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OFFICIAL Porep2372 (REDACTED) 7Th December 2016 Bc Classification: OFFICIAL PORep2372 (REDACTED) 7th December 2016 bc Planning Policy Team South Bucks District Council Neil Rowley Capswood E: Oxford Road DL: + Denham UB9 4LH Dear Sir or Madam, Chiltern and South Bucks Local Plan - Green Belt Preferred Options Consultation Representation on behalf of Thorney Lane LLP for Land at Thorney Lane, Iver We write on behalf of our client, Thorney Lane LLP, the current landowner of the site at Thorney Lane, Iver. This site is Preferred Option 13 (‘Area North of Iver Station’). In short we support the proposed removal of Preferred Option 13 from the Green Belt. Please find enclosed: Completed comments form Transport Representations by JMP Masterplan by Savills Urban Design Studio Site Description The proposed site comprises the Thorney Business Park, and open land to the east and west. Thorney Business Park comprises a variety of business units, including larger scale industrial and waste processing uses. The entire site is located to the south of Iver and is approximately 52 ha in size. It is bound by the Grand Union Canal Slough Arm to the north, Thorney Lane and the M25 to the east, and the railway line to the south. To the west is an area of open farmland designated for waste management purposes and Mansion Lane Caravan Site. The immediately surrounding area is mixed in character, with farmland to the north west and south west, and Iver Golf Club to the west. Immediately to the north of the site is Ridgeway Trading Estate, and the residential area of Iver Village to the north of that. To the south of the site is the residential area of Richings Park. Iver Railway Station is located on the south east corner of the site. As designated in existing local policy, the entire site falls within the ‘Colne Valley Park’ and ‘South of Iver Opportunity Area’. The eastern part of the site is also designated as ‘Green Belt’ land. Immediately to the west of the Thorney Business Park a portion of the farmland is designated as a ‘Safeguarded Multi Modal Facility’ by the Minerals and Waste Local Plan. Offices and associates throughout the Americas, Europe, Asia Pacific, Africa and the Middle East. Savills (UK) Limited. Chartered Surveyors. Regulated by RICS. A subsidiary of Savills plc. Registered in England No. 2605138. Registered office: 33 Margaret Street, London, W1G 0JD Page 1 of 90 Classification: OFFICIAL PORep2372 (REDACTED) a Planning History There have been no recent planning applications of relevance to the current representations for this site. However, it should be noted that Iver Railway Station will be significantly upgraded to provide a Crossrail Station. The Council will also be aware that the western section of the site is expected to be included within proposals to create a new Heathrow Express depot (HEX) to the west of the site. Part of the site is also likely to be required as part of the new Western Rail Link to Heathrow (WRLtH). Background – HGVs and Iver It is widely known that HGV movements through Iver are causing significant concerns to the local population. This is evident from the Council’s website, Iver Parish Council website and organisations such as Iver Traffic Action. The issue is also highlighted early in the SBDC Core Strategy, where paragraph 1.2.17 of the first chapter states that “The District is well served by the strategic road network (M40, M25 and M4), although many roads experience peak time congestion and suffer from the impact of HGV traffic. There are particular traffic problems in the Beaconsfield and Iver/Richings Park areas.” Accordingly, the Core Strategy sets out ‘Strategic Issue’ 8 as the following: “Address traffic congestion (including on the A355 / A40 to the east of Beaconsfield) and mitigate the amenity impacts of HGV movements (particularly in and around Iver Village and Richings Park). Critical Success Factors • Over the Plan period, a measurable reduction in congestion on the A355 / A40 to the east of Beaconsfield (see Core Policies 7 and 14). • Over the Plan period, a measurable reduction in the number of HGV movements through Iver Village and Richings Park (see Core Policies 7 and 16)”. It is clear, therefore, that a means to address this issue is very high on the Council’s agenda. It is also clear that in the years since the Core Strategy was adopted there has been little or no change to the position and the Core Strategy has not met one of its Key Strategic Issues. Position of the landowner Thorney Lane LLP is looking to secure the mixed use redevelopment of the Thorney Lane Business Park through negotiation with the local planning authority and local community. We accept that the presence of the Thorney Lane Business Park is responsible for many of the HGV movements through Iver and understand why local residents consider that the HGV movements affect the amenities of Iver and surrounding area. We have therefore worked up a proposal for the redevelopment of the Business Park. In the course of analysis and masterplanning, it became clear that a significant opportunity existed to extend the redevelopment area towards Iver station. This has the dual advantage of maximising the development potential created by the exceptional opportunity of CrossRail services at Iver and by better linking the overall development to the station. The Green Belt in this location is contaminated land with no public access. It has a very urban feel due to the road network, HGV movements, the railway line and the Thorney Lane Industrial Estate and associated access. We identified that (with mitigation) the harm arising from the loss of Green Belt in this location was very minor and could be outweighed by the potential to create a highly sustainable development. We have been mindful though of the sensitivity of the gap along the Thorney Road South frontage and our Page 2 Page 2 of 90 Classification: OFFICIAL PORep2372 (REDACTED) a masterplanning work has always identified the importance of a significant open space being provided to the east of the site. We have attended a number of meetings with local stakeholders that have shaped our development proposal. Our proposal can provide, within our ownership, a vehicular link between Thorney Lane South and Hollow Hill Lane. This could also provide vehicular links north and south over the canal and railway with the agreement of adjacent landowners. We are in discussions with TfL about the potential for providing a northern entrance to Iver Station in conjunction with a new station car park. An emerging masterplan has been produced which is attached to illustrate the development potential. This demonstrates the form, layout and density of development and to illustrate how the gap along the Thorney Lane frontage can be maintained. The emerging masterplan is intended to be a discussion document rather than a finished proposal. It includes some 23 ha of land for residential development, 13 ha of public open space and 3 ha of employment development. The entire land holding is within the control of a single landowner that supports the redevelopment of the site. The site can be made available for development as soon as planning permission is granted. SBDC Green Belt Assessment The key findings from the Council’s Green Belt Assessment are as follows: The site performs relatively weakly against the purposes of the Green Belt in terms of safeguarding the countryside from encroachment. In terms of merging settlements the Part 1 assessment scores the site as performing strongly (5). However in considering this option in more detail it is considered that the score of 5 could be reduced if the gap can be visually and physically maintained along Thorney Road South within the context of an area of land already being bound by development excluded from the Green Belt on three sides, two of which are not settlements. This could be for example through the provision of significant public open space as part of a development. The benefits contributing to exceptional circumstances could include: o removing a major HGV generating industrial site causing local nuisance if Thorney Business Park redevelopment was part of a comprehensive development proposal; o helping secure a relief road option for Iver Village through the site, o maximising sustainable development by locating development alongside a railway station where services will be improved considerably as part of the new Crossrail service in 2019 and o addressing potential landfill historic land contamination/damaged land. Removal of the site from the Green Belt could deliver Green Belt objectives as set out in the NPPF (para 81) on key parts of the area (enabled by development on other parts) which are unlikely to be delivered if the land was retained in its entirety in the Green Belt. Namely access opportunities could be secured on active open space, other open space areas and enhanced links to the Canal towpath; outdoor sport and recreation could be included in the open space; landscape features on the open space areas can be enhanced; and improvements could be carried out to damaged land. Page 3 Page 3 of 90 Classification: OFFICIAL PORep2372 (REDACTED) a In relation to biodiversity a significant part of the area is being considered for wildlife value and whether this could be incorporated in open space areas and/or open space areas prepared and maintained for enhance biodiversity. Conversely if the wildlife assessment reduces the development area to make a development unviable or unacceptable in planning terms then the area as a whole should be retained in the Green Belt. We agree with the findings of the Green Belt Assessment. Our illustrative masterplan demonstrates how a significant open space can be maintained along the Thorney Lane South frontage, to deal with the only weakness (merging settlements) identified in the Green Belt Assessment.
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