blyth road regeneration proposal

© Rolfe Judd Old Church Court Claylands Road The Oval London SW8 1NZ T: 020 7556 1500 F: 020 7556 1501 E: [email protected]

www.rolfe-judd.co.uk

June 2011

Blyth Road Regeneration Proposal20-30 Blyth Road, Hayes, Hillingdon, London, UB3 1BY

Planning StatementOn behalf of Domaine Developments Ltd

Ref: K:/PLANNING GRAPHICS/4424/Brochures/Indesign/P4424-DOC-110531-PLANSTATE-PGD-REVA.indd

3Blyth Road Regeneration Proposal Planning Statement


ContentsSECTION ONE: INTRODUCTION AND SUMMARY

1.1 Introduction 21.2 The Development Proposal 21.3 Working in Partnership to Deliver Regeneration 31.4 Site Ownership and Crossrail 41.5 The Planning Statement 41.6 Supporting Application Documents

SECTION TWO: THE DEVELOPMENT SITE AND SURROUNDING AREA

2.1 Blyth Road – Site Description 62.2 Blyth Road – Relevant Planning History 72.3 Blyth Road – Site Accessibility 82.4 Surrounding Area 92.5 Current and future development opportunities within Hayes

SECTION THREE: PLANNING POLICY CONTEXT

3.1 National Policy 113.2 Strategic Regional Planning Policy 133.3 Other Relevant Strategic Documents 173.4 Local Planning Policy 183.5 London Borough of Hillingdon’s Emerging Policy 20

SECTION FOUR: THE REGENERATION PROPOSAL / RELEVANT PLANNING CONSIDERATIONS

4.1 The Vision for Blyth Road 224.2 The Development Proposal – Component Elements 224.3 Providing New Flexible Business Space4.4 GVA Grimley – Employment Study4.5 Delivery of New Residential Accommodation4.6 Regenerating Hayes Town Centre 234.7 Achieving a High Quality Design Approach 244.8 Transport and Accessibility4.9 Creating a Sustainable Development4.10 Environmental Considerations4.11 Other Considerations 38

SECTION FIVE: CONCLUSION 45



1.0 Introduction and Summary





1.1.1 This Statement has been prepared by Rolfe Judd Planning, on behalf of Domaine Developments Ltd (a wholly owned subsidiary of the Ballymore Group), in support of their duplicate planning applications proposing the redevelopment of a former industrial site at 20-30 Blyth Road, Hayes (UB3 1BY) to provide a high quality, mixed-use development, incorporating new residential and business units.

1.1.2 For the purposes of the planning application, the proposed development is described as follows:

‘Comprehensive redevelopment of the site to provide a part 15 storey, part 9, part 7 and part 4 storey building comprising 147 residential units, flexible business floorspace, 95 car parking spaces, hard and soft landscaping and revised access arrangements’.

1.1.3 The application site occupies a prominent position at the southern gateway into Hayes Town Centre. The site was acquired by Domaine Developments Ltd in September 2006 and is in close proximity to the former Hayes & Harlington Station Goods Yard Development Site – currently being redeveloped (also by the Ballymore Group) to provide a significant mixed-use development (including new residential accommodation, an hotel and apart-hotel, new retail floorspace, public square and improvements to the Grand Union canal).

1.1.4 The development proposal for the Blyth Road site is intended to complement the Hayes & Harlington Station Goods Yard Development and help create a new mixed-use quarter at the southern gateway to the town centre. It will also assist in improving connectivity and strengthening links between the principal retail areas (to the north), Hayes & Harlington Station (to the south), the business/industrial areas (to the east and south) and the residential areas (to the south and west). The proposed development will play a key role in the ongoing regeneration of Hayes.

1.1.5 Furthermore, the proposal has been purposely designed to create a distinctive building, which will not only be well related to the surrounding context, but will frame the southern gateway into Hayes Town Centre and act as a ‘marker’ for Hayes & Harlington Station. This new development will both raise the profile of Hayes and set a benchmark (along with the Hayes & Harlington Station Goods Yard Development) for new development within LB Hillingdon.


BLYTH ROAD

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Blyth Road - Application Site

ROLFE JUDD LTD, OLD CHURCH COURT, CLAYLANDS ROAD, THE OVAL, LONDON SW8 1NZ

© Crown Copyright 2008. All rights reserved. Licence number 100020449. Plotted Scale - 1:1250

Blyth Road Site - Pre-Demolition

1.1 Introduction



1.2.1 The proposed mixed-use development will provide a total of 147 new residential apartments (including 1, 2, 3 and 4-bed units) within a series of blocks arranged around a central landscaped podium. The scheme will also provide 600sq.m of modern business space at ground and mezzanine levels, flexibly designed to cater for the ‘small and medium enterprise’ (SMEs) market and capable of accommodating a full range of business uses/activities (Class B1). Car parking will be provided on-site at ground floor level beneath the landscaped podium and to the rear of the site adjacent to the southern boundary.

1.2.2 As noted above, the development proposal adopts a high quality contemporary architectural approach and includes a distinctive 15 storey element (positioned within the south eastern section of the site, adjacent to Station Road). The proposal also provides the opportunity to significantly improve public realm in and around the site strengthening links and connectivity with the town centre and wider area.

1.2.3 Overall the development proposal will, in our view, firmly reflect the strategic policy objectives set out in the updated London Plan, particularly in terms of responding to the designation of Hayes as an Opportunity Area. Furthermore, the proposed development is also

considered to be well aligned with the aspirations and objectives of emerging local policy as set out within LB Hillingdon’s Local Development Framework (LDF), which specifically highlights the need to regenerate the Hayes Town Centre and recognises the role a high density mixed-use scheme can play in realising this objective.

1.0 Introduction and Summary1.2 The Development Proposal




Landscape Masterplan 1:250

NOTES:

1. This drawing is to be read in conjunction with all relevant contract documentation from the design team, with any conflicting information to be brought to the attention of Grontmij Group Ltd in writing before commencing on site.

2. The contractor is to check and verify all levels and dimensions before construction. Any discrepancies are to be brought to the attention of Grontmij Group Ltd in writing before commencing on site.

3. All dimensions in mm, unless otherwise stated.

4. Do not scale from this drawing.

5. All sub base and concrete specification to engineer’s details.

6. Waterproofing of any element to be specified by others.

7. All proprietary products shall be installed in accordance with manufacturers written instructions.

8. Plant numbers are an indication only and plants should be ordered to suit site areas in accordance with scheduled plant densities.

9. Any proposed plant substitution shall be agreed with the landscape architect prior to ordering.

FOR PLANNING

BALLYMORE GROUP

BLYTH ROAD, HAYES

LANDSCAPE MASTERPLAN

DRAWING SCALE:

PAPER SIZE:

DRAWING NUMBER: REVISION:

© Grontmij Ltd

107442L01 /

1:200 SAH 17.05.11

A1 DR

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17.05.11

17.05.11

DRAWIN BY DRAWN DATE:

CHECKED BY: CHECKED DATE

APPROVED DATEAPPROVED BY:

DRAWING TITLE :

PROJECT TITLE :

CLIENT :

DRAWING STATUS :

DATE DRAWN DESCRIPTION OF REVISON REVISONLETTER

CHECKEDBY

APPROVEDBY

33 Stannary Street, London SE11 4AAT: (+44) 0207 820 0388 F: (+44) 0207 587 3839E: [email protected]

N

Existing trees retained

Proposed birch grove with up lighting

Square paving to match Town Square

Planting along retaining wall of Station Road to create a green wall

Private timber terraces and low planting create defensible space

LEGEND:

Feature walls

Resin bound gravel

Timber pergola

Grass with mounds

Changes in level, timber ‘blocks’ and gravel/sand areas create an informal play space for children

Reinforced fibre turf to the perimeter of site boundary which will withstand the loading capacity of Network Rail/Cross Rail vehicles

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External car parking

Seating for square

P.C.C Slab paving to Blyth Road

Timber sleeper raised planters

Biodiverse Roof

Green Roof

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Hayes & Harlington Station

Station Approach

Railway Track

Block B

Staircase to upper Podium Courtyard

Car Park to Development

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Plaza Space

Link onto Station Road

Main Entrance

Link from Block C to Podium Courtyard

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Underpass link to Car Park

Underpass link to Blyth Road

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1.0 Introduction and Summary1.3.1 Domaine Developments Ltd is

committed to taking a leading role, in partnership with the Council, in delivering the regeneration of Hayes. The development proposals for the Blyth Road site, along with the Hayes & Harlington Station Goods Yard Development site and the London Gate proposals (further to the west along Blyth Road), will create a vibrant mixed-use quarter within the southern section of the town centre which will transform Hayes as a place to live, work and visit.

1.3.2 Furthermore, the development will, in tandem with the planned implementation of Crossrail (which will significantly improve commuting times into central London), assist in establishing Hayes as a key town centre within West London.

1.3.3 At a micro level, the proposed development will also make best use of what is a vacant urban brownfield site located in a highly accessible location (directly adjacent to Hayes Town Centre). It will replace the redundant industrial use with a modern mixed-use development incorporating high quality residential accommodation (incorporating affordable accommodation) and new business space more in tune with local demand, thereby assisting LB Hillingdon in meeting both housing and employment need within the Borough.

1.3.4 When complete, the development will make a telling contribution to the transformation of Hayes and will combine with other developments within the locality to drive forward the regeneration of the town centre and wider area. In summary, the development proposal will:

• deliver 147 new residential apartments (including affordable housing) within what is a highly accessible location and directly adjacent to Hayes Town Centre;

• include a wide range and mix of residential accommodation - comprising 1, 2, 3 and 4 bed apartment/flat units. The new residential accommodation will assist LB Hillingdon in meeting the identified housing needs for the Borough;

• provide a total of 600sq.m of new business space (designed flexibly to cater for SMEs and Class B1 type uses) at ground and mezzanine levels, which will attract investment and generate new employment opportunities;

• combine with other developments within the area to create a vibrant mixed-use quarter at the southern gateway into Hayes Town Centre (focused on and around Hayes & Harlington Station). Collectively these new developments will transform the appearance of Hayes,

draw in new people, stimulate investment and improve the vitality and viability of Hayes Town Centre;

• provide a total of 95 parking spaces provided within an enclosed ground level and to the rear of the site – catering for the needs of future residents and reflecting the overall accessibility of the site by public transport (which achieves a PTAL rating of 5);

• enhance pedestrian access around the site, improve connectivity with the surrounding area and integrate the development site into the town centre.

• adopt an innovative and contemporary design approach which will dramatically transform the appearance of the application site and create an exciting marker development to define the southern gateway to Hayes town centre. The development will set the bench-mark for quality of design within Hayes – again raising the profile of Hayes as a residential location and physically transforming the southern section of the Town Centre;

• create an active frontage along Blyth Road, creating interest/activity and significantly improving the streetscene along Blyth Road;

• include new high quality landscaped spaces both within and around the development, improving the local

environment and creating places which people can enjoy;

• incorporate measures targeted at delivering a fully integrated and sustainable development – including measures to improve energy efficiency, the introduction of renewable energy technologies targeted at providing a minimum reduction in carbon emissions of 34%, use of travel plans, the incorporation of passive ventilation technologies and sustainable landscaping features.

1.3 Working in partnership to Deliver Regeneration

Hayes and Harlington Station goodyard development - under construction 2006-2012

Hayes and Harlington Station goodyard development - under construction 2006-2012



1.0 Introduction and Summary1.4.1 The application site (i.e. that

identified within the application red-line) falls within the ownership of Domaine Developments Limited.

1.4.2 A small ‘wedge’ of land running along the eastern of the site (adjacent to the elevated section of Station Road) falls outside the applicant’s control and is believed to be within the ownership of Network Rail. Nevertheless, to ensure a comprehensive approach, the current planning application indicates potential improvement works to this adjacent land and Domaine Developments Ltd is committed to using best endeavours to work with Network Rail to deliver wider improvements to the area.

1.4.3 Parts of the southern and eastern sections of the application site are subject to safeguarding under the Crossrail Bill (“the Bill”), which was introduced in the House of Commons on 22 February 2005. At this time, plots 205, 209, 211 and 211a fall directly within the application site boundary. In broad terms, the safeguarding areas are intended to secure access both to the Station Road bridge and the land adjacent to the main line railway corridor.

1.4.4 Domaine Developments Ltd and their agents have been in negotiation with Cross London Rail Links Ltd (acting on behalf of the Secretary of State) in connection with bringing forward the proposed development at the site. Those negotiations have led to the drafting of an agreement which will stay the Secretary of State’s Compulsory Purchase Order (CPO) powers in respect of the safeguarded parcels included in the site (where such parcels or parts thereof do not form part of the permanent works relating to the Crossrail scheme and subject to the provision of access rights as noted below).

1.4.5 It is agreed between the parties that the development, as proposed, will not affect the ability of Crossrail to be implemented. Domaine Developments Ltd will provide access within the scheme to the railway corridor across its land on the eastern and southern sides of the site to facilitate the construction and future maintenance of the rail lines. On this basis, the Secretary of State will not be objecting to the proposed scheme or directing refusal.

1.4 Site Ownership and Crossrail



1.0 Introduction and Summary1.5.1 The purpose of this statement is to

examine the planning issues raised by the current proposal for the site. In particular, this statement identifies and describes the key opportunities presented by the Blyth Road site and demonstrates how these can be realised by the current development scheme.

1.5.2 The statement also provides a comprehensive analysis of the relevant planning policy framework at national, strategic and local levels and details how this policy has influenced the form and content of the proposal.

1.5.3 With this in mind, our planning statement is structured as follows:

1.5 The Planning Statement

Section 1: Introduction & Summary

Section 2: The Development Site and surrounding area - sets the context to the current proposals and provides a detailed description of the Blyth Road site and its previous uses;

Section 3: Planning Policy Context – summarises the relevant planning policy position at national, strategic and local levels;

Section 4: The Regeneration Proposal/Relevant Planning Considerations – reviews the proposal in terms of the relevant policy context and meeting both strategic and local objectives;

Section 5: Conclusions



1.0 Introduction and Summary1.6.1 The application site occupies an

area of 0.46 hectares, meaning the development proposals fall outside the definition of an ‘Urban Development Project’ for the purposes of Schedule 2 of the Town & Country Planning (Environment Impact Assessment)(England and Wales) Regulations 1999. Nevertheless, for the avoidance of doubt, a request for a ‘screening opinion’ was submitted under the above Regulations to LB Hillingdon.

1.6.2 The London Borough of Hillingdon provided a formal response to the EIA Screening Opinion request on the 30th December 2008. The response concluded the development does not meet the threshold for Schedule 2 and it is not considered that the development will have significant effects to warrant a full EIA (Appendix 1).

1.6.3 Nevertheless, in developing the scheme proposal a number of technical assessments have been undertaken to investigate the impact of the development on both the environment and local area. These assessments are included as part of the planning applications submissions.

1.6.4 Accordingly, this planning statement should be read in conjunction with the following:

• Design and Access Statement – prepared by Rolfe Judd Planning

• Desk Study Report (Contaminated land) – prepared by CARD Geotechnics

• Daylight and Overshadowing Report – prepared by Hoare Lea

• Blyth Road Employment Study – prepared by GVA Grimley;

• Acoustic Strategy Report – prepared Hoare Lea;

• Energy Strategy Proposals Report – prepared by Hoare Lea;

• Code for Sustainable Homes Pre-Assessment – Hoare Lea;

• Microclimate Study – prepared by Hoare Lea;

• GLA Toolkit Assessment – prepared by HEDC;

• Aviation Assessment – prepared by Mott MacDonald;

• Radio and Television Signal Interference Study – Hoare Lea;

• Archaeological Desk-based Assessment – prepared by Wessex Archaeology;

• Landscape Design Report – prepared by Grontmij;

• Transport Assessment – prepared by WSP;

• PPS25 Flood Risk Assessment – prepared by WSP;

• Blyth Road - Air Quality Assessment – prepared by WSP;

• Refuse Collection Strategy – prepared by WSP

• Landscape and Visual Impact Assessment prepared by Grontmij

• Statement of Community Involvement prepared by Indigo Public Affairs

1.6 Supporting Application Documents



2.0 The Development Site and Surrounding Area





2.0 The Development Site and Surrounding Area2.1.1 The application site (known as 20-30

Blyth Road) is 0.46 hectares in size and located directly to the south of Hayes Town Centre, a short distance from both Hayes & Harlington Station and the Hayes & Harlington Station Goods Yard Development site.

2.1.2 In many ways, the site occupies a key position within Hayes – being located:

• directly adjacent to the southern approach (via Station Road) into the town centre;

• at the eastern end of Blyth Road (before it turns north) and next to the 10 storey Avis office building and near the 11 storey YMCA;

• next to the western end of the pedestrian subway running between Blyth Road and Station Approach;

• on the route linking the London Gate development site, Hayes & Harlington Station and the former Hayes & Harlington Station Goods Yard Development site.

2.1.3 The site was, with previously, occupied by an industrial unit (totalling c.1,400sq.m), a series of small out-buildings and an area of hard standing (used for car parking). When last in use, the facility was occupied by Damont Audio Ltd (a vinyl/CD pressing firm) – albeit, it is understood that the company had gone into liquidation at the time the site was acquired. The site has now been cleared in anticipation of redevelopment.

2.1.4 The application site itself is located at the eastern end of Blyth Road and is bounded to south by the Great Western Main Line railway tracks; to the west by a large industrial unit/shed; and to the north by a terrace of 2-storey Victorian houses. A 10-storey office building (currently occupied by Avis) also sits directly to the north of the site.

2.1.5 The small wedge of land bounding the site to the east (which falls outside Domaine Developments Ltd) includes some plant/services understood to be associated with the operational railway. The elevated section of Station Road (as it rises to bridge over the main-line railway tracks) is situated beyond this wedge of land to the east.

2.1.6 The main vehicular access into the site is currently from the southern side of Blyth Road. Blyth Road operates as a one-way (westbound) street between its junction with Clayton Road and Trevor Road. Further westbound (beyond Trevor Road), Blyth Road opens up into a two way street. Parking restrictions exist along the southern side of Blyth Road (and along the entire site frontage) with residential parking along the northern side of the road.

2.1.7 The site is approximately 40m to the west of Hayes & Harlington Station and benefits from direct access to the station via the public subway (which runs underneath Station Road and provides pedestrian access between Blyth Road and Station Approach).

2.1.8 As noted above, southern and eastern parts of the site are safeguarded under the Crossrail Bill (identified as plots 205, 209, 211 and 211a).

2.1 Blyth Road - Site Description

Blyth Road Site - Pre-Demolition



2.0 The Development Site and Surrounding Area2.2.1 The site appears to have been in

some form of industrial use since the 1930s. It is understood that the recent industrial building had been present at the site since the 1960/70s and is likely to have been occupied by a variety of different industrial/manufacturing type uses during its life-time.

2.2.2 The planning history associated with the site is not extensive and reflects the previous use of the site. The recent planning decisions (considered to be of note) relating to the site are summarised below:

• Planning permission was granted for a number of alterations to the front elevations on 10th June 1991 (Ref: 15342/E/91/062);

• Planning permission was granted on the 19th of April 1994 for a limited time period for the renewal of planning application 1425W/88/1456 for the erection of a two-storey portable building (Ref: 1425/X/93/1559);

• Planning permission was granted for the demolition of existing general industrial building and redevelopment to provide an office building on 12th April 1995 (Ref: 1425/Y/94/1956);

• Planning permission was granted for the erection of a two storey extension to the existing industrial unit on the 13th of March 1996 (Ref: 1425/AA/95/0743).

2.2 Blyth Road – Relevant Planning History



2.0 The Development Site and Surrounding Area2.3.1 As noted above, the application

site is ideally placed to benefit from the excellent public transport (both existing and planned), being located only a short distance from Hayes & Harlington Station and Hayes Town Centre. Accordingly, the site is extremely accessible by a variety of transport modes, including:

• Rail – Hayes & Harlington Main Line Station (which includes direct train links into London Paddington Station and Heathrow Airport – via Heathrow Connect/Express) is situated only a short distance to the east of the application site.

• Implementation of Crossrail - The Government’s recent decision to support the implementation of Crossrail will, when operational, provide a stopping service at Hayes & Harlington Station, further improving journey times into central London and Heathrow. Once Crossrail is operational typical journey times are anticipated to be as follows:

• Bus – The nearest bus facilities are located at the stops on Station Road to the east of the development. Bus stops are also situated to the north of the site on the canal bridge and outside the main entrance to Hayes and Harlington Station, all of which are within easy walking distance to the site. Nearby bus routes include nos.90, 140, 195, E6, H50, U1, U4 and 698;

• London Underground – There are no London underground services within walking distance of the site. However the Hayes & Harlington train line connects with Ealing Broadway which provides services to the Central and District Tube Lines.

• By foot – the site is located within walking distance of a wide range of facilities in and around Hayes Town Centre. However, the overall pedestrian environment is not good and does little to encourage people to visit the southern end of Hayes Town Centre and Blyth Road. The proposed development includes a number of measures targeted at improving connectivity and pedestrian links throughout the local area.

• Cycle – the site is well located to access the existing cycle routes located along Station Road (north and south), Keith Road and Nestles Avenue, which provide links to West Drayton, Southall Green, Hounslow and Hillingdon.

2.3.2 As a result, the application site currently achieves a PTAL rating of 5 (on a scale of 1 to 6, where 6 is the most accessible). Following the implementation of Crossrail it is anticipated that the site will continue to achieve a PTAL rating of 5 but will benefit from an increased accessibility to public transport (reflecting the improved journey times into central London and out to the west).

2.3 Blyth Road - Site Accessibility

• Hayes to Heathrow - 7 minutes; • Hayes to Tottenham Court

Road – 24 minutes (reduced from 34 minutes);

• Hayes to Liverpool Street – 27 minutes (reduced from 38 minutes);

• Hayes to Canary Wharf – 36 minutes (reduced from 52 minutes).



2.0 The Development Site and Surrounding Area2.4.1 The application site is located directly

adjacent to the southern boundary of the town centre and occupies a prominent position at the southern gateway into Hayes. The site itself currently sits within a transition zone between the retail/services centre located to the north (along Station Road), the more industrial areas to the south and east and the pockets of residential properties located along Blyth Road (directly to the north of the site) and to the south.

2.4.2 The southern section of Hayes Town Centre is currently undergoing significant change with the redevelopment of the Hayes & Harlington Station Goods Yard Development (currently under construction) and the London Gate Development (approved January 2009). Collectively these new developments will establish a new mixed-use quarter within the southern section of Hayes, which will be focused (in part) on Hayes & Harlington Station. The redevelopment of the Blyth Road site will be an important component in linking these new development opportunities together and delivering the regeneration of Hayes.

2.4.3 Hayes is characterised by a mix of different building styles and heights. The mix ranges from industrial buildings, structures and aesthetics (which dominate the southern and western sections of Hayes); to the 1920/30s style suburban retail/

commercial buildings (situated within the town centre); the post war (1950/60s) residential and commercial blocks (located to the east of the town centre – along Silverdale Road and to the north of the application site along Station Road); and the more traditional Victorian style terrace properties (located to the north of the application site).

2.4.4 Hayes also includes a number of taller buildings (of differing architectural quality and merit) which currently define its skyline. These include:

• Silverdale Road – a post war residential building of 15 storeys;

• YMCA, Station Road – a hostel of 11 storeys;

• Avis Building, Station Road – an office building of 10 storeys;

• Hayes & Harlington Station Goods Yard Development Site – residential buildings of 9 storeys in height (currently under construction);

• Nestles Factory, Nestles Avenue – factory and office buildings of c.9 storeys but including taller chimney structures;

• London Gate Thorn/EMI, Blyth Road – commercial/office buildings of 6 storeys in height.

• Factory – Blyth Road

2.4 Surrounding Area

Pedestrian Subway, Blyth Road

Avis Building



2.0 The Development Site and Surrounding Area

1

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Silverdale Road

Avis Building,Station Road 11 Floors

Thorn/EMI London Gate 7 Floors

YMCA, Station Road 12 Floors Factory, Blyth Road 7 Floors

Hayes & Harlington Stn Goods Yard Dev SIte 11 Floors

7

7

6

CLUSTER ALONG RAILWAY EDGE

CLUSTER ON BUILDINGS ALONG STATION ROAD AND SOUTHERN HAYES TOWN CENTRE GATEWAY

BLYTH ROAD SITE AT THE HEART OF THE TALLER BUILDING CLUSTER

8



2.0 The Development Site and Surrounding Area2.4.5 We describe the more immediate

locality around the application site as follows:

Blyth Road

2.4.6 The eastern end of Blyth Road (surrounding the application site) is characterised by a diverse mix of uses, including a series of 2-storey Victorian terrace houses with front and rear gardens (located directly to the north of the applications site) and a 10-storey office building (currently occupied by Avis), which includes a prominent 2 storey car park at ground level (fronting onto Blyth Road and the application site).

2.4.7 A public subway, connecting Blyth Road to Station Approach (passing beneath the elevated section of Station Road), is located directly to the north east of the application site.

Clayton Road

2.4.8 As with Blyth Road, Clayton Road includes a mix of residential and industrial uses, becoming more industrial in character towards the west and away from the town centre. The Grand Union Canal is located directly to the north of those properties located on the northern side of Clayton Road.

Station Road - north

2.4.9 The primary shopping area within the Hayes Town Centre (which is designated as a District Centre) is located around Station Road (directly north of the site) and Coldharbour Lane, and includes c.200 retailers and 30,918sq.m gross retail floor space . Botwell Green Recreation Ground and Swimming Pool are located to the north of the town centre.

2.4.10 LB Hillingdon Town Centre and Retail Study 2006 (prepared by Scott Wilson and CACI) noted that Hayes Town Centre is “performing reasonably well, however there are a number of key opportunities to improve Hayes in the short term and in the long term”. Specifically, the report recommends that a ‘residential led regeneration strategy’ be adopted to secure improvements to the town centre in the long-term (para 22.10). The redevelopment of the application site together with other development opportunities will be key in realising this objective and driving forward improvements to the vitality and

viability of the town centre.

2.4.11 Hayes & Harlington Station and the former Hayes & Harlington Station Goods Yard Development site are located on the eastern side of Station Road. The 11-storey YMCA building and the 10-storey Avis office building are located on Station Road adjacent to the roundabout junction with Clayton Road and Station Approach (immediately to the north of the application site).

Station Road - south

2.4.12 After crossing the railway lines, Station Road becomes more industrial in character and includes a number of prominent industrial and manufacturing buildings (including the Nestles factory – located off Nestles Avenue to the east). Residential areas are situated further to the south.

2.4 Surrounding Area

Station Road/Hayes and Harlington Station



2.5.1 As noted above, the southern part of Hayes is subject to a number of development proposals (both currently under construction and in the planning pipeline). We summarise these developments below:

• Former Hayes & Harlington Station Goods Yard Development Site (now called ‘The Point’) – currently being developed (by the Ballymore Group) for a comprehensive mixed-use development incorporating substantial new residential accommodation, an hotel and apart-hotel, retail units, life-box, gym/health club. The scheme also includes a new public square and improvement works to the Grand Union Canal corridor.

• London Gate (former Thorn EMI site), Blyth Road - a planning application (Council ref: 59872/APP/2007/3060) was submitted on the 4th October 2007 for revised development proposals for the London Gate development site. The proposed development involves the conversion of the Apollo and Jubilee buildings to provide a new creative quarter comprising office and exhibition space with associated café/bar, retail and leisure facilities; the change of use Neptune House for mixed use; and the provision of 244 residential units. The planning application was approved by the London Borough of Hillingdon on the 6th January 2009.

• 11-21 Clayton Road – planning permission was granted in January 2005 for the redevelopment of the site to provide 48 one and two bed residential units with basement car parking and a restaurant. The development was recently completed.

Hayes & Harlington Station Goods Yard Development SIte

2.0 The Development Site and Surrounding Area2.5 Current and future developments opportunities within Hayes



3.0 Planning Policy Context





3.0 Planning Policy Context

3.1.1 Planning Policy Statements are prepared by the Government to provide guidance to local authorities and others on planning policy.

3.1.2 Planning Policy Statement 1 (PPS1) - Delivering Sustainable Development (February 2005) established the Government’s principle aim as being the promotion of sustainable and inclusive patterns of urban development in line with the economic, social and environmental objectives to improve people’s quality of life.

3.1.3 Paragraph 5 of the statement advises that in order to achieve this, Local Planning Authorities need to ensure ‘high quality development through good and inclusive design, and the efficient use of resource; and ensuring that development supports existing communities and contributes to the creation of safe, sustainable, liveable and mixed communities with good access to jobs and key services for all members of the community’.

3.1.4 Paragraph 23 states that ‘The Government is committed to promoting a strong, stable and productive economy that aims to bring jobs and prosperity for all. Local Planning Authorities should:

‘recognise that economic development can deliver environmental and social benefits; and recognise the wider sub-regional, regional or national benefits of economic development and consider these alongside any adverse local impacts’.

3.1.5 In addition, PPS1 also states that planning should actively manage patterns of urban growth to make the fullest use of public transport and focus development in existing centres and near major public transport interchanges; and

3.1.6 Development Plans should promote the more efficient use of land through higher density, mixed use development and the use of suitably located previously developed land, rather than at lower densities on greenfield sites.

3.1.7 Planning Policy Statement (PPS3) - Housing (November 2006) seeks to underpin the delivery of the Government’s key housing policy objectives to – deliver more homes which are of a higher quality and higher environmental standards in sustainable locations. Amongst other matters, the Government has identified specific outcomes that the planning system should deliver such as:

• High quality housing that is well-designed and built to a high standard;

• Housing development in suitable location, which offers a good range of community facilities and with good access to jobs, key services and infrastructure.’

3.1.8 This is further emphasised by paragraph 36 which states,

‘In support of its objective for creating mixed and sustainable communities, the Government’s policy is to ensure that housing is developed in suitable locations which offer a range of community facilities and with good access to jobs key services and infrastructure. This should be achieved by making effective use of the land…’

3.1.9 PPS3 also seeks to:

• achieve a wide choice of high quality homes, both market and affordable housing, to address the requirements of the community;

• seeks to widen opportunities for home ownership and ensure high quality housing for those who cannot afford market housing;

• to improve affordability across the housing market, including by increasing the supply of housing; a

• states that the planning system should deliver sufficient quantity of housing taking into account needs and demands and seeking to improve choice.

3.1.10 Planning Policy Statement 4 (PPS4) Planning for Sustainable Economic Development (December 2009) – combines the former PPG 4 and PPS 6 and paragraphs 53, 54 and Annex D of PPG 13. PPS 4 combines various elements of the earlier PPS’s and PPG’s and combines these into a more succinct document aimed at closer aligning the sustainable development approach of PPS 1.

3.1.11 The policy sets out how the Government expects local planning authorities to have a clear economic vision and strategy for their area which positively and proactively encourages sustainable economic growth, identifying priority areas with high levels of deprivation that should be prioritised for regeneration investment, having regard to the character of the area and the need for a high quality environment.

3.1.12 Policy EC10.1 states that Local Planning Authorities should adopt a positive and constructive approach towards planning applications for economic development.

3.0.1 The key policy themes in National, Strategic and Local policies are summarised below:

3.1 National Policy



3.0 Planning Policy Context3.1.13 Policy EC10.2 states that all

planning applications for economic development should be assessed against the following impact considerations:

• Whether the proposal has been planned over the lifetime of the development to limit carbon dioxide emissions and minimise vulnerability and provide resilience to, climate change;

• The accessibility of the proposal by a choice of means of transport including walking, cycling, public transport and the car, the effect on local traffic levels and congestion (especially to the trunk road network) after public transport and traffic management measures have been secured;

• Whether the proposal secures a high quality and inclusive design which takes the opportunities available for improving the character and quality of the area and the way it functions;

• The impact on economic and physical regeneration in the area including the impact on deprived areas and social inclusion objectives;

• The impact on local employment.

3.1.14 Planning Policy Guidance 13 (PPG 13) Transport (March 2001) - emphasises the importance of

properly integrating land use with transportation in order to promote sustainable patterns of development and reduce the need to travel, especially by car;

3.1.15 Paragraph 21 emphasises the importance of maximising the use of the most accessible sites, such as those in town centres, and others which are, or will be, close to major transport interchanges. Paragraph 35 enforces the guidance set out in PPS 6 to promote the vitality and viability of existing centres.

3.1.16 Planning Policy Guidance Note 16 (PPG 16) Archaeology and Planning (August 2001) - advises that, where a Local Planning Authority resolves to grant planning permission, but wishes to secure the provision of archaeology excavation and the subsequent recording of remains, it is open for the authority to do so by way of condition.

3.1.17 Planning Policy Guidance 22 (PPG 22) Renewable Energy (August 2004) - recognises that renewable energy development can contribute to the Governments sustainable development strategy. These are:

• Social progress which recognises the needs for everyone – by contributing to the nation’s energy needs, ensuring all homes are adequately and affordably heated; and providing new sources of energy in remote areas;

• Effective protection of the environment – by reduction in emissions of greenhouse gases and thereby reducing the potential for the environment to be affected by climate change;

• Prudent use of natural recourses – by reducing the nation’s reliance on ever diminishing supplies of fossil fuels; and

• Maintenance of high and stable levels of economic growth and employment – through the creation of jobs directly related to renewable energy development, but also in the development of new technologies.

3.1.18 Planning Policy Statement 23 (PPS 23) Planning and Pollution Control (November 2004) - states that the Government attaches great importance to controlling and minimising pollution. Paragraph 2 states,

‘the presence of contamination in land can present risks to human health and the environment, which adversely affect or restrict the ben eficial use of land, but development presents an opportunity to deal with these risks successfully.’

3.1.19 Planning Policy Statement 25 (PPS 25) Development and Flood Risk (December 2006) - seeks to minimise the risk to people, the development and the natural environment from flooding, by adopting a sequential approach.

3.1.20 Paragraph 7 states that ‘Flood risk should be considered alongside other spatial planning issues such as transport, housing, economic growth, natural resources, regeneration, biodiversity, the historic environment and the management of hazards.

3.1 National Policy



3.0 Planning Policy Context3.2 Strategic / Regional Planning Policy3.2.1 The London Plan (Consolidated

with Alterations since 2004) published in February 2008 - The Strategic framework for London is now contained within the updated London Plan as adopted in February 2008.

AreaSpecific

3.2.3 Hayes (with Heathrow, West Drayton, Southall, Feltham, Bedfont Lakes and Hounslow) is identified as an Opportunity Area where the Mayor is seeking the creation of 11,000 new jobs and 10,750 new homes by 2026. In order to achieve this objective, Policy 5F.2 requires new development to maximise residential and non-residential densities and to contain a mix of uses.

3.1.2 The application site also falls within the West London Sub-region where the strategic policy priorities (Policy 5F.1) include:

• Strengthening economic linkages throughout the sub-region to the Central Activity Zone (CAZ), especially in terms of the supply chain, and take advantage of the critical links and dynamism of the corridor of economic activity stretching from CAZ to Heathrow;

• Addressing the urbanisation, surface access and environmental implications of the Terminal 5 development at Heathrow in light of airport policy and integrate these

with other objectives for the sub-region;

• Optimising the development of Opportunity Areas as set out in Policy 5F.2;

• Ensuring that the expansion of population expected in West London is accommodated in sustainable communities, taking into account their needs for social and community infrastructure and capacity building, and capturing significant benefits from economic generators within the sub-region of residents;

• Improve the quality of the environment, particularly improving air quality and minimizing noise in and around Heathrow, and strengthening the provision of open space;

• Manage the re-use of surplus industrial land taking into account the need to accommodate additional waste management facilities;

• Plan for and secure the necessary financial resources to deliver transport priorities for the sub-region including Crossrail 1, improved bus services and more sustainable access to Heathrow Airport.

Sustainable Development

3.2.4 A key objective of Strategic Policy is to promote sustainable development. Policy 2A.1 states that new development should:

• Take account of the impact that the development will have on London’s natural resources, environmental and cultural assets and the health of local people and upon the objective of adapting to and mitigation the effect of climate change;

• Optimising the use of previously developed land and vacant or underused buildings;

• Using a design-led approach to optimise the potential of sites and improve the quality of life;

• Ensure that development occurs in locations that are currently, or will be, accessible by public transport, walking and cycling;

• Ensure that development takes account of the capacity of existing or planned infrastructure including public transport, utilities and community infrastructure, such as schools and hospitals;

• Taking account of the physical constraints on the development of land, including, for example, flood risk, ensuring that no significant harmful impacts occur, or that such impacts are acceptably mitigated;

• Ensuring that development incorporates green infrastructure that is planned, located, designed and managed as an integrated part of the wider network of open space;

• Taking account of objectives of promoting safety and security, preventing major accidents and limiting their consequence;

• Taking account of the suitability of sites for mixed use development and the contribution that development make to strengthening local communities and economies including the opportunities for local businesses and for the training of local people;

Employment

3.2.5 The overarching aim of the Mayor’s policies regarding employment is to make London a more prosperous city, with strong and diverse economic growth.

3.2.6 Policy 3B.1 seeks a range of premises of different sizes and costs to meet the needs of different sectors of the economy and firms of different types and sizes.

3.2.7 Policy 3B.4 seeks to manage the varied industrial offer of the Strategic Industrial Locations. This policy acknowledges that surplus employment land should be used for appropriately located other activities.



3.0 Planning Policy Context3.2 Strategic / Regional Planning Policy Housing Policies

3.2.8 Policy 3A.1 seeks to increase the overall supply of housing in London. The Mayor will seek the maximum provision of additional housing in London towards achieving an output of 30,500 additional homes per year from all sources.

3.2.9 Table 3A.1 targets the provision of 3,650 additional homes for the period 2007/8 – 2016/17 within Hillingdon, with an annual monitoring target of 365 homes.

3.2.10 Policy 3A.2 encourages Council’s to ‘exceed’ the allocated housing targets. The Policy goes onto state that sites should be identified for new supply having regards to intensification of housing provision through development at higher densities particularly where there is good access to public transport. There is also specific reference to new industrial schemes having regard to the Opportunity Areas which are identified as suitable sites for major development.

3.2.11 Policy 3A.9 sets targets for affordable housing provision stating that the maximum reasonable amount should be sought should be up to 50%. Policy 3A.9 expands further and notes that when negotiating affordable housing content within new developments, regard should be had to the need to encourage rather than restrain residential development

and the individual circumstances of the site. Targets should be applied flexibly, taking account of individual site costs and the availability of public subsidy and other scheme requirements.

Transport

3.2.12 Policy 3C.1 stresses the need to integrate transport and development. Policy 3C.2 indicates that development should be matched to transport capacity. Policy 3C.3 seeks to encourage sustainable transport within London and Policy 3C.4 requires sufficient land to be set aside for transport functions.

3.2.13 In the overall context of the development proposal, it is particularly pertinent to consider the policies that seek to encourage and promote better provision for public transport, specifically in relation to buses and rail.

Design

3.2.14 The Plan emphasises the importance of ‘good design’ in order to make London a better city to live in and one which is more attractive and green. It recognises that there is a link between good design and the attraction to economic investors to help create a prosperous city. Policy 4B.1 states that new developments should:

• maximise the potential of sites;• promote high quality inclusive

design and create or enhance the public realm;

• contribute to the adaptation to and mitigation of the effects of climate change;

• respect local context, history, built heritage, character and communities;

• provide or enhance a mix of uses;• be accessible, useable and

permeable for all users;• be sustainable, durable and

adaptable in terns of design, construction and use;

• address security issues and provide safe, secure and sustainable environments;

• be practical and legible;• be attractive to look at and, where

appropriate, inspire, excite and delight;

• respect the natural environment and biodiversity, and enhance green networks and the Blue Ribbon Network;

• address health inequalities.

3.2.15 The Mayor seeks to ensure new development proposals achieve the highest possible intensity of use compatible with local context (Policy 3A.3), including built form, character, plot sizes and existing and potential public transport capacity.

3.2.16 Policy 4B.3 seeks to ensure the public realm is accessible and useable for all. Policy 4B.5 requires that developments:

• can be used safely, easily and with dignity by all regardless of disability, age, gender, ethnicity or financial circumstances;

• are convenient and welcoming with no disabling barriers, so everyone can use them independently without undue effort, separation or special treatment;

• are flexible and responsive taking into account of what difference people say they need and want, so people can use them in different ways;

• are realistic, offering more than one solution to help balance everyone’s needs, recognising that one solution may not work for all.

3.2.17 Boroughs are advised to ensure future developments meet the highest standards of sustainable design and construction. Policy 4B.8 emphasises that Boroughs need to recognise and manage local distinctiveness ensuring the proposed developments preserve or enhance local social, physical, cultural, historical, environmental and economic characteristics.



3.0 Planning Policy Context3.2 Strategic / Regional Planning Policy3.2.18 Consolidated Draft Replacement

London Plan 2010 – has been prepared for the Draft Replacement London Plan EiP Panel, and includes changes put forward by the Mayor of London up to the end of the EiP.

3.2.19 On the whole, the draft Replacement London Plan support or are consistent with the position of the current London Plan. Hayes (with Heathrow, West Drayton, Southall, Feltham, Bedfont Lakes and Hounslow) are still identified as an Opportunity Area falling under the heading ‘Heathrow’.

3.2.20 Annex 1 of the Draft Replacement London Plan outlines indicative estimates of employment capacity and minimum guidelines for new homes to 2031. Specifically, the Hayes-West Drayton Corridor is identified for a range of potential uses, including small business parks, logistics and mixed-uses. The ‘Heathrow’ Opportunity Area has an indicative employment capacity of 12,000, with the minimum new homes being 9,000.

3.2.21 The Draft Replacement London Plan outlines the individual borough’s housing targets, for Hillingdon the ten year target (2011-2021) is 6,200 homes, with an annual monitoring target of 620 homes, which is a substantial increase from the London Plan (2008) housing targets.

3.2.22 There is a strong policy priority placed on the delivery of new housing and ensuring that it is of a high quality. However, the current adopted policy target for the provision of 50% of all new housing as affordable is to be replaced by specific housing targets for the individual boroughs. Boroughs should seek to archive and exceed the relevant minimum borough housing annual average target. Boroughs should also seek to realise brownfield housing capacity, particularly in opportunity and intensification areas and growth corridors.

3.2.23 There is also a greater policy push for addressing sustainability issues and tackling climate change. The London Plan’s target of a 60% cut in CO2 levels by 2050 has been brought forward to 2025 and the performance targets for individual developments have been increased.



3.0 Planning Policy Context3.3 Other Relevant Strategic Documents The Economic Development

Strategy (May 2010)

3.3.1 The Economic Development Strategy (May 2010) supports the development of London’s economy, promotes employment, helps people participate in London’s economy and supports businesses to be more competitive. It recognises the importance of investing effectively and continuously in every physical aspect of the city and its people, and in an environmentally sustainable way.

3.3.2 The strategy seeks to:

• Promote London as the world capital of business, the world’s top international visitor destination and the world’s leading international centre of learning and creativity;

• To ensure that London has the most competitive business in the world;

• To make London one of the world’s leading low carbon capitals by 2025 and a global leader in carbon finance;

• To give all Londoners the opportunity to take part in London’s economic success, access sustainable employment and progress in their careers;

• To attract the investment to infrastructure and regeneration which London needs, to maximise

the benefits from this investment and in particular from the opportunity created by the 2012 Olympic and Paralympic Games and their legacy.

Housing Supplementary Planning Guidance (November 2005) and Interim Housing SPG (April 2010)

3.3.3 The SPG aims to revise the housing target from 23,000 additional homes to 31,090 homes a year. The SPG also provides guidance for housing mix, density and further guidance on which boroughs should review their affordable housing targets. For Hillingdon, the total provision for additional homes between 1997 and 2016 is 8,890 with an annual target of 440 home. The SPG also promotes mixed-use development as providing a way in which different land uses can be accommodated on the same site and hence reduce the need to travel.

3.3.4 The interim housing SPG (April 2010) addresses three particular concerns:

• Back garden development;• Housing density and• Affordable Housing

3.3.5 The new interim SPG replaces or supplements sections of the existing Housing SPG, which devolves from the original 2004 London Plan.

Industrial Capacity Supplementary Planning Guidance March 2008

3.3.6 The (SPG) provides guidance on the implementation of policies relating to industrial capacity in the London Plan (Consolidated with Alterations since 2004) published in February 2008. It is focused on the implementation of London Plan Policies 2A.10 and 3B.4 but also addresses the plan’s broader concerns including those to secure efficient and effective use of land, environmental improvement and wider sustainability objectives, especially those to tackle climate change.

3.3.7 The SPG provides guidance to:

• ensure an adequate stock of industrial capacity to meet the future needs and functional requirements of different types of industrial and related uses in different parts of London, including that for good quality and affordable space;

• plan, monitor and manage the release of surplus industrial land so that it can better contribute to strategic and local planning objectives, especially those to provide more housing (including affordable housing) and, in appropriate locations, to provide social infrastructure and to contribute to town centre renewal.

London Housing Strategy February 2010

3.3.8 Housing provision targets for Hillingdon projected at 365 homes per year with the borough affordable housing delivery target being 598 homes over the period 2008-2011.

3.3.9 Policy 1.1A states that the 50% affordable housing target will be abolished. A new regional planning target for an average net supply of at least 13,200 new affordable homes each year in London. Borough level targets should take account of this regional planning target.

London Housing Design Guide August 2010

3.3.10 This guide is based around six key themes. These are:

• Shaping Good Places – integrating the development with the

The Sub-Regional Development Framework

3.3.11 The Sub-Regional Development Framework (SRDF) for West London recognises that Heathrow related activities act as one the main drivers for change in the area;

3.3.12 The SRDF recognises the importance of well planned development that encourages growth and enhances West London, revitalising areas of



3.0 Planning Policy Context3.4 Local Planning Policy 3.4.1 Together with the London Plan, the

London Borough of Hillingdon’s Unitary Development Plan (UDP), which was adopted in 1998, constitutes the Statutory Development Plan for the purposes of Section 38 of the Planning and Compulsory Purchase Act 2004.

3.4.2 The Council has commenced work on preparing their Local Development framework (LDF) – which when adopted will replace the UDP. However, whilst the Council has undertaken consultation in relation to the component elements of the LDF (including the Core Strategy), emerging policies continues to be in ‘draft’.

3.4.3 Given the progress made in preparing the LDF, the Council applied to the Secretary of State to save a number of adopted UDP Policies pending the adoption of the LDF. The Secretary of State confirmed (by letter dated 24 September 2007) those policies which will be saved from the 27th September until the adoption of the Local development Framework (LDF).

3.4.4 LB Hillingdon has since confirmed that from 27 September 2007 the Hillingdon ‘Saved Policies UDP 2007’ document together with the London Plan will be used for the determination of planning applications and hence will constitute the ‘development plan’ (for the

purposes of S.38(6) of the Planning and Compulsory Purchase Act 2004) until the LDF is adopted.

3.4.5 Accordingly, our assessment (set out within the following section of this statement) focuses on those policies contained within the updated London Plan (February 2008) and the ‘saved Policies UDP 2007’. Reference is made to LB Hillingdon’s LDF where relevant – albeit, the LDF documents are considered to carry less material weight at this time (and will continue to do so until their adoption).

LB Hillingdon’s Adopted UnitaryDevelopment Plan (UDP) 1998 –Saved Policy Position

Strategic Objectives

3.4.6 One of the key strategic policy objectives for Hillingdon is to safeguard the role and character of the town centres as mixed-use, high density service and employment centres for their surrounding areas.

3.4.7 There is also a clear emphasis on promoting regeneration (Pt 1.26) and a desire to maximise the urban and economic potential of the land within the Hayes/West Drayton Corridor.

Regeneration and Development

3.4.8 Council acknowledges that most new development is likely to be in the form of infilling or extensions and that compatibility with existing

development being a particularly important consideration. This is re-enforced by Policy BE13 which states that development will not be permitted if the layout and appearance fail to harmonise with the existing street scene or other features of the area which the local planning authority considered it desirable to retain or enhance.

3.4.9 Policy BE20 requires buildings to be laid out so that adequate daylight and sunlight can penetrate into and between the proposal and that the amenity of existing houses are safeguarded. Policy BE19 seeks to ensure that new development within residential areas compliments or improves the amenity and character of the area.

3.4.10 Policy BE23 also requires buildings to provide external amenity space sufficient enough to protect the amenity of its occupants, surrounding buildings and be useable in terms of its shape and size.

Housing

3.4.11 Council recognises the importance of residential accommodation in town centres as part of the overall mix of uses being necessary to ensure their vitality and attractiveness. Such housing offering advantages in terms of accessibility, to town centre facilities, employment opportunities and public transport.

3.4.12 Policy H4 supports wherever practicable, a mix of housing units of different sizes to be provided in residential development schemes including in particular units of one or two bedrooms, with predominantly one or two bedroom development preferable in town centres.

3.4.13 The change of use from non-residential to residential will be permitted by Council subject to Policy H8 and where:

• a satisfactory residential environment can be achieved;

• the existing use is unlikely to meet a demand for such

• the proposal is consistent with other objectives of the UDP, having particular regard to the contribution of the existing use to those objectives.



3.0 Planning Policy Context3.4 Local Planning Policy The Local Economy

3.4.14 LB of Hillingdon takes direction from Government guidance on industrial and commercial development in that the borough should encourage economic activity at all levels in their local economies and “encourage competitiveness through the provision of attractive and well serviced sites for different types of businesses”.

3.4.15 Policy LE2 states that the Industrial and Business Areas are designated for business industrial and warehousing purposes and for sui generis uses appropriate in an industrial area. The council will not permit development for other uses in Industrial and Business Areas unless it is satisfied that;

(i) There is no realistic prospect of the land being used for industrial or warehousing purposes in the future, and

(ii) The proposed alternative use does not conflict with the policies and objectives of the Plan.

(iii)The proposal better meets the plan’s objectives particularly in relation to affordable housing and economic regeneration.

3.4.16 Policy LE3 of the current UDP stipulates the provision of small units within new development in designated Industrial and Business areas.

3.4.17 Policy LE4 requires that proposals which involve the loss of existing industrial floorspace or land outside Designated Industrial and Business Areas will normally only be permitted if:-

• the existing use seriously affects amenity, through disturbance to neighbours, visual intrusion or an adverse impact in the character of the area; or

• the site is unsuitable for industrial redevelopment because of the size, shape, location or lack of vehicular access; or

• there is no realistic prospect of the land being used for industrial and warehousing purposes in the future; or

• they are in accordance with the Council’s regeneration policies for an area.

Transport

3.4.18 It is noted that a shift from private to public transport would help reduce road congestion within the borough, accident levels, energy consumption and the environmental damage caused by road traffic in terms of noxious and greenhouse gas emissions, noise and visual intrusion.

3.4.19 Policy AM2 requires developments to be assessed against:

• their contribution to traffic generation and their impact on congestion, and

• the present and potential availability of public transport, and its capacity to meet increased demand.

3.4.20 For non-residential development, Council seeks to retain the use of cars by prescribing maximum levels of parking provision, whilst minimal levels are also prescribed to meet operational needs. For residential development, only minimum standards are prescribed so that sufficient spaces are provided to enable all residents (and their visitors) to park off-street.



3.0 Planning Policy Context3.5 London Borough of Hillingdon’s Emerging Policy

Local Development Framework

3.5.1 Whilst work has commenced on the preparation of LB Hillingdon’s LDF, the Core Strategy continues to be in draft form and has not yet been adopted. The Council produced and consulted on the ‘Pre Submission’ Document in February 2011.

3.5.2 The Core strategy Pre-Submission document takes forward the Core Strategy Consultation Document which was published for consultation in June 2010 and contains the broad spatial vision, strategic objectives and core policies of the Local Development Framework to 2026.

Strategy for the Heathrow Opportunity Area

3.5.3 The Hayes/West Drayton Corridor is identified as a key location for employment growth in the Heathrow Opportunity Area. However, Clause 4.19 states that some employment sites will be partially released for mixed use development. A subsequent Site Allocations DPD will identify specific sites in Hayes, West Drayton and Yiewsley for mixed use development.

3.5.4 Policy E2 states that the Council will accommodate 3,800 additional hotel bedrooms, new hotels and visitor facilities will be encouraged in Uxbridge and Hayes on sites outside of designated employment land in the Heathrow perimeter and

in other sustainable locations. Hayes town centre is classified as a District Centre, due to the introduction of the crossrail, which will create further regeneration opportunities through an improved transport interchange.

3.5.5 Table 5.3 sets out the current position and future growth of the key Heathrow Opportunity Area sub-areas. Growth in the Heathrow Opportunity Area will be focused on sustainable locations such as town centres and areas with good access to public transport. Hayes is identified as having capacity for an additional 3,350 sq.m of comparison retail floorspace for the plan period which will be accommodated within the existing town centre.

3.5.6 Policy E3 states that the Council will prepare a Development Plan Document (DPD) for the Heathrow area to achieve the future growth set out in table 5.3.

3.5.7 Policy E6 states that that Hillingdon will encourage the development of affordable accommodation for small and medium sized businesses n appropriate locations throughout the borough.

New Homes

3.5.8 Policy H1 states that the Council will meet and exceed its minimum strategic dwelling requirement, where this can be achieved, in accordance with other LDF policies.

The borough current target is to provide an additional 3,650 dwellings, annualised as 365 dwellings per year for the ten year period between 1 April 2007 and 31 March 2017 (in accordance with the London Plan target for Hillingdon). Rolled forward to 2026 this target equates to 5,475 dwellings over the period of the Core Strategy.

3.5.9 Table 6.5 indicates that the Hayes/West Drayton Corridor, proposed delivery of units from large SHLAA sites is 483 units (2011-2021).

3.5.10 Policy H2 states that 35% of all new residential units are to be delivered as affordable housing, with a tenure mix of 70% housing for social rent and 30% intermediate housing. Furthermore the affordable mix should reflect the housing needs in the borough, particularly the need for larger social rented family units.

Transport

3.5.11 Strategic Objective SO12 states that developments should reduce the reliance on the use of the car by promoting safe and sustainable forms of transport, such as improved walking and cycling routes and encouraging travel plans.

3.5.12 The Core Strategy places great emphasis on the planned improvement of the crossrail stations (Hayes and West Drayton) which will provide the catalyst for the

regeneration of Hayes and West Drayton.

3.5.13 The Council also seeks to make the most of the Grand Union Canal as a regeneration opportunity. Projects that help to meet this objective, such as the upgrade of the canal towpath as a pedestrian cycle link will be supported.

Southern Hillingdon Area ActionPlan (SHAAP)

3.5.14 The Southern Hillingdon Area Action Plan (SHAAP) (prepared as part of the LDF) has been approved by the Council’s Cabinet for submission to the Secretary of State. However, in light of the potential changes to the Core Strategy, the preparation of the SHAAP has been put on hold pending the submission of the revised Core Strategy to the Secretary of State.

Site Allocations Development PlanDocument

3.5.15 The Site Allocations Development Plan Document has also been prepared in draft and will form part of the LDF. As with the SHAAP, the Site Allocations development Plan Document will not be progressed any further until the revised Core Strategy is submitted to the Secretary of State.



3.0 Planning Policy Context3.5 London Borough of Hillingdon’s Emerging Policy Supplementary Planning

Documents and other Local Planning Background Documents

3.5.16 The following Supplementary Planning Documents and reports have been prepared by the Council and considered to be relevant:

Hillingdon Employment Land Study July 2009

3.5.17 The Employment Land Study (July 2009) looks at the supply and demand for employment floorspace in the Borough. The study aims to assess the employment sites and premises in order to provide a robust evidence base to support the retention or release of existing employment land.

3.5.18 The study recommends that specific site release would facilitate the regeneration of Hayes centre and help meet the objectives of the Heathrow Opportunity Area. The study reviews the existing designation on employment sites. In relation to Blyth Road, the study recommends:

That the office and residential components along Blyth Road should be deleted from the Hayes Industrial Location Preferred Industrial Location designation and that the site from Hayes and Harlington station up to and including the former Phoneix House could be released to mixed uses, including limited housing, to bring more people back into the town centre.

3.5.19 The Employment Land Study recommends that the application should be removed from the previous (UDP) employment land allocation.

Other documents include:

• Affordable Housing (Adopted May 2006) SPD prepared in anticipation of adoption of LDF Core Strategy Policies CP23, CP28, DC57 and DC58;

• Design and Access Statement (HDAS) (Adopted July 2006) SPD prepared in anticipation of adoption of LDF Core Strategy – this includes ‘residential Layouts’,

• Transport Interchanges’ (July 2006) and ‘Public Realm’ (April 2006 - draft for consultation);

• Hillingdon Housing Strategy 2007-2010; and

• LDF Background technical Report – Town Centres and Retail Study 2006.



4.0 Relevant Planning Considerations





4.0 Relevant Planning Considerations4.1 The Vision for Blyth Road

Proposed development - context with tall buildings

Proposed development - view from Blyth Road

4.1.1 The application site occupies a prominent position at the southern gateway into Hayes Town Centre in close proximity to the former Hayes & Harlington Station Goods Yard Development Site – currently being redeveloped (also by the Ballymore Group) to provide a significant mixed-use development.

4.1.2 The proposed development will transform what is currently a vacant urban brownfield site, in a highly accessible location, and deliver a mixed-use development (of up to 15 storeys in height), incorporating 147 new residential apartments (including 1, 2, 3 and 4-bed units), modern business space at ground and mezzanine levels (flexibly designed to cater for SMEs – small and medium enterprises – and a range of potential Class B1 uses), and significant public realm improvements in and around the site.

4.1.3 It is intended that the development will link with the Hayes & Harlington Station Goods Yard Development (and other developments in the area) to create a vibrant mixed-use quarter around the southern gateway to the town centre. The development will also improve connectivity and strengthen links between the principal retails areas (to the north), Hayes & Harlington Station (to the southeast), the business/industrial areas (to the east and south) and the residential areas (to the south and west).

4.1.4 The new development will provide a distinctive high quality building commensurate with the prominent location of the site, which will not only be well related to the surrounding context, but will also create a new gateway into Hayes and act as a visual marker to identify Hayes & Harlington Station. The development is also well placed to benefit from the planned implementation of Crossrail (which will significantly improve commuting times into central London) and will contribute to establishing Hayes as a key town centre within West London.

4.1.5 Overall, it is intended that the development proposal will (in tandem with other developments both under construction and in the pipeline) lead the regeneration of the town centre and transform Hayes as a place to live, work and visit.



4.0 Relevant Planning Considerations4.2 The Development Proposal – Component Elements4.2.1 The component elements are as

follows:

• a total of 147 new residential apartments within a series of blocks arranged around a central landscaped podium. The scheme will include a wide range and mix of residential accommodation - comprising 1, 2, 3 and 4 bed apartment/flat units with two 4 bedroom duplexunits fronting Blyth Road. The new residential accommodation will assist LB Hillingdon in meeting the identified housing needs for the Borough;

• provide a total of 600sq.m of new business space (designed flexibly to cater for SMEs and Class B1 type uses) at ground and mezzanine levels, which will attract investment and generate new employment opportunities – replacing the unsympathetic industrial buildings at the site;

• a building incorporating a variety of building heights designed to relate to the local context, but also including a distinctive local marker of 15 storeys (positioned within the south eastern section of the site, adjacent to Station Road);

• provide a total of 95 parking spaces provided within an enclosed ground level and to the rear of the site – catering for the needs of future residents and reflecting the overall accessibility of the site by public transport (which achieves a PTAL rating of 5);

• improved pedestrian links with Station Approach and Hayes & Harlington Station;

• the development will also accommodate the Crossrail safeguarding requirements and provide a suitable access through the development site to the railway corridor (to the south of the site);

• will provide new high quality landscaped spaces at podium level and around the development site;

• provide 615 sq.m of playspace at podium level to cater for the children resident within the development;

• measures targeted at delivering a fully integrated and sustainable development – including measures to improve energy efficiency, the introduction of renewable energy technologies targeted at providing a minimum reduction in carbon emissions of 34%,

4.2.2 Overall the development proposal will, in our view, firmly reflect the strategic policy objectives set out in the updated London Plan, particularly in terms of responding to the designation of Hayes as an Opportunity Area. Furthermore, the proposed development is also considered to be well aligned with the aspirations/objectives of emerging local policy as set out within LB Hillingdon’s Local Development Framework (LDF), which specifically highlights the need to regenerate the Hayes Town Centre and recognises the role a high density mixed-use scheme can play in realising this objective. We expand on our reasoning below.



4.0 Relevant Planning Considerations4.3 Providing New Flexible Business Space4.3.1 The site was occupied by an

industrial unit (totalling c.1,400sq.m). The site also incorporated a series of small out-buildings and an area of hard standing (used for car parking). When last in use, the facility was occupied by Damont Audio Ltd (a vinyl/CD pressing firm) – albeit, it is understood that the company had gone into liquidation at the time the site was acquired by Domaine Developments Ltd.

4.3.2 It is understood that the site has been in some form of industrial use since the 1930s with the previous buildings on-site dating back to the 1960/70s. The site and buildings were generally in a poor state of repair; were inefficient; lacked modern amenities; did little to complement the existing streetscene; were poorly related to the nearby residential properties; and failed to link into the town centre (both in terms of the use of the site and built form). Given the prominence of the site (at the southern gateway to the town centre) it is clear that the previous use and buildings failed to provide an appropriate response to the prevailing urban context.

4.3.3 There is no precise information on the number of people last employed at the site (prior to Damont Audio Ltd going into liquidation) – however, based on the level of floorspace it is anticipated that the previous use/buildings could have accommodated up to a maximum of 40 employees (albeit, it is likely that the numbers of people actually employed at the site was significantly lower over the last few years).

4.3.4 It is intended that the development proposals for the application site will replace the unsympathetic and out-dated industrial use with a mixed-use development incorporating modern, flexible business space (providing approximately 600sq.m of new floorspace). The new business space has been purposely designed to cater for SMEs and high value uses (such as business services) falling within Use Class B1 and is considered to be more suited both to the location of the site (i.e. adjacent to Hayes Town Centre and in close proximity to Hayes & Harlington Station) and current market demand.



4.0 Relevant Planning Considerations4.4 GVA Grimley – Employment Study4.4.1 In formulating the development

proposals for the site, an independent assessment has been completed by GVA Grimley to review the demand and supply of employment floorspace in the Hayes area and to assess the impact of the redevelopment of the site for a mixed use scheme. Their report (entitled ‘Blyth Road Employment Study’) is included as part of the application submissions and notes the following:

• whilst the application site is identified within the ‘saved’ UDP as being located within an Industrial and Business Area (IBA), the site does not fall within Strategic Employment Location (SEL), as defined within the West London Sub-regional Development Framework. Furthermore, the site does not form part of an identified ‘Industrial Business Park’ (IBP) or ‘Preferred Industrial Location’ (PIL) within LB Hillingdon’s emerging Core Strategy.

• the Pre-Submission Draft Core Strategy support the managed release of surplus employment land. This is supported by the Employment Land Study which acknowledges the benefits to regeneration of Hayes town centre by releasing the Blyth Road site for other uses other than industrial.

• The Employment land study identified 180 vacant industrial units in the Borough, equating to 13.6%

of the total number of units in the designated industrial and business areas. The study notes that the current level of vacancy is above the generally accepted business churn-rate of 8%.

• The property market data on take-up and availability indicates a strong demand for and relatively limited supply of larger industrial premises (i.e. over 1,850sq.m). This can be attributed to the requirements for large warehousing and distribution premises in close proximity of Heathrow. However, due to the size of the site and the poor access arrangements, GVA Grimley does not consider the site to be suitable for the provision of large scale industrial uses/units.

• local agents have indicated that there is good demand for the supply of smaller industrial units – albeit, based on GVA Grimley’s research, there is considered to be a notional 10 year supply of industrial space up to 185 sqm and 14.7 years notional supply for properties between 185sqm and 465 sqm in size;

• The supply of small and medium office/business units (i.e. 185sq.m to 465sq.m) is relatively high, with a notional 22 year supply for units less than 185 sqm, and a supply of13.2 years for those in the 185sqm and 465 sqm band;

• the existing site/location suffers from a number of constraints which make the site unsuitable or commercially unappealing for continued industrial use. In particular, the site is on the edge of the Industrial and Business Area and directly adjacent to a terrace of residential properties - which restricts the type of industrial/commercial activity which can reasonably occur at the site and the hours of operation;

• the narrow residential one-way road system restricts access into the site for cars/HGVs – again making the site unattractive to potential industrial users/occupiers. Furthermore, the relative small site area (0.46ha) further reduces the type of industrial uses/operations which can reasonably occur. Typically modern industrial units require relatively large areas for servicing, manoeuvring of HGVs and other vehicles, on-site parking and outside storage – none of which can reasonably be achieved at the site.

• in GVA Grimley’s view, given the site constraints, the existing supply of industrial land in the area, the greater identified market demand for small business units, overall public transport accessibility (achieving a PTAL rating of 5) and the location of the application site (i.e. adjacent to residential units and on the edge of Hayes town centre),

the site is not considered suitable, demanded or required for continued industrial use.

• the proposed development will therefore contribute to economic regeneration within Hayes by replacing the redundant industrial use with flexible business space (which is in much shorter supply than small/medium sized industrial space). The business space has the capacity to provide employment for c.33 employees – thereby retaining an employment function at the site.

• Furthermore, the development proposals also include new residential accommodation (including affordable units), significant public realm improvements and other benefits which make efficient use of this prominent brownfield site.

• Accordingly, in policy and market terms, GVA Grimley considers the application site to lend itself to a high density mixed-use scheme (including new business space), which will reflect the site’s accessibility by public transport and close proximity to the existing amenities within Hayes Town Centre. This is in line with the principles of sustainable development.



4.0 Relevant Planning Considerations4.4 GVA Grimley – Employment Study4.4.2 GVA consider that the development

proposal meets both the Strategic policy objectives and the requirements of Policy LE2. Furthermore, the proposed redevelopment is further supported by Policy LE3, which encourages the provision of small business units within the Borough (and within designated Industrial and Business Areas).

4.4.3 Similarly, the omission of the application site from a specific industrial site dedication within the LB Hillingdon’s emerging Core Strategy further reaffirms the sites potential for ‘other’ uses and its inadequacy to provide for effective industrial use.

4.4.4 As noted above, GVA are firmly of the view that the redevelopment of the application site provides an important opportunity to link together the various developments coming forward within the southern section of Hayes and will be key in creating a vibrant mixed-use quarter within the southern section of the town centre which will transform Hayes as a place to live, work and visit. Accordingly, the regeneration benefits associated with the proposal are considered to more than outweigh the potential loss of what is a redundant industrial site.



4.0 Relevant Planning Considerations4.5 Delivery of New Residential Accommodation4.5.1 National, strategic and local policy

all place a strong emphasis on promoting sustainable residential communities by concentrating new residential development on previously developed land in accessible locations (particularly in or adjacent to town centres) in order to reduce the need to travel.

4.5.2 The London Plan (2004) and emerging Core Strategy has set a target for Hillingdon of providing 3,650 new homes between 2007/8 and 2016/17, with an annual target of 365 new homes. This target has been substantially increased in the draft London Plan to 6200 homes (2011-2021) with an annual monitoring target of 620 homes. Hayes also falls within the Heathrow Opportunity Area (along with West Drayton, Southall, Feltham, Bedfont Lakes and Hounslow) where the London Plan is targeting a minimum of 10,750 new homes between 2001 and 2026, and 11,000 new jobs over the same period.

4.5.3 Policy 3A.2 of the updated London Plan urges Boroughs to exceed their allocated housing targets and to identify new sources of housing supply having regard to:

• Major development in Opportunity Areas (including Hayes);

• Redevelopment of low density commercial sites to secure mixed-use developments;

• Change of use of surplus industrial

or commercial land to residential or mixed-use development;

• Redevelopment in town centres;• Intensification of housing provision

through development at higher densities;

• The adequate provision of local services and public open space.

4.5.4 As demonstrated within the preceding section (and within GVA Grimley’s ‘Blyth Road Employment Study’), the site is no longer considered to be appropriate, required or in demand for continued industrial use. Indeed, the previous use of the site was relatively low density, inefficient and did little to complement the existing streetscene. Given the prominence of the site (at the southern gateway to the town centre) it is clear that the previous use and buildings failed to provide an appropriate response to the prevailing urban context, the overall accessibility of the site and the proximity to Hayes Town Centre.

4.5.5 The proposed development will create a total of 147 new residential units (as part of a mixed-use scheme) on this prominent vacant brownfield site directly adjacent to the town centre. The new residential accommodation will be provided within a series of blocks located above a landscaped podium and the proposed business space (provided at ground and mezzanine level). The development will also include some larger maisonette units at ground level fronting onto Blyth

Road. Access to the residential accommodation will achieved both from Blyth Road and via the new pedestrian area adjacent to the Station Road bridge.

4.5.6 As noted above, the application site is highly accessible by a variety of transport modes (achieving a PTAL of 5), which will be further improved following the implementation of Crossrail - which will, when operational, provide a stopping service at Hayes and Harlington Station, will further improve journey times into central London and Heathrow.

4.5.7 Furthermore, the site is also surrounded by a mix of uses, including retail/commercial areas (located to the north along Station Road), the high density mixed-use residential development at the Hayes & Harlington Station Goods Yard Development Site, existing residential uses (along Blyth Road) and the London Gate development site (located to the west).

4.5.8 Indeed, the redevelopment of the application site will provide an important opportunity to link together the various developments coming forward within the southern section of Hayes and will play a key role in creating a vibrant mixed-use quarter within the southern section of the town centre.

4.5.9 Against this context, the site is considered to be a suitable and appropriate location to provide a high density residential development (as per the objectives of Policies 3A.1 and 3A.3 of the updated London Plan) which will make a significant contribution in assisting LB Hillingdon in meeting these strategic housing targets.

4.5.10 It should be noted that the application site is located directly adjacent to the Great Western Mainline railway, an environmental noise assessment (completed by Hoare Lea) demonstrates that whilst the site experiences a high level of noise, appropriate mitigation measures can be incorporated into the scheme design to ensure the future development provides a high quality residential environment. This point is expanded upon both below and within the Acoustic Strategy Report (prepared by Hoare Lea).



4.0 Relevant Planning Considerations4.5 Delivery of New Residential Accommodation Delivery of Affordable Housing

4.5.11 To assess the maximum of quantum of affordable accommodation likely to be achievable at the site whilst ensuring the overall development remains viable, the Housing Economic Development Consultancy has completed a detailed GLA Toolkit analysis of the current development proposal. A copy of the toolkit will be forwarded to the Council (on a confidential basis) in suport of the application.

4.5.12 Nevertheless, it is invisaged that the proposed development will provide affordable units in Blocks A & B.

4.5.13 All units have been designed to comply with current HQI standards and the development, as a whole, will achieve Code for Sustainable Homes level 4.

Mix of Dwellings

4.5.17 The proposed residential element of the scheme proposes the following mix:

• 83 x 1 bed units (56%)• 52 x 2 bed units (35%)• 10 x 3 bed units (7%)• 2 x 4 bed units (2%)

4.5.18 It is noted that ‘saved’ Policy H4 of the UDP supports the proposed increase in smaller residential units within the development, stating that ‘wherever practicable a mix of housing units of different sizes should be provided in schemes of residential development including in particular units of one or two bedrooms, within town centres predominantly one and two bedroom development will be preferable’.

4.5.19 It is also recognised that the ‘Mayor’s Housing Strategy’ (February 2010) and the Housing Supplementary Planning Guidance (November 2005) and Interim Housing SPG (April 2010) encourages developers to increase the provision of family homes across all tenures on major sites (this objective is also included within the emerging Core Strategy – Policy DC57).

4.5.20 However, it is pertinent to note that in support of the development proposals for the former Hayes & Harlington Station Goods Yard site, Savills assessed the Hayes residential market (both in terms of demand and supply of new residential accommodation); profiled the anticipated future purchasers for new market accommodation;

and advises on the type and form of accommodation required to meet the anticipated demand.

4.5.21 On the basis of their research, Savills advised that the core demand for the new market/private apartments within Hayes will come predominately from first time-buyers and young professionals, attracted by the accessibility of the area to central London (particularly by public transport), the town centre location, the close proximity of local services/shops, and the relative affordability of house prices within Hayes.

4.5.22 Furthermore, Savills’ research also noted that the highest proportion of available housing stock in Hayes is semi-detached housing (higher than the London average), with an under representation of flatted stock (again when compared to the London average). On this basis, the private residential accommodation has been designed to reflect the anticipated demand and likely purchaser requirements.

4.5.23 In view of the above and given the high density nature of the development, the application site’s location on the edge of Hayes Town Centre and within very close proximity to Hayes & Harlington Station, the proposed mix is considered entirely appropriate in this case.



4.0 Relevant Planning Considerations4.5 Delivery of New Residential Accommodation

Promoting High DensityDevelopment

4.5.24 Strategic Policy 3A.3 requires new developments to achieve the maximum intensity of use compatible with local context, design principles and public transport capacity. The policy also states that boroughs should develop residential densities having regard to the density ranges set out in Table 3A.2 of the London Plan.

4.5.25 The proposed development achieves a residential density of 816 habitable rooms per hectare (adopting the definition of a habitable room as included within the Hillingdon Design & Access Statement – Residential Layouts SPD, Adopted July 2006). In our view, the application site is a location where high density development (compatible with local context and design principles) should be positively supported. Our reasoning is as follows:

• Hayes (along with West Drayton/Southall/Heathrow/Feltham/Bedfont Lakes and Hounslow) is identified in the updated London Plan as an Opportunity Area where ‘developments will be expected to maximise residential and non-residential densities and to contain mixed uses’ (Strategic Policy 5F.2);

• the application site is located on the boundary of Hayes town centre and within easy walking distance of a number of local amenities and services;

• the site is also highly accessible by public transport (achieving a PTAL rating of 5), being adjacent to Hayes & Harlington Main Line Station and close to a number of bus routes;

• the future implementation of Crossrail will further reduce travel times and provide a direct transport link into central London – which in turn will improve accessibility of the site;

• the development will provide a high standard of residential accommodation – with all units designed to meet Lifetime Homes Standards and the Council’s residential accommodation size standards (as included within the HDAS – residential layouts). The development will also include new amenity space and public realm improvements to cater for the future residents;

• the scheme will adopt a high quality contemporary architectural approach which will create a distinctive building at the southern gateway to the town centre. In order to achieve this objective it is important the development achieves a ‘presence’ within the area and is of a sufficient density and height;

• the development proposals have been subject to a number of technical assessments in order to understand the impact of the scheme. These assessments

(which form part of the application submissions) demonstrate that the development will not result in any significant or detrimental impact upon surrounding uses and the local area;

• overall, the proposal will deliver a high quality development which will improve public realm, improve connectivity, create a sense of place, deliver environmental improvements, enhance the streetscene and the wider urban landscape.

4.5.26 In view of the above, the proposed residential density is considered to be appropriate having regards to Strategic Policy 3A.3, particularly in terms of public transport capacity, local context and design principles.

View 1 - Artistic Impression (Landscape Design Report)

Hayes StationAvis BuildingYMCA Nestle FactorySilverdale Road Hayes Goodsyard Blyth Road (as proposed) London Gate development site



4.0 Relevant Planning Considerations4.5 Delivery of New Residential Accommodation Achieving a High Standard of

Residential Accommodation

4.5.26 The application site is located adjacent to the Great Western Main railway lines and a comprehensive survey of environmental noise levels has been undertaken by Hoare Lea (the findings of which are included within the Acoustic Strategy Report – submitted as part of the planning application). The assessment concludes that whilst the site is exposed to relatively high levels of noise, mitigation measures can be incorporated into the scheme design to ensure that an appropriate internal noise environment is achieved within the residential apartments.

4.5.27 In particular, the layout/arrangement of the proposed development has been designed to shield communal and amenity areas (i.e. the landscaped courtyard) from potential noise sources. Similarly, the majority of the residential apartments along the southern boundary are single aspect and are set in from the southern elevation by a shared corridor thereby providing a buffer between the habitable rooms and the nearby railway lines. The Acoustic Strategy also recommends a series of design criteria to protect future occupants from transportation noise – including facade component design, glazing and trickle venting.

4.5.28 Furthermore, both the layout of the development and the arrangement of the individual residential units have been carefully considered to ensure an efficient use of space and the creation of a well conceived living environment.

4.5.29 In particular, it is intended that all residential accommodation will be built to lifetime homes standards with 10% of units designed to be wheelchair accessible, or capable of easy adaptation. Furthermore, all the new residential accommodation will also meet the Council’s standards relating to the size standards (as included within the HDAS – residential layouts).

4.5.30 A pre-assessment has also been undertaken by Hoare Lea in response to the Code for Sustainable Homes criteria (and is included as part of the planning application submissions). The pre-assessment demonstrates that accommodation on-site will achieve Code Level 4.

4.5.31 A total of 10 dedicated disabled car parking spaces are proposed on site, all of which are within the internal car park. On this basis, the proposal is therefore considered to meet the requirements of council’s UDP and draft London Plan.

Amenity Space

4.5.32 The future residents will have access to both private and communal amenity space within the development. This will include the following elements:

• a new landscaped courtyard at podium level, which will include an outdoor seating areas, landscaped spaces and a play area. Access to this space will be provided at podium level from all residential blocks;

• the majority of residential accommodation will be provided with private external space in the form of private terraces, balcony areas and enclosed balcony space;

• a new public space will be created

at the north-eastern corner of the site (adjacent to the public subway) and along the eastern boundary of the development. This area will provide the ‘front door’ to the residential and business floorspace and will include both hard and soft landscaping;

• the development also recognises the opportunity to undertake improvements to the ‘wedge’ shaped area of land (positioned along the eastern boundary of the site), the pedestrian environment on Blyth Road and to the pedestrian subway. These spaces fall outside the application site boundary,

however, Domaine Development’s Ltd is committed to working with neighbouring land owners to deliver these improvements (where possible).

4.5.33 A Landscape Design Report has been prepared by Grontmij to explain the detailed landscape design approach to each of the above spaces. Their report is included as part of the application submissions.

4.5.34 Overall, the development will provide 1281m2 of private amenity space (including balcony space and courtyards) for residents with a further 2133m2 of communal amenity space (including landscape garden areas and open spaces alongside the eastern façade). Accordingly in total the development will deliver a total of 3414m2 of amenity space for use by future residents.

4.5.35 The development will meet the Council’s standards for ‘shared amenity space for flats & maisonettes’ as set out within the Hillingdon Design and Accessibility Statement (HDAS) – Residential Layouts (July 2006). Table 2 below compares the proposed on-site amenity space provision with the HDAS standards.



4.0 Relevant Planning Considerations4.5 Delivery of New Residential Accommodation4.5.36 The proposal will deliver significant

new areas of public realm and private amenity space, which will improve the environment and be accessible and useable for all. It will also ensure that the development is physically integrated within the surrounding area and therefore accord with London Plan Policies 4B.1, 4B.4, 5B.1 and UDP Policy R1.

Play Strategy

4.5.37 A Play Strategy has been developed by Grontmij in support of the development proposal (and is included within their Landscape Design Report). The Strategy has been developed in accordance with the SPG ‘Providing for Children and Young People’s Play and Informal Recreation March 2008.

4.5.38 The SPG report states 105m2 of playspace should be provided for each child on a new development. Using the SPG formula a child yield of 46.86 (0-16 year olds) has been calculated, which means 468.60m2 of play space is required.

4.5.39 The development will provide a play area within the landscaped podium at first floor level. The play area will includes the majority of the lower courtyard. A recreational play space (including features that allow for climbing balancing and a swing and slide) and an informal play space (including a lawn and seating area). Together these areas will provide a total of 615 sq.m of play space to cater for the children anticipated to be resident within the development.

4.5.40 The proposed on-site play space will complement existing facilities within the area (including Botwell Green), to ensure the development is well provided with playable spaces within safe and easy access of the future residents.

Bly

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, Hay

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WT1545R01A-Blyth Road, Hayes | Draft Landscape Design Report |09.04.08

11.1Play StrategyPlay Strategy

Podium Deck Play Space - 520 square metres

N

1

View 1 - Artistic Impression

On Site Provision

The play strategy for theBlyth Road development sets out to provide a stimulating and robust environment throughout the site which will accommodate informal play and recreation. A comprehensive approach to play provision is provided taking into account the nearby off site provisions which will compliment those on site.

The on site provision concentrates on children up to the age of 11, and includes a combination of naturalistic play elements within the landscape with swings and a slide.

The proposals provides a series of relaxed and informal areas creating a low key fl exible play space which is confi ned to the podium deck and overlooked by the residential blocks. They are well separated from the bustle of the town centre and conform to the requirements for an on site local playable space, as defi ned by the GLA report ‘Providing for Children and Young People’s Play and Informal Recreation’, The London Plan (Spatial Development Strategy for Greater London), Draft Supplementary Planning Guidance, October 2006.

There space is divided into two separate areas. Firstly, an informal play space that will offer features allowing the opportunities for climbing and balancing as well as open lawn and hard surfaced areas with log seating providing space for relaxing and informal play, including swing and a slide.

Secondly, the adjacent lawn space offers a break out space for informal play. Trees and colourful fl owering shrub planting create a natural feel for this tranquil play space which is overlooked by the neighbouring apartments. This overall equates to 520 square metres of play space.

The remainder of the environment has been designed to accommodate informal play and relaxation throughout and provide delightful play experiences for all ages.

Artistic Impression (Landscape Design Report)



4.0 Relevant Planning Considerations4.6 Regenerating Hayes Town Centre4.6.1 The London Plan identifies Hayes

as falling within an Opportunity Area where the Mayor is seeking the creation of 35,000 new jobs and 5,800 new homes by 2016. In order to achieve this objective, Policy 5D.2 requires new development to maximise residential and non residential densities and contain a mix of uses.

4.6.2 The regeneration of Hayes Town Centre is also a key objective of Policy SH2 of the merging SHAAP. Whilst in draft form only, emerging Policy seeks to ‘sustain and enhance the vitality and viability of the Hayes Town Centre’ by ‘optimising housing provision through appropriate mixed-use development; encouraging ‘new development which reduces the need to travel by car and promotes the use of sustainable transport and green travel; plans’; and ‘improving public realm and linkages to the Grand Union Canal’.

4.6.3 Hayes Town Centre currently has a number of shops offering goods and services however there are a number of vacant retail units along the High Street. The Hillingdon ‘Town Centres and Retail Study (January 2007) recognises the importance of encouraging redevelopment in Hayes to assist in improving the viability and vitality of the town centre.

4.6.4 Emerging Policy SH2 of the SHAAP states that where there is growth in population there is greater demand

for a vibrant and active town centre, which encourages residents to shop and spend money locally. This policy notes that an increased population as a result of a residential led mixed-use development will attract further investment to the area especially in terms of leisure and entertainment facilities, employment and other town centre uses.

4.6.5 As noted above, Domaine Developments Ltd is committed to taking a leading role, in partnership with the Council, in delivering the regeneration of Hayes. In many ways, the application site is a key component in realising this vision. In particular, the development proposals for the Blyth Road site will link the Hayes & Harlington Station Goods Yard Development, the London Gate proposals (further to the west along Blyth Road) and Hayes & Harlington Station (a key public transport node) - creating a vibrant mixed-use quarter within the southern section of the town centre) which will transform Hayes as a place to live, work and visit.

4.6.6 At a micro level, the proposed development will also make best use of what is a vacant urban brownfield site located in a highly accessible location. It will replace the redundant industrial use with a modern mixed-use development incorporating high quality residential accommodation (incorporating affordable accommodation) and new

business space more in tune with local demand, thereby assisting LB Hillingdon in meeting both housing and employment need within the Borough.

Hayes Station

Botwell Green

Hayes High Street

Thorn/EMI London Gate Blyth Road

Site

Hayes Town Centre

Hayes Scrapyard Development Site



4.0 Relevant Planning Considerations4.6 Regenerating Hayes Town Centre4.6.7 When complete, the development

will make a telling contribution to the transformation of Hayes and will combine with other developments within the locality to drive forward the regeneration of the town centre and wider area. In summary, the development proposal will:

• deliver new residential apartments (including affordable housing) within what is a highly accessible location and directly adjacent to Hayes Town Centre;

• include a wide range and mix of residential accommodation - comprising 1, 2, 3 and 4 bed apartment/flat units. The new residential accommodation will assist LB Hillingdon in meeting the identified housing needs for the Borough;

• provide new business space (designed flexibly to cater for a range of Class B1 uses) at ground and mezzanine levels, which will attract investment and generate new employment opportunities;

• combine with other developments in the area and Hayes & Harlington Station to create a vibrant mixed-use quarter at the southern gateway into Hayes town centre (focused on and around Hayes & Harlington Station). Collectively these new developments will transform the appearance of Hayes, draw in new people, improve linkages, strengthen public transport accessibility, stimulate investment and improve the vitality and viability of Hayes town centre;

• enhance pedestrian access around the site, improve connectivity with the surrounding area and integrate the development site into the town centre. In particular, the scheme will strengthen pedestrian links with Station Approach and Hayes & Harlington Station; provide new areas of public realm along Blyth Road and provide the opportunity to upgrade/refurbish the existing pedestrian subway (running between Blyth Road and Station Approach) – considered to be key in delivering meaningful regeneration;

• adopt an innovative and contemporary design approach which will dramatically transform the appearance of the application site and create an exciting and distinctive development to define the southern gateway to Hayes town centre. The development will set the bench-mark for quality of design within Hayes – again raising the profile of Hayes as a residential location and physically transforming the southern section of the town centre;

• create an active frontage along Blyth Road and fronting onto the access into the public subway (linking under Station Road), creating interest/activity and significantly improving the streetscene along Blyth Road;

• include new high quality landscaped spaces both within and around the development, improving the local environment and creating places which people can enjoy;




4.0 Relevant Planning Considerations4.7 Achieving a High Quality Design Approach4.7.1 As noted above, the application site

occupies what is considered to be a prominent and important position within Hayes – being located:

• at the southern approach (via Station Road) into the town centre;

• at the eastern end of Blyth Road and next to the 10 storey Avis office building and 11 storey YMCA;

• next to the western end of the pedestrian subway running between Blyth Road and Station Approach;

• on the route linking the London Gate development site, Hayes & Harlington Station and the former Hayes & Harlington Station Goods Yard Development site.

4.7.2 The site is also highly visible from the south and effectively forms a gateway into the town centre with the former Hayes & Harlington Station Goods Yard Development site. Based on the above, the site is considered (from an urban design perspective) to be suitable and entirely appropriate for a development/building of some prominence (i.e. a local marker). Indeed, the previous buildings on-site failed to achieve this objective and left a ‘gap’ within the urban grain (when viewed from Station Approach).

4.7.3 Accordingly, the proposed development seeks to provide a well conceived response to the prominence of the site and create a high quality development which:

• meets the challenge of providing a building of sufficient architectural quality and profile, providing a distinctive marker to the entrance of Hayes;

• forms a gateway (with the former Hayes & Harlington Station Goods Yard Development) to frame the southern entrance into Hayes town centre;

• signifies, or marks, the western entrance to the pedestrian subway (linking Blyth Road to Station Approach) and Hayes & Harlington Station;

• forms a cohesive link between the London Gate development site, Hayes & Harlington Station and the former Hayes & Harlington Station Goods Yard Development – in order to deliver a vibrant mixed-use quarter within the southern section of the town centre;

• is sympathetic with its surroundings – by locating the taller elements of the scheme within the eastern part of the site (adjacent to both Station Road and the 10 storey Avis office building) and then stepping down to achieve a more residential scale along Blyth Road;

• enhances the local streetscene and re-establishes the urban grain by re-introducing a clear building line along Blyth Road and creating an active street frontage throughout the ground floor level;

• relates and improves upon the existing cluster of taller buildings within Hayes – including:

• creates a high quality residential environment;

• strengthens links within the area and better integrates the site into the town centre;

• improves the local pedestrian environment and the refurbishment of the pedestrian subway (running between Blyth Road and Station Approach).

• is accessible to all;

• achieves a density of development which maximises the potential use of the site, whilst ensuring that the development is entirely related to

context and accessibility of the surrounding area;

• creates new areas of public and private space to serve the future occupiers of the development and enhance the local environment; and

• create a development which celebrates the regeneration of Hayes.

4.7.4 The genesis for the development proposals is explained in detail within the Design & Access Statement prepared by Rolfe Judd Architecture (and included with the application submissions).

4.7.5 A Townscape and Visual Impact Assessment has been carried out by Grontmij and should be read in conjunction with this planning statement. The Assessment concludes that the proposed development will result in an overall beneficial impact on the character and visual quality of Hayes Town Centre with the creation of a landmark building. The proposal will have a substantially beneficial effect in improving people’s perception of Hayes as an attractive and vibrant destination and as an improving area, in the process of regeneration.

4.7.6 Overall it is considered that the proposal will maximise the potential of the site, deliver a distinctive local marker development and be well related to the surrounding context. Accordingly, the proposal is considered to accord with London Plan Policies 4B.1, 4B.3 and ‘saved’ UDP Policy BE13.

• Silverdale Road – a post war residential building of 15 storeys;

• YMCA, Station Road – a hostel of 11 storeys;

• Avis Building, Station Road – an office building of 10 storeys;

• Hayes & Harlington Station Goods Yard Development Site – residential buildings of 9 storeys in height (currently under construction);

• Nestles Factory, Nestles Avenue – factory and office buildings of c.9 storeys but including taller industrial chimney structures;

• London Gate/Thorn EMI, Blyth Road – commercial/office buildings of 6 storeys in height.



4.0 Relevant Planning Considerations4.7 Achieving a High Quality Design Approach Protecting Environmental and

Residential Amenity

4.7.7 To fully understand the effects of the proposed development upon the surroundings, particularly in relation to the neighbouring residential properties located to the north and south, a series of separate reports have been prepared and are included as part of this application. These reports assess potential impact upon daylight/sunlight, noise, overshadowing, wind/microclimate, air quality and radio/television signal interference These reports include:

• Daylight and Overshadowing Report – prepared by Hoare Lea

• Acoustic Strategy Report – prepared Hoare Lea

• Microclimate Study – prepared by Hoare Lea

• Radio and Television Signal Interference Study – Hoare Lea

• Blyth Road - Air Quality Assessment – prepared by WSP.

4.7.8 The proposal has been specifically and carefully designed so as not to have an adverse impact upon neighbouring residential properties through the arrangement of the development in terms of its bulk and scale as well as the positioning of windows and balconies etc, and therefore complies with London Plan Polices 4B.1, 5F.1 and ‘saved’ UDP

Policies BE19, BE20 and BE21.

Providing Access to All

4.7.9 The Design and Access Statement sets out the intended strategy for ensuring that the future development is accessible to all. However, generally, the proposed redevelopment of the Blyth Road site will include the following measures:

• improved vehicular access to the site through a better defined entrance and exit point. The existing two access points will be replaced by a single point of access along Blyth Road, reducing potential impacts for vehicular congestion along the road;

• introduction of new generous walkways along Blyth Road and around the north east and eastern sections of the site;

• clear, unambiguous and well lit secure entrances and public and pedestrian routes;

• all areas to be accessible by wheelchair users apart from those for building maintenance;

• all future employment spaces will be designed to be accessible to wheelchair users and the mobility impaired;

• introduction of ramped corridors rather than steps to take account of any change in levels;

• all lifts will be suitable for wheelchair users;

• means of escape to incorporate measures for disabled use, such as refuge spaces; and

• 10% of residential dwellings to be designed to be wheelchair accessible.

Safety and Security

4.7.10 Our clients design team intend to liaise closely with the Metropolitan Police in order to ensure that detailed design will accord with the general principle of ‘Secure by Design’. We envisage the final development to include the following on-site security measures:

• well defined public routes - all with active frontages overlooked;

• significant improvements are proposed to the subway area and the general pedestrian environment around the site – to promote the sense of safety;

• a residential reception/management suite will be provided as part of the development proposals;

• the scheme includes residential units at ground level fronting onto Blyth Road – both creating an active frontage and maximising the potential for passive surveillance;

• unauthorised pedestrian and

vehicular access has been addressed by minimising unrestricted access and providing clear signage at entry points and around public and private spaces.

• defensible planting adjacent podium floor flats reduce the opportunity of unauthorised access from public spaces. Soft landscaping has been designed to not impede natural surveillance.

• opportunities for crime have been minimised by the inclusion of a comprehensive CCTV system and access control system which applies to vehicular and pedestrian entry into the car park.

• a detailed lighting scheme will be designed for all open areas and to ensure that footpaths and entrances are well lit and safe.

• maximised opportunities for passive monitoring (i.e. ensuring that window overlook public routes etc).

• robust exterior to all buildings and hard landscaping to discourage and to protect against graffiti and vandalism.

• controlled access to entrance into the private elements of the development, the residential blocks and car parking area.



4.0 Relevant Planning Considerations4.8 Transport & Accessibility4.8.1 The principle objective of the

redevelopment of Blyth Road is to ensure that the proposed development is fully integrated with the transport network and that the proposed land uses will create a sustainable pattern of development. With this in mind, a full analysis of the proposal in light of the relevant transport considerations has been undertaken by WSP Development and Transportation, the findings of which are outlined in their ‘Transport Assessment’ (included as part of the planning application submission).

4.8.2 In summary, the Transport Assessment concludes that:

• the site benefits from good accessibility to local facilities by foot or cycle. These facilities include retail facilities in the town centre, public transport, education, employment areas and leisure facilities.

• the application site also benefits from good levels of public transport accessibility achieving a PTAL rating of 5 (on a scale of 1 to 6 – where 6 is the most accessible). The implementation of Crossrail (which will provide a stopping service at Hayes & Harlington Station – and will further reduce travel times into central London, Docklands, Heathrow and East London) and improvements to local bus services will further improve the accessibility of the site;

• WSP predicts that the residential car ownership level for the proposed development will be 0.592 cars per dwelling. Accordingly, a total of 95 car parking spaces are to be provided on-site – which equates to a parking ratio of 0.67 per dwelling – marginally exceeding predicted requirements;

• No parking will be provided for the new business floorspace and a parking management plan will be introduced as part of the proposals;

• Cycle parking will be provided on-site providing a total of 180 cycle parking spaces for the residential and business uses in accordance with LB Hillingdon’s ‘saved’ policy requirements;

• The net generated ‘trips’ arising from the proposed development can be adequately accommodated on existing public transport infrastructure and the existing highway network;

• As part of the development proposals, it is intended to introduce a travel plan to manage the travel behaviour of the users and occupiers of the development, specifically in terms of reducing single occupancy vehicle trips in favour of more sustainable modes of transport. A draft Travel Plan is included within the Transport Assessment.

4.8.3 On this basis, WSP conclude that the location, design, scale and land uses for the development proposal fully accord with the current national, strategic and local planning policy guidance.

4.8.4 In addition, the proposal will also positively contribute to the achievement of the aspirations of sustainable development within Hillingdon.

Proposed view looking east along Blyth Road

New ‘Gateway’ structure viewed from Station Road to the south



4.0 Relevant Planning Considerations4.9 Creating a Sustainable Development Sustainability Strategy

4.9.1 A consistent theme running through both national and strategic guidance is the need to promote sustainable patterns of development. Guidance demonstrates that this can be best achieved by encouraging the efficient use of previously developed (brownfield) urban sites to provide high density mixed-use developments which can reduce the need to travel and enhance the liveability. With this in mind, both national and strategic guidance employs a strong presumption in favour of urban and town centre development in order to create ‘sustainable communities’ (PPS1, PPS3 and PPG13).

4.9.2 The current development proposal responds to this well recognised policy objective by delivering a beneficial high density mixed-use development on a prominent urban site immediately adjacent Hayes Town Centre – which is also highly accessible by a variety of transport modes, particularly public transport.

4.9.3 It is clear that the density of the development and proposed mix of uses will not only promote the efficient use of what is an redundant brownfield site, but provide the opportunity to incorporate a number of other sustainable features. At this stage, it is envisaged that the overarching Sustainability Strategy for the development will include the following:

• where possible, sustainable recycled materials will be used in new construction, for example, 50% of timber and wood products will be sourced from sustanible sources or will utilise reused or recycled timber.

• green and brown roofs will be incorporated throughout the development proposals;

• areas of soft landscaping will be maximized;

• low-water-use appliances, systems and fittings will be used wherever practical and suitable;

• the opportunity to use rainwater harvesting to assist with the irrigation of the site will be investigated;

• the residential units have been designed to be naturally ventilated;

• all aspects of the scheme have been designed to maximise the use of natural daylight, minimising the requirements for artificial lighting;

• insulation levels will be high to minimise heat loss;

• a range of energy efficiency and renewable energy measures will be included within the scheme (details of the energy strategy are included below);

• all residential accommodation on-site will achieve Code for Sustainable Homes level 4.

Energy Strategy

4.9.4 An ‘Energy Strategy Report’ has been prepared by Hoare Lea and is included as part of the application submissions. The report sets out the proposed energy strategy for the development and reflects the Mayor’s Energy Hierarchy of “Be Lean, Be Clean and Be Green”. The Energy Strategy proposes the following:

• the introduction of low carbon technology, energy efficient equipment and passive design will be incorporated to reduce energy consumption;

• the scheme includes an on-site energy centre incorporating a community heating system to provide heating and hot water to the development;

• a gas fuelled CHP heating plant will be utilised as part of the district heating system – achieving a 23% reduction in C02 emissions from renewable sources.

4.9.5 Implementing the proposed Energy Strategy will reduce primary energy usage and C02 emissions by 34%. It also meets the objectives of the London Plan 2008.

Waste Management

4.9.6 The waste storage and collection for all residential accommodation will take place in accordance with the ‘Refuse Management Strategy’ prepared by WSP which is included as part of the application submission.



4.0 Relevant Planning Considerations4.10 Environmental Considerations

Flood risk

4.10.1 As per the requirements of the Planning Policy Statement 25: Development and Flood Risk (PPS25) a Flood Risk Assessment (FRA) has been prepared by WSP Development and Transportation in support of the development proposals and is included as part of the planning application submission.

4.10.2 In summary, the FRA notes that:

• The application site is situated within Flood Zone 1 and approximately 900m from the nearest fluvial water course (as shown on the Environment Agency’s Flood Zone Map). As a result, the site is not deemed to be at risk of fluvial flooding or tidal flooding.

• The Grand Union Canal is located approximately 150m to the north of the site. The water levels in the canal are maintained at a constant year round level of approximately 28.45m AOD by the presence of a side weir overflow and hence are not affected by fluvial events.

• PPS25 states that, sites located in Flood Zone 1 are deemed suitable for ‘More Vulnerable’ development uses. Table D.2 of PPS25 defines residential development as being ‘More Vulnerable’.

• Safe access and egress can be maintained for the lifetime of the development.

• The phase 1 Geotechnical Investigation concluded that the site and the surrounding areas were not susceptible to groundwater flooding.

• Discharge to the public sewer is restricted to below the existing critical 1 in 2 year rate.

• The site is able to positively drain all storms up to and including a 1 in 100 year return period event with no above ground flooding.

• The site is able to drain all storms up to a 1 in 100 year return period event with no above ground flooding.

• Surcharged flows created as a result of a 1 in 100 year climate change event will be stored above ground within the car park area at an acceptable depth of 16.5mm.

• The implementation of Sustainable Drainage Systems (SUDS) has been included within the design of the application in the form of underground storage tanks. The development proposal also allows for the provision of roof gardens, which will improve the ecology of biodiversity on the site.

4.10.3 In view of the above, the application site is considered to meet the requirements of the Sequential Test and as such is a suitable (and a preferential) location for a residential development in compliance with the requirements and criteria set out in PPS25 and ‘saved’ Policies QE7 and QE8 included within LB Hillingdon’s adopted UDP.

Archaeology

4.10.4 An ‘Archaeological Assessment’ has been prepared by Wessex Archaeology and is included as part of the application submissions. In summary, the assessment concludes that:

• There has been a high level of ground disturbance due to the extraction of brickearth on the site during the 19th century.

• The potential for the survival of buried archaeological remains prior to this date are therefore considered very low.

• There are no listed buildings within the site footprint; the closest listed building laying c. 200m to the north west of the site (Enterprise House is the former gramophone factory for His Master’s Voice). There would therefore be no direct impact upon the building from the proposed development.

• Based on the results of the assessment, archaeological work in the form of an evaluation and subsequent mitigation strategy is unlikely to be required.

4.10.5 The development is therefore in accordance with UDP Policy BE3 as archaeological investigations undertaken by Wessex Archaeology have been undertaken and findings presented.



Contaminated Land

4.10.6 The site has a long-standing history of industrial usage and as such it is possible that areas of the site may have been contaminated and requires remediation prior to construction commencing.

4.10.7 A phase 1 desk study into potential contamination on the site has been completed by CARD Geotechnics Limited. The study (included as part of the planning application submission) assesses the likely sources of ground contamination and possible pollution pathways at the construction and operational phases of the development.

4.10.8 The study notes that the site appears to have been in some form of industrial use since the mid 1930s. As a result, isolated “hotspots” of contamination may exist from spillages of chemicals and fuels at the site. Furthermore, some contamination by heavy metals and possibly asbestos, may also be present at the site. Some limited soil gas may be present beneath the site, albeit CARD Geotechnics expect the anticipated volume of gas to be low.

4.10.9 It is considered that some remediation measures will be required to facilitate development. It is anticipated that these will include the removal of hotspots of mobile contamination (e.g. hydrocarbons around former tank areas) and the provision of a capping layer in areas of soft landscaping.

4.10.10 Where areas of hardstanding are proposed, remediation of contaminated soil may be unnecessary as floor slabs or pavements will create a physical barrier between contaminated soil and possible receptors.

4.10.11The report provides a series of recommendations which will be taken into account as the development proposals are advanced. Nevertheless, any de-contamination requirements can be adequately addressed by condition or as part of any future S106 Agreement and will be undertaken prior to any development commencing.

4.0 Relevant Planning Considerations4.10 Environmental Considerations



Crossrail

4.11.1 Notwithstanding the improvements to be delivered by the implementation of Crossrail (particularly in terms of accessibility of the site and journey times into central London), the proposal has been designed to allow for a permanent railway access point through the life-time of the development. This is to be located along the eastern edge of the development site and via the southern section of the site between the railway land and the development. To ensure long-term access, this area has been kept free of buildings and will be landscaped to ensure continued vehicular access.

4.11.2 On this basis, it has been agreed that the development will not affect the ability of Crossrail to be implemented.

Aviation

4.11.3 Due to the location of the application site, its proximity to London Heathrow Airport, RAF Northolt Aerodrome and its design, specifically its height, an Aviation Assessment has been undertaken by Mott MacDonald (and is included as part of the application submission).

4.11.4 The study assesses the extent to which the proposed development can be constructed on the site, and to the required height, without adversely affecting the safety or regularity of aviation activities at London Heathrow and RAF Northolt Aerodromes. The report importantly does not simply assess the current airport operations but also looks at the future operations of both airports.

4.11.5 The report demonstrates that the proposed development is feasible from a Physical, Technical and Operational Safeguarding perspective. The analysis shows that neither London Heathrow Airport nor Northolt Aerodrome should be significantly affected operationally by the development.

4.11.6 Whilst the development penetrates the Inner Horizontal Surface, there should be no significant adverse impact upon the safe and regular operation of aircraft at London Heathrow Airport. The report notes that the future development will require obstruction lighting – the position of which will need to comply with Civil Aviation Authority (CAA) Regulations.

4.0 Relevant Planning Considerations4.11 Other Considerations

DLR

Route Connections Map

September 2007

Paddington

ShenfieldRomford

Brentwood

HaroldWood

GideaPark

ChadwellHeath

Goodmayes

SevenKings

ManorPark

IlfordForest GateStratford

WhitechapelFarringdonIverSloughTaplowBondStreet

ActonMain Line

West Ealing

TottenhamCourt Road

Liverpool Street

Burnham Langley WestDrayton

HeathrowAirport

EalingBroadwayHanwell

Southall

Hayes &Harlington

Hammersmith & CityDistrictEast London

JubileeCentral

JubileeDLR

Isle ofDogs

Hammersmith & City

CircleMetropolitanNorthernCentral

MetropolitanHammersmith & CityCircle

ThameslinkDLRJubileeCentral

Eurostar

CircleBakerlooDistrictHammersmith& City

DistrictCentral

Piccadilly

Maidenhead CustomHouse

AbbeyWood

Woolwich

Stansted

LutonGatwick

London City

NorthernCentralChelsea Hackney

New station

Surface line

Existing station

Tunnel

Portal (tunnel entrance and exit)

Key interchange

Maryland



5.0 Conclusion





5.1.1 Domaine Developments Ltd is committed to taking a leading role, in partnership with the Council, in delivering the regeneration of Hayes. The development proposals for the Blyth Road site, along with the Hayes & Harlington Station Goods Yard Development site and the London Gate proposals (further to the west along Blyth Road), will create a vibrant mixed-use quarter within the southern section of the town centre which will transform Hayes as a place to live, work and visit.

5.1.2 Furthermore, the development will, in tandem with the planned implementation of Crossrail (which will significantly improving commuting times into central London), assist in establishing Hayes as a key town centre within West London.

5.1.3 At a micro level, the proposed development will also make best use of what is a prominent, vacant urban brownfield site located in a highly accessible location (directly adjacent to Hayes Town Centre). It will replace the redundant industrial use with a modern mixed-use development incorporating high quality residential accommodation (incorporating affordable accommodation) and new business space more in tune with local demand, thereby assisting LB Hillingdon in meeting both housing and employment need within the Borough.

5.1.4 When complete, the development will make a telling contribution to the transformation of Hayes and will combine with other developments within the locality to drive forward the regeneration of the town centre and wider area.

5.1.5 In summary, the development proposal will:

• deliver 147 new residential apartments (including affordable housing) within what is a highly accessible location and directly adjacent to Hayes Town Centre;

• include a wide range and mix of residential accommodation - comprising 1, 2, 3 and 4 bed units. The new residential accommodation will assist LB Hillingdon in meeting the identified housing needs for the Borough;

• provide new business space (designed flexibly to cater for a range of Class B1 uses) at ground and mezzanine levels, which will attract investment and generate new employment opportunities;

• form a cohesive link other new developments in the area and draw in new people, stimulate investment and improve the vitality and viability of Hayes town centre;

• enhance pedestrian access around the site, improve connectivity with the surrounding area and integrate the development site into the town centre by;

• provide the opportunity to upgrade/refurbish the existing pedestrian subway (running between Blyth Road and Station Approach);

• adopt an innovative and contemporary design approach which will realise the potential of the site and deliver a distinctive development which will dramatically transform the appearance of the application site and set the bench-mark for quality of design within Hayes;

• create an active frontage along Blyth Road and fronting onto the access into the public subway (linking under Station Road), creating interest/activity and significantly improving the streetscene along Blyth Road;


5.1.6 Overall the development proposal will, in our view, firmly reflect the strategic policy objectives set out in the updated London Plan, particularly in terms of responding to the designation of Hayes as an Opportunity Area. Furthermore, the proposed development is also considered to be well aligned with the aspirations and objectives of emerging local policy as set out within LB Hillingdon’s Local Development Framework (LDF), which specifically highlights the need to regenerate the Hayes Town Centre and recognises the role high density mixed-use scheme can play in realising this objective.

5.0 Conclusion



Appendix 1EIA Screening Opinion

Date Request Received 09/12/08 Date decision required 30/12/08

Screening opinion for Proposal: Comprehensive redevelopment of site to provide part 15 storey, part 7 storey and part 4 storey buildings, providing approximately up to 140 affordable housing units and business floorspace and 82 car parking spaces; hard and soft landscaping. Location: 20 – 30 Blyth Road, Hayes A - Check list A1. Is the project Schedule One?

No

A2. Is the project Schedule Two?

No

A3. Is the project in or adjacent to a sensitive area?

No

A4. Is the project above the exclusion thresholds in Schedule Two?

No

A5. Is the project above the indicative inclusion thresholds in Appendix A of Circular 2/99?

No

A6. If the project is between the exclusion and inclusion threshold, are there issues regarding: > Local importance

IPPC/Hazardous materials

Contaminated land

Potential environmental or public health risk

Cumulative development

Potential B – Consideration of selection criteria in Schedule 3 B1. Characteristics of the development Comprehensive redevelopment of site to provide part 15 storey, part 7 storey and part 4 storey buildings, providing approximately up to 140 affordable housing units and business floorspace and 82 car parking spaces; hard and soft landscaping. Under Schedule 2 of the Town and Country Planning (Environmental Impact Assessment) Regulations 1999 the application is a Schedule 2 development. The development is considered a 10b type development ‘urban development project’. The threshold value for such a development is 0.5 hectare The subject site is 0.46 hectare and therefore does not meet the threshold. The development is therefore not classified as a schedule 2 development.

Circular 2/99 contains guidelines to help ascertain EIA development. Annex A Paragraph A18 states that EIA is unlikely to be required for the redevelopment of land unless the new development is on a significantly greater scale than the previous use, or the types of impact are of a markedly different nature or there is a high level of contamination. It also states that in addition to the physical scale of such developments, particular consideration should be given to the potential increase in traffic, emissions and noise. B2. Location of the development The site is located within the southern section of Hayes Town Centre, adjacent to the Great Western Main Line Railway and approximately 40m west of Hayes and Harlington Railway Station and the Former Hayes and Harlington Station Goods Yard Development Site. To the north the site is bounded by Blyth Road and to the west by industrial premises and the Former Thorn EMI site. The site is not located in or in close proximity to a ‘sensitive area’. The site is designated as an Industrial and Business Area and is potentially contaminated. B3. Characteristics of potential impacts The proposed scheme has some potential environmental impacts, which include:

• Contaminated land from previous uses, including the remains of residual contamination. The site is potentially contaminated. The applicants should liaise with the council’s Environmental Protection Unit regarding contamination.

• Noise impacts associated with the construction and operation of the

new development should be considered through a noise assessment, given the size of the construction task and potential increased levels of activity on the site when in operation.

• Flood risk The site is not located within a flood risk zone and the area of

works is less than 1 Ha. A flood risk assessment is not required by PPS25 but on-site mitigation such as the use of Sustainable Urban Drainage systems would be supported in principle.

• Air Quality issues associated with the construction phase and any

increased traffic as a result of the development. The site is within the Hillingdon AQMA and significant increases in pollutants should be precluded. Additionally if an energy generation means such as biomass is to be utilised to provide some of the energy for the development, any effects on air quality should be assessed.

• Socio economic impacts resulting from any loss in employment

floorspace

• Visual and amenity impacts associated with the bulk and location of the new development.

• Climate change impacts associated with the construction and operation of

the new building.

The proposal does not meet the threshold for Schedule 2 development and it is not considered to fall within one of the categories of development constituting EIA development, as per the criteria set out in Annex B of the Circular 2/99. B4. Can conditions or additional information deal with the issues identified? It is suggested that conditions and individual assessment reports are conducted to evaluate the potential effects as outlined above. The applicant has stated that the following reports will be submitted with the planning application:

• Design and Access Statement • Contaminated land desk study report • Daylight and Overshadowing Report • Blyth Road Employment Study • Acoustic Strategy Report • Energy Strategy Proposals Report • Code for Sustainable Homes Pre-Assessment • Aviation Assessment • Radio and Television Signal Interference Study • Archaeological Desk-Based Assessment • Landscape Design Report • Transport Assessment • Flood Risk Assessment • Blyth Road Air Quality Assessment • Refuse Collection Strategy

Yes C1

No x

B5. Is the proposal EIA Development? The development does not meet the threshold for Schedule 2 and it is not considered that the development will have significant effects to warrant a full EIA. C2 C1. Consideration of information to be included in the ES N/A C2. Consideration of need for additional information N/A The London Borough of Hillingdon has adopted this Screening Opinion

…………………………………….. Director of Planning and Community Services Date:23 December 2008