LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
PROOF OF EVIDENCE OF ANTHONY JOHN MEULMAN
ST HELENS METROPOLITAN BOROUGH COUNCIL PARKSIDE REGENERATION LLP PARKSIDE ACTION GROUP (PAG)
LOCAL PLANNING AUTHORITY APPLICATION REFERENCES:
P/2018/0048/OUP – PARKSIDE COLLIERY SITE (ST HELENS)
P/2018/0249/FUL – PARKSIDE LINK ROAD (ST HELENS)
THE PLANNING INSPECTORATE REFERENCES:
APP/H4315/V/20/3253194 – PARKSIDE COLLIERY SITE (ST HELENS)
APP/H4315/V/20/3253230 - A49-A573 LINK ROAD (ST HELENS)
APP/M0655/V/20/3253232 - A49-A573 LINK ROAD (WARRINGTON)
DECEMBER 2020
Evidence of Anthony Meulman, BE Group 1
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
TABLE OF CONTENTS
1.0 INTRODUCTION ...... 3 2.0 PROPOSALS ...... 6 3.0 CONTEXT ...... 11 4.0 THE PROPERTY MARKET ...... 28 5.0 SUPPLY TO MEET NEED ...... 34 6.0 ALTERNATIVE SITES ASSESSMENT ...... 37 7.0 NEED FOR THE PARKSIDE PROPOSALS ...... 43 8.0 CONCLUSIONS AND SUMMARY ...... 47
Evidence of Anthony Meulman, BE Group 2
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 1.0 INTRODUCTION
1.1 The following Proof of Evidence is prepared by Anthony John Meulman on issues of Need in relation to planning application P/2018/0048/OUP for the development of employment uses at the Parkside Colliery site and planning application P/2018/0249/FUL in relation to the Parkside Link Road.
1.2 I have received instructions from St Helens Metropolitan Borough Council (‘the Council’) acting as the Local Planning Authority.
1.3 I am an Associate Director at BE Group, an economic and regeneration consultancy based in Warrington. I have a Master of Regional Development conferred by the University of Queensland and have 19 years’ experience working as an economic and regeneration consultant. This work includes analyses on a wide range of urban developments. In particular in my role at BE Group I have prepared employment land studies for several local authorities in England and Wales. Examples in England following National Planning Policy Framework (NPPF) and Planning Practice Guidance (PPG) include for St Helens, Fareham, Gosport, South Worcestershire (Malvern Hills, Worcester and Wychavon) and North Norfolk. In Wales, examples I have undertaken following the Welsh Government’s Practice Guidance – Building an Economic Development Evidence Base to Support a Local Development Plan include for Monmouthshire, South East Wales (Blaenau Gwent, Caerphilly, Newport, Monmouthshire and Torfaen), Mid Wales (Ceredigion, Powys and Brecon Beacons National Park) and Vale of Glamorgan. For Vale of Glamorgan, I provided evidence on employment land matters to the planning enquiry for the Development Plan on behalf of the Council.
1.4 In my time at BE Group I have prepared the following studies for St Helens Council.
i. Employment Land Needs Study (October 2015) (CD 5.79); ii. Haydock Industrial Estate Options Study, as sub-consultants to Mott MacDonald (August 2016) (CD number not allocated); iii. Employment Land Needs Study Addendum Report (October 2017) (CD 5.80); and iv. Employment Land Needs Study Addendum Report (October 2017, amended January 2019) (CD 5.81).
Evidence of Anthony Meulman, BE Group 3
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
1.5 I have visited the Parkside site (external boundaries only) and the nearby existing employment areas that have significant logistics components, most notably Omega Warrington and the cluster of warehousing and industrial uses at Haydock, which has included recent large-scale warehousing developments at the Florida Farm North site and Penny Lane. I have also visited the sites that are the subjects of the other enquiries at Haydock Point, Wigan and Bolton. Based in Warrington, I am very familiar with the local commercial network and market dynamics.
1.6 I have consulted with the other experts in relation to need, Andrew Pexton of JLL (instructed by Parkside Regeneration Ltd as applicant) and Vince Sandwell of BE Group (instructed by St Helens Council as applicant for the Parkside Link Road) and have agreed on issues of demand for large-scale warehousing within the North West and St Helens.
Scope of Evidence 1.7 This Statement addresses issues for the Parkside Phase 1 and the Parkside Link Road applications. The Issues outlined in the Parkside and Parkside Link Road First Case Management Conference Summary that I address in this Proof of Evidence are (numbering is Summary paper’s numbering):
a. “the acceptability of the Parkside Phase 1 employment development and the link road in principle, having regard to the development plan, national policy and any emerging policy according to the weight accorded them and in particular policies governing the provision of an SRFI, development in the Green Belt wherein the application site is situated and the extent to which the proposed development is consistent with Government policies for protecting Green Belt land (NPPF Chapter 13 - questions of inappropriate/not inappropriate/openness/purposes),
b. the extent to which the proposed developments would be consistent with Government policies for building a strong, competitive economy (NPPF Chapter 6),
c. the current level of need for and available supply of employment land within the Borough and whether the proposed developments would contribute to meeting that need, compared with available alternative sites,
Evidence of Anthony Meulman, BE Group 4
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry … j. any cross-boundary issues relating to the three other proposals under consideration by the Panel (Wigan, Wingates, Haydock).”
1.8 This Statement addresses the above issues through the following chapters:
Chapter 2.0: summarises the characteristics of the proposed developments as relevant to the assessment of need; Chapter 3.0: summarises the policy context in relation to need; Chapter 4.0: provides commentary on the market for large-scale warehousing space; Chapter 5.0: assessment of the supply of sites to meet need; Chapter 6.0: alternative site assessment for a scheme of similar scale and type as that proposed for Parkside; and Chapter 7.0: need for Parkside Phase 1 and Parkside Link Road; Chapter 8.0: conclusions.
1.9 A bibliography of documents referred to in this statement is provided in Appendix 1.
1.10 The evidence which I have prepared and provide for this appeal (APP/H4315/V/20/3253194 and APP/H4315/V/20/3253230) is true and I confirm that the opinions expressed are my true and professional opinions.
Evidence of Anthony Meulman, BE Group 5
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 2.0 PROPOSALS
2.1 The following outlines the proposals for the Parkside Phase 1 and Parkside Link Road as relevant to this Proof of Evidence. Site plans are provided in Appendix 2.
Parkside Phase 1 – Planning Application P/2018/0048/OUP 2.2 The application is made by Parkside Regeneration LLP, a Joint Venture between Langtree Property Partners Limited and St Helens Borough Council.
2.3 The site is located to the east of the A49 (Winwick Road) south-east of Newton-le- Willows. The site is approximately 47.9 ha and forms part of the former Parkside Colliery site.
2.4 The application is for outline planning permission for 92,900 sqm of employment floorspace of use class B8 (storage and distribution) and ancillary B1(a) offices and associated servicing and infrastructure. All matters other than access are reserved.
2.5 A safeguarded rail parameters plan identifies an area in the north west of the site for future rail connections associated with a potential strategic rail freight interchange (SRFI) that would be located to the east of the M6.
2.6 This Proof of Evidence examines the need for the proposed employment floorspace.
Parkside Link Road – Planning Application P/2018/0249/FUL 2.7 The application is made by St Helens Borough Council.
2.8 The site is approximately 38 ha to the south-east of Newton-le-Willows and is approximately 3.3 km in length. It includes areas within St Helens and Warrington Boroughs.
2.9 The Parkside Link Road would enable development of Phase 2 at the Parkside Colliery site and enable the SRFI to the east of the M6. While this application does not include an application for employment floorspace, the applicant states that Phase 2 at the Parkside Colliery is likely to comprise about 130,000 sqm of large scale logistics floorspace and the SRFI would comprise about 260,000 sqm of floorspace to the east of the M6.
Evidence of Anthony Meulman, BE Group 6
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
2.10 This Proof of Evidence examines the need for the employment floorspace that would be enabled through the delivery of the Parkside Link Road infrastructure.
Other Proposals being Assessed at Inquiries 2.11 Three other proposals are being assessed in Inquiries before the Secretary of State. Site plans are provided in Appendix 2.
Haydock Point – Planning Application P/2017/0254/OUP 2.12 The application is made by Peel L&P Investments (North) Ltd to St Helens Council. The Appeal is for the non-determination of the application by the Council within the statutory timeframes.
2.13 The site is approximately 42 ha and is Land to the North East of the A580 East Lancashire Road/A49 Lodge Lane at Haydock. The proposed development is known as Haydock Point. The site is predominantly flat and is proximate to Junction 23A of the M6, with visibility from the motorway to the site. Existing general industry and warehousing uses are located on the western side of Junction 23A of the M6, north of the A580.
2.14 The application is an outline planning application for up to 167,225 sqm of floorspace for B8/B2, ancillary office and associated site facilities. The application is for up to 20% of the floorspace to be B2 general industry.
2.15 The appeal for this planning application is being heard consequently to the Parkside Appeal. I am acting on behalf of St Helens Borough Council in the Haydock Point appeal in relation to need.
Tritax Symmetry – Planning Application A/18/85947/MAJES 2.16 The application is made by Tritax Symmetry to Wigan Metropolitan Borough Council.
2.17 The site for the proposed development is Land at Junction 25 of the M6, bounded by the M6 slip road and A49 Warrington Road to the east, agricultural land to the north and the M6 to the west.
Evidence of Anthony Meulman, BE Group 7
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 2.18 The application is a hybrid application comprising a full planning application for 27,871 sqm of employment floorspace in two units and associated infrastructure, car parking and landscaping. The employment floorspace will be B8 warehousing with ancillary B1a offices and an outline planning application for up to 106,095 sqm of employment floorspace (B8 warehousing with ancillary B1a office space).
2.19 This site is within the draft Greater Manchester Spatial Framework (October 2020), which identifies the site as an allocated employment site for around 140,000 sqm of high quality B2 and B8 floorspace1 and thus satisfies some of Greater Manchester’s need for employment land.
Wingates Industrial Estate – Planning Application 04766/18 2.20 The application is made by Harworth Group Plc to Bolton Metropolitan Borough Council.
2.21 The site is immediately to the west of the existing Wingates Industrial Estate, south of the A6 Chorley Road. The site is approximately 1.25 miles south of Junction 6 of the M61 at Horwich and is approximately 33 ha.
2.22 The application is a hybrid application comprising an outline application for strategic employment development for industrial (B1c/B2), storage and distribution (B8) and/or research and development (B1b), each with ancillary office (B1a); associated education/training (D1), ancillary food and drink (A3/A4/A5) and associated works and a full planning application for demolition of buildings and infrastructure.
2.23 The Planning Statement supporting the application states that the scheme can accommodate up to 100,000 sqm of floorspace and deliver a range of employment uses, including:
• Very large floorplate warehouse/distribution centre (B8) • Medium and large floorplate warehouse or manufacturing premises (B8 or B2/B1c) • Small floorplate flexible employment use premises (B1b/B1c/B8)
1 CD 2.4: Draft GMSF Policy GM Allocation 42, pg 393
Evidence of Anthony Meulman, BE Group 8
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 2.24 This site is within the draft Greater Manchester Spatial Framework (October 2020), which identifies the site as an allocated employment site for around 440,000 sqm for a mix of large scale warehousing and advanced manufacturing2 and thus satisfies some of Greater Manchester’s need for employment land.
Other Proposals 2.25 Other proposals of relevance to this statement include:
Omega Warrington Western Extension, St Helens – Planning Application P/2020/0061/HYBR 2.26 The application is made by Omega St Helens Ltd and T.J. Morris Ltd to St Helens Borough Council.
2.27 The site is approximately 75 ha and is to the west of the existing Omega Warrington warehousing estate. The site is mostly flat and is a logical site for an extension of the Omega Warrington scheme. It is within the boundaries of St Helens Borough, though the existing Omega Warrington scheme is within Warrington Borough.
2.28 The application is a hybrid planning application comprising a full planning application for 81,570 sqm of B8 and ancillary B1a floorspace and an outline planning application for 123,930 sqm of B2/B8 floorspace. The full application unit would be occupied by Home Bargains distribution centre. The application was approved in October 2020.
2.29 By agreement between St Helens and Warrington Councils, this site is considered to be part of Warrington’s employment allocations.
Land at Barley Castle Lane, Warrington – Planning Applications 2017/31757 and 2019/34739 2.30 The application is made by Liberty Properties and Eddie Stobart Ltd to Warrington Borough Council.
2.31 The site is to the north of Barleycastle Lane, Appleton Thorn in Warrington Borough and is approximately 15.7 ha. The site is predominantly flat and is an undeveloped site used for agriculture.
2 CD 2.4: Draft GMSF Policy GM Allocation 6, pg 253
Evidence of Anthony Meulman, BE Group 9
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
2.32 To the south of Barleycastle Lane is an agglomeration of warehousing and industrial units, including a unit occupied by Eddie Stobart, the intended occupier of the proposed unit. Further warehousing and industrial uses are located to the north-west of the subject site.
2.33 The proposed development is for a national distribution centre for Eddie Stobart Ltd with 56,197 sqm of B8 floorspace and 1,858 sqm of ancillary B1a office floorspace.
2.34 The application was refused by Warrington Borough Council, with the decision appealed by the applicant. The appeal was dismissed by the Secretary of State (2 November 2020) (CD 3.16).
Evidence of Anthony Meulman, BE Group 10
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 3.0 CONTEXT
3.1 The relevant policy context is set out in the relevant statement of common ground. The following section provides a short summary of the policy context, relevant guidance, strategies and assessments, which are relevant to the assessment of the need for the proposed development. Planning policy is addressed comprehensively by Mr Nicholls.
National
National Planning Policy Framework (February 2019) 3.2 The National Planning Policy Framework (NPPF) (CD 1.1) is the government’s central planning policy for England, outlining the approach to the preparation of Local Plans and determining planning applications. I have had due regard to this document in undertaking this assessment, in particular Chapter 6 – Building a Strong, Competitive Economy. In particular, paragraphs 80-82 outline how planning policies and decisions should “help create the conditions in which businesses can invest, expand and adapt.” (para. 80). Planning policies should accommodate the locational requirements of specific sectors, including for “storage and distribution operations at a variety of scales and in suitably accessible locations” (para. 82)3.
Planning Practice Guidance – Housing and Economic Needs Assessment (July 2019) 3.3 Of relevance in this Planning Practice Guidance (PPG) are paragraphs 25-32 which provide guidance as to how local authorities can plan for employment land, including the type of employment land needed, responding to business needs, forecast future need, assess the stock of employment land, assess market demand, assess employment land requirements, assess need for logistics space and address specific locational requirements of specialist or new sectors.
3.4 Regarding logistics space, the PPG notes that “Strategic facilities serving national or regional markets are likely to require significant amounts of land, good access to strategic transport networks, sufficient power capacity and access to appropriately skilled local labour. Where a need for such facilities may exist, strategic policy-making
3 CD 1.1: NPPF paras 80-82, pg 23
Evidence of Anthony Meulman, BE Group 11
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry authorities should collaborate with other authorities, infrastructure providers and other interests to identify the scale of need across the relevant market areas.” (para. 31).
Planning Practice Guidance – Housing and Economic Land Availability Assessment (July 2019) 3.5 The PPG provides guidance on an assessment of land availability to identify “a future supply of land which is suitable, available and achievable for housing and economic development over the plan period.” (para 001). Such a study is used as evidence to inform decision making on use of sites, though it is the Development Plan itself to determine the use of sites.
National Policy Statement for National Networks (December 2014) 3.6 The National Policy Statement for National Networks (CD 3.10) sets out the need for and Government policies to deliver national significant road and rail networks in England. The need for SRFIs is specifically addressed in the document4 and states that the “Government has concluded that there is a compelling need for an expanded network of SRFIs. It is important that SRFIs are located near the business markets they will serve – major urban centres, or groups of centres – and are linked to key supply chain routes. Given the locational requirements and the need for effective connections for both rail and road, the number of locations suitable for SRFIs will be limited, which will restrict the scope for developers to identify viable alternative sites.”
3.7 The Parkside site, positioned between Liverpool and Manchester, in close proximity to the M6 and M62 motorways and on rail corridors, aligns with the locational requirements within the National Policy Statement.
Regional Context
The North West of England Plan Regional Spatial Strategy to 2021 (September 2008) 3.8 The North West of England Plan Regional Spatial Strategy to 2021 (the RSS) (CD 2.11) outlines the broad vision for the region and its sub-regions and “provides a framework for development and investment in the region over the next fifteen to twenty years.” (para 1.1). Policy RT8 of the RSS states that consideration should be given for
4 CD 3.10: paras 2.42-2.58, pgs 20-23
Evidence of Anthony Meulman, BE Group 12
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry the allocation of land for inter-modal freight terminals at four broad locations in the region, including Newton-le-Willows.5
Liverpool City Region Strategic Housing and Employment Land Market Assessment (March 2018) 3.9 The Liverpool City Region Strategic Housing and Employment Land Market Assessment (SHELMA) (CD 4.214) comprises a study prepared on behalf of the local authorities of the Liverpool City Region (including St Helens) to have a consistent joint evidence base for housing and employment land needs to 2037. It is used as part of the evidence base at the City Region level, as well as for St Helens. In particular the SHELMA reviews the need for B-class employment land to 2037.
3.10 The SHELMA has defined the Liverpool City Region plus West Lancashire as the functional economic market area for the assessment, with Figure 1 is an illustration of the functional economic market area that was in the SHELMA.6
Figure 1 – Functional Economic Market Area as Illustrated in the SHELMA7
Source: SHELMA, March 2018.
5 CD 2.11: RSS pg 85 6 CD 4.214: SHELMA pgs 18-21 7 CD 4.214: SHELMA pg 20, Figure 2
Evidence of Anthony Meulman, BE Group 13
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
3.11 The assessment of employment land has considered office, industrial and small-scale warehousing and large-scale warehousing (defined as over 9,000 sqm or 100,000 sqft) separately. Table 1 below provides a summary of the forecast employment land needs for St Helens for office, industrial and small-scale warehousing in the SHELMA. This includes a margin for flexibility, equivalent to five years of completions.
Table 1 – Employment Land Needs 2012-2037 (ha)8
Baseline Labour Growth Scenario Labour Past Completions Demand Forecast Demand Forecast B1 B2 B1 B2 B1 B2 B8 St Helens 11.6 13.7 28.8 27.3 6.3 44.8 10.3 FEMA 160.1 139.8 232.5 154.8 235.7 437.3 118.2 Source: extract from Table 62 of SHELMA
3.12 The large-scale warehousing was assessed separately due to the potential implications of increased port capacity at Liverpool2 having for demand for large warehousing. Liverpool2 is a major increase in shipping container handling capacity at the Port of Liverpool, to accommodate the largest container vessels and increase throughput (the first phase of Liverpool2 opened in 2016, with the second phase under construction and expected to be completed in 20219). It was considered in the SHELMA that this additional port capacity would increase overall demand for large warehousing, which would not be accommodated within typical forecasting methodologies, based on labour forecasts or past completion trends, as it was not considered to be on-trend growth, rather it would be expected to be additional demand. The SHELMA considered an estimate of the total gross warehouse new build in the FEMA to 2043, comprising replacement builds and additional floorspace.10
3.13 The SHELMA estimated that 50% of existing large-scale warehouse stock would need to be replaced by 2033 and 80% by 2043, necessitating some 768,000 sqm of new
8 CD 4.214 SHELMA pg 157, Table 62 9 Peel Ports website; Place North West article ‘Liverpool2 Records Largest Container Delivery’ 02/04/2020 (CD number not allocated) 10 CD 4.214 SHELMA Ch 12, pg 159-168
Evidence of Anthony Meulman, BE Group 14
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry build large warehousing space as replacement stock by 2033 and 1,229,000 sqm of new build large warehousing space by 2043.11
3.14 On top of this replacement stock, additional large warehousing stock is forecast based on potential growth in freight movements due to the Liverpool2 port. This study referenced the Transport for the North’s Freight and Logistics Strategy (CD number not allocated), in particular its freight traffic growth projections, a ‘do-minimum’ forecast in the SHELMA based on existing warehouse operators in the Liverpool City Region continuing to predominantly serve a North West market and a ‘do-something’ approach that assumes that the North West warehouse operators (including in Liverpool) increase their market share in England, to serve a national market in line with the Transport for the North’s Freight and Logistics Strategy.12 From these two scenarios, it was forecast that by 2033 the floorspace requirement for large-scale warehousing in the City Region would be 232,000-517,000 sqm and by 2043 would be 354,000- 820,000 sqm (Table 67 of SHELMA).13
3.15 Accordingly, the land requirement to 2037 (to align with the other SHELMA forecasts) for large-scale warehousing in the City Region was forecast to be 308-397 ha (Table 69 of SHELMA).14 The considerable range in this forecast (almost 90 ha) is due to the differences in the assumptions between the ‘do-minimum’ and ‘do-something’ forecasts, with the ‘do-something’ scenario assuming that the region aligns with the Transport for the North’s Freight and Logistics Strategy, with substantial transport infrastructure investment, improved connectivity to ports and improved rail/water connected distribution facilities across the North of England. The ‘do-minimum’ scenario only accounts for already committed infrastructure projects.
3.16 The potential locations of this forecast requirement within the City Region was not disaggregated to local authority or site level as the report noted that the large-scale warehousing market is sub-regional and growth at a local level is driven by the supply of attractive sites.
11 CD 4.214: SHELMA para 12.12, pg 161 12 CD 4.214: SHELMA para 12.19 pg 164 13 CD 4.214: SHELMA pg 165 Table 67 14 CD 4.214: SHELMA pg 166 Table 69
Evidence of Anthony Meulman, BE Group 15
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Liverpool City Region Assessment of the Supply of Large-Scale B8 Sites (June 2018) 3.17 The Liverpool City Region Assessment of the Supply of Large-Scale B8 Sites (CD 5.83) was a parallel study to the SHELMA and provided a supply side assessment of sites within the City Region that had potential to accommodate large-scale warehousing uses.
3.18 The study assessed past trends of transactions of large industrial premises (>9,000 sqm) in the City Region and identified that for new build or renovated spaces, approximately 80% were for B8 warehousing and 20% for B2 general industry.
3.19 24 sites were assessed in this study, including four in St Helens – Parkside West (51.6 ha), Parkside East (63.7 ha), Land North of Penny Lane, Haydock (8.8 ha) and Florida Farm North, Haydock (28.1 ha). It is noted that the two Parkside sites were the two largest sites assessed in this study, with the next largest site being the 3MG site at Widnes in Halton Borough.
3.20 It was estimated that some 171.3 ha of land would be developable for large-scale B8 uses within sites that at the time of the report were allocated employment sites in adopted local plans or had current planning permissions. This included the two Haydock sites within St Helens, which at that time had current planning permissions. The report compared this with the land requirement to 2037 for large-scale B8 uses presented in the SHELMA (339-437 ha to 2037, including 10% buffer), noting the considerable shortfall and commenting “there is a clear requirement to identify more sites across the City Region to meet the identified need.”15
3.21 If including sites that have been identified in emerging local plans or subject to current planning applications, the supply of land developable for B8 uses increases to 295.6 ha, the bulk of which was the two Parkside sites. However, this would still represent a shortfall of large-scale B8 land of 43.4-141.4 ha to 2037 across the City Region. This also shows the importance of the two Parkside sites in providing for a substantial portion of the requirement to 2037, if given planning permission.
15 CD 5.83: para 10.11 pg 59-60
Evidence of Anthony Meulman, BE Group 16
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Liverpool City Region Spatial Planning Statement of Common Ground (October 2019) 3.22 This Statement of Common Ground (CD 5.84) between the local authorities within the Liverpool City Region has been prepared jointly as part of the requirement in the NPPF to cooperate on cross-boundary strategic matters.
3.23 Regarding employment land, the Statement notes that the key issue is the need for strategic B8 sites in the Liverpool City Region. The Statement refers to the SHELMA work and combined need for at least 397 ha of land to be developed for large-scale distribution units before 2037. “To be suitable for this type of use sites must have very specific characteristics; in particular they must be large and well-located with respect to the links via the motorway and / or rail networks to the rest of the country. The sites must also be flat, readily available and easily serviced, and able to draw on available labour using public transport networks. The best sites will also have rail access.”16
Draft Liverpool City Region Local Industrial Strategy (March 2020) 3.24 The NPPF states that planning policies should have regard to Local Industrial Strategies. The Draft Liverpool City Region Local Industrial Strategy (LIS) (CD number not allocated) sets out a vision for transforming together – delivering a competitive, clean and inclusive City Region. The strategy is based on five foundations, being:
• Thriving and distinct places (Places) • The opportunity to turn potential into prosperity (People) • A dynamic business case creating opportunity (Business Environment) • Collaboration that turns innovation into impact (Ideas) • Connecting all communities to opportunity (Infrastructure)
3.25 The last of these, the Infrastructure Foundation, includes support for the clean growth of freight and logistics and recognises that the region is an important hub for logistics. Parkside’s potential for a major intermodal freight interchange was noted as part of the assets in this hub and a reason that the region will continue to be a hub for freight and logistics.17
3.26 The potential of HS2 and Northern Powerhouse Rail was noted as an opportunity to increase service patterns and frequency and link Liverpool to other northern cities. Of
16 CD 5.84: para 4.8 pg 11 17 Draft LCR LIS pg 68
Evidence of Anthony Meulman, BE Group 17
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry relevance to Parkside, the Strategy stated that this could free up capacity on the network for freight and logistics.18
St Helens Borough
St Helens Employment Land and Skills Review: Addendum Report (November 2010) 3.27 The St Helens Employment Land and Skills Review (CD number not allocated) informed the development of the Core Strategy by determining the quantity of employment land required in the Borough to 2025. The Addendum Report updated these calculations to 2027 and incorporated revised assumptions on housing growth in the Borough.
3.28 The Addendum Report identified a demand for 41 ha of B8 warehousing land to 2027 and a further 5 ha for B1 office land, with a negative demand for B2 manufacturing land of -18 ha. Total supply of warehousing land at that time was identified as only 9 ha (though 0 ha of warehousing land without constraints), resulting in a shortfall of 33 ha of B8 land (or 41 ha of land without constraints).19
Review of Employment Land in St Helens to 2027 (September 2011) 3.29 This document (CD number not allocated) was initiated following concerns raised in the examination process for the Core Strategy. The concerns raised by the Planning Inspector were in relation to whether St Helens would have sufficient deliverable land to service the warehousing and distribution demand.
3.30 The Review assessed the supply of employment land in St Helens that would be available for development, summarised in the table below.
18 Draft LCR LIS pg 67 19 Employment Land and Skills Review: Addendum Report pg 11, Table 2-14
Evidence of Anthony Meulman, BE Group 18
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Table 2 – Assessed Land Supply in St Helens to 202720
B1a Small/Medium Large B2/B8 Total (ha) Offices B2/B8 (units (units >9,290 (ha) <9,290 sqm) (ha) sqm) (ha) Immediately 11.15 24.62 10.45 46.22 deliverable in the short term (0-5 years) Constrained and 0.00 34.9 5.0 39.90 potentially deliverable in medium/long term (6-15 years) Total 11.15 59.52 15.45 86.12 Source: Table 3.1 of Review of Employment Land in St Helens to 2027
3.31 The report identified only 15.45 ha of employment land suitable for large-scale B2 or B8 units. This land was across three sites.
• 5 ha at the Pilkingtons site close to the A580 (currently subject to an outline planning application for a mixed-use development including 1,100 dwellings and 3,925 sqm of mixed-use floorspace and is a housing allocation in the Draft Local Plan) • 3.46 ha at Kilbuck Lane at the Haydock Industrial Estate (remains a vacant site in centre of Haydock Industrial Estate) • 6.99 ha at Elton Head Road, adjacent to the Somerfield/Co-op Depot (remains a vacant site, though is not allocated for employment in the Draft Local Plan)
3.32 None of these sites have strategic locational characteristics comparable to the Parkside sites, nor are they of a size similar to the Parkside sites.
St Helens Local Plan Core Strategy (Adopted October 2012) 3.33 The St Helens Local Plan Core Strategy (CD 2.2) is the adopted development plan for St Helens Borough to guide growth to 2027.
3.34 Policy CSS1 Overall Spatial Strategy guides the overall distribution of settlement within St Helens. Of particular relevance (to the issue of need) is Policy CSS1. v. which directs the main focus of economic development along the M62 Link Road corridor and
20 Review of Employment Land in St Helends to 2027 pg 20 Table 3.1
Evidence of Anthony Meulman, BE Group 19
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Haydock Industrial Estate and 1. vii. which identifies the Parkside Colliery site as a strategic location for a Strategic Rail Freight Interchange (SRFI).
3.35 Policy CE1 A Strong and Sustainable Economy is the policy for the development of B- class employment land. It states that St Helens will provide “at least 37 hectares of land to meet local needs for B1, B2 or B8 purposes to 2027.” This would be met through identifying sites within the Allocations DPD. Parkside SRFI is supported to meet a regional or subregional need.
3.36 The Core Strategy refers to the analysis of the Review of Employment Land in St Helens to 2027 (CD number not allocated), including the table replicated at Table 2 above. The Core Strategy identifies a supply of 75 ha to meet the demand for 37 ha of employment land to 2027, including 37 ha of supply for B8 warehousing (for small to large units).21
3.37 Policy CAS3.2 is the policy for the development of the SRFI at Parkside and Council will support the SRFI at the site to the west of the M6 if the 13 criteria in the policy are met. The policies of the development plan are addressed in the evidence of Mr Nicholls.
Employment Land Needs Study (October 2015) 3.38 In my role at BE Group, I prepared this study on behalf of St Helens Council to inform the emerging Local Plan. The primary objective of this study was to establish an objectively assessed need (for employment land and floorspace to 2037, in accordance with the NPPF and PPG).
3.39 The Employment Land Needs Study (ELNS) (CD 5.79) took into account the property market conditions and performance at that time and consultations with businesses and property agents. The forecast of the OAN for employment land to 2037 was undertaken using three approaches – historic employment land take-up, jobs forecast and residential labour force projections. The historic land take-up was assessed to be the most appropriate approach for St Helens as the other approaches appeared to underestimate growth in previous years.22 Additional to this baseline forecast, an assessment of the additional demand due to major employment projects in the region, including the Parkside Rail Freight Interchange and SuperPort Liverpool, as well as
21 CD 2.2 para 15.17 pg 122 22 CD 5.79: ELNS pgs 108-109
Evidence of Anthony Meulman, BE Group 20
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry the strong logistics demand, was undertaken. The OAN, including the additional demand, was forecast to be 177-214 ha between 2012 and 2037.
3.40 The range reflects the different underlining periods of land take-up that was assessed. the land take-up data that was available at that time was for 1997-2015. Three growth assumptions for the forecast period 2012-2037 were reviewed – one based on the available data up to the start of the forecast period (i.e. 1997-2012), one that included all the available data (i.e. 1997-2015) and one that reflected the strong growth period of St Helens (1998-2008). This third scenario was used to show the requirement if St Helens sustained a high level of growth over the full forecast period, equating to some a need for 225 ha. However, it was concluded that the other two forecast scenarios would represent a more moderate level of growth for St Helens over the planning period.
Table 3 – Employment Land Needs 2012-2037 (ha)23
Employment Land Needs Baseline (land take-up scenario) 147-174 ha Additional land demand major projects 30-40 ha Total Employment Land Needs 177-214 ha Source: Table 63 of the ELNS
3.41 Of this requirement, some 100-130 ha was forecast to be for B8 warehousing.24
3.42 The ELNS was focussed on employment land and did not translate the need estimate into floorspace. However, adopting the average floorspace density of 3,900 sqm/ha used within the ELNS25, the total employment land needs to 2037 equates to some 690,000-834,600 sqm of employment floorspace, of which about 390,000-507,000 sqm would be expected to be B8 warehousing.
3.43 The functional economic market area for St Helens was estimated to be an area comprising the Liverpool City Region, Wigan and Warrington, which is illustrated in Appendix 3.
23 CD 5.79: ELNS pg 114 Table 63 24 CD 5.79: ELNS pg 114 Table 64 25 CD 5.79: ELNS pg 98
Evidence of Anthony Meulman, BE Group 21
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Employment Land Needs Study – Addendum Reports (October 2017 and January 2019) 3.44 I provided further assessments of the employment land market to St Helens Council in the Employment Land Needs Study Addendum Report, of which two versions were prepared, firstly in October 2017 (CD 5.80) and secondly in January 2019 (CD 5.81). The October 2017 Addendum Report included an updated estimate of the OAN for employment land between 2012 and 2037. It was not updated again for the January 2019 report. The OAN was updated in recognition of:
• More recent market information which showed broad and strong demand for warehousing units, driven by the growth in the online retail market; • Strong interest in local warehousing schemes, including projects with planning permissions or planning applications within Haydock; • Further employment land take-up information, which suggested a constrained market; • A regional report, ‘B8 Land-use Forecasts for the Liverpool City Region’ which assessed the region’s need for large scale warehousing units, defined as above 9,000 sqm (approximately (100,000 sqft). This report informed the development of the Liverpool City Region SHELMA.
3.45 From this further information, the OAN was revised to be as in Table 4 and once again the range is due to the range in the underlining take-up data. However, I stated in that Addendum report that given the recent strong market, it was considered that in a market where there were no significant land supply constraints, the upper level of the range would be a better representation of actual growth.26
Table 4 – Employment Land Needs 2012-2037 (ha)27
Employment Land Needs Baseline (land take-up scenario) 135-174 ha Additional land demand major projects 55-65 ha Total Employment Land Needs 190-239 ha Source: Table 6 of the ELNS Addendum Report
26 CD 5.81: ELNS Addendum pg 11 para 2.22 27 CS 5.81: ELNS Addendum pg 11 Table 6
Evidence of Anthony Meulman, BE Group 22
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 3.46 From this OAN, an indicative breakdown of the potential B-class uses was provided in the report, including a 110-155 ha requirement for B8 warehousing land.
3.47 The floorspace estimates were not provided in the Addendum Report, but assuming an average of 3,900 sqm/ha, the total employment land needs to 2037 equates to some 741,000-932,100 sqm of employment floorspace, of which some 429,000- 604,500 sqm is expected to be B8 warehousing.
Parkside Logistics and Rail Freight Interchange Study (August 2016) 3.48 The Parkside Logistics and Rail Freight Interchange Study (CD 5.51) was prepared to investigate the feasibility of delivery options for road and rail-based logistics development at Parkside, to inform St Helens’ emerging draft Local Plan.
3.49 The report noted the following market messages regarding a potential logistics development at Parkside:
• Improving market sentiment in the North West, including significant projects such as Northern Powerhouse, Liverpool2, Jaguar Land Rover and Manchester Airport; • Short-term speculative development in the North West; • Constrained future supply, with some key developments reaching maturity (e.g. Omega Warrington, Trafford Park and Logistics North); • Attractive local labour market, with strong pools of appropriately skilled labour in St Helens, Warrington and Wigan; • Requirement for improved road access, including a need for direct access to the M6 in order to be the next ‘strategic site’ for the North West; • The site could achieve an uplift in rental values if there are improvements to its road access in comparison to what could be expected if current road access was maintained; • There is good demand for big box logistics, although the reported noted that most of the retailer and parcel delivery requirements that had been driving the requirements at that time had been met, adding that demand for sites at Parkside would likely to be from other distribution users and possibly manufacturers; and • Delivering the site at Parkside would be challenging.28
28 CD 5.51: Section 3.5 pgs 39-41
Evidence of Anthony Meulman, BE Group 23
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
3.50 The report included a range of conclusions and recommendations. Regarding market demand and supply, the reported concluded that from “industry consultation it is clear that there is more than enough demand to support a SRFI in the North West , with Parkside regarded as the best placed site to satisfy this need.”29 Two firms consulted during the course of the study expressed serious interest in running the intermodal terminal at Parkside.30
St Helens Borough Local Plan 2020-2035 Submission Draft (January 2019) and incorporating Schedule of Changes (October 2020) 3.51 The St Helens Borough Local Plan 2020-2035 Submission Draft (CD 3.18) is the emerging local plan for the borough. The Submission Draft was taken to public consultation in 2019 and has recently been submitted for examination.
3.52 Policy LPA02 Spatial Strategy guides the regeneration and growth of St Helens to 2035 and beyond. Paragraph 5 of this policy states that substantial new employment development will occur on large sites capable of accommodating large employment buildings (over 9,000 sqm) and are close to the M6 and M62. Paragraph 6 identifies Parkside East and Parkside West as transformational employment opportunity sites that will make a major contribution to the economic development of St Helens, the Liverpool City Region and beyond.
3.53 Policy LPA04 A Strong and Sustainable Economy states that the Council will aim to deliver a minimum of 219.2 ha of land for employment development between 2018 and 203531, which is a substantial increase in the employment land target than in Policy CE1 of the adopted Core Strategy. This policy lists the sites to meet this requirement, which are listed in the table below, with the sites mapped in Appendix 4.
29 CD 5.51: pg 121 30 CD 5.51: pg 121 31 CD 3.18: Schedule of Changes pg 8 and Submission Draft pg 29
Evidence of Anthony Meulman, BE Group 24
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Table 5 – Employment Sites in St Helens Borough Local Plan 2020-2035 Submission Draft
Site Land Area (ha) 1EA – Omega South Western Extension, Land North of Finches 31.22 Plantation, Bold 2EA – Land at Florida Farm North, Slag Lane, Haydock 36.37 3EA – Land North of Penny Lane, Haydock 11.05 4EA – Land South of Penny Lane, Haydock 2.16 5EA – Land to the West of Haydock Industrial Estate, Haydock 7.75 6EA – Land West of Millfield Lane, South of Liverpool Road and North 20.58 of Clipsley Brook, Haydock 7EA – Parkside East, Newton-le-Willows 64.55 8EA – Parkside West, Newton-le-Willows 79.57 9EA – Land to the West of Sandwash Close, Rainford 6.96 10EA – Land at Lea Green Farm West, Thatto Heath 3.84 11EA – Land at Gerards Park, College Street, St Helens 0.95 Total 265.3 Source: Table 4.1 of St Helens Borough Local Plan 2020-2035, Submission Draft, Jan 2019
3.54 Policy LPA04.1 Strategic Employment Sites identifies which of the above sites are considered strategic for St Helens, being 1EA, 2EA, 6EA, 7EA and 8EA. This policy outlines what any masterplan accompanying a planning application must include.
3.55 Policy LPA10 Parkside East is the policy to guide the development of this site for the SRFI: “That part of site 7EA which falls to the west of the M6 is safeguarded from all forms of development so that it may provide future siding facilities in connection with the development of an SRFI or other rail-enabled development within the part of the site which falls to the east of the M6”32
Employment Land Need and Supply Background Paper (October 2020) 3.56 This paper (CD number not allocated) has been prepared by St Helens Council as part of the evidence base for the forthcoming Examination in Public of the St Helens Borough Local Plan 2020-2035. This paper provides a summary of the employment land position for St Helens, including summarising the ELNS documents that formed part of the evidence base to inform the emerging local plan.
32 CD 3.18: Policy LPA10 para 4 pg 66
Evidence of Anthony Meulman, BE Group 25
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
3.57 This document provides gross employment land take-up figures, drawn from annual monitoring reports, up to 2019/20, which are replicated below.
Table 6 – Employment Land Take-Up 2012-2020
Year Take-Up (ha) 2012/13 0.11 2013/14 0.08 2014/15 0.53 2015/16 1.65 2016/17 0.33 2017/18 0.02 2018/19 4.19 2019/20 51.53 Total 58.26 Source: Table 4.1 of the Employment Land Need and Supply Background Paper
3.58 The table clearly shows a substantial spike in take up in the most recent year, comprising over 88% of the take-up of employment land over the eight-year period. The report notes that the main sites that comprise this recent take-up are:
• 2EA Florida Farm North, Slag Lane, Haydock (36.67 ha); • 3EA Land North of Penny Lane, Haydock (11.05 ha); and • 10EA Land at Lea Green Farm West, Thatto Heath (3.84 ha).
3.59 This spike in take-up was anticipated in the ELNS Addendum Report. It was anticipated that once land was available and approved for development there would be an increase in development activity, that had been constrained in recent years due to a lack of supply.33
Summary – Comparison between Adopted Core Strategy and Emerging Local Plan 3.60 The minimum employment land requirement in the Adopted Core Strategy (37 ha between 2012 and 2027) is far more modest than that in the draft Local Plan 2020-
33 CD 5.81: ELNS Addendum para 2.24 pg 12
Evidence of Anthony Meulman, BE Group 26
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 2035 (219.2 ha between 2018 and 2035). This is a response to the constrained supply in recent years but also reflects changing market conditions, including:
• Increase in demand for large-scale warehousing, primarily driven by the online retail sector, which has substantially expanded since the preparation of the Core Strategy, with commensurate implications for warehousing capacity (see graph of growth in proportion of online retailing in Appendix 5, sourced from the Office of National Statistics (ONS)); and • Contrasting economic conditions at the time of the preparation of the background employment land papers that informed the two local plan documents. The earlier document was prepared as the UK emerged from a recession, with subdued market confidence, compared to more buoyant economic conditions for the more recent document.
3.61 The Core Strategy’s minimum land requirement over the 15 years to 2027 (37 ha) is in stark contrast to the actual take-up just in 2019/20 (51.53 ha). While it is not expected that such a high figure would be achieved every year, it does demonstrate that the Core Strategy’s position is no longer appropriate or up to date to meet the market’s needs.
Evidence of Anthony Meulman, BE Group 27
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 4.0 THE PROPERTY MARKET
4.1 The following chapter outlines the property market dynamics in St Helens and surrounding areas in relation to large-scale warehousing.
4.2 The retail sector continues to be the main driver for large-scale warehousing premises across the UK, including in North West England. In the first three quarters of 2020, retail premises comprised 58% of take-up of large-scale warehousing in the UK, up from 40% in 2019 (UK Big Box Logistics Market Update, JLL, CD number not allocated). While online retailing has seen strong growth for several years, which has driven warehousing requirements, demand in 2020 has accelerated in response to the changing consumer behaviours necessitated by the Covid-19 response (see Appendix 5). More people working remotely and fewer physical shops being open has meant more consumers turning to online retailing. This has been for both groceries and comparison goods. As some shops have reopened in the summer of 2020, the online retailing market share has moderated, but the most recent data shows that it remains above pre-Covid-19 levels (September 2020 online retailing was 26.1% of retailing and in September 2019 the share was 18.1%).34
4.3 The market has responded with retailers increasing warehousing capacity to service this growing demand, both for storage of goods and for processing online orders. The delivery straight from warehouse to consumer requires processing of smaller orders compared to delivery of pallets to larger stores. Further handling of small orders within warehousing with direct deliveries to consumers means that more warehousing floorspace is required to process the goods than compared to the stock being sold through shops. With a greater percentage of retail goods being sold online, the demand for warehousing space to support the storage and processing of these goods is increasing.
4.4 Given the strong growth in online retailing compared to store-front retailing in the years prior to the Covid-19 pandemic, the performance of the market in 2020 is an acceleration of a trend that was already occurring, rather than a short term spike, with consumers increasingly willing to shop online for a range of goods, including consumables. It is my opinion that while there is likely to be some moderation of the growth on online retailing as physical stores reopen, the market share of online retailing
34 ONS Retail Sales Index Time Series
Evidence of Anthony Meulman, BE Group 28
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry will not return to pre-Covid-19 levels. The warehousing market has been buoyant in recent years in response to this, with investment and developer interest strong compared to other commercial property sectors.
4.5 Investment yields have reflected this on-going strength, with current prime yields at 4.0-4.5% despite the economic upheaval in 2020. Low yields (e.g. less than 5%) represent confidence in the product as investors are willing to pay a higher price, relative to the likely annual rental returns as they are confident of the long-term outlook of the product. These low yields in the prime warehousing market have been sustained in the region in recent years and continue to be recorded in 2020 despite the economic uncertainties because there is more confidence in the logistics and warehousing sector than in other sectors of the economy.
4.6 Take-up data of large-scale (>100,000 sqft), Grade A warehouse space within the North West that has been agreed between the need experts shows that the ten-year average in the region is approximately 231,000 sqm per annum. To October 2020, this year’s take-up has exceeded this average at 274,800 sqm.
4.7 As agreed with Mr Pexton and Mr Sandwell, there is only limited supply across the North West region of speculative new-build large-scale premises available to the market, with only six units identified totalling about 88,300 sqm (see Table 7). None of these units are in St Helens, with two sites in Knowsley (Venus 217 and the Academy) and one site in Widnes (Liberty Park) as the only available new build units in the Liverpool City Region. A further two units are under construction at Omega Warrington.
Evidence of Anthony Meulman, BE Group 29
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Table 7 – Speculative New Build and Under Construction Units
Address Local Authority Size (sqm) Existing Speculative Build Venus 217, Knowsley Industrial Estate Knowsley 20,230 Kingsway 216, Kingsway Business Park Rochdale 20,104 F2/G Multiply Logistics North Bolton 13,860 H2 Heywood Distribution Park, Heywood Rochdale 13,829 Academy Knowsley 10,219 Liberty Park Halton 10,042 Total 88,284 Under Construction Speculative Build Unit 2 Omega Warrington Warrington 18,875 Unit 3 Omega Warrington (development Warrington 20,932 to start in Jan 2021) PLP Ellesmere Port Cheshire West 12,820 and Cheshire Source: JLL
4.8 This represents a very constrained market in the North West region. The total quantum of new build floorspace (88,284 sqm) currently available is significantly less than the average annual take-up of floorspace (229,000 sqm). Furthermore, as noted in paragraph 4.6 above, the market has performed at above average levels in 2020, with the take-up to October already exceeding the annual average. With only very limited options currently under construction, the development pipeline for large-scale warehouse floorspace is insufficient to support the strong demand in the market.
4.9 In St Helens, the development of schemes at Haydock, which saw the strong spike in land take-up recorded by St Helens Council, is a demonstration of the confidence and potential of the local market. This includes the following developments of units and subsequent occupations by leading international firms.
Evidence of Anthony Meulman, BE Group 30
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Table 8 – Recent Warehousing Developments in Haydock (identified in a plan in Appendix 6)
Address Occupier Size (sqm) Land Area (ha) 525 Haydock (formerly Kellogg’s 48,830 10.07 Florida Farm North) Unit 1-2 Moore Park Amazon 30,000 13.61 Way Haydock Green, Movianto 34,650 6.92 Penny Lane
4.10 These sites were identified as having planning permissions in the ELNS Addendum Report. As they have been developed and occupied in a timely manner, they demonstrate the confidence and market demand for large-scale warehousing space in this market area. Together, these land parcels comprise about 33.4 ha of land and these units have opened over the last two years. The 525 Haydock scheme was developed speculatively and at almost 50,000 sqm (500,000 sqft) was one of the largest speculative build developments in the North West, a strong sign of confidence in the St Helens market, which secured Kellogg’s as an occupier.
4.11 At the southern boundary of St Helens, in neighbouring Warrington Borough, the Omega Warrington scheme, which straddles the M62 has been a leading B8 scheme for the region. BE Group prepares Annual Property Reports on behalf of Warrington Borough Council, which details commercial transactions undertaken in the Borough each year. Table 9 below is a list of the transactions of units within Omega Warrington since its development, with most of the units being new build occupations. The list of occupiers is a mix of online retailers, physical store retailers, logistics and manufacturing.
Evidence of Anthony Meulman, BE Group 31
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Table 9 – Omega Warrington Transactions (identified in a plan in Appendix 7)
Year Site Tenant/Purchaser Size (sqm) Land Area (ha) 2020 Unit 2 Mountpark The Delivery Group 12,808 n/a 2019 Unit 1 Mountpark Royal Mail 32,158 7.75 2018 Omega North Haydock 3,251 1.33 Commercial Vehicles Ltd 2017 Prime, Omega South Amazon Ltd 33,073 7.74 2017 Omega South Domino’s Pizza 10,870 n/a Group Ltd 2016 Prime, Omega South London Metric 33,073 n/a Property 2015 Omega South The Hut Group 64,103 16.83 2015 Omega South Plastic Omnium 22,297 7.50 2014 Omega North Travis Perkins 58,621 13.57 2014 Omega South ASDA/Bericote 55,741 11.09 2014 Omega North Hermes 14,269 7.44 2013 Omega North Brakes 18,395 7.23 Source: Warrington Annual Property Reports, LandInsight
4.12 Three further units are under construction (or soon to commence) in Omega Warrington, including the two speculative units mentioned in Table 7 and a further unit (Unit 1 at 28,595 sqm) and has been let to Gousto. Furthermore, a hybrid planning application has been lodged with St Helens Borough Council for the Omega South West Extension site (1EA), which comprises of a full planning application for 81,570 sqm of B8 and ancillary B1a floorspace and an outline planning application for 123,930 sqm of B2/B8 floorspace. The full application unit would be occupied by Home Bargains distribution centre, another example of a retailer looking to have a substantial warehouse facility in this corridor. Therefore, there is evidence of continued and considerable interest at Omega Warrington, which benefits from direct access to the M62 and proximity to the M6.
4.13 It is noted that the recent growth and development of large-scale floorspace at Haydock (Florida Farm North and Penny Lane) has occurred in parallel to continued growth at Omega Warrington. These two nodes, though having overlapping catchments, have both been successful in the current market. This is due to the
Evidence of Anthony Meulman, BE Group 32
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry excellent locational features and availability of large and very large sites at both locations and the strong demand for such uses.
4.14 Mr Pexton’s Proof of Evidence identifies 50 active requirements for large premises across the North West that has been gathered from a range of major commercial agencies, and I have reviewed this active requirement list. Several are for the Liverpool City Region, M6 corridor or Warrington and surrounding areas. The active requirements total 1,043,000-1,341,000 sqm of floorspace. Therefore, there remains further demand for sites and premises in this corridor, with large and very large employment sites being rare outside the Green Belt and sought after when available.
4.15 The current high levels of activity and interest in the large-scale warehouse market in and around St Helens further corroborates and supports the significant increase in the minimum land requirement in the Local Plan 2020-2035 Submission Draft, compared with the adopted Core Strategy.
Evidence of Anthony Meulman, BE Group 33
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 5.0 SUPPLY TO MEET NEED
5.1 As demonstrated in the previous chapters, the employment land requirement in the Core Strategy of 37 ha over 15 years to 2027 is no longer appropriate to meet current market needs or the likely needs in coming years. The draft Local Plan’s minimum target of 219.2 ha of employment land between 2018 and 2035 better reflects current market dynamics and is consistent with the calculated OAN for employment land in the ELNS Addendum Reports. This calculated OAN was the culmination of an assessment of the local property market, the regional logistics demand, consultations with local agents and businesses and forecasting of the need through three approaches (historic land take-up, labour demand forecasts and labour supply forecasts). This is consistent with the NPPF and PPG.
5.2 The following table provides a review of how much of that minimum target of 219.2 ha has been met through take-up of land since 2018, as well as accounting for employment allocations that remain available.
Table 10 – Assessment of Supply to Meet Need
Land Area (ha) Minimum target 2018 to 2035 219.2 Land Take-up 2018-20 55.72 - Florida Farm North - Penny Lane - Thatto Heath Available allocated sites 4.04 - Land at Kilbuck Ln (3.46 ha) - Pilkingtons Cowley Hill (0.58 ha as part of mixed-use scheme)35 Residual Requirement 159.54
5.3 The recent consent at the Omega Western Extension site is for some 75 ha and 205,500 sqm of floorspace, which would reduce the requirement to 84.54 ha, though there is in-principle agreement for this site is to be counted as part of the supply to meet Warrington Borough’s requirement and thus should not also be counted as part of St Helens’ supply.36
35 Employment Land Need and Supply Background Paper pg 36 36 Warrington Borough Council Draft Statement of Common Ground para 4.11 pg 10
Evidence of Anthony Meulman, BE Group 34
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 5.4 No other significant consents are in place that could help to meet this employment land requirement.
5.5 The proposals at Parkside and Haydock that are the subjects of current Inquiries could provide a significant share of the residual requirement of employment land in St Helens. Each of these sites are in the Green Belt.
Table 11 – Sites with Current Proposals
Land Area (ha) Residual Minimum 159.54 Requirement Parkside West (Phase 1) 47.937 Parkside West (Phase 2) 43.038 Parkside East 64.5539 Haydock Point 42.040 Residual minimum -37.91 requirement if all sites are brought forward
5.6 Based on employment land take-up since 2018 and allocated sites, there remains a substantial residual minimum requirement (159.54 ha) for employment land to satisfy the draft Local Plan’s minimum target. The evidence behind the minimum target demonstrated that the bulk of the requirement would be for B8 warehousing and accounted for St Helens taking a share of the Liverpool City Region’s large-scale warehousing requirement.
5.7 The Parkside Phase 1 proposal at 47.9 ha represents a strong candidate to provide for some of that minimum requirement and meets the needs for large-scale warehousing sites. As shown in the applicant’s Alternative Sites Assessment (reviewed in the following chapter) this is the preferred site within St Helens for a development comparable to that proposed for Parkside.41
37 From application 38 From Alternative Sites Assessment, CD 4.7 39 Allocation in draft Local Plan 2020-2035 Submission Draft CD 3.18 40 From application, which the LPA has resolved to refuse and it is now before the Secretary of State 41 CD 4.7
Evidence of Anthony Meulman, BE Group 35
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 5.8 Parkside Phase 2 and Parkside East, enabled through the development of the Parkside Link Road, would provide a consolidated hub of employment uses at this location, expanding on Parkside Phase 1 in an efficient manner, rather than opening up another Green Belt location for employment to satisfy this requirement. Importantly, this site is the only opportunity for the delivery of the SRFI.
5.9 A significant component of the Parkside East site, if developed as anticipated for the SRFI, would be consumed by the rail transport infrastructure itself, including tracks, terminus, platforms and buffer areas. The actual quantity of area available for warehousing would need to be determined through further planning for the site, but importantly, it should not be assumed that the full Parkside East site would be available for B-class employment development, which affects the raw calculation in Table 11.
5.10 All of the Parkside sites in total comprise 155.45 ha, slightly less than the minimum requirement of 159.55 ha. However, given that the full site of Parkside East will not come forward for B-class employment, this should not be interpreted as satisfying the full requirement, with other sites, such as the Haydock Point site considered in another Inquiry. Furthermore, St Helens has identified the employment land target as a minimum target, and other complementary sites, if brought forward to meet identified needs, would help to provide choice for businesses in the borough, provided that they can demonstrate compliance with planning policy.
Evidence of Anthony Meulman, BE Group 36
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 6.0 ALTERNATIVE SITES ASSESSMENT
6.1 The proposed scheme for Parkside Phase 1 is for 92,900 sqm of employment floorspace on 47.9 ha. The Parkside Link Road is required in order to develop the Parkside East site, with the Link Road an important infrastructure requirement for the SRFI. Parkside East could yield some 260,000 sqm of employment floorspace including the SRFI, with Phase 2 of the Parkside West site, comprising some 130,000 sqm of large-scale logistics floorspace. The sites are located in the Green Belt and therefore need to demonstrate very special circumstances. Part of that assessment, requires an assessment of whether there are any alternative sites which are suitable, viable, available and deliverable within a reasonably comparable timescale but which lie outside of the Green Belt.
Site and Locational Characteristics 6.2 The following site and locational characteristics are important features for a strategic warehouse site:
a) Large site (e.g. a 10,000 sqm unit would require about 2.5 ha, with 100,000 sqm of floorspace requiring about 25 ha); b) Flat and regular in shape to enable an efficient development of the site and large units to be built upon it; c) Excellent access to the motorway network; d) High-profile location; e) Linked to public transport networks; and f) Close to labour supply.
6.3 This is consistent with the site characteristics identified in the Liverpool City Region Spatial Planning Statement of Common Ground (see para 3.23 of this Proof of Evidence) in identifying suitable sites for large-scale warehouse uses.
6.4 The Parkside sites also have the potential opportunity to be a multimodal transport hub with the development of the SRFI. This would not be essential for all B8 occupiers, but would be an attractive feature for some operators. The SRFI provides the opportunity to reduce heavy vehicle road traffic, thereby reducing the carbon footprint.
Evidence of Anthony Meulman, BE Group 37
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Functional Economic Market Area 6.5 The functional economic market area for St Helens as a whole as defined in the ELNS was the Liverpool City Region as well as Warrington and Wigan. For Parkside, in terms of its key position on the M6 and between Liverpool and Manchester, its functional economic market area would be St Helens, Warrington and Wigan. These three local authority areas represent the most logical areas for a search of alternative locations which are suitable, viable, available, deliverable within a comparable timescale and outside the Green Belt. It should, however, be recognised that Warrington and Wigan will have their own employment land requirements.
6.6 Further, only sites in St Helens can fully meet the needs for employment sites in St Helens, with the provision of such sites in neighbouring local authority areas representing a poorer outcome for St Helens’ businesses and workforce in terms of proximity to markets and labour, traffic implications and accessibility of employment opportunities. Furthermore, St Helens would miss out on economic growth opportunities associated with businesses locating to neighbouring authorities rather than within St Helens borough.
6.7 Notwithstanding this, the commentary below assesses opportunities within the functional economic market area for Parkside (St Helens, Warrington and Wigan) for alternative sites that could accommodate a scheme comparable to that proposed for Parkside.
St Helens 6.8 As outlined in Council’s Statement of Case, there are no sites allocated in the adopted Core Strategy that could accommodate a large-scale warehousing scheme similar to Parkside.42
6.9 The applicant for Parkside Phase 1 prepared an Alternative Sites Assessment (CD 4.7) that reviewed potential alternative sites to accommodate a development of a similar scale to the Parkside scheme as a whole or as a disaggregation (i.e. could the smallest development plot at 3.7 ha be accommodated as a single entity elsewhere). The Assessment examined 27 sites in St Helens (including the Parkside West site).
6.10 The sites assessment was a three stage assessment based on key criteria for large- scale employment uses and concludes that the “results of Stage 3 indicate that of the
42 CD 5.67 para 6.16 pg 28
Evidence of Anthony Meulman, BE Group 38
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry seven sites that were taken though to this stage, only Parkside scores sufficiently to be taken forward to a further level of scrutiny, and that there are no alternative sites for the proposed development.”43 All sites that were taken through to the Stage 3 assessment were Green Belt sites, demonstrating the lack of alternatives for infill or urban sites to accommodate the Parkside scheme. While acknowledging that some of the alternative sites may be promoted and therefore assessed in their own right, this assessment based on the potential location for the scheme promoted at Parkside has concluded that the Parkside site performs better and the development should not be directed elsewhere.44 Critically, the alternative sites assessment has shown the lack of sites (even less preferred ones) that are not within the Green Belt.
6.11 The Haydock Point site was one of the sites assessed (identified as Haydock Park Farm (North) Haydock in the Assessment) and this site was one of the seven sites that were taken through to Stage 3 assessment, though did not perform as well as the Parkside site in the Stage 3 assessment.45
6.12 No sites within St Helens are available for large-scale employment developments that are not in the Green Belt. Furthermore, of the Green Belt sites assessed in the Alternative Sites Assessment, none were considered to be preferable to the Parkside site for as scheme such as that proposed.
Wigan 6.13 A search of Wigan Borough’s Employment Areas within its Core Strategy has identified the following larger site with land capacity. Other allocated sites do not have sufficient scale of vacant land to accommodate a proposal similar to that at Parkside.
43 CD 4.7 para 3.9 pg 21 44 CD 4.7 para 3.10 pg 21 45 CD 4.7 para 3.8 pg 21
Evidence of Anthony Meulman, BE Group 39
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Table 13 – Large Employment Site in Wigan
Site Available Comments Land Area (ha) 36 – South Lancashire 32.1 Vacant land to the east of the existing South Industrial Estate Lancashire Industrial Estate, it is largely flat. Residential uses are adjacent to the site. The existing industrial estate is a mix of mid sized manufacturing and warehousing uses. Site is of sufficient scale to accommodate Phase 1 Parkside size scheme. However, it is not prominently located near to the M6 nor would it have potential for a SRFI facility. The site is not of sufficient scale to also accommodate a scheme similar to the further stages of Parkside that would be unlocked by the Parkside Link Road.
The site is poorly located to provide for St Helens’ employment land needs and at any rate is part of Wigan’s employment land supply to service its need. Source: Wigan Borough Core Strategy 2013; BE Group commentary
6.14 In addition to the above site within the adopted Wigan Core Strategy, the draft Greater Manchester Spatial Framework identifies two sites within Wigan than potentially could cater for larger units.
Table 14 – Employment Sites in Wigan in Draft GMSF
Site Available Comments Land Area (ha) GMA42 – M6 Junction 25 52.1 Site that is also subject to a current Inquiry. Large, well-positioned site at a motorway junction and would be suitable to larger units, including B8 and B2 uses. Would attract similar uses to Parkside (though not those that would link with the SRFI).
Site is in the Green Belt. GMA45 – West of Gibfield Mixed use site intended to deliver 500 homes and 45,500 sqm of B1, B2 and/or B8 floorspace (i.e. about half that of Parkside Phase 1). This site is more likely to be a mix of B-class uses, as a mix of sizes from small to large, than the Parkside scheme, which would be large and very large, predominantly
Evidence of Anthony Meulman, BE Group 40
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry Site Available Comments Land Area (ha) B8 uses. Business occupiers within the site could link with the M61, though does not easily link with the M6 corridor. This site would have a substantially different mix and market position to the Parkside sites and has a different catchment area.
Site is in the Green Belt. Source: draft GMSF, 2020; BE Group commentary
6.15 Critically, both of these sites are currently in the Green Belt and thus not preferred to the Parkside site. Furthermore, these sites would not adequately meet St Helens’ employment land needs and the Gibfield site in particular serves a substantially different market.
Warrington 6.16 A search of Warrington Borough’s Employment Areas within its Core Strategy has identified the following larger site with land capacity.
Table 15 – Employment Sites in Warrington
Site Available Comments Land Area (ha) Strategic Proposal Omega and 26.3 Site of Omega Warrington. Land area is Lingley Mere estimate of remaining land within allocation for employment. Successful scheme that would be expected to be completed within this allocated area prior to Parkside’s commencement. Source: Warrington Borough Core Strategy 2014; BE Group commentary
6.17 This Omega Warrington site would continue to be developed in the near term. The remaining allocation, even if all developed to accommodate St Helens’ needs, would only provide for part of the scale of development anticipated at Parkside. However, the broader Omega Warrington scheme is performing an important role in Warrington’s supply and this remaining land is critical in its ongoing supply.
6.18 The recent consent at the Omega Western Extension site is for some 75 ha and 205,500 sqm of floorspace, which while in St Helens, has in-principle agreement for
Evidence of Anthony Meulman, BE Group 41
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry the site to be counted within Warrington’s supply and thus it is included in this section. 81,750 sqm of this consent is already committed for a Home Bargains distribution centre and thus would not be more widely available to the market. The remaining part of the site would serve a comparable market to that likely for Parkside, though does not have capacity for a SRFI. The Omega Western Extension’s provision within Warrington Borough’s supply is an illustration that this corridor is better positioned to service Warrington’s needs, rather than St Helens borough.
Summary of Alternative Sites 6.19 Large, developable, available and allocated sites are rare throughout the North West outside the Green Belt and the area of search of St Helens, Wigan and Warrington was consistent with that. Within the adopted Core Strategies, only one site was identified of sufficient scale to accommodate a scheme similar to Parkside Phase 1 only. This site at the South Lancashire industrial estate in Wigan is an inferior site to Parkside in respect to its links to the M6. It is also adjacent to residential uses and is not likely to as attractive to the large-scale warehousing market as the Parkside sites would be. Furthermore, it cannot provide an SRFI.
6.20 Alternative sites in other localities (such as the site at South Lancashire industrial estate at Wigan) may provide a quantum of available land for the market, but do not help St Helens in improving and growing its economy. St Helens should not rely on other neighbouring areas to provide for its employment land needs if good quality sites, such as Parkside, can be identified within the Borough. Within St Helens there are no sites that are not within the Green Belt that can accommodate units such as that proposed for Parkside.
6.21 The consent at Omega Western Extension provides further supply, some of which is already committed.
6.22 Importantly, none of the sites provides the capacity to develop the SRFI and adequately provide the strategic, intermodal logistics facility envisaged for Parkside.
Evidence of Anthony Meulman, BE Group 42
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 7.0 NEED FOR THE PARKSIDE PROPOSALS
7.1 This chapter provides a review of the need for the Parkside proposals.
Overall Need for Employment Land 7.2 I provided St Helens Council with assessments of the overall objectively assessed need (OAN) for employment land in the ELNS and its Addendum Reports. The Addendum Reports included a revision of the OAN for employment land to 2037, based on more up to date information, most notably the Liverpool City Region SHELMA and its analysis of large-scale warehousing needs at the City Region level. From this revision, I forecast that the total employment land needs would be about 190-239 ha between 2012 and 2037, of which some 110-155 ha would be for B8 warehousing.
7.3 The baseline of this forecast was established using annual land take-up information. While further information is now available, including the extraordinary figure of 51.53 ha taken up in 2019/20, well above the longer term average of 4.5 ha per annum. While this high figure reflects the release of the latent demand in the market once land was made available, I consider that this is not a sustainable figure that should be used to update the forecasts. I would recommend that the forecast remain at 190-239 ha between 2012 and 2037, with a recommendation that it is more likely to be towards the upper end of that range.
Need for the Parkside Phase 1 Proposal 7.4 It is my opinion that there is a very strong need for the Parkside Phase 1 proposal to form part of the supply to meet the overall St Helens OAN to 2037 for the following reasons:
a) As shown in Chapter 4.0 of this report there is a strong, buoyant market for large-scale warehouse uses in this corridor. b) The site is an attractive site for large-scale warehouse uses, being close to junctions of two motorways, centrally located between Manchester and Liverpool and is very large. Critically this site is in close proximity to the major north/south motorway for the North West, the M6 and the two key road links between Liverpool and Manchester, the M62 and the A580. Therefore, this location is particularly attractive to warehousing and logistics enterprises as they can easily access large markets. The large, flat, relatively regularly shaped site means that it can be
Evidence of Anthony Meulman, BE Group 43
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry developed for very large units (e.g. +50,000 sqm), which is rare outside the Green Belt. c) There are no alternative sites in urban settlements of St Helens of a comparable scale to Parkside Phase 1. d) Other allocated sites within the adopted Core Strategies of Wigan and Warrington are either inferior (in the case of Wigan’s site) or coming to the end of its development life (in the case of Omega Warrington). e) The Parkside proposal means that St Helens can have a broader and higher-profile role in the regional logistics market that is growing due to the growth of Liverpool2. f) The Parkside site can be an important component in addressing the forecast shortfall for large-scale warehousing sites as identified in the Liverpool City Region Assessment of the Supply of Large-Scale B8 Sites. g) More immediately, the North West’s region has active requirements well in excess of speculative new build and under construction units, demonstrating a need for further sites to come forward and be developed for large-scale warehousing premises. h) The Parkside Phase 1 site can provide further sites once Omega Warrington and Haydock are exhausted for sites, ensuring continuity of supply in this locality. i) The Parkside Phase 1 scheme can help to catalyse the SRFI component of the broader Parkside site, which would have economic and transport benefits for St Helens and the broader region.
Need for the Parkside Link Road Proposal 7.5 It is my opinion that there is a strong need for the Parkside Link Road proposal to form part of the supply to meet the overall St Helens OAN to 2037 for the following reasons:
a) The Parkside Link Road is critical for the development of the remainder of the Parkside site (after Phase 1), including further B8 sites and the SRFI. b) As shown in Chapter 4.0 of this report there is a strong, buoyant market for large-scale warehouse uses in this corridor. This market appears to have longer-term strength necessitating more than just Parkside Phase 1.
Evidence of Anthony Meulman, BE Group 44
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry c) The site is an attractive site for large-scale warehouse uses, being close to junctions to two motorways, centrally located between Manchester and Liverpool and is very large. Critically this site is in close proximity to the major north/south motorway for the North West, the M6 and the two key road links between Liverpool and Manchester, the M62 and the A580. Therefore, this location is particularly attractive to warehousing and logistics enterprises as they can easily access large markets. The large, flat, relatively regularly shaped site means that it can be developed for very large units (e.g. +50,000 sqm), which is rare. d) There are no alternative sites in urban settlements of St Helens of a comparable scale to Parkside East. e) The Parkside Link Road is required to help deliver the SRFI, thereby contributing to the network of SRFIs throughout the country, for which the Government has identified a compelling need. f) There are no alternatives that can provide the rail infrastructure to secure the SRFI. g) Other allocated sites within the adopted Core Strategies of Wigan and Warrington are either inferior (in the case of Wigan’s site) or coming to the end of its development life (in the case of Omega Warrington). h) The Parkside proposal means that St Helens can have a broader and higher-profile role in the regional logistics market that is growing due to the growth of Liverpool2. This role will be particularly enhanced with the development of the SRFI, which can only be delivered with the Parkside Link Road. i) The Parkside East site can be an important component in addressing the forecast shortfall for large-scale warehousing sites as identified in the Liverpool City Region Assessment of the Supply of Large-Scale B8 Sites. j) The Parkside East site can provide further sites once Parkside Phase 1 is exhausted for sites, ensuring continuity of supply in this locality. This can only be delivered with the Parkside Link Road.
Growth of the Parkside Sites 7.6 The growth and take-up of the sites can be difficult to quantify, as it depends on market confidence at the time of development, competition, actual products provided on the ground, management decisions and overall economic conditions. However, it can be
Evidence of Anthony Meulman, BE Group 45
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry illustrative to compare to the growth of Omega Warrington, as the leading large-scale node in this locality of the last decade. Omega Warrington has averaged floorspace take-up of about 44,800 sqm per annum since 2013, though this has seen substantial year-on-year differences (see Table 9). Based on this average level, Parkside Phase 1 could take about 2-3 years to complete. Parkside Phase 2 could take about another 3-4 years and Parkside East could take about 6-10 years to complete for the commercial components, though its timing would largely be dependent on the funding and delivery of the SRFI.
7.7 It should be noted that given the discrete nature of floorspace growth (i.e. as a building is built the take-up will suddenly jump) and given the scale of some of the likely units within this scheme, this should be seen as a guide only. Furthermore, there may well be low periods of development due to reasons other than demand, such as delivery of infrastructure, developer preferences, viability or economic conditions.
Evidence of Anthony Meulman, BE Group 46
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry 8.0 CONCLUSIONS AND SUMMARY
8.1 There is a strong demand for large-scale employment sites that provide for B8 warehousing uses in the Parkside locality. From undertaking employment land studies on behalf of St Helens Council since 2015, I have seen that this demand is sustained and has strengthened further in recent times. When that demand has been met with good quality sites and premises, it has resulted in new developments coming forward and significant businesses entering the market.
8.2 The two Parkside sites can play a critical role in St Helens’ economy, providing high profile, strategic sites for businesses and linking with the region’s freight transport network. The successful delivery of this project would provide economic growth for St Helens and employment opportunities for its residents.
8.3 It is my opinion that there is a very strong need for the Parkside Phase 1 proposal to provide further capacity of large sites in the market, particularly addressing the City Region’s shortfall. This is an active market, with current requirements that are not being met. Alternative sites are very limited and are either inferior in location or likely to be built out before Parkside Phase 1 is brought to the market. Parkside Phase 1 can be a leading and high-profile development for St Helens and without it the economy would be constrained for choice of sites.
8.4 It is my opinion that there is a strong need for the Parkside Link Road in order to deliver Phase 2 on Parkside West site and to open up Parkside East, including enabling the SRFI. This would provide the longer-term, large-scale sites for St Helens. Critically, the SRFI cannot be delivered without the Link Road, and not delivering the SRFI would have a significant opportunity cost for St Helens and the North West region.
Evidence of Anthony Meulman, BE Group 47
LPA.AM.1 Proof of Evidence on Need Parkside and Parkside Link Road Inquiry
SIGNED:
ANTHONY JOHN MEULMAN
DATE 8th December 2020
Evidence of Anthony Meulman, BE Group 48