26
6 Brent Key Movement Corridors ............................................................................................28
7 Long Term Transport Objectives ..........................................................................................30
7.1 Overview of objectives ........................................................................................................... 30
7.2 Objective 1 Improve International Links to Brent ............................................................... 31
7.3 Objective 2 Improve National and Regional Links to Brent ................................................. 32
7.4 Objective 3 Improve Sub-regional Links to Brent ................................................................ 33
7.5 Objective 4 Support Brents Growth Areas ......................................................................... 35
7.6 Objective 5 Improve the North Circular Road Regeneration Area ...................................... 37
7.7 Objective 6 Improve Brents Town Centres ......................................................................... 38

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7.8 Objective 7 Support Employment Locations ....................................................................... 39
7.9 Objective 8 Create Sustainable, Attractive and Safe Neighbourhoods ............................... 40
7.10 Objective 9 Improve Road Safety ........................................................................................ 41
7.11 Objective 10 Improve air quality and contribute towards climate change targets ............ 42
7.12 Objective 11 Support improved frequency and connectivity by bus .................................. 44
7.13 Objective 12 Ensure that high quality cycle links are provided across the borough........... 44
8 Monitoring ............................................................................................................................46
8.1 Delivery Framework ............................................................................................................... 46
8.2 Regular Monitoring ................................................................................................................ 47
8.3 LTTS Reviews .......................................................................................................................... 47
9 Tools for Delivery .................................................................................................................48
9.1 Brent Borough Council policies .............................................................................................. 48
Appendix A Strategy links to corporate objectives ..................................................................50
Appendix B Brents Strategic Movement Corridors .................................................................53

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Foreword

We have pleasure in introducing you to Brents Long Term Transport Strategy. This document
sets out our vision and the associated policies that Brent will adopt to improve the way people
and goods move around this borough, and the way in which our regeneration and growth areas
will be supported and enhanced through transportation improvements.

Brent is undergoing unprecedented transformational change and will be playing a key role in
accommodating its share of the London-wide population increase from over 9 million in 2020 to
10.5 million by 2040. Ease of mobility and accessibility to and from Brent will form a major part
of facilitating this population growth.

Our strategy takes account of the 22,000 additional homes that are to be delivered in the
borough, along with our estimated population growth of between 25,000 and 28,000 people and
the 11,000 new jobs that will be delivered at Wembley and 14,000 jobs anticipated in Park
Royal.

The Core Strategy provides the starting point for the transport strategy, identifying where our
growth areas are located and illustrating the quantum of growth and the key areas of change
over coming years and decades. The strategy guides investment to support growth in these
areas.

It also considers strategic national and international connections. The proposed delivery of a
new international transport interchange at Old Oak is an unprecedented opportunity to connect
Brent to what could be the largest and best connected transport facility in Europe. The job
opportunities and regenerative potential of this site are considerable. Within our long term
strategy weve set out our position in terms of what Brent would like to achieve for residents by
maximising the connectivity of future rail services to Old Oak and ensuring that it connects
effectively to Brents communities. This is one example of how this strategy will guide
investment in transport infrastructure.

The strategy has been developed through analysis of transport and socio-economic data, and
with input from transport professionals, town planners and regeneration officers. It has also
been developed through joint working with Transport for London, the West London Transport
Alliance and our neighbouring boroughs. The strategy therefore considers the particular needs
and aspirations of Brent in the context of wider regional and national transport plans.

We are delighted to endorse this transport strategy and look forward to the exciting
opportunities that the future holds for the residents of Brent.

Councillor Keith Perrin
Lead Member for Highways & Transportation

Councillor Margaret McLennan
Lead Member for Regeneration and Major Projects

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Executive Summary
The Brent Long Term Transport Strategy (LTTS) sets out the strategic direction and priorities for
transport systems in Brent over the next 20 years through the integration of land use and
transport. It will be used to direct our annual spending submissions beyond the next delivery
plan period, will assist in developing the next Local Implementation Plan and will provide:
Clearly defined policies and on key transport challenges;
A spatial framework for intervention requirements and identification;
A mechanism for monitoring and evaluation.
The LTTS supports a range of policies, including the National Planning Policy Framework; the
London Plan and the Mayors Transport Strategy and, at a local level, Brents Core and Health
and Wellbeing strategies.
The need for a LTTS for Brent is driven by the regeneration and growth agenda within the
borough and a commitment to delivering 22,000 new homes and 14,400 new jobs. It is centred
on the provision of transport improvements needed to support those growth areas.
The strategy has been brought together under a series of twelve clearly defined objectives and
policy directions that support those objectives:

Objective 1 Improve international links to Brent
Objective 2 Improve national and regional links to Brent
Objective 3 Improve sub-regional links to Brent
Objective 4 Support Brents Growth Areas
Objective 5 Improve the North Circular Road Regeneration Area
Objective 6 Improve Brents town centres
Objective 7 Support employment locations
Objective 8 Create sustainable, attractive and safe neighbourhoods
Objective 9 Improve road safety
Objective 10 To improve air quality and contribute towards climate change targets
Objective 11 Support improved service frequency and connectivity by bus
Objective 12 Ensure that high quality cycle links are provided across the borough

By application of the strategy objectives, and with reference to a network of core movement
corridors, the LTTS will define the planning framework for transport within Brent.
The movement corridors support the vision of the Mayors Roads Task Force and are essential
for the efficient movement of people and goods within and through the borough. Applying the
framework of street functions identified by the Roads Task Force the Brent LTTS embraces the
London Street Family concept. Through the monitoring of key indicators and the application of
the toolkit approach the LTTS will prioritise the interventions, both innovative and tested, to
enhance the lives of people in Brent.

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1 Introduction
1.1 What is Brents Long Term Transport Strategy?
The Brent Long Term Transport Strategy (LTTS) sets out the future key directions for transport
in the London Borough of Brent for the next 20 years in order to support land use planning and
development decisions. It is an integrated land use and transport strategy document which
builds on the Local Implementation Plan (LIP).
The LTTS provides a longer-term view than the LIP, enabling it to provide input to the next LIP
for 2014-17.The outcomes of this strategy will be to provide:
A series of policies providing strategic direction on key transport challenges;
A spatial framework which can form the basis for engagement with the business
community and other stakeholders;
A set of integrated measures and interventions for a number of strategic corridors,
which reflect the balance between travel modes; and
An overall cost of transport infrastructure investment, which gives an indication of the
scale of transport investment for the Borough as a whole.

The LTTS has been developed following detailed analysis of policy guidance, socio-
demographics and travel patterns.
The LTTS supports a range of policies, including the National Planning Policy Framework; the
London Plan and the Mayors Transport Strategy and, at a local level, Brents Core and Health
and Wellbeing strategies. Objectives of these strategies include:
Building a strong community;
Improving lives for children and families;
Improving health and wellbeing;
Making Brent safer, cleaner and greener;
Promoting jobs, growth and fair pay; and
Developing better ways of working.

The Health and Wellbeing Strategy has four key objectives:
Giving every child the best start in life;
Helping vulnerable families;
Empowering communities to take better care of themselves; and
Improving mental wellbeing.

Appendix A illustrates how the objectives of the transport strategy are aligned with these
corporate objectives.

1.2 Why do we need a LTTS?
The need for a LTTS for Brent is driven by the regeneration and growth agenda within the
borough. Brents Core Strategy outlines a commitment to delivering:
22,000 new homes across the borough between 2007 and 2026;
10,000 new jobs in Wembley; and
4,400 new jobs in Park Royal between 2007 and 2017.

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Good transport systems are a vital component in facilitating the growth and regeneration of
these areas.

There is a long lead in time for major transport improvements, and a LTTS provides the
opportunity to plan for those improvements. The LTTS therefore recognises a number of factors
that have an impact on the transport network, as set out in the list below.
a) Economic growth: additional jobs are likely to be attracted to Brent over the next
decade, but the need to recruit skilled labour and develop employer training schemes
will place additional demands on the future transport network.
b) Social infrastructure: Strategic transport links will need to support the provision of new
schools, new or re-located health facilities and new leisure facilities in the borough.
c) Housing needs: there is a need for larger family accommodation to address
overcrowding and homelessness. The strategic transport network will need to support
mixed use, mixed tenure housing to move towards meeting Brents housing targets.
d) Environmental quality: transport networks will help ensure sustainable development
which meets the highest environmental standards.
e) Development partnerships: the Council will work with service providers and partner
organisations including key stakeholders to achieve the best spatial planning of
infrastructure to accommodate growth. The LTTS will inform this process.
f) Current and planned transport interventions: Brent will work with organisations such as
Transport for London (TfL) and Network Rail to ensure residents of the borough benefit
as much as possible from planned transport initiatives and enhancements.

The LTTS provides an evidence base from which to develop strong business cases to lobby for
transport improvements or funding that support the objectives outlined later in this document.
At a policy level, the transport strategy is in accordance with the following hierarchy:

Figure 1: Policy Framework

The hierarchy encompasses:
Brent Local Policies
National
policy
Regional (London)
policy
Sub-
Regional
Policies

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The National Planning Policy Framework and national transport guidance are issued by
government bodies such as Department for Communities and Local Government
(DCLG) and the Department for Transport (DfT);
The London Plan and Mayors Transport Strategy inform the LTTS and recognise a
need for better integration of land use and transport planning;

Supporting the Mayors Transport Strategy is a series of sub-regional transport plans
developed by TfL. These examine how transport may meet the movement and access
needs of key development corridors and set out a series of sub-regional movement
corridors to assist with this, providing links across borough boundaries.

The LTTS will also become a key part of the prioritisation process for the Local Implementation
Plan (LIP) schemes, and the Transport Vision will shape the future LIP programme. The LTTS
will therefore assist with prioritising requests for transport improvements, and help optimise the
use of funds to ensure that they offer best value and meet Brents strategic needs.
This transport strategy therefore links to associated policy documents along with national,
regional and sub-regional plans. It has been developed to both support and complement
regional objectives. It also provides guidance and direction for Brents Local Implementation
Plan by supporting our short, medium and long term investment priorities. It will therefore fulfil a
number of objectives, as shown in Figure 2 below.
The LTTS is needed to define our key aims for national and regional development of transport
systems. In summary, these are to improve international, national and regional links to Brent.

Figure 2: Aims of the Brent Long Term Transport Strategy

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1.3 How will we deliver Brents LTTS?
The LTTS identifies a number of desired outcomes and the future transport interventions that
Brent requires to achieve those outcomes. It provides an overview of the level of transport
investment required to deliver against our priorities and support development and regeneration
in our Growth and Opportunity Areas.
It will guide the method by which we identify and allocate future funding. This could include:
Transportation funding identified as part of Community Infrastructure Levy (CIL);
Section 106 developer funding for specific transport measures to mitigate development
impacts;
Local Implementation Plan (TfL) funding for highway and traffic improvements;
Brent and/or TfL capital funding for highway asset improvements;
Emerging funding sources such as the Roads Taskforce highway funding through the
GLA; or
Cycle infrastructure funding, such as the mayors mini-Holland investment plan.

Along with the Mayors Transport Strategy, Brents LTTS will be used to drive the direction of
the annual spending submission beyond the next delivery plan period, when there may be
further allocations of funding made on a modal basis (e.g. via the Mayors Cycling Vision).

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The LTTS will be delivered in part by supporting strategies that are either already extant or will
come into existence during the life time of the LTTS. These are outlined in section 9 Tools for
Delivery. The schemes and guidance contained by these documents support the objectives of
the LTTS and will help channel funding to achievement of its aims.

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2 Brents Strategic Area Focus

Brent plays a wider role in the international, national and regional arena and these are important
for the setting of transport strategy locally as they are the generator of many of the trips which
intersect the borough. International, national and regional policy, priorities and initiatives have a
significant impact on transport planning in Brent as they can heavily influence demand for travel
within the borough. The major influences that the LTTS needs to take account of are set out in
this section.

2.1 International and National Links
2.1.1 Air
Air travel is a significant and growing transport mode which provides international connectivity.
The services that airports provide in turn provide jobs and opportunities in the surrounding area.
Heathrow plays a crucial role both as a destination airport and as a hub. The creation of a hub is
significant as it means that flights to destinations which would not be viable carrying passengers
from the UK alone become a commercial proposition once passengers from elsewhere in
Europe and other origins are added.
The future for Heathrow within the current Airports Commission work on airport location within
the south-east point towards the options of there being:
No Hub in the UK;
An expanded Heathrow hub, or
A New London Hub.
Brent supports an expanded Heathrow Hub as the preferred option.

2.1.2 Rail
Rail links offer significant opportunity for improved national connectivity due to faster journey
times and improved capacity and reliability promised by future services. In order to get the most
benefit from this connectivity there is a need to be associated with the stations and termini
which connect these new and enhanced lines.
Brent is crossed by the West Coast Main Line and is located just to the north of Crossrail. High
Speed 2 (HS2), which will connect London to the north of England, with a frequency and speed
of service not yet experienced in the UK, will also be routed just to the south of the borough. As
part of the delivery of HS2 a new station is proposed at Old Oak. This new station, in its current
proposed form, will connect to Crossrail and Heathrow and eliminate the need for passengers to
be routed through central London unless this is their intended destination. It offers an
opportunity for substantial transport improvements within Brent and a catalyst for regeneration
and growth.
Brent supports the development of HS2 and the creation of a new station at Old Oak with
enhanced connectivity to all national rail links. The GLA and TfL, with Brent Councils
support and input, are promoting and investigating the best way to improve transport links to
support regeneration and development around Old Oak.

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Figure 3: Planned and potential transport interventions

2.1.3 Road
The road network is the most significant form of transport in terms of trip volume in outer
London. Brent recognises the Roads Task Force Vision and Direction for Londons Streets and
Roads and the definition of the street types and functions contained within it. Brent will use
these definitions to provide a link to the development of future Local Implementation Plans
(LIPs) so that there is a recognised and consistent modal transport split and focus for
improvement on streets within the borough.
Brent is keen to work towards ensuring that freight and through traffic is removed from
local roads and is encouraged to use strategic links such as the SRN or TLRN.

There are a number of objectives which encourage freight along the outermost part of the
A5, but once traffic reaches the Brent Cross area, it is encouraged onto other routes (such
as A41). This enables the southern section of the A5 to be used to create a more people
friendly environment where through traffic is not a predominant feature.

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2.2 Regional Transport Improvements
2.2.1 Rail
The growth in rail capacity is seen as a necessary step to ensure that the increased travel
demands of a growing regional and local population are met.
In terms of Rail Links from the south, Brent supports and welcomes proposals for
enhancements to capacity for Southern services between Milton Keynes and Croydon,
which would reduce overcrowding between Clapham Junction and Shepherds Bush. This will
encourage greater use of the Clapham Junction Wembley Link via Willesden Junction, and
will help to maximise the benefits offered by integration between HS2 and Crossrail and
regeneration at Old Oak. Southern services are not planned to stop at Old Oak at present, but
the Council is keen to see improved integration to ensure journey option choices are maximised.
Brent also supports the creation of transport hubs at key interchanges for public
transport in order to support both the use of sustainable transport modes and onward
journeys to make reaching destinations within Brent as efficient and sustainable as
possible.

2.2.2 Road
Brent is intersected by the A406 and is in close proximity to the M1 which serves as an arterial
route nationally. It is therefore necessary to recognise that Brent acts as, and must continue to
act as, a link to these routes for trips that neither have an origin nor destination within the
borough. Notwithstanding this, Brent recognises the impact of major arterial routes on air
quality and the urban realm in the borough and will continue to develop and support
measures which reduce the impact of these roads on local communities.
Brent must ensure that the benefits of this connectivity are realised. This should include the
provision of easy access into Brent for people arriving by coach. Many long distance coach
routes from the north of the UK terminate at Victoria, from which access to Brent destinations is
slower than from Golders Green where some coaches stop on the way. Orbital links are very
important for improving access; and these can provide access to long distance coach links. The
Council supports improved orbital public transport links from Golders Green and Finchley Road
across to locations such as Wembley.

2.3 HS2 and Old Oak Opportunity Area
Connectivity between Crossrail and HS2 at Old Oak provides a significant opportunity for
development around the station interchange. There may also be an opportunity to provide a link
between Crossrail and the West Coast Main Line, which would improve connectivity to and from
Wembley. The Old Oak interchange will also provide better access to Heathrow via Crossrail.
Brent is participating in joint working with other boroughs to develop wider transport connectivity
and regeneration proposals as part of the Park Royal Opportunity Area Planning Framework.
This involves the four boroughs of Brent, Ealing, Hammersmith & Fulham and Kensington &
Chelsea.

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TfL also have a pivotal role in sub-regional transport improvements, especially those on TfL
roads (TLRN Transport for London Road Network) and roads on which TfL have a strong
interest (SRN Strategic Road Network). TfL also lead on the development of future rail and
underground schemes, such as looking at additional rail connectivity at Old Oak to maximise the
benefits for London from an HS2 interchange station.

Figure 4: Potential connectivity options at Old Oak (TfL, 2011)

Old Oak provides an unprecedented opportunity to deliver a transport interchange with high
speed connections across London, the UK and Europe. Up to 88,000 new jobs could be created
and the opportunities for linkages to Brent will significantly benefit Brents residents, both in
terms of job opportunities and travelling convenience.
It is proposed that the new development area be known as Park Royal City. The improved
connectivity would include highway links, pedestrian/cycle access, bus service alterations, new
overground lines such as between Hounslow and Hendon, and new rail stations. The Council is
pushing for a variety of transport connectivity improvements.

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The transport improvements aimed at maximising connectivity to and from Old Oak are
important for delivering wider transport benefits for Brent, including improved access to
Heathrow. The business cases for these projects require Heathrow to continue to be a major
airport hub, and any measures that would diminish Heathrows role would have a detrimental
impact on these projects and the regeneration benefits that they bring.
The Old Oak Station and wider opportunity area, if fully realised in its potential for underground,
overground and mainline connections, is a future opportunity that Brent recognises to be critical
to the borough and London as a whole.
The critical elements that would realise the full potential of this interchange include the HS2
High Speed rail line from London Euston to the West Midlands and beyond, which would include
a new interchange station at Old Oak with interchange between HS2, Crossrail and the GWML.
The current scheme on its own would give limited benefit to Brent as links are limited to
Willesden Junction or Harlesden. In addition, Crossrail will pass just to the south of the borough;
however there are no stations that would directly serve Brent. Strong connections to Willesden
Junction are therefore critical, as are new overground and West Coast Mainline links.
TfL, GLA and the affected London boroughs are working together on potential improvements to
the scheme. Our long term strategy will strongly support all proposed linkages to Brent that
provide enhanced or new walking, cycling, bus or rail connections. We support better linkages
through:
Integrating the HS2 interchange station with London Overground;
Adding an additional western branch to Crossrail from Old Oak to the West Coast
Mainline, allowing trains from Milton Keynes and Hertfordshire to travel on Crossrail
into Central London;
Improved walking and cycling links between Willesden Junction and Old Oak;
A new Overground service between Hendon and Hounslow which could include a
number of stops in Brent; Cricklewood/Brent Cross Thameslink, Neasden, Church End,
Harlesden; and
A developer funded station on Thameslink at Brent Cross, including a new East-West
connection to the A5.

Brent also supports measures to increase capacity and hence prevent crowding on
London Overground and Thameslink routes, including train lengthening and additional
services.

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3 Brents Internal Area Focus
3.1 Overview of Growth
At a local level, the Brent Core Strategy outlines the number of new houses to be delivered in
the borough. The borough will plan for sustainable population growth of between 25,000 and
28,000 people by 2017, as shown in Table 1 below:

Table 1: Planned Housing Growth in Brent
2007-2016 2017-2026
Wembley
5,000 6,500
Alperton
1,500 100
Burnt Oak/Colindale
1,400 1,100
Church End
700 100
South Kilburn
1,400 1,000
Rest of the borough
2,050 360
Source: Brent Core Strategy
The provision of at least 22,000 additional homes (including 1,030 re-occupied vacant homes)
will be delivered between by 2026. In addition, 10,000 new jobs will be delivered at Wembley,
and Brent will deliver a substantial proportion of the additional 14,000 jobs anticipated in Park
Royal.
Within the sub-regional context, several significant transport infrastructure projects are
proposed, which will provide an opportunity for a step change in movement which will support
regeneration and development within the borough.
The Core Strategy therefore provides the starting point for the transport strategy, illustrating the
quantum of growth and the key areas of change over coming years and decades. The strategy
guides investment to support growth in these areas.

3.2 Area Action Plans
3.2.1 Wembley Growth Area - Area Action Plan
Wembley is the largest Growth Area within Brent delivering 11,500 of the 22,000 new homes
expected in the borough. Wembley also has the most developed planning policy.
The Core Strategy identifies an anticipated growth of 5,000 new homes between 2007 and
2016, and a further 6,500 new homes between 2017 and 2026. This is the largest Growth Area
in the borough, and a more bespoke transport strategy for the area is being developed to meet
the needs of regeneration and economic growth. This fits within the approach and framework of
the wider Brent Transport Strategy corridors.

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The transport strategy for Wembley aims to give greater emphasis to car based traffic on the
Great Central Way / South Way access into Wembley, and greater emphasis for non-car modes
(buses/cyclists/pedestrians) along Forty Lane / Bridge Road / Wembley Hill Road whilst still
retaining access for car traffic. This will be supported by provision of parking in locations which
provide for the development needs, but do not encourage through traffic through the town
centre. The strategy will also make provision for improved pedestrian connectivity between the
development area and the existing town centre.
The work on the transport improvements in the Wembley Area Action Plan is being jointly
developed with key stakeholders such as Quintain, the largest developer in Wembley and the
Football Association/Wembley Stadium.

Figure 5: Key elements of the Wembley Transport Strategy

3.2.2 Colindale / Burnt Oak Growth Area
The Core Strategy identifies 2,500 additional homes to be built by 2026. This Growth Area is
part of a much larger growth area, of which the majority is within Barnet. Therefore, Brent
officers have commissioned architects to develop a public realm and placemaking plan which
will contain transport elements. The transport elements will consist of improved connectivity and
junction improvements as well as developing a framework for this area which can be used to
assess transport aspects of planning applications.

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Much as with the Wembley strategy, a framework will be developed which will cover all modes,
within which parking and local access issues will sit. The approach will develop east-west
connectivity into the A5, including improved bus connections to underground stations at
Edgware, Burnt Oak and Colindale, and improved bus / cycle links to these stations.

3.2.3 Alperton Growth Area
An anticipated additional 1,600 homes will be built in the Alperton Growth Area. A series of
transport improvements are being developed for Alperton which builds on the assets of the area
including a 1.6 km stretch of the Grand Union Canal, good public transport and the unique
Ealing Road town centre.
One of these elements centres on the development of a public realm improvement at Alperton
underground station, which will provide a gateway into Alperton from the south, improved bus
stopping facilities, and improved public realm in the current space occupied by the station
forecourt. This project is being worked on jointly with TfL.
Additional measures are being developed along Ealing Road including removal of road humps
and street clutter, and provision of improved cycle facilities as part of the wider strategic corridor
study recommendations.

3.2.4 South Kilburn Growth Area
The Core Strategy identifies 2,400 new homes within South Kilburn, which will experience
substantial transformation. The council is facilitating a shift from the housing estates of the
1960s and 1970s to a compact district set around a traditional street pattern with a substantial
increase in the proportion of owner occupied households.
The transport strategy is developing improvements to facilitate better access from South Kilburn
into the transport network. This will include facilitation of movements into central London, sub-
regional centres and local centres. For South Kilburn residents, this will include improving
access to central London (West End), Kilburn, and other metropolitan centres which serve this
area.

3.2.5 Church End Growth Area
The smallest of Brents growth areas, it is expected that 800 new homes will be delivered as
part of the Core Strategy. Church End is to the south-east of Wembley, south of the North
Circular Road.
More consistent approaches to improving the road network are being considered by TfL as part
of the Roads Taskforce. These might be applied to the North Circular in the future. To support
the delivery of this Growth Area, improvements at Neasden interchange will improve access to
Church End.
Improved access to public transport interchanges is a key priority, including making safer, more
convenient connections to other local town centres. The proposed extension of the London
Overground along the Dudding Hill freight line offers the opportunity for an interchange with
Metropolitan / Jubilee lines at Neasden. Developing this link might also provide the opportunity
longer term for a new station which could serve Church End.

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3.3 North Circular Road Regeneration Area
The North Circular Road is one of the main arteries in the borough. The route is of strategic
importance and most of the traffic along it, including a high proportion of heavy goods vehicles
(HGVs), passes through the borough rather than travelling to or from locations within it.

A direct consequence of the volume of traffic, which often leads to congestion at peak times, is
the high level of air pollution on, or adjacent to the road and the level of noise. The road is also
a major barrier to movement, particularly on foot. Junction improvements and new green
bridges could provide better/safer facilities for pedestrians and cyclists.
In addition, consideration could be given to decking over sections of the north circular in cutting
to provide at-grade connections for pedestrians and cyclists, possibly with urban parks
developed on decked sections of the road.

Figure 6: Green Bridge and Green Corridor vision for the North Circular Road

One of the aims of the North Circular Road Regeneration Strategy is to improve air quality in
this area. This will be achieved by reducing the impact of traffic in terms of its generation of
pollutants, both by reducing overall traffic volumes and managing the speed of traffic.

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Brent has previously looked at the potential for a Green Bridge corridor on the North Circular
and has developed a vision document for our plans that illustrates the proposals.

This bridge would provide linkages between some of our most deprived communities; it would
deliver a very strong and attractive link for commuter and leisure cyclists; significantly enhancing
the connectivity and setting of the stunning Shri Swaminarayan Mandir Temple in Neasden and;
create new housing and employment links for Brent residents. It is therefore has an exciting and
innovatory vision for how a Green Bridge would fit within the context of our wider growth and
regeneration objectives. Our strategy supports and encourages high-quality investment
projects of this nature.

3.4 Brents town centres
The Council will work to enhance the individual characters of its local centres, employment
locations and residential areas. A number of different tools may be applied to manage the
transport movements within local areas. These tools are developed through Chapter 9 of this
document which details what they are and how they might be applied.
Town centres in the borough are categorised in a hierarchy according to their functions and
roles which take account of size, extent of catchment area, and the range of shops and facilities
provided. Brents town centres have been re-categorised and divided into three categories
according to their characteristics, the designations set out in the London Plan 2008 and the local
strategies of neighbouring boroughs for centres with shared boundaries.

Table 2: Centre hierarchy in Brent
Major Town Centres District Centres Local Centres
Wembley
Kilburn
Burnt Oak
Harlesden
Cricklewood
Colindale
Willesden Green
Ealing Road
Wembley Park
Kingsbury
Preston Road
Neasden
Kenton
Queens Park
Kensal Rise
Sudbury

Wembley has its own Area Action Plan (described in Section 2). Kilburn is Brents other major
town centre.

Along Kilburn High Road, Brent has been working with Camden Council on the development
of a concept to reduce accidents and improve the public realm. This is part of a more
strategic approach for the A5 which involves management of through traffic to the North and
creation of a high street to the south.

22

Within district and local centres, Brents other confirmed TfL Major Scheme is to improve the
public realm and reduce congestion in Harlesden.
The Park Royal Opportunity Area Planning Framework also provides scope through the
regeneration to further improve links to Harlesden in association with accessibility improvements
at Old Oak.
Parking enforcement and appropriate uses of parking charges will be used within town centres
to assist in the management of congestion. These will be deployed in a way which maintains
the viability of Brents town centres.

The strategy for all of our District and Local centres is to:
Improve access to public transport interchanges, particularly rail and tube stations;
Improve pedestrian / cycle links;
Improve air quality;
Improve parking provision;
Address and, where possible, reduce through traffic.

3.5 Employment locations
As at April 2014, there are 96,300 employees working within Brent (Office of National Statistics),
and the key employment areas within Brent are Park Royal (20,000 employed in Brent),
Wembley Park and Northwick Park (6,000).
Employment locations within Brent should be developed with good public transport networks in
mind. These should include better information, and encourage employers to locate close to
public transport interchange sites. Specific principles which should be adopted when
considering the development of transport networks within Brents employment centres are:
1) Within 400m of a bus stop;
2) Upgrade orbital bus links;
3) Appropriate bus priority to ensure easy and punctual access for buses;
4) High quality pedestrian routes;
5) High quality cycle routes; and
6) Workplace travel plans through the S106 process.

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4 Brents Targets for Transport
Within the LTTS there are a series of indicators that are referred to as targets for transport.
They include neighbourhoods that are sustainable, attractive and safe, road safety and personal
security. Each target should be applied spatially across the borough.
4.1 Sustainable, attractive and safe neighbourhoods
A neighbourhood is a defined area recognised locally and which in the Roads Task Force Street
Types is mainly made up of local streets. They are where the majority of borough residents live
and provide the start and the end point of the majority of journeys.
Local streets should be attractive for walking and cycling, which should be encouraged as the
primary modes for short distance trips within the borough. Pedestrian and cycle friendly routes,
including local streets, should be continuous and legible and designed to a high standard,
ensuring they are pleasant and safe to use. Brents Placemaking Guide sets out a series of key
principles for developing a common approach to good design on Brents streets which will help
encourage sustainable travel in a safe and attractive environment.
Brents neighbourhood areas should also be well served by public transport and opportunities
should be sought to improve bus provision to ensure that all areas are within 400m of a served
bus stop.
In addition to these key principles, the LTTS will assist in making neighbourhoods in Brent more
sustainable, more attractive and safer through the following transport initiatives:
Sustainable:
1. Discouraging the use of the car for short trips to shops, schools and other local
facilities;
2. Promoting the environmental and health benefits of walking and cycling;
3. Working with TfL to improve the quality and amount of information provision for public
transport including the bus Countdown system;
4. Promoting the use of residential travel plans as a tool for encouraging the use of
sustainable modes for journeys to and from residential developments;
5. Where appropriate manage parking through use of Controlled Parking Zones (CPZs)
6. Ensuring parking restrictions play a role in ensuring the sustainability of
neighbourhoods
Attractive:
7. Working with local communities/neighbourhood forums to design schemes that meet
local needs;
8. Ensuring attractive local streets and promoting street de-cluttering;
9. Promoting the introduction of street trees;
Safe:
10. Reducing severance caused by major roads, railways and other physical barriers
through new pedestrian and cyclist facilities including highway crossing facilities and
new bridges;
11. Ensuring there is access for all to local services, employment and green space.

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4.2 Road Safety and Personal Security
4.2.1 Road Safety
Brent continues to take a proactive approach to reducing casualties by targeting and prioritising
our investment plans at areas where there are known problems with road collisions.
Consideration should be given to the role of 20mph zones (with physical traffic calming features)
or 20 mph limits (without physical features) within local streets and to address areas where
there is a clear record of casualties resulting from speeding traffic.
The use of reduced speed limits along with traffic calming measures has been progressed on a
case by case basis to date, and Brent has experienced considerable success in reducing the
number and severity of collisions that happen on the network. A blanket 20mph limit across the
borough does not form part of Brents long term strategy until more evidence of the success of
such measures in similar boroughs has been established.
Brent will continue to focus on improving overall safety for cyclists across the borough. This will
be addressed through a combination of engineering and education measures.
Engineering measures include cycle friendly traffic calming measures, improved cycle signage,
the removal of restrictions to cycle movements, the increased supply of affordable cycles and
the rollout of greenways routes.
The Borough will provide a variety of programmes to deliver education measures to the
community. This includes child and adult cycle training, distributing information to new home
buyers and new employees, assisting with the provision of quality cyclist facilities and
encouraging GPs to prescribe cycle courses and creating personalised cycle try-out and
community schemes. These programmes will be targeted to encourage new cyclists to try
cycling and to provide improved services to retain existing cyclists.

4.2.2 Personal Safety
Residents express concern about personal safety in public areas of the borough. Through the
Safer Neighbourhoods Teams, the Council is working with police to provide local people with
more information about how to improve personal safety and where to access it within their
community.

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5 Brent Transport Priorities

5.1 Bus Travel
Brent supports the enhancement to bus services through improvements to frequency as well as
extending, amending and creating new services based on future demand. This means more
frequent services where possible and improved routing of services where appropriate.

Brent acknowledges that the public transport network is operated by Transport for London and
understands our role to be that of critical friend and liaison partner in terms of local needs and
issues.
Brent will pass on proposals for improvements and accessibility enhancements and
communicate customer concerns, but we will not have the final say in decisions relating to
public transport operations.

5.2 Cycling
The Council supports high quality cycle facilities across the borough. The main strategic
direction of the improvements that we will look to make are around overcoming the severance
caused by the North Circular Road (A406), the Dudding Hill freight line, and the Metropolitan,
Jubilee and Chiltern Lines. This will help to facilitate radial journeys across the borough. A
number of routes are proposed to provide better access into Wembley and into Neasden. These
include provision of a green bridge from Blackbird Hill across the North Circular Road into
Neasden. Cycling facilities will also be prioritised which support the development of growth
areas and town centres, ensuring that safe routes are provided for residents from their point of
origin on local streets, providing measures where required in order to increase the level of
cycling in the borough.
Brent developed the Ways to Wembley cycle vision
document in response to the Mayors mini-Holland
cycle bid in 2013. The vision document maps out a
comprehensive plan for a network of commuter
cycle routes and quietways in conjunction with key
structures that would be needed to reduce the
severance created by the North Circular Road and
rail lines. This document will be updated to reflect
the Mayors developing Cycle Vision and the
funding programmes that are put in place by TfL to
achieve the cycle targets for London.
A Bus Strategy study for the Wembley area has been undertaken that recommends greater
capacity, changes to routing patterns to centre on the Olympic Way corridor and enhanced
access routes, priority measures and bus stop infrastructure.
Brent is committed to delivering this plan as the Wembley Park area is built-out.

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Cycle mode share is currently low within the borough (around 1.5%). We wish to increase the
mode share of cycling nearer to 5%.

Specifically, Brent wishes to target groups which have hitherto demonstrated low levels of
cycling. The promotion of physical measures would be supported where necessary by
education, information and awareness building initiatives. Projects such as Bike It, Biking
Borough and cycle hire initiatives will be delivered.

Brent will work actively to seek investment in cycle infrastructure through TfL and will continue
to support investment in structures that will improve access across major roads and rail lines.

5.3 Travel Demand Management and Intelligent Transport Systems
Travel Demand Management (TDM) is the practice of providing information to network users in
order to shape their journey habits, effectively mapping demand to the existing network rather
than expanding the network to meet demand. Intelligent Transport Systems (ITS) are the
technological solutions through which information can be provided to drivers travelling through
and within the borough via systems such as Variable Message Signing (VMS) systems. Brent
will look to support TfL in the development of effective TDM across the borough and will look to
employ VMS to provide timely information regarding:
Major events taking place at Wembley and the wider borough;
Real time congestion events on local and strategic roads; or
Major planned road closures or traffic management measures that might affect their
journeys.
The Council already has a number of VMS signs throughout the borough, but the messaging
capability of these signs is limited and they are not linked to real time congestion monitoring
systems.
The Council would like to provide more and better driver information systems, replacing existing
signs and enhancing VMS coverage. Our vision is to develop a strategic ITS plan for Brents
road network linked to TfL and Highways Agency congestion monitoring systems and,
potentially, a local network of congestion monitoring.
Where the Council focuses on particular areas, we have demonstrated that we can make a
difference, for example on road safety. Where we have focussed on this, we have made
considerable improvements in the safety record.

Routes proposed include the Bakerloo Cycle Superhighway which follows the Harrow Road,
and the Metropolitan/Jubilee cycle superhighway which follows these railway lines.

27

This approach will reduce congestion and improve travel times, which in turn will lead to
improved air quality. Customer satisfaction can also be notably enhanced and road users will be
able to make better informed choices.
VMS functionality also allows for weather and issue-related safety messages to be passed on to
a large number of road users within the borough. For example, safety campaign messages
regarding motorcycle safety or warnings of freezing weather forecasts.

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6 Brent Key Movement Corridors

We have identified six core movement corridors within Brent based on the analysis of socio-
demographics, travel patterns and desire lines

within the borough. These corridors build upon
the corridors defined in the West London Sub-Regional Transport Plan and are critical to the
safe and efficient movement of people and goods within, and passing through, the borough. The
Roads Task Force Vision for Londons Streets defines a set of six functions for streets and the
movement corridors would all be considered to be moving or functioning under these definitions.
The corridors themselves define broad directions of movement and incorporate all modes of
transport. They therefore as such do not describe specific roads or public transport routes and
are more general in their spatial coverage.
These corridors have been identified to provide guidance as to where strategic and local
transport investment should be targeted to achieve the best outcomes for Brent residents, and
for those that are visiting or passing through our borough. They share a number of
characteristics:
They follow key desire lines for travel (to work / shopping / education);
They are aligned with the transport corridors set out within TfL Sub-Regional Transport
Plans;
They link Brents Growth Areas to key attractors;
They provide a focus for future LIP investment; and
They have capacity for future development on or close to the corridor.

There are two types of corridor, which fulfil different functions:
Radial Corridors
(Route 1,2,3)
These provide key access routes from central London to Brent
and beyond to north-west London. They have well developed
tube and rail links and interchanges with these are important as
well as maximising route capacity.
Orbital Corridors
(Route 4,5,6)
These connect the borough east to west and link into the radial
corridors at interchange points and Growth Areas. Public
transport is less well developed and these corridors cater more
for local journeys. Sustainable modes (especially cycling) will be
separated on these routes to ensure safety.

Understanding the locations and functions of these corridors will enable us to prioritise transport
investment programmes within the borough for the next Local Implementation Plan and through
S106 contributions and the Community Infrastructure Levy.
Figure 7 maps all six movement corridors. Appendix B describes how each corridor has been
selected along with the location of each corridor; the strategic context; transport and movement
characteristics (highway, public transport, active modes); key town centres, development areas,
employers and other destinations served and; opportunities (in development or transport terms).

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Figure 7: Brent's Movement Corridors

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7 Long Term Transport Objectives
7.1 Overview of objectives
Application of the national and regional framework and the local priorities discussed within this
document have been brought together to define the twelve transport objectives for the borough.

Objective 1 Improve international links to Brent;
Objective 2 Improve national and regional links to Brent;
Objective 3 Improve sub-regional Links to Brent;
Objective 4 Support Brents Growth Areas;
Objective 5 Improve the North Circular Road Regeneration Area;
Objective 6 Improve Brents town centres;
Objective 7 Support employment locations;
Objective 8 Create sustainable, attractive and safe neighbourhoods;
Objective 9 Improve road safety;
Objective 10 To improve air quality and contribute towards climate change targets;
Objective 11 Support improved service frequency and connectivity by bus; and
Objective 12 Ensure that high quality cycle links are provided across the borough.

Based on these broad headings, a series of numbered policy statements have been identified
which are supported by a justification and an action plan where relevant. They are detailed in
the following table:

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7.2 Objective 1 Improve International Links to Brent
Policy Justification Initial Action Plan
T1.1
Support improved Access
to Heathrow Airport.
Heathrow is the UKs main hub airport, with 40% of its
travellers flying for business. The airport accounts for 56% of
the UKs air freight.
Direct impact of the airport (70,000 jobs in the airport vicinity)
is complemented by secondary impact with travel and hotels
generating a further 60,000 jobs, and tertiary impact attracting
international business to West London.
Borough support for retaining
Heathrows role as the UKs hub
airport.
Provide support for proposals to
enhance connections between
Brent and Heathrow.

T1.2
Maintain support for
Heathrow as predominant
air hub for London.
Earlier assessment of additional capacity at Heathrow
suggests that noise and air quality are unlikely to be a
significant issue for Brent, and that air quality has not
significantly worsened since opening of T5.
Reduction in airport capacity at Heathrow could deter
additional international business activity within West London
and Brent.
Business interests support expansion at Heathrow, and are
more likely to invest locally if this is provided.
T1.3
Support improved access
to other international
airports including Luton
and Stansted.
Additional passenger choice is offered through other
international airports such as Luton and Stansted.
Borough support for operation
and development of Luton and
Stansted Airport.
North West London to Luton
Growth Corridor supported by
Brent through North London
Strategic Alliance.
Development of Movement
Corridor 1 along the A5.
T1.4
Support improved
international rail links from
Brent to Europe.
Brent is well placed to benefit from improved connectivity to
Europe as a result of the new HS2 international station at Old
Oak.
Support for Crossrail and Old
Oak Station development to
include direct Crossrail service

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7.3 Objective 2 Improve National and Regional Links to Brent
T2.1
Support improved access
to key national
destinations outside of
London for employment
and other journey
purposes.
The use of Old Oak as a key strategic interchange will
provide Brent residents with improved access and reduced
travel times to many key cities in the UK.
Enhancements to rail services and infrastructure will
encourage greater use of Clapham Junction Wembley link,
maximising benefits of regeneration at Old Oak.
Deliver transport hubs that
support national destination
routes in Brent.
Act as a critical friend to
London Underground and
National rail providers.
T2.2
Support orbital bus links in
Brent, specifically Golders
Green and Finchley Road
across to Wembley.
Public transport access to coach stations is poor and in need
of improvement in the borough.
Act as a critical friend to
London Buses on the issue of
orbital bus links.
Prioritise bus interchange
facilities in growth areas.
Prioritise Willesden Junction bus
route capacity and Old Oak
routes to connect locally to rail
links.
T2.3
Support improved freight
access to key national
destinations outside
London
The North Circular Road is important for moving HGV traffic
through and within Brent, particularly in providing access to
the M1 and A40 and makes Brent an attractive location for
businesses relying on the national road network.

Develop a robust freight strategy
for the borough in conjunction
with WestTrans to ensure a
functional cross boundary
strategy is developed.
Support for the TfL Freight
Planner.

Brent is supporting the TfL petition for inclusion of a link
between HS2 and HS1. This link should be provided without
undermining existing or future passenger and freight services
on the North London Line.
to Heathrow.

33

Direct engagement with local
businesses.
T2.4
Support rail-based freight
and restrict road based
through-freight movement
to the North Circular Road
or specified radials
Shifting freight onto rail and restricting its movement on the
Strategic Road Network will help remove through freight
movement from Brents town centres.
Development of local lorry bans
to protect neighbourhoods.
Support for TDM to include
freight movements.
T2.5
Provide good access to
freight distribution centres
in Brent
Ensuring that Neasden / Park Royal all have good direct
connections onto the North Circular Road or SRN will assist
with effective movement of freight.
Mapping of freight distribution
centres.
Maintenance of movement
routes.

7.4 Objective 3 Improve Sub-regional Links to Brent
T3.1
Support enhanced
connectivity to Old Oak to
benefit Brent residents
and businesses.
Limited public transport connections between Old Oak and
Brent:
Harlesden is the nearest local centre and Willesden
Junction is the nearest existing railway station, both
currently have very limited access to the proposed HS2
Interchange at Old Oak; and
The local road network including Tubbs Road and
Harlesden Town could come under significant pressure
from traffic looking to access the station and surrounding
area.
Limited public transport connections between Wembley and
Heathrow.
Lobby central government and
work with neighbouring
authorities and regional partners
to:
Ensure development is
permeable with strong
connections to Brent;
Promote overground rail
links;
A West Coast Main Line -
Crossrail link;
Promote a high quality
pedestrian/cycle bridge

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T3.2
Support the link between
Crossrail and West Coast
mainline.
A link between Crossrail and the West Coast Main Line would
result in much improved connectivity for the Wembley Area to
central London, Heathrow and other national destinations.
from Willesden Junction to
the development area;
Provide a transport
interchange at Willesden
Junction between national
HS2 services, regional
Crossrail services and local
orbital and radial public
transport services;
Ensure good highway links
(particularly for bus access)
without encouraging more
through traffic; and
Ensure that tunnel
infrastructure does not
impact on borough growth
area plans.
T3.3
Support the use of
Dudding Hill freight line for
passenger services.
The opportunity could be taken to develop the Dudding Hill
freight line to provide a passenger service to Brent
Cross/Cricklewood. This could offer an interchange with the
Metropolitan / Jubilee lines at Neasden.
T3.4
Support improved orbital
connections to improve
access to opportunity
areas, new developments,
employment, retail,
education and leisure
opportunities
A number of large developments, opportunity areas or other
key destinations are near borough boundaries which would
be best accessed via orbital movements:
Brent Cross
Colindale/Burnt Oak
Old Oak
White City

A number of important employment locations for Brent
residents are near borough boundaries which would be best
accessed via orbital movements:
Brent Cross
Ealing
Park Royal (including Old Oak in the future)
Heathrow
Provide and support
improvements to key orbital
corridors of movement such as
Brent Cross Wembley-Ealing,
and Brent Cross-Park Royal/Old
Oak.
Provide improvements to bus
services and cycle routes on
parallel streets.
Promote highway improvements
to the North Circular Road to
benefit its moving function.
Deliver transport improvements
outlined in the Wembley Area
Action Plan to improve orbital
movements.

35

T3.5
Support improved
connectivity to major
employment areas
including those in
neighbouring boroughs
Brent is well served by radial routes into Central London by
both public transport and highway.
There are limited public transport opportunities for orbital
movements and, with the exception of the North Circular
Road, limited highway orbital routes. This leads to high levels
of congestion.
Limited public transport connections between Wembley and
Heathrow.
Support improvements to the
Wembley Ealing corridor
which would facilitate access to
Alperton (for Piccadilly line) and
Ealing (for Heathrow Connect).
Support for WCML-Crossrail link
and new Overground station at
Old Oak (Complements T3.1).
T3.6
Support improved TDM
and driver information
systems to reduce
congestion and enable
informed driver choices.
Improve local and inter-regional travel by delivering real-time
driver information regarding strategic and local road
congestion.
Develop ITS vision and strategy
to assess costs and
requirements

7.5 Objective 4 Support Brents Growth Areas

T4.1
Facilitate development in
Wembley by creating a
permeable, accessible
town centre
Delivers transport improvements through a corridor approach
which accounts for different mode shares based on street
functionality.
Provide more sustainable travel options which reduce traffic
congestion and assist in reducing the car mode split from
37% to a target of 25%.
Support a planned reduction in car mode share in Wembley
through implementing measures within the Wembley
Transport Strategy.
Meet the objectives of the Wembley Area Action Plan which
are to:
Create a more attractive town centre;
Create a safer environment by reducing the impact of

All engineering schemes to
refer to the Wembley Area
Action Plan as part of scheme
development and approval.

Maximum parking requirements
to be reduced and adopted as
stated in Development
Management Policies in line
with the London Plan

Develop Gateways to the Town

36

traffic; and
Provide more effective access and egress to/from
Wembley Stadium on event days.
Centre to create a sense of
place.
T4.2

Facilitate growth and
development through
transport interventions in
Brents other growth areas

To enable the delivery of new housing in the borough
development needs to come forward within all growth areas.
Each growth area has different challenges and opportunities
and a clear transport strategy needs to be developed for
Alperton, Burnt Oak, Church End and South Kilburn.
To enable successful development residents need to have
access to local jobs and services as well as being attractive
locations and have a sense of place, the principles of the
Brent Placemaking Guide should be adhered to.
New development needs to minimise the impact of
congestion on the local road network while promoting
sustainable modes of transport.
New development needs to be viable but also contribute to
transport improvements through s106 agreements and CIL.
Area Action Plans to be
developed for each growth
area.
Application of the Brent
Placemaking Guide to ensure
consistency and quality of
schemes.
Work with neighbouring
authorities and lobby central
government and TfL for funding
to plan and initiate catalyst
projects, such as urban realm
improvements on the North
Circular Road, to assist in
encouraging the development of
identified growth areas.
Prioritise the public and
sustainable transport
requirements of Action Plan
Areas as part of the LIP.
.

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7.6 Objective 5 Improve the North Circular Road Regeneration Area

T5.1
Improve key junctions to
reduce delays caused by
congestion and smooth
traffic flow on Brents road
network
To maximise the potential of this regeneration area by
improving the quality of the urban realm and reducing the
impact of the North Circular Road on pedestrian and cycle
movement. Smoothing traffic flow will also help improve air
quality.
Opportunities exist to provide improved accessibility and
movement in growth areas as part of future development
proposal. Need to address severance created by the North
Circular Road by delivering safe, convenient and high-quality
crossing places.
Work with TfL and developers to
manage transport improvements
through S106 agreements
T5.2
Reduce the negative
impacts of severance
across the North Circular
Road by promoting
improvements at strategic
locations
Work with TfL and GLA to
develop plans for bridges
across the North Circular Road,
particularly Green Bridge at
Neasden
T5.3
Create cycle paths and
environmental buffers /
open space within the
area
Improving the environment and reducing congestion will
contribute to a reduction in the impact of poor air quality and
high levels of air pollution from traffic.
Consider plans for establishing
a green corridor to buffer
housing, improve air quality and
reduce concentrations of
particulates.
Deliver high quality cycling
infrastructure where
opportunities arise as part of
regeneration.
T5.4
Implement measures
which improve air quality
and reduce the negative
impacts of pollution
Real time congestion information communicated to drivers on
local roads will enable informed choices and potentially
reduce the length and severity of congestion events on the
North Circular Road.
Develop ITS vision and strategy
to assess costs and
requirements for the
implementation of Traffic
Demand Management systems
on major roads in the borough.

38

7.7 Objective 6 Improve Brents Town Centres
T6.1
Provide attractive, safe
and secure cycle and
walking routes into our
Major Town, District and
Local Centres
To encourage cycling and walking within our town centres
and discourage inappropriate speeds and driver behaviour.
To create places for people and develop health benefits,
safety benefits and increased retail benefits, and meeting the
objectives of the GLAs town planning Supplementary
Planning Guidance.
To minimise demands on the road network and requirements
for parking in town centres.
Assess LIP scheme proposals
against Council policies and
objectives.
T6.2
Provide cycle parking at
key town centre
destinations
T6.3
Improve public realm
within our town centres
To help make our existing town centres safer, more attractive,
viable and efficient and hence ensure that they are able to
compete with other town centres just outside the borough.
By investing in public realm improvements, Council can
encourage private investment within town centres, which
further enhances the public realm. In doing this, Council
creates a cost effective investment cycle.
To encourage the development of Roads Taskforce
typologies (High Street and High Road typologies) to make
High Streets places that people want to spend time.
Develop town centre
development strategies in
partnership with the community
which identifies intervention
priorities for each centre
Consult with local communities
and businesses to determine the
most appropriate measures to
be implemented in each town
centre.
T6.4
Reduce street clutter and
guardrailing in town
centres
T6.5
Implement collision
reduction schemes with
reduced speed limits
where appropriate
T6.6
Implement measures to
improve air quality and
reduce the negative
impacts of pollution
Reducing congestion and maintaining the free flow of traffic
can assist in meeting Brents contribution to air quality targets
and climate change objectives.
Implement particulate
monitoring systems to identify
areas of concern and monitor
changes in air quality
T6.7
Parking to be managed in
line with the Borough
policy including use of
CPZs where appropriate

To assist with managing
deliveries to retail and reducing
congestion, encourage
businesses to make and receive
deliveries out of regular trading

39

hours
T6.8
Provide support for
shopping parades to
maintain their viability
To support local businesses by improving access by
sustainable modes

7.8 Objective 7 Support Employment Locations

T7.1
Encourage journeys to
work to be made by public
transport where possible
To help ensure that the use of public transport, walking and
cycling for work journeys is maximised
To help ensure that accessibility to the public transport
network for work journeys is as good as possible
Assist TfL in planning new
routes or changes to existing
routes to meet the changing
demands of businesses and
workers.
Review the Brent Local Plan to
ensure new business
developments will not be located
in areas with poor access to
public transport.
T7.2
Work with TfL to improve
orbital bus links to
employment destinations
T7.3
Ensure that employment
centres are within 400m of
a bus stop
T7.4
Promote best practice for
freight through the Fleet
Operators Recognition
Scheme (FORS)
To improve road safety training for commercial vehicle drivers
To minimise vehicular emissions and reduce air pollution
through the encouragement of environmentally sensitive fleet
operational practices
Support TfL in promoting FORS
to local businesses
T7.5
To promote parking
management plans for
business parks and
employment locations
To assist in managing air quality and particulate emissions by
reducing car usage, particularly at peak hours
Support the development and
implementation of Workplace
Travel Plans for new
developments to encourage
public transport use and
minimise demand for car
parking

40

T7.6
To improve freight journey
routes and access to
employment sites
To help support existing businesses and encourage
investment by ensuring staff and customers can find their way
to a business
Investigate Intelligent Transport
Systems which could be
implemented on major freight
routes to advise drivers of traffic
conditions

7.9 Objective 8 Create Sustainable, Attractive and Safe Neighbourhoods

T8.1
Improve road safety within our
local neighbourhoods by
addressing locations with a poor
collision history and providing
safer routes for vulnerable
users.
To improve road safety for all road users, including
pedestrians and cyclists.
To help ensure that the use of public transport, cycling
and walking within our local neighbourhoods is
maximised
To improve air quality by maintaining the free flow of
traffic, which reduces emissions and pollution
Prioritise actions plans through
LIP programme
Implement 20mph speed limits
in locations where speed has
been a major cause in accidents
between all road users
T8.2
Lower speed limits in our local
neighbourhoods to reduce
numbers and severities of
casualties where this is
achievable
T8.3
Ensure that the majority of
residents are within 400m of a
bus stop
To make it easier for residents, particularly the young
and the elderly to use public transport for local trips
Assist TfL in planning new stop
locations or changes to existing
infrastructure to improve
services to areas with poor
services or increase services in
line with new developments
T8.4
Reduce through traffic and
encourage HGVs to use
appropriate routes.
To minimise the road safety risk to pedestrians and
cyclists, particularly those most vulnerable, such as
children and the elderly.
Implement weight restrictions on
local roads for through traffic
In collaboration with WestTrans,
investigate the use of TDM
systems to influence the routing

41

of HGVs across the borough
and West London.
T8.5
Promote cycling and walking as
the default mode for short
journeys
To help ensure that the negative impacts of car traffic
within our local neighbourhoods is reduced. Sustainable
transport helps to reduce congestion and create
attractive and sustainable neighbourhoods.
To improve road safety for all road users, including
pedestrians and cyclists.
Work with TfL and neighbouring
boroughs to deliver improved
cyclist, pedestrian and electric
vehicle infrastructure
LIP programme
T8.6
Seek opportunities to increase
permeability of streets with
contraflow cycle routes and
promote filtered permeability
where appropriate
T8.7
Seek opportunities to expand
the provision of car clubs and
electric vehicle infrastructure
To encourage sustainable transport practices among
local communities, including walking and cycling; and,
where appropriate, use of electric and low emission
vehicles.
To improve air quality and reduce particulate matter
along major road corridors
Continue to support local car
clubs and begin rollout of
electric vehicle charging points
across the borough.
Prioritise action plans through
LIP programme
T8.8
Improve the urban realm and
create new crossing places and
an attractive urban environment

7.10 Objective 9 Improve Road Safety
T9.1
Improve safety and public
perceptions of safety on the
street and public transport
network
To improve the sense of personal security felt by Brent
residents.
To ensure that where appropriate, segregation of
particular road users is implemented in a way which
improves the accident record.
Implement public realm
improvements to improve safety.
Assist TfL in improving safety on
the public transport network,
particularly where conflicts exist
between buses and other road
users or pedestrians.

42

T9.2
Manage road speeds through
traffic management and
enforcement
To help ensure that levels of accidents caused by
excess speed of vehicles is reduced.
To help ensure that overall accident levels are reduced,
and the severity of those accidents is reduced.
Analyse collision statistics and
Metropolitan police records to
identify locations where road
speeds cause a crash risk.
Implement local road upgrades
where a clear demand and
safety risk is apparent
LIP programme
T9.3
Upgrade and maintain highway
assets in a good state of repair
To ensure that where appropriate, segregation of
particular road users is implemented in a way which
improves the accident record.
To help ensure that levels of accidents caused by roads
in a poor state of repair is reduced.
Continue the Councils existing
programme of highway
resurfacing in line with the
Highway Asset Management
Plan.
Proactively identify assess and
repair roads and footways
where continued decay could
cause an imminent safety risk.

7.11 Objective 10 Improve air quality and contribute towards climate change targets
T10.1
Support more households in
Brent to live without a car.
To improve air quality within the borough and reduce
the negative health impacts of pollution.
To contribute towards national and international climate
change targets by reducing carbon emissions.
Encourage provision and use of
car clubs within the borough.
Work in collaboration with TfL to
improve public transport and
cycling amenity.
ensure car-free developments
are supported in appropriate
locations.

43

T10.2
Minimise the quantity of air
pollutants caused by vehicle
emissions.
To improve air quality by maintaining the free flow of
traffic, which reduces emissions and pollution.
To encourage the use of electric vehicles.
Provide electric vehicle charging
points throughout the borough.
Support for the Low Emission
Zone and a Wider London Zone
and an Ultra Low Emission Zone
in Brent.
Lobby TfL to renew its bus
vehicle fleet within the borough,
with decreased reliance on
diesel buses.
T10.3
Develop and promote
congestion reduction
measures.
To ease road congestion across the borough.
To assist businesses to be more productive by
minimising congestion on the boroughs roads.
To minimise air pollution caused by vehicular
emissions.

Investigate the use of Intelligent
Transport Systems to reduce
congestion and provide
information to drivers.
T10.4
Promote cycling and walking
within the borough.
Develop a Brent Cycling
Strategy.
LIP programme.
T10.5
Encourage use of public
transport within the borough.
Assist TfL in encouraging
increased patronage and
planning new routes or changes
to existing routes.
T10.6
Manage flood events and
deliver remedial works as
appropriate.
To manage the impacts of climate change by mitigating
the damaging effects.
To minimise the duration and scale of disruption caused
by flood events or other weather events.
Develop and maintain a flood
risk management plan for the
borough.
ensure new developments are
not sited in areas at high risk of
flood or impacts are
appropriately mitigated.

44

T10.7
Promote sustainable urban
drainage systems for new
developments and residential
driveways.
To improve the resilience of the community to weather
events through improvements to the built environment.
Ensure new drainage
infrastructure works to minimise
runoff and reduce velocity.

7.12 Objective 11 Support improved frequency and connectivity by bus
T11.1
Work with TfL to improve the
frequency and routing of bus
services.
To ensure that public transport mode share is
increased.
To ensure that negative impacts of car traffic are
reduced.
To ensure that appropriate bus infrastructure
improvements are secured to support new
developments.
To deliver high-quality infrastructure to increase the
comfort and convenience of passengers end to end
journey experience.
Continue to assist TfL in
planning new routes or changes
to existing routes where a need
arises.
Lobby TfL for further upgrades
to local bus network vehicles
and infrastructure, including
real-time information displays at
stops.
T11.2
Support service enhancements
with infrastructure
improvements where
appropriate.
T11.3
Support improved bus stop
infrastructure to minimise delay
and improve passenger comfort
and information provision.

7.13 Objective 12 Ensure that high quality cycle links are provided across the borough
T12.1
Support or lobby for the
development of new cycle
routes to address severance
and provide good access
throughout the borough.
To help improve the cycling mode share in Brent from
1.5% to 5%.
To reduce the danger to all cyclists on the network.

Provide active support for the
MTS Vision for cycling.
Apply for LIP funding from TfL
for the construction of new
cycling infrastructure across the
borough.
Develop a Cycling Strategy for

45

Brent to guide future Council
policy.
T12.2
That new cycle routes be
supported by education,
information and awareness
building initiatives.
To improve rider confidence that their journey will be
safe
To educate drivers on how to interact with cyclists,
particularly with increasing numbers of riders and
changes to existing infrastructure
Support for safety measures for
lorries, including driver training.
Support for cycle training
programs in schools and
Council-run programmes for
other residents.
T12.3
Support Superhighways,
Quietways and linkages into
the central London Grid and
Crossrail for Bikes.
To encourage a variety of cycle trips and to expand the
number of people cycling in Brent.
To ensure that opportunities for obtaining funding for
cycle schemes are maximised.
Development of a Brent Cycling
Strategy to demonstrate how the
Borough will support the delivery
of cycling infrastructure
T12.4
To promote cross-borough
cycle links.
Work with TfL and neighbouring
boroughs to design and deliver
high quality cycle routes within
and across the borough.
T12.5
Expand TfLs Cycle Hire
scheme into the south of the
borough.
To facilitate the use of cycling for casual and unplanned
trips
Lobby TfL to expand the Cycle
Hire scheme at least into
Kilburn, Brondesbury and
Kensal areas of Brent

46

8 Monitoring

8.1 Delivery Framework
There are four clearly defined elements to the strategy which form a delivery framework:

Figure 8: Delivery Framework

The LTTS promotes specific spatial areas within the borough. Within these areas (and the whole of
the borough) there is a need to define trip types and modal splits and to set targets for modal shift to
the more desirable mode types. . Measures to achieve this could involve an increase in capacity of a
given route or the redistribution of existing highway capacity to favour different modes. The spatial
focus areas for Brent are Objectives 1-7 and the movement types to be prioritised are Objectives 11-
12.
The Roads Task Force Vision and Direction for Londons Streets provides a framework that defines
the movement types that should be promoted based on the definition and function of a given street
or area, and sets out the measures that may be employed to achieve the aims of the Vision.
The targets of the Vision include the LIP performance indicators and the Mayors Transport Strategy
Objectives. Where a target has not been achieved measures should be put in place to ensure
progress towards meeting it is made in the future. . It may be the case that a given area already has
its desired modal split in which case no further action will be required under the LTTS. However, it is
just as important to recognise this fact as it is to identify areas of change. The target indicators for
Brent are Objectives 8-10. The target indicators are outputs and are the elements that should be
monitored to determine how effectively the LTTS is performing.
The tools are the measures that can be employed to achieve the targets. The tools can be both
hard in terms of changing a street and soft in terms of changing user behavior, both with the
objective of meeting a given target. It is recognised that there are competing priorities and that
funding is a key issue and the application of tools (primarily through the LIP) must address the issue
of the effective use of funds. An understanding must therefore be sought of the cost and benefit of
employing a tool and ensure that funding is only spent where a positive return can be expected.
Similarly an understanding should also be gained of the overall level of funding required in order to
Spatial Area
Target
indicator
Movement type
Tools

47

fully implement the Roads Task Force Vision and which measures may result in the best return on
investment.

8.2 Regular Monitoring
The monitoring of the LTTS is to be aligned with the Local Implementation Plan Performance
indicators, as shown in Table 3.
Table 3: LIP performance indicators
Indicator Definition Data source
1 Mode share trips per day and shares by main mode,
average day (7-day week)

TfLs London Travel
Demand Survey
2 Bus service
reliability

mean excess waiting time by borough TfLs iBus system
3 Road traffic
casualties
number of people killed or seriously
injured in road traffic accidents by borough
TfLs London Road Safety
Unit, using the STATS 19
form
4 CO2 emissions principal sources and per capita emissions
for resident population
GLAs London Energy and
Greenhouse Gas
Inventory (LEGGI).
5 Highway Asset
Condition
the proportion of the principal road
carriageway where maintenance should
be considered
Detailed Visual Inspection
survey data
(Hammersmith and
Fulham)

The monitoring of the LTTS should go beyond these five indicators to include all of the targets
defined in Objectives 8, 9 and 10.
These are to be compiled in line with the monitoring that is undertaken annually for the LIP.

8.3 LTTS Reviews
So that the LTTS may remain relevant and up-to-date with current transport issues in the borough,
Brent will carry out a review of the LTTS every five years. This will allow the Borough to add, remove
or change objectives based on the current objectives of the Brent Local Plan. Further to this, regular
reviews allow the Council to update performance indicators in line with changes to the Local
Implementation Plan.
These reviews will include public consultation to ensure this document remains indicative of the
needs of the community it serves.

48

9 Tools for Delivery
9.1 Brent Borough Council policies
There are a number of policies that will enable Brent Borough Council to implement this LTTS. These
are outlined below.

Local Implementation Plan
The primary source of funding for schemes and initiatives to improve transport infrastructure and
travel behaviour across London is the Local Implementation Plan (LIP) funding, which is allocated via
Transport for London (TfL). Local Implementation Plans set out how London boroughs will deliver
better transport in their area, in the context of local and regional transport priorities and the
overarching Mayors Transport Strategy (MTS).
Brent Borough Councils latest LIP is due for submission and contains a number of schemes that will
help implement the objectives outlined in this plan.
Brent Cycling Strategy
This strategy is currently being developed by Brent Borough Council with a view to encouraging the
uptake of cycling within the Borough. This will support the LTTS objective of increasing the modal
share of cycling to nearer 5% and help reduce transport emissions.
Brent Parking Policy
Though Brent has no formal parking policy and has limited contribution to parking management, the
borough does make use of CPZs to influence parking behaviour in line with the objectives set out in
the LTTS.
There are currently 39 Controlled Parking Zones (CPZ) within the Borough which are monitored by
the Borough Council and aim to manage parking in such a way as to support the local area whilst
also encouraging use of sustainable transport modes. The use of CPZs to support the sustainability
targets contained within this Long Term Transport Strategy is supported by Brent Borough Council
as an essential tool to encourage modal shift, particularly with regards to event and commuter travel.
Community Infrastructure Levy (CIL)
Brent has an active CIL which is used to collect funding from development that can then be used to
implement schemes within the Borough. Some of this funding will be allocated to transport schemes
and may help to fund the implementation of the Long Term Transport Strategy.
CIL has replaced the use of Section 106 agreements for most use classes and provides a clear and
accessible view of the contributions required by the Council to enable development to take place.
Brent Place Making Guide
The Brent Placemaking Guide is about delivering excellence in Brents public realm through good
urban design. It is about making Brent a successful place.

49

The guide aims to achieve a safe, attractive, accessible and inclusive environment by setting out
public realm policy and design guidelines and specifications for materials, street furniture and the
layout of streets and spaces that fall within the control of the Council. These aims help promote the
objectives of the Long Term Transport Strategy by encouraging sustainable access and discouraging
a car-centric environment.
Brent Freight Strategy
Freight-related activities make an important contribution to national, regional and local economic
growth and play a fundamental role in allowing society to function. The Brent Freight Strategy mainly
addresses the issues related to road freight movement in Brent, including the need to accommodate
increased demand whilst avoiding adverse impacts on the road network. However, following the
objective of the LTTS to encourage modal shift and freight transportation by rail, this document also
defines policy measures to achieve this goal.

50

Appendix A Strategy links to corporate objectives
The objectives for the LTTS meet a range of corporate objectives as set out in the Brent Borough plan. The links between the
transport strategy objectives and the corporate plan priorities and outcomes are shown in the table below.

Transport Strategy
Objective
Corporate Plan
Priority
Corporate Plan Outcome
Objective 1 - Improve
international links to Brent

Building a strong
community
Increased participation by local people in shaping and improving the borough
Improved satisfaction with local services
A place where people from different backgrounds get on well together
An independent, inclusive and thriving local voluntary sector
Excellent sports, leisure and cultural facilities used by more people
Objective 2 - Improve
national and regional links
to Brent

Building a strong
community
Objective 3 Improve sub-
regional Links to Brent

Building a strong
community
Objective 4 Support
Brents Growth Areas
Improving Lives for
Children and Families
There are places in Brent schools for all who need them
All Brent schools are good quality
All pupils achieve well
Families needing support get it when they need it most
Vulnerable children and young people have high quality support when they
need it
Objective 5 Improve the
North Circular Road
Regeneration Area
Improving health and
well-being
More and better managed housing of a higher standard
More people living healthier lives
A reduction in inequalities in life expectancy
More provision and more choice for people needing care and support
Objective 6 Improve
Brents town centres
Making Brent safer,
cleaner and greener
Reduced crime and antisocial behaviour
People feel safer on the boroughs streets
Cleaner, safer streets and a healthier, greener environment
Objective 7 Support
employment locations
Promoting jobs,
growth and fair pay
Regeneration of the area to promote economic growth
More opportunities for local businesses

51

More local people in more local jobs
More people supported into work
A closing of pay gaps compared with other London boroughs
Objective 8 Create
sustainable, attractive and
safe neighbourhoods
Making Brent safer,
cleaner and greener
Objective 9 Improve
road safety
Making Brent safer,
cleaner and greener
Objective 10 Improve air
quality and contribute
towards climate change
targets
Making Brent safer,
cleaner and greener
Objective 11 Support
improved frequency and
connectivity by bus
Developing better
Ways of Working
Better quality and more efficient, value for money services
Successful partnership working and shared services
A skilled, motivated and effective workforce
Objective 12 Ensure
that high quality cycle
links are provided across
the Borough
Making Brent safer,
cleaner and greener

The LTTS also supports the four objectives of Brents Health and Wellbeing Strategy in terms of improving air quality and contributing
to healthier lifestyles as follows:

Objective Aims Supporting Transport Objectives
Giving every
child the best
start in life
Strengthening and expanding our current parenting
programmes with a focus on learning from evaluation.
Ensuring the sustainability and delivery of the Child Oral
Health Strategy
To expand partnership working with schools, nurseries,
playgroups and other Early Years settings to improve the
wellbeing of children
Support Brents Growth Areas
Improve the North Circular Road
Regeneration Area
Ensure that high quality cycle links are
provided across the borough

52

Improve the offer of our current interventions to prevent and
manage childhood obesity
Engage with hard-to-reach individuals and communities
through the use of community champions
Helping
vulnerable
families
Improve the identification and assessment of all vulnerable
children underpinned by robust safeguarding procedures
Better multidisciplinary working for children with additional or
complex needs
Improve outcomes for Looked after children
Helping families with complex needs
Improve the health of young people through addressing risk-
taking behaviour
Reduce the impact of poor quality housing on health and
wellbeing
Reduce the impact of unemployment on health and
wellbeing
Regeneration Area
Improve Brents town centres
Create sustainable, attractive and safe
neighbourhoods
Ensure that high quality cycle links are
provided across the borough.
Empowering
communities to
take better care
of themselves
Promoting independence and responsibility for our health
and healthcare
Encouraging everyone to be physically active
Promoting health eating
Strengthening our tobacco control partnership
Strengthening partnership work around alcohol
Increasing early diagnosis and testing for HIV and TB
Regeneration Area
neighbourhoods
Improving mental
wellbeing
Mental health promotion before people become unwell
Early identification of mothers with post-natal depression
Helping children with low level mental health problems in
school
Increase the provision of talking therapies
Improve wellbeing for people with a serious mental illness
Early identification and intervention for dementia
Regeneration Area
Improve Brents town centres
neighbourhoods

53

Appendix B Brents Strategic Movement Corridors

54

Overview: Passing along Brents eastern border, this corridor is a sub-regionally important
strategic growth corridor, forming part of the North West London to Luton Growth Corridor which is
jointly supported by Brent, Barnet, Camden and Harrow, and also by North London Strategic
Alliance and the Mayor of London. The corridor links a number of growth areas, both within and on
the border of Brent.

1
Corridor 1: A5 (Edgware Central London)
Highway: A5
Bus: Major corridor (20 routes) especially at
South (over 45 buses phpd). Route 32 runs
along most of its length
Underground: Northern line, Jubilee Line
Rail: Thameslink runs partly parallel,
Overground crosses corridor at 2 locations
Active mode: LCN+ throughout length but
poor environment for cycling and walking
Centres: Brent Cross (future Metropolitan), Kilburn
(Major Town) and 3 local centres
Growth Areas supported: Burnt Oak/Colindale,
Brent Cross/Cricklewood, South Kilburn
Employers: Brent Cross, local employers along
route, Central London nearby
Other Destinations: Brent Cross shopping centre,
other out of town retail/supermarkets
Deprivation: South Kilburn, parts of Kilburn
Opportunities for:
Highway/Public transport interchange;
Support important areas with limited development areas (e.g. Kilburn)
Improved E-W connectivity through development of orbital links into key hubs along the
length of the A5 (e.g. at Edgware, Colindale, Brent Cross, Kilburn)
Integrated corridor treatment to develop multi-modal approach and seek opportunities to
enhance through a coordinated plan (use of common materials pallet / treatment of
parking and business accessibility etc.)

55

Overview: Corridor 2 runs close to the western and southern boundary of Brent. It serves
Wembley, the most important town centre in the borough and also runs close to the largest
employment area in the borough; Park Royal. It links a number of important employment areas
including Harrow, Northwick Park and Wembley. A number of deprived areas including
Stonebridge and Harlesden are found along the corridor

2
Corridor 2: Harrow Road/Bakerloo (Harrow to Central London)
Highway: A404 (Harrow Road)
Bus: Route 18 runs along most of the length,
a number of other services use it for short
sections
Underground: Bakerloo line (11 stations)
Rail: London Overground
Active mode: LCN+ from Wembley to Kensal
Centres: Harrow (Metropolitan), Wembley
(Major) and Harlesden (Local)
Growth Areas supported: Harrow, Wembley,
Park Royal and South Kilburn
Employers: Harrow town centre, Northwick Park,
Wembley, Park Royal
Other Destinations: Northwick Park hospital,
Wembley Stadium, Old Oak (future)
Deprivation: Stonebridge and Harlesden
Opportunities for:
Links to the proposed HS2 station at Old Oak;
Future development associated with intensification of the WCML post HS2 including
potential Crossrail station;
Improved access by sustainable modes to Park Royal; and
Using spare capacity on public transport routes towards the NW of this corridor (e.g.
Bakerloo line) to provide opportunity for future new development.

56

Overview: Corridor 3 runs from Wembley to Central London via Willesden and serves a number of
development areas in Wembley. There is an important movement desire line between Wembley
and Central London, the crow-fly routes for which serves Willesden. It is an important
rail/underground route from Brent into Central London. The new development and demographics
of the corridor suggest that sustainable modes may have an important role on the corridor, for
example in terms of potential extensions to the London cycle network. In addition, this corridor will
link much of Brent to the new Civic Centre.

3
Corridor 3: Metropolitan Corridor (WembleyWillesdenCentral London)
Centres: Wembley (Major), Neasden (local) and
Willesden (local)
Growth Areas supported: Wembley and Church
End
Employers: Wembley development area and
Wembley Park industrial estate
Other Destinations: Wembley Stadium/Arena
Deprivation: Church End, Chalk Hill
Highway: Central Way/Neasden Lane A407
A4003/Salusbury Road
Bus: Major corridor along Neasden Lane and
Willesden High Road, number of other routes
Underground: Metropolitan/Jubilee, 5
stations
Rail: Chiltern from Wembley Stadium
Active mode: Local routes from Willesden
towards Central London
Opportunities for:
Increased cycling especially between Willesden/Queens Park and Central London
(additional cycle superhighway route);
Improved interchange with underground stations; and
Increased rail service frequency from Wembley Stadium station.

57

Overview: Corridor 4 primarily links the centres of Brent Cross, Wembley and Ealing. The corridor
passes through the Wembley Opportunity Area; the emerging Wembley Area Action Plan identifies
highway improvements through the Eastern Lands and Industrial Estate (from the A406 to Empire
Way) and public transport and active mode improvements along Neasden Lane, Forty Lane,
Bridge Road and Empire Way. This corridor provides an alternative route to the North Circular
Road for traffic wishing to access Ealing Road and Wembley, and exits from the North Circular
Road facilitate this local access. Connections have been considered to ensure good links from this
corridor to Park Royal and the Old Oak station interchange / regeneration area.

4
Corridor 4 Brent Cross Wembley - Ealing
Highway: A406, Great Central Way, South
Way, Empire Way, High Road, Ealing Road
Bus: 182, a number of other routes serve part
of corridor
Underground: None, corridor passes
Wembley Park, Alperton and Hangar Lane
Rail: None
Active mode: Limited
Centres: Brent Cross and Ealing (Metropolitan),
Wembley (Major), Neasden and Ealing Road (Local)
Growth Areas supported: Brent Cross, Wembley,
Alperton
Employers: Brent Cross, Wembley, Ealing
Other Destinations: Wembley Stadium/Arena
Deprivation: Chalk Hill
Opportunities for:
Improving access to Brent Cross especially by non-car modes;
Improve access into Wembley for non-car via Forty Lane/Bridge Rd/Wembley Hill Rd and for
highway access via South Way;
Support the growth areas at Wembley and Alperton;
Build on outcomes of West London Strategic Corridors work

58

Overview: Corridor 5 provides a link from a large area of the borough, including some of its most
deprived parts, to the major employment area around Park Royal and in the future Old Oak. There
is a lack of obvious routes by highway or public transport but analysis suggests there is demand for
movements especially relating to commuter and retail related trips. The corridor provides a local
access route running in parallel to the North Circular, serving Church End, Harlesden, and linking
to Old Oak station interchange and Park Royal Opportunity Area. The route shares the North
Circular Road as the strategic alternative, with Corridor 4.

5
Corridor 5 Brent Cross Park Royal/Old Oak
Highway: Unknown (mix of local roads)
Bus: Major bus corridor between Harlesden
and Willesden, no direct route
Underground: None, passes Harlesden and
Neasden
Rail: None at present, potential future route
using Dudding Hill line
Active mode: LCN+ from Brent Cross to Park
Royal via Neasden
Centres: Brent Cross (Metropolitan), Harlesden and
Willesden (both local)
Growth Areas supported: Church End, Park Royal
Employers: Brent Cross and Park Royal
Other Destinations: Future major destination at Old
Oak
Deprivation: Substantial along corridor, especially
Stonebridge, Harlesden and Church End
Opportunities for:
Key access into Park Royal particularly by non-car modes
Serving the growth area at Church End which is at less advanced stage than other growth
areas
Future access to Old Oak station interchange, Park Royal Opportunity Area and strategic
interchange/development opportunities

59

Overview: Corridor 6 runs along the northern boundary of the borough and provides important
local access and also access to Harrow town centre; the primary retail/leisure/cultural centre for
much of the NW of Brent. Links into Colindale/Burnt Oak Growth Area and connects into Corridor
1 and links to Northwick Park Hospital, University of Westminster, key supermarkets. The corridor
also provides access to the cross border Burnt Oak/Colindale Opportunity Area.

6
Corridor 6: Colindale Harrow (via Kingsbury and Kenton)
Highway: Hay Lane A4006
Bus: 183 along the western part of corridor,
204 on eastern part
Underground: Corridor passes 4 stations on 4
different lines
Rail: None
Active mode: None
Centres: Harrow (Metropolitan), Kingsbury, Burnt
Oak, Colindale (all local)
Growth Areas supported: Colindale/Burnt Oak,
Harrow
Employers: Harrow town centre, Northwick Park
(Hospital and University of Westminster)
Other Destinations: Number of supermarkets
Deprivation: Limited
Opportunities for:
Serving the growth area at Colindale/Burnt Oak
Reducing car mode share through promotion of public transport and active modes
(especially on shorter trips)
Integrated into the North West London to Luton Growth Corridor
Potentially support additional development in the NW of the borough

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