FAQs

We are proposing that Hudson’s Place is transformed from a tree and plant free zone to becoming 25% urban greening including trees, planting, and lawn areas for community use. Species proposed will be a mix of native and non-native with recognised importance to pollinator groups. Below ground surface water attenuation for Hudson’s Place is proposed. Hudson’s Place also includes seating, wayfinding, public art and a kiosk.

Network Rail’s servicing activity is expected to take place via the APCOA car park, accessed from Eccleston Bridge.

Servicing of the station’s retail units that front onto Hudson’s Place is expected to take place via the APCOA car park, accessed from Eccleston Bridge.

Servicing and car parking will take place from a dedicated bay within the site. There is expected to be no adverse implication for vehicles passing along Bridge Place.

Waste for the private and intermediate residential and for non-residential uses is proposed to be stored in the basement, where it will be transferred by the site FM team to the ground floor using the car lift. The presentation point will be adjacent to the site and within 10m of the area designated for loading, which is proposed to be on the northern side of Bridge Place.

For the social residential units, residents would utilise lifts to gain access to the ground floor from their units and will route outside of the building, along the southern footway of Bridge Place, to gain access to a waste store. Refuse vehicles are proposed to collect from the southern side of Bridge Place, within 10m of the waste store. Waste stores will provide segregated waste storage for each waste stream in line with Westminster guidance.

The design team is considering two options for servicing and delivery arrangements. One option proposes a pull-in bay on the northern side of Bridge Place, located behind a 2m wide footway. An alternative arrangement is to use an adapted version of the existing arrangement, namely a pull-in bay on Bridge Place. In both cases, goods would be transferred to and from the development from the main building lift core.

The façade design animates the surrounding area as much as possible with entrances and receptions. Active frontages and the public realm enhancements on Hudson’s Place and Bridge Place should all contribute to help eliminate rough sleeping and anti-social behaviour.

There is but this will be well designed and lit with the extensive use of glazing on the ground floor façade that will help to avoid dark areas and places vagrants can shelter. The ground floor will also be policed by the 24hr office and residential receptions.

The development will be car–free with the exception of blue badge disabled parking bays proposed within the basement to meet policy requirements. Given the highly accessible location, and in line with the Mayor’s Transport Strategy it is not expected that local residents will require parking provision on-site. Residents will still be able to apply for on-street parking permits, albeit the eligibility criteria for this is kept under continual review by Westminster. However, the location of on-street residents’ spaces is a significant distance from the site.  We therefore do not expect residents within the building will seek to apply for a residents parking permit given they would need to park their car a significant distance away from the site.

There will be ample cycle spaces for all tenures as well as 5% accessible spaces. For the office, there will also be showers, lockers and changing facilities. 

The development is expected to have no impact on the bus stands once the scheme is operational. Discussions with TfL are ongoing in relation to local traffic management during the demolition and – in due course – construction of the development. The operational function of local bus services is expected to be retained at all times.

Demolition is set to commence in the Summer of 2022 with construction estimated to continue until the summer of 2025.

A Construction and Logistics Plan was submitted as part of the planning application, this includes the strategy on the management of construction vehicles, including hours of operation. The strategy was developed in consultation with both TfL and Westminster to ensure the construction will not adversely impact neighbours in the surrounding area.

An Environmental Statement, which looks at effects on nearby communities, accompanied the Application and included air quality, noise and vibration levels, daylight and sunlight levels, wind speeds in the immediate area, greenhouse gas emissions, and adaptation to the changing climate. The Environmental Statement identifies measures needed to prevent adverse impacts, which we would expect Westminster City Council to secure by planning condition.

Construction phase environmental impacts will be avoided by measures that will be outlined in a Construction Environmental Management Plan, which will include measures to avoid pollution, visual disturbance, traffic disruption, dust and excess noise and vibration.

An ecology survey showed that there will be no impact from demolition and construction on any species other than nesting birds (feral pigeon) and the proposal will achieve a biodiversity net gain on the Site through landscaping. There are no flood risk, land contamination or archaeology impacts that would not be addressed with standard measures such as a drainage strategy and an archaeological watching brief.

The design of the development will follow the principles and hierarchy of the GLA’s London Plan 2021. The first step will be to integrate passive measures into the overall design in order to achieve a minimum carbon reduction of 10% for the residential and 15% for the non - residential elements. Following this the ‘Be Clean and Be Green steps’ will be taken in order to achieve significant carbon reductions with the overall aim of targeting in excess of the minimum standards required.