Version 3 11/09/2015

THE CITY OF LINCOLN COUNCIL (TRANSPORT HUB LINCOLN STATION) COMPULSORY PURCHASE ORDER 2015

THE TOWN AND COUNTRY PLANNING ACT 1990, S13 MISCELLANEOUS PROVISIONS ACT 1976 AND THE ACQUISITION OF LAND ACT 1981

STATEMENT OF REASONS OF THE CITY OF LINCOLN COUNCIL

SEPTEMBER 2015

Prepared on behalf of the City of Lincoln Council by

Browne Jacobson LLP Mowbray House Castle Meadow Road Nottingham NG2 1BJ L1981102001

Section CONTENTS Page No No

1 Introduction 3

2 Location and description of the Order Land including the 3 interests to be acquired.

3 The Lincoln City Transport Hub Scheme 5

4 Planning Status of the Order Land 8

5 Justification for Compulsory Purchase 10

6 Related Orders and other Statutory Provisions. 12

7 Statutory Undertakers 12

8 Special Considerations Affecting the Order Land 13

9 Human Rights Act 14

10 Conclusion 14

11 List of Documents 15

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1 INTRODUCTION

1.1 The City of Lincoln Council ("CLC" or “The City Council”) has made the City of Lincoln Council (Transport Hub Lincoln Station) Compulsory Purchase Order 2015 (“Order”) pursuant to section 226(1) (a) of the Town & Country Planning Act 1990 ("Planning Act") and section 13 of the Local Government (Miscellaneous Provisions) Act (“Miscellaneous Provisions Act”) and it is about to submit it to the Secretary of State for confirmation.

1.2 The Order has been made for two main purposes as follows:-

a) to acquire land within the existing highways which are required to be stopped up and redeveloped as part of the scheme

b) to acquire temporary rights of occupation in relation to the Oxford Street car park allowing it to be used for a temporary road diversion and subsequently mitigating car parking for the duration of construction works.

1.3 The lands in the Order comprise parts of Oxford Street, St Mary’s Street and Norman Street as well as the Oxford Street Car Park ("Order Lands") and are required in order to facilitate the development described in section 4 of this Statement of Reasons (" Scheme" or “The Scheme”).

2 LOCATION AND DESCRIPTION OF THE ORDER LAND INCLUDING THE INTERESTS TO BE ACQUIRED.

2.1 The Order Lands are located in the eastern part of Lincoln City Centre in close proximity to Lincoln Station and Lincoln Bus Station and comprises a number of different plots of land. The land identified in the Order comprises 0.62 hectares (1.53 acres) in 11 separate plots.

2.2 There are three different types of land within the Order.

a) The lands which currently form part of the adopted highway network. These include the following plots:-

(i) Plot 1 comprises the southern half of land within Oxford Street and St Mary’s Street adjoining the existing staff car park and extends to 803 square metres.

(ii) Plot 2 comprises the northern half of land within Oxford Street south of the Oxford Street Car Park and extends to 454 square metres.

(iii) Plot 3 comprises the eastern part of the connector between Oxford Street and Norman Street adjoining the Oxford Street Car Park and extends to 315 square metres.

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(iv) Plot 4 comprises the western half of the connector between Oxford Street and Norman Street and the southern half of Norman Street adjoining the Oxford Hall car park and extends to 514 square metres.

(v) Plot 5 comprises the northern half of Norman Street south of the Lincoln Bus Station and extends to 775 square metres.

(vi) Plot 6 comprises the central part of the Norman Street/George Street connector and extends to 883 square metres.

(vii) Plot 7 comprises the south western part of the Oxford Street Car Park within title LL325819 inside the alignment of the proposed new road and extends to 243 square metres

(viii) Plot 8 comprises that south western part of the Oxford Street Car Park within title LL333729 inside the alignment of the proposed new road and extends to 10 square metres.

(ix) Plot 9 comprises in a half width of Norman Street, south of 2 and 3 Norman Street Lincoln and extends to 53 square metres.

(x) Plot 10 comprises a half width of Norman Street south 18 to 20 Sincil Street Lincoln and extends to 58 square metres.

b) The land required for temporary access and then car parking for the duration of the construction project

(i) Plot 11 comprises the eastern part of the Oxford Street Car Park Lincoln and within parts of the titles LL325819, LL333729 and LL 79219 and extends to X square metres.

2.3 The wider area contains a variety of buildings and land in a multitude of uses. Lincoln Railway Station (part of which is a Grade II Listed Building) and the railway lines form one of the main features of the overall scheme. The proposal is to demolish two footbridges, one which is an existing public right of way and the other a passenger platform bridge inside the station, and replace them with a dual function footbridge providing pedestrian access over the railway from Tentercroft Street to the station forecourt and pedestrian access down onto the station platform.To the north of the actual station area large areas of land have been given over to surface car parking. These include the station staff car park, onto which the new bus station will be relocated, the Oxford Street Car Park, which will be retained and the Oxford Hall Car Park which will be redeveloped as part of the scheme.

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2.4 To the north and east of this area is the bus station with its roof top car park (the Thornbridge car park). The current bus station is not fit for purpose and will require significant financial outlay in the immediate future to ensure health and safety concerns continue to be met.

2.5 The area lies to the east and south east of Sincil Street, which is a secondary shopping street in Lincoln that would benefit from improved footfall. To the east is the Pelham Bridge, a major road bridge within the City Centre which crosses both the railways and the Sincil Drain in very close proximity.

2.6 The land within the adopted highways is to be acquired in order that there is no obstruction to the redevelopment of this land once the highway has been stopped up. That redevelopment is an essential part of the scheme.

2.7 The rights within the Order are required in order to facilitate the smooth operation of the construction project. Without these rights and the mitigation measures they deliver, the construction project would take much longer to complete and be much more costly.

3 THE LINCOLN CITY TRANSPORT HUB SCHEME.

a) Introduction

3.1 The Lincoln City Transport Hub is the key physical regeneration project of the partnership between the City of Lincoln y Council, County Council, Lincolnshire Co-operative Society Ltd, Trains, Network Raid, the Greater Lincolnshire Local Enterprise Partnership and the Department for Transport.

3.2 The scheme comprises:

a) A ‘transport hub’ comprising of a modern bus station next to Lincoln railway station and a refurbished station forecourt providing better passenger access.

b) New dual-purpose footbridge – high enough to allow for electrified lines – to replace existing footbridge between station platforms and linking the north and south of the railway. This, along with improved station facilities, would prepare the station to cope with increased passengers and more train services, and would better integrate deprived neighbourhoods in the south of the city centre.

c) New multi-storey car park providing approximately 964 spaces on the site of the current Thornbridge car park. This central parking location would support the transport interchange, as well as the Waterside Centre and the city centre which are nearby. The car park would also feature pay on exit facilities that provide change. The Tentercroft Street car park to be provided by or its franchisees will also be pay on exit but the remaining Council owned car park in the same area will remain as pay and display.

d) The Hub would deliver a modern, clean and welcoming fit-for- purpose bus station that creates a safe environment for bus travel.

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The current bus station is used by 7 million passengers each year. The proposed vastly improved facility would enable growth in passenger numbers with the intention of enabling operators to run more services.

e) Improved public realm and highway works incorporating cycle lanes and traffic calming measures

b) History of the Scheme

3.3 The scheme can first be identified in the 1998 Lincoln City Local Plan where the City Council sought to encourage greater use of public transport by:-

improving bus station facilities and promoting the development of a bus/rail interchange in the vicinity of the Central Railway Station;1

3.4 The initial proposal was to secure delivery of the interchange through retail development brought about through partnership arrangements between Lincoln City Council and the Lincolnshire Co-op. Both parties recognised that if what is referred to as the Lindongate shopping scheme was to be delivered, an aspiration both parties, there would need to be a rationalisation of land holdings in the area. In particular as the City Council and the Co-op were the two major landowners in the Lindongate Area, the division of ownership had the potential to hold up redevelopment proposals. In 2004 the Executive of Lincoln City Council resolved to seek to reach terms with the Co-op which would enable the rationalisation to proceed and Lincoln City’s freehold interests be transferred to the Coop.

3.5 In 2006 the Executive of the City Council, in response to requests from the Co-op to the City Council to bring its compulsory purchase powers into play, resolved to appropriate all of its lands within the Lindongate Area. It also accepted that it might be necessary to use compulsory purchase powers at some later stage to help delivery of the project.

3.6 The Lindongate proposals were given a further impetus through the Lincoln City Masterplan Process in which the Lindongate area was identified as a major area of intervention. This was a design led process and was particularly focussed on addressing pedestrian connectivity as a means of delivering regeneration. The first version of the masterplan was published in 2007, and the identification of the Lindongate Area for intervention has remained through the various iterations of the plan.

3.7 At the same time Lincoln City and Lincolnshire County Council were working on a Transport Strategy for the City. The 2008 Strategy referred to the endorsement of the Public Transport Interchange as part of a process of providing clear and high quality pedestrian links between the railway station/bus station and the key city centre areas.

3.8 The transfer of lands between the City Council and the Co-op finally took place on 12th April 2011.

3.9 In 2012 the first detailed design work was commenced. It was this work which, as it evolved, identified that the highway network in the area would

1 Bullet 2 of para 3.17 City of Lincoln Local Plan Adopted August 1998.

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need to change if the bus station was to be accommodated on the Station Car Park Site (a combined staff and public facility).

3.10 Subsequently the 4th Lincolnshire Local Transport Plan published in 2013 identified the Public Transport Interchange as part of the programme of transport improvements looking forward to 2026. In the subsequent progress report on the Lincoln Area Transport Strategy the Interchange was identified as a short term scheme for the delivery in the period 2008 to 2016. However in the report it was said that it was being delivered privately.

3.11 By this time it had become clear that the scheme for which the Co-op had sought planning permission was deemed not to be financially viable fully funded by private finance and could no longer be progressed. The invitation to Local Enterprise Partnerships to bid for funds from the Single Local Growth Fund in 2014 provided the initial catalyst to provide some public funding for the scheme. Subsequently Lincolnshire Enterprise secured £11M of funding through the Growth Deal Allocation provided by the Government through the Single Local Growth Fund. In turn to match the LEP commitment, the City Council subsequently committed capital funding towards the replacement Thornbridge car park (for which £14.6M of funding will be provided) and took over the lead for delivery of the project alongside its various partners.

3.12 The scheme has now progressed to full detailed design and has been submitted for planning approval. Discussion of the planning status is set out below.

c) Current Partnership Position

3.13 Delivery of the scheme is now based upon a 6 way partnership between

a) Lincoln City Council, who are the schemes main sponsor,

b) the Lincolnshire Cooperative Society who will deliver buildings referred to as Block A and Block B as well as making land available for the temporary and permanent highways and the replacement Thornbridge Multi Storey Car Park.

c) Network Rail, who will carry out their own rail improvements within the general framework of the scheme and provide land for the bus station,

d) Lincolnshire County Council who are providing some funding for the scheme and making land available for temporary car parking provision.

e) Lincolnshire Enterprise, who will be the conduit of public funding from Central Government, through to the City of Lincoln Council..

f) Department of Transport who are responsible for overall project approval through the release of central government funding to Lincolnshire Enterprise

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3.14 These general arrangements will be cemented through formal agreements between the parties for land transfer, funding, asset protection and other necessary agreements.

3.15 In addition Lincoln City Council will work in partnership with the various users of the existing bus station to ensure that that the new bus station meets user requirements.

e) Funding the scheme.

3.16 The current cost of the scheme is estimated to be £30m. At present £30M of funding is conditionally committed to the scheme from the following sources:-

a) A fixed sum of £11m is being sought from the Department for Transport (DfT) Local Growth Fund

b) £2m funding from Single Local Growth Fund contributions held by the Greater Lincolnshire LEP is to be allocated, providing DfT funding is forthcoming.

c) An allocation of £900k of National Station Improvement Programme (NSIP) funding via Network Rail has been agreed in principle

d) £1.5m of funding has been bid for and is currently being assessed by the Department for Transport and Network Rail under the Station Commercial Project Facility fund and a decision is expected in Autumn 2015.

e) The remaining balance of £14.6m will be provided by the City of Lincoln Council under its capital programme funding.

4 PLANNING STATUS OF THE ORDER LAND

a) Development Plan

4.1 The scheme is identified in the Lincoln Local Plan adopted in 1998 within the supporting text. However it is not expressly identified in policy. Furthermore only the policies saved in 2007 are now effective from the plan.

4.2 The City Centre Masterplan, as identified above, is a design led process and is not identified anywhere as part of the statutory planning framework.

b) Planning History

4.3 Whilst there have been previous applications to facilitate the Lindongate Scheme, the current application is that which is relevant to the proposed Compulsory Purchase Order.

c) Current Planning Application

4.4 This application (reference 2015/0498/F) was submitted on behalf of Lincoln City Council by its agents Globe Consultants Ltd on 6th June 2015. This is a full application covering all elements of the scheme.

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4.5 The scheme has been subject to Environmental Impact Assessment and is accompanied by an Environmental Statement.

4.6 At the time of the making of this order the planning application for the scheme was programmed to be considered by the City of Lincoln Council Planning Committee on 21st October 2015.

d) Other Planning and related Documentation

4.7 There are three other related documents. a) The City Centre Masterplan provides an overall design framework for the development of the Lindongate Scheme. The detail of the scheme deviates from the Masterplan proposals because of the need to re-orientate the road network as part of the scheme. b) The Local Planning Authorities of the City of Lincoln Council, North Kesteven District Council and West Lindsey District Council have combined to produce a joint local plan for Central Lincolnshire. A first draft for public consultation was published in October 2014 and a second draft is in the course of preparation. However the emerging plan does not contain anything but the broadest mention of support for the enhancement of existing or proposed transport interchanges. c) The National Planning Policy Framework sets out the guiding principles for both plan making and decision taking. In the absence of an up to date development plan NPPF is to be relied upon to provide the necessary guidance. f) Planning Policy Summary

4.8 Section 38(6) of the Planning and Compulsory Purchase Act 2004 states that if regard is to be had to the development plan for the purpose of any determination to be made under the planning Acts the determination must be made in accordance with the plan unless material considerations indicate otherwise.

4.9 Now that there is an operative planning permission for the Scheme, the Development Plan Policy as expressed in the Lincoln Local Plan is of less consequence in relation to the confirmation of the Order. Even so there continue to be five major points to be made in support of the scheme. These are as follows:-

a) It is a public transport scheme and therefore finds support from Policy 6 of the Local Plan.

b) It is within regeneration scheme a central mixed use area and therefore benefits from support of the urban regeneration policy, Policy 18 of the Local Plan.

c) It is to deliver a mixed use development. Government policy as expressed NPPF is to support mixed use development.

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d) It is development of previously developed land located in a highly sustainable location and therefore is very much in accord with the main objective of NPPF.

e) There is a significant commitment to high quality design in delivering the scheme. This again is in accord with NPPF.

5 JUSTIFICATION FOR COMPULSORY PURCHASE

5.1 The Council has powers under section 226 of the Town and Country Planning Act 1990 to acquire land compulsorily. These powers may be used to acquire compulsorily land if it thinks that the acquisition will facilitate the carrying out of development, redevelopment or improvement on or in relation to the land provided that it thinks that the development, redevelopment or improvement is likely to contribute to the achievement of any one or more of the following objects:

a) the promotion or improvement of the economic well-being of their area;

b) the promotion or improvement of the social well-being of their area;

c) the promotion or improvement of the environmental well-being of their area.

5.2 The Council believes that the Transport Hub meets all three of these objects, as set out in the following paragraphs.

5.3 In terms of the economic well-being of the area the Scheme will deliver premises for employment. More importantly it will provide an appropriate entrance into Lincoln for those using both trains and buses and help change the immediate first image that travellers have of Lincoln to the wider benefit of those who are seeking to market Lincoln and the businesses within it.

5.4 In terms of social well-being, the Scheme has been prepared to better pedestrian linkage for the local residents living in the south east of Lincoln City Centre into the City Centre. Users of this crossing when emerging from the station will find the pedestrian experience into the main shopping streets much improved.

5.5 In terms of environmental well-being of the area the scheme will make a significant improvement to the appearance of what is a run part of Lincoln with a lot of secondary uses (such as open car parking).

5.6 The benefits of the scheme have already been discussed in the planning section. In summary these are :-

a) It is a public transport scheme which is supported by extant local plan policy.

b) It is a regeneration scheme within a mixed use area designated for such uses.

c) It is a mixed use scheme supported by local and government policy

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d) It is development of previously developed land in a highly sustainable location

e) It is a scheme which has a high design input.

5.7 The Council has spent considerable time in bringing together a partnership and achieving the funding for the scheme. However it is now clear that in order to maximise delivery of funding that there cannot be any concerns about land ownership or rights to carry out construction within the scheme.

5.8 Whilst the Council still hope to achieve any rights by agreement, it is simply not possible to act with certainty in relation to past ownership of the proposed stopped up roads identified in the Order. Whilst a certain amount of research has taken place concerning the past network of roads there is no evidence to prove conclusively that in the reorientation of the streets that has taken place in the past that all interests were properly acquired.

5.9 This is important in two particular regards. Firstly the Council is building part of the bus station on what is currently Oxford Street. It is clear that the pattern of ownership either side of Oxford Street was very different over 100 years ago from what it is today. There is no certainty that conveyancing has not omitted land within the highway.

5.10 Secondly there is also a similar picture south of Norman Street where main changes have taken place. If the Lincoln Co-op, which is to build this part of the scheme, is to have the confidence of its funders it will need to be able to deliver clear title for these areas. Only the City of Lincoln Council’s intervention through the use of compulsory purchase powers can guarantee that delivery.

5.11 The need to deliver works in a timely fashion is even more important in today’s climate with a limited public purse. It is for this reason that the various construction rights are being sought, in order not to hold up development. The Council will, as stated above, do its best to seek agreement to all the rights required and will try to ensure that the interference is minimised. However using these powers at least entitles owners to claim compensation in relation to any interference and provides a strong framework for settling any disputes.

5.12 The Council has therefore made the Order to ensure that the significant benefits of the Transport Hub will be brought forward within a reasonable timescale. The use of compulsory purchase powers is considered to be necessary and justifiable in the public interest.

5.13 Prior to the availability of compulsory purchase powers, discussions will continue with the owners of the relevant interests who are willing to sell their interest or grant rights by agreement. This approach of making the Order and, in parallel, conducting negotiations to acquire land by agreement is in accordance with the guidance given in paragraph 24 of ODPM Circular 06/04.

5.14 The Council has given careful consideration to the need to include the parcels of land shown on the Order map. The Council is satisfied that the Order is necessary and in the public interest and that the Order Land and

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the Order Rights are required to facilitate the development of the Transport Hub

5.15 The Council is satisfied that there are no planning or financial impediments to the scheme proceeding and that the scheme is therefore likely to proceed if the Order is confirmed.

6 RELATED ORDERS AND STATUTORY PROVISIONS

6.1 The Council anticipates an application will be made to the Secretary of State under section 249 of the Planning Act for an order to extinguish vehicular rights over parts of Oxford Street, Norman Street and the intervening connecting roads. The City of Lincoln Council will liaise with Lincolnshire County Council as highway authority about the final form of the relevant orders before submitting them to the Secretary of State for Transport.

6.2 The Council will also need to act in conjunction with Lincolnshire County Council if the rights to stop up Private Means of Access under S125 Highways Act 1980 are required. One such approach would be for the County Council delegate its rights to enable the City Council to stop up private means of access.

6.3 The Council has, as already stated, used its powers of appropriation under S122 Local Government Act 1972 in relation to all the land it held at the time of that resolution in 2006.

6.4 The Council believes that the highway alterations arising from Scheme will be beneficial, reducing conflict between vehicular traffic and pedestrians and therfore resulting in an improved environment for city centre users.

7 STATUTORY UNDERTAKERS.

7.1 Network Rail qualifies for Statutory Undertaker Status under the terms of S8 Acquisition of Land Act 1981.

7.2 The Council assumes that Network Rail has held the land to date for existing or future operational purposes.

7.3 However Network Rail has, as part of the partnership arrangements, agreed to the taking over the Tentercroft Street Car Park currently owned by the City of Lincoln Council. Temporary arrangements will also be put into place so as to minimise the impact on the operational capacity of Network Rail.

7.4 Other statutory undertakers may have media within the roads to be stopped up. These include:-

a) National Grid Gas

b) Western Power Distribution

c) British Telecom/Openreach

d) Virgin Media

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e) Anglia Water

7.5 Therefore for the purposes of Part III of the Acquisition of Land Act 1981 the City of Lincoln Council will either require the Statutory Undertakers not to object to the Order or for the Secretary of State for Transport to issue a certificate under Section 16 of that Act.

8 SPECIAL CONSIDERATIONS AFFECTING THE ORDER LAND

Listed Buildings

8.1 Lincoln Railway Station is listed as a Grade II Listed Building. The Notice of Listing states:-

Railway station with attached footbridge, platform building, yard walls and railing. 1848, with later C19 and C20 alterations. Possibly by Joseph Cubitt or JH Taylor of London for the Great Northern Railway Co. Yellow brick, with stone dressings and slate roofs, with 6 ridge and 8 side wall stacks. Tudor revival style.

EXTERIOR: chamfered plinth and quoins, shouldered coped gables, coped parapet to north front. Window are mainly casements with stone mullions and transoms and hood moulds. Main block, 2 storeys, 6 bays, has a tower to east, 3 stages, and a single storey range to west. North front has a 4 bay centre with 2 Tudor arched doorways flanked by single windows, all beneath a hipped glazed canopy, 4 bays. Above, 4 windows. On either side, a gabled wing, that to left with a C20 doorway, and above, a canted oriel window. That to right has a 4-light window, and a 3-light window above. South side, towards the platform, has a full width valanced canopy, C20. Regular fenestration and square headed doors. Above, 8 glazing bar sashes. Tower has 2 buttresses to east, chamfered string course, andprojecting crenellated parapet with square corner turrets. Steep pitched pyramidal roof with a raking louvred dormer on each side. South and east sides have four-centred arched openings, that to south blocked. Above, a cross casement to south. Above again, a single lancet on 3 sides, and 2 to south. Single storey range, to west, has a hipped louvred roof ventilator. North side has an off-centre segmental pointed carriage opening with gates, flanked by 3-light windows. To the right, a double gabled range with 2 plain sashes in each gable. Single arched lattice girder footbridge, wrought-iron, has stairs at each end. Southern platform building has a valanced canopy. Outside, to west, a cast-iron railing on a yellow brick and ashlar plinth, approx. 45m long. To north-east, a yard wall with slab coping and 3 gateways with square piers, approx. 35m long. To east, a curved wall with concrete coping, running eastwards along St Mary's Road approx. 100m, ending in a flight of steps flanked by similar walls and copings.

8.2 In the Protected Assets Certificate a nil return has been made. The listed structure is outside of the Order Land and no works will take place to this building as a consequence of the road closures. Of course there are impacts arising from the Scheme on the building but these have been addressed in the planning permission and listed building consent granted for the scheme. It is not considered that the works within the curtilage of the station have a material effect upon the Station as a listed building.

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9 HUMAN RIGHTS ACT

9.1 The Human Rights Act 1998 incorporated into domestic law the European Convention on Human Rights ("Convention"). The Convention includes provision in the form of articles, the aim of which is to protect the rights of the individual.

9.2 Section 6 of the Human Rights Act prohibits public authorities from acting in a way which is incompatible with the Convention. Various Convention rights may be engaged in the process of making and considering a compulsory purchase order, notably the following articles:

a) Article 1 of the First Protocol protects the right of everyone to the peaceful enjoyment of possessions. No one can be deprived of possessions except in the public interest and subject to the conditions provided for by law and by the general principles of international law.

b) Article 8 protects private and family life, home and correspondence. No public authority can interfere with these interests except if it is in accordance with the law and is necessary in a democratic society in the interest of national security, public safety or the economic well-being of the country, for the prevention of disorder or crime, for the protection of health or morals, or for the protection of the rights and freedoms of others.

9.3 The European Court of Human Rights has recognised in the context of Article 1 that regard must be had to the fair balance which has to be struck between the competing interests of the individual and of the community as a whole. Similarly any interference with Article 8 rights must be necessary for the reasons set out. In this case, any interference with Convention rights is considered to be justified in the public interest in order to secure the regeneration of the Order Land.

9.4 Extensive consultation has been undertaken during the formulation of the Scheme proposals and further opportunities will exist during the making of the planning applications, with the opportunity being given for interested parties to make representations regarding the proposals. Further representations can be made in the context of any public inquiry which the Secretary of State decides to hold in connection with the Order No 2. Those directly affected by the Order No 2 will be entitled to statutory compensation.

10 CONCLUSION

10.1 For the reasons summarised in this statement, the Council considers the Order to be within the necessary statutory powers and that a compelling case exists in the public interest for the making and confirmation of the Order.

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11 LIST OF DOCUMENTS

11.1 This Council relies on the following documents in support of its case for confirmation of the Order.

[To be completed]

City of Lincoln Council

September 2015

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