2012/673 LAND ROVER LODE LANE Application No: 2012/673/S

Ward/Area: ELMDON

Location: LAND ROVER LODE LANE SOLIHULL

Date Registered: 11/05/2012

Applicant: Jaguar Land Rover

Proposal: DEMOLITION OF EXISTING BUILDINGS AND ERECTION OF A

NEW 'BODY IN WHITE' ASSEMBLEY FACILITY : RELOCATION OF EXISTING SUB STATION AND ASSOCIATED LANDSCAPING AND MINOR WORKS

Documents Online: http://www.solihull.gov.uk/planning/dc/ViewAppDetail.asp?Y=2012&R=673

PROPOSAL Full planning permission is sought for the erection of an assembly building that will be used to assemble vehicle body panels for a new vehicle model currently under development at JLR. Pressed metal panels will be assembled on automated tracks with robots and presses to create the main frame and metal body of the car prior to being painted in the Paint Shop. During the lifetime of the application, amended drawings have been submitted that reduce the size and scale of the proposed building, taking it from a two storey assembly building, to a single storey assembly building. The decision to alter the building has been taken by JLR who, having considered costings of the proposal are content that a single storey building would be sufficient to accommodate their need. The development requires the demolition of the Southworks building, Block 2, together with a collection of smaller buildings being Block 33, 44, 14, 15, 30, 34, 10, 4 and 7. This collection of buildings form some of the oldest on site and are no longer fit for purpose and already produce significant maintenance problems. These buildings have an ad hoc mixture of materials, building height and building appearance. The majority of the existing functions within these buildings will be relocated to other areas of the site and into the new building. It is also noteworthy that the land upon which these buildings lie provides an area that is appropriate for the Body in White facility because it can be made available and secondly it occupies a logistically suitable part of the site for the manufacturing process. The total amount of gross internal floor area to be demolished is 41, 561sqm and the amended scheme would replace this by 66,299sqm being a net

increase in gross internal floor area of 24,738sqm. The footprint of the Body in White assembly building is 57,908sqm, which equates to an increase of 24,239sqm in building footprint from that it replaces. It is noteworthy that the building footprint of the amended scheme is smaller than that originally proposed, now being 57,908sqm as opposed to the previously sought 59,792sqm. The change in footprint has arisen due to changes in the internal grid layout and the positioning of columns which have changed as a result of the reduction from a two storey building to a single storey building. The proposed building would therefore sit in between its neighbours at Block 5, the Paint Shop, to the east, and adjacent to the remaining blocks 1, 3 and 6 of the southworks building. The building has a low pitched roof reaching 13.5m at its highest central part, the building drops to about 10m in height around its periphery albeit a parapet wall of 11m in height runs around the perimeter of the building. This reduction in height is intended to reduce the visual scale of the building. Main entrances to the building are positioned on its north and south elevations, and a new area of soft landscaping at the southern end of the building helps provide visual dominance and legibility, therefore providing supremacy and making the southern elevation the principal entrance to the building. A one way road system will surround the building and makes use of an existing roadway along the east elevation of the building before extending this around the remaining elevation of the block. Amended plans indicate a phased approach to development around this road relating to a small stretch of roadway at its east elevation of the building. Here, it is intended that a 100m stretch of road is realigned and straightened over time to allow the building to retain a straight elevation. It is indicated that this road realignment would require alterations to site infrastructure and as such these works would not be carried out in the immediate future. Delivery decks are included on the east and west elevations of the building and because of the one way road system, no HGVs will be required to reverse so avoiding the need for reversing alarms. The delivery decks are internal areas and incorporate high speed shutter doors which close once the HGV has entered the building. The building would contain a main production area. A mezzanine is proposed which provides office and amenity areas around the perimeter of the building with plant rooms at Level 3. Grey metal cladding in two colours, shades of grey and silver are proposed and have been used elsewhere on the site, such as at Block 92. At the south elevation a darker ‘solar wall’ cladding would be incorporated which would make use of incident solar gain for use as heat in cold months. Delivery decks will have dark grey cladding and the principal elevations of the building to the north and south are treated in flat composite cladding panels, with areas of glazing and insulated glass ‘look alike’ panels. Sun shade louvers are also included on the south elevation to provide shading and eliminate solar gain to the offices and other support areas. North facing roof lights are included within

the roof of the building to help make use of natural light, whilst limiting excessive solar gain. It is envisaged that 1,360 jobs will be accommodated within Body in White. A three shift operation will be introduced i.e. 06:00 to 14:00; 14:00 to 22:00 and 22:00 to 06:00. Lastly, the proposals include a new substation, to be constructed to the south of the building, within an existing car parking area for reason that an existing substation will be demolished. The substation is 8.5m by 4.5m and is approximately 5m high and will be constructed in brick with a pitched tiled roof. Background There is a clear worldwide demand for Land Rover vehicles produced at this site, which is now outstripping supply. After a number of years of uncertainty about Land Rover’s future at its Lode Lane plant, the current owner TATA have decided to make a major capital investment into the site, securing its future for the foreseeable future. CONSULTATION RESPONSES Highways : No objection subject to the completion of a

S106 agreement relating to a financial contribution to cycle way improvements and bus revenue.

Landscape Architect : No objection

Ecology : No objection

Environmental Protection : No objection

Birmingham Airport : No objection

Highway Agency : No objection

Severn Trent Water : Awaited

Environment Agency : No objection

Neighbours Notified

: 14/05/12, 26/06/12

Site Notice : 15/05/12

Press Notice : 18/05/12

REPRESENTATIONS Three letters of objection received summarised as follows:

• Inconsiderate parking on highways adjacent to the JLR works

• No further development should be allowed until satisfactory on site car parking is provided.

RSS11 – Regional Spatial Strategy for the West Midlands (January 2008)

QE3 Creating a High Quality Environment for All PA1 – Prosperity for all Despite the coalition Government’s intention to revoke regional spatial strategies they remain part of the development plan until they are abandoned using powers set out in the Localism Act. Whilst it is the Governments clear intention to revoke them subject to completion of Strategic Environmental Assessments, for the purposes of this application, the West Midlands Regional Spatial Strategy remains part of the development plan and in relation to the details of this application, the weight to be attached to it is a matter for the decision maker. Solihull UDP (2006) E6 Land Rover ENV2 Urban Design ENV13 Wildlife Species ENV14 Trees and Woodland ENV17 Water Protection ENV18 Noise ENV19 Bad Neighbour Uses ENV22 Energy Conservation T1 An Integrated and Sustainable Transport Strategy T5 Promoting Green Travel T13 Car Parking Solihull Draft Local Plan – Shaping a Sustainable Future Work has reached an advanced stage on preparing a development plan that will replace the existing adopted UDP. This plan will provide the long-term spatial vision for how the Borough’s towns, villages and countryside will develop and change over the Plan period to 2028. The plan sets out to deliver a strategy for promoting, distributing and delivering sustainable economic growth whilst conserving and improving the character and quality of the environment. The draft Local Plan has been released for a six-week public consultation period of representation, which expires on 5th March 2012. The feedback from this consultation will inform the adoption process of the Local Plan. A decision to submit the Plan will be taken late Spring 2012 with a view to an

independent Examination in Public taking place later in 2012 and eventual adoption Spring 2013. The Plan is considered to be a material consideration, carrying an element of weight having been through consultation processes.

• P1 – Support Economic Success

• P3 – Provision of Land for General Business and Premise

• P7 – Accessibility and Ease Access

• P8 – Managing Demand for Travel and Reducing Congestion

• P9 – Climate Change

• P10 – Natural Environment

• P11 – Water Management

• P14 – Amenity

• P15 – Securing High Quality Design Government Guidance National Planning Policy Framework (NPPF) The NPPF advises that there is presumption in favour of sustainable development, which should be seen as a golden thread running through both plan making and decision taking. For decision taking this means:

• Approving development proposals that accord with the development plan without delay; and

• Where the development plan is absent, silent or relevant policies are out of date, granting permission unless:

- any adverse impacts of doing so would significantly and

demonstrably outweigh the benefits, when assessed against the policies in this Framework taken as a whole; or

- specific policies in this Framework indicate development should be restricted.

The NPPF also carries forward the thrust of Government guidance in the Ministerial statement “Planning for Growth” by attributing significant weight in the need to support economic growth through the planning system. Relevant to this proposal are the following sections: Achieving Sustainable Development 1. Building a strong, competitive economy 4. Promoting sustainable transport 7. Requiring good design 10. Meeting the challenge of climate change, flooding and coastal change SPDs Vehicle Car Parking Standards and Green Travel Plans

Financial Considerations The Localism Act makes provision for local financial considerations to be taken into account as a material consideration in determining a planning application. Such matters may include contributions as a result of section 106 agreements, as these are directly related to the development and necessary to make the proposals acceptable, such considerations will carry significant weight. Other financial considerations, including the benefit as a result of an increased New Homes Bonus (paid to authorities based on the number of new dwellings provided), are more general and whilst are a factor in favour of the grant of permission will only carry limited weight (unless otherwise stated in the later paragraphs of this report). Planning for Growth

This Ministerial Statement advises that the Government’s top priority in reforming the planning system is to promote sustainable economic growth and jobs. The Government’s clear expectation is that the answer to development and growth should wherever possible be ‘yes’, except where this would compromise the key sustainable development principles set out in national planning policy. When deciding whether to grant planning permission, local planning authorities should support enterprise and facilitate housing, economic and other forms of sustainable development. PLANNING HISTORY

Planning history for the site is extensive; however, the most recent is as follows:

• 2011/1769 (31st May 2012) [Full Plans Approval] Demolish existing buildings north and south of Block 96 and their replacement with extensions; associated changes to the external internal roadway; and associated landscaping and minor works.

• 2011/1273 () [Undecided] First floor extension to block 99 paint shop.

• 2011/1120 (22 Aug 11) [Full Plans Approval] Installation of 8 underground fuel tanks.

• 2011/1063 (26 Jul 11) [Withdrawn] New data centre.

• 2011/400 (04 May 11) [Full Plans Approval] Construction of rooftop ventilation plant to east works -pla facility

• 2011/368 (05 May 11) [Full Plans Approval] Install temporary canopy link between decks 28 and 29, east works.

• 2011/130 (15 Mar 11) [Full Plans Approval] Enclosure of existing deck 27 canopy at east works.

• 2010/2123 (24 Mar 11) [Full Plans Approval] Demolition of existing buildings and erection of three storey office block and component building with unloading/loading area adjacent to north works.

• 2010/1964 (14 Jan 11) [Full Plans Approval] New free standing canopy for the loading and unloading of vehicle components

• 2010/1322 (16 Sep 10) [Full Plans Approval] Erection of temporary storage building to replace storage facilities damaged by recent fire

• 2008/1453 (18 Sep 08) [Withdrawn] Alterations to flood lighting at previously approved pallet park area on planning application 2008/735. to increase lighting columns from 4 to 7.

• 2008/1075 (14 Jul 08) [Full Plans Approval] North works car park - security office comprising erection of prefabricated office building.

• 2008/735 (03 Jul 08) [Full Plans Approval] Proposed pallet park, vehicle car parking area and operations cabin, including erection of 3.5m high acoustic fencing, 2.4m high palisade fencing and new 10m lighting columns.

• 2007/1681 (04 Sep 07) [Advert Approval] Internally illuminated totem signs at two entrances.

• 2007/743 (08 May 07) [Withdrawn] Installation of a supporting pole onto existing telecommunications mast to accommodate 1 no. dish (600mm diameter) increasing the total height of the structure to 43.7metres , plus the installation of 3 no. additions dishes (1 x 600mm and 2 x 300mm diameter).

• 2007/87 (02 Jul 08) [Full Plans Approval] Proposed pallet park and operations cabin, including erection of 3.5m high acoustic fencing, new lighting upon columns and formation of perimeter roadway

• 2006/2758 (20 Feb 07) [Full Plans Approval] Improvements to perimeter fencing to include new 1.5 metre fencing on earth bund at Cophams close and Tanhouse farm road, new 3 metres to 5.5 metre fence along eastern boundary. Replacement of existing 10m high lighting columns with new 10m high lighting in car parking area. in the north of the site to 10 metres in height and new security cabin.

• 2006/1484 (01 Sep 06) [Full Plans Approval] New single storey modular office.

• 2006/1299 (09 Aug 06) [Full Plans Approval] T5 biw building. additional exhaust stack.

• 2006/1174 (25 Jul 06) [Full Plans Approval] Extension of cop building to provide standing space for ten additional vehicles and additional plant room.

• 2006/220 (12 Apr 06) [Full Plans Approval] To erect 16 no. steel lighting columns up to 15m high to support radio frequency vehicle tracking antenna in vehicles parking areas and towards the damson parkway gates (DI and D2) to track production vehicles.

SITE DESCRIPTION

The Land Rover site at Lode Lane has been used for the production and manufacturing of Land Rover vehicles since 1945. The plant consists of four main buildings, North Works; East Works; South Works and the Paint Shop. The site occupies an area of 130 hectares and is designated as Employment land within the Solihull UDP 2006. The site is bound by residential development to the north, south and west, with Damson Wood Estate located to the south, Damson Park to the south east and residential development at Lode Lane to the west and Tanhouse Farm and Chapelfields to the north. Elmdon Park abuts the site to the east. Access is taken from Lode Lane for visitors and employees, and access from Damson Parkway for deliveries and vehicle dispatch. The site subject to this application is approximately 7.42 hectares in size and is located in the centre and on the south side of the plant. The site is bounded to the north by internal roads, existing buildings to the east, Billsmore Wood and the JLR Social Club to the south, and existing buildings to the west. An existing telecommunications mast neighbours the site at its north west corner. Residents closest to this development include those on the Damsonwood Estate to include Banbrook Close, Thelsford Way, Milhome Green and Rowood Drive. Nevertheless, other areas of the JLR site separate these residents from the Body in White being the car park and Land Rover driving experience, existing landscape bunds and mature planting as well as palisade and wooden fencing. Billsmore Wood Local Wildlife Site and the Jaguar Land Rover sports and social club, with its associated playing fields, also providing intervening development between the application site and neighbours. MAIN ISSUES

• Pre Application Consultation Exercise

• Principle for Development

• Economic Regeneration

• Design

• Neighbour Amenity and Noise

• Limiting CO2 and climate proofing

• Impact on economic and physical regeneration

• Ecology and Landscape

• Highway

• Other APPRAISAL Pre-application Consultation Exercise The National Planning Policy Framework recognises that early engagement has significant potential to improve the efficiency and effectiveness of the planning application system for all parties. Good quality pre-application

discussion enables better coordination between public and private resources and improved outcomes for the community.

The NPPF confirms that local planning authorities have a key role to play in encouraging other parties to take maximum advantage of the pre-application stage. They cannot require that a developer engages with them before submitting a planning application, but they should encourage take-up of any pre-application services they do offer. They should also, where they think this would be beneficial, encourage any applicants who are not already required to do so by law to engage with the local community before submitting their applications. The guidance confirms that the more issues that can be resolved at pre-application stage, the greater the benefits. For their role in the planning system to be effective and positive, statutory planning consultee’s will need to take the same early, pro-active approach, and provide advice in a timely manner throughout the development process. This assists local planning authorities in issuing timely decisions, helping to ensure that applicants do not experience unnecessary delays and costs. With this in mind, JLR was encouraged to undertake public consultation. JLR sent letters to 400 residents living adjacent to the development site in Lode Lane, Rowood Drive, Billsmore Green, Kitwood Drive, Lingham Close, Milholme Green, Thelsford Way and Banbrook Close. Ward Councillors from Elmdon ward were also invited. The letter invited residents to attend one of two open evenings, which took place on Monday 3rd and Tuesday 4th April between 6pm and 8pm. Feedback was generally positive. Therefore, having regard to the consultation process undertaken, I am content that the process was in accordance with the Council’s adopted Statement of Community Involvement and advice contained in the NPPF. Principle for Development

Planning law requires that applications for planning permission must be determined in accordance with the development plan unless material considerations indicate otherwise. At the heart of the National Planning Policy Framework is a presumption in favour of sustainable development, which should be seen as a golden thread running through both plan-making and decision-taking. For decision-taking this means:

• approving development proposals that accord with the development plan without delay; and

• where the development plan is absent, silent or relevant policies are out-of-date, granting permission unless:

• any adverse impacts of doing so would significantly and demonstrably outweigh the benefits, when assessed against the policies in this Framework taken as a whole; or

• specific policies in this Framework indicate development should be restricted.

Within the overarching roles that the planning system ought to play, a set of core land-use planning principles should underpin both plan-making and decision-taking. There are 12 core principles and one includes:

• proactively drive and support sustainable economic development to deliver the homes, business and industrial units, infrastructure and thriving local places that the country needs.

The NPPF confirms that the Government is committed to securing economic growth in order to create jobs and prosperity, building on the country’s inherent strengths, and to meeting the twin challenges of global competition and of a low carbon future. Further, it is committed to ensuring that the planning system does everything it can to support sustainable economic growth. Planning should operate to encourage and not act as an impediment to sustainable growth. Therefore, significant weight should be placed on the need to support economic growth through the planning system. Further, Local planning authorities should look for solutions rather than problems, and decision-takers at every level should seek to approve applications for sustainable development where possible. Local planning authorities should work proactively with applicants to secure developments that improve the economic, social and environmental conditions of the area. This application is clearly supported by Government Policy set out in the NPPF and will deliver support sustainable economic growth, which carries significant weight. Policy E6 of Solihull UDP states that the Council will support Land Rover in the modernising and development of its Solihull factory, within the boundaries shown on the Proposals Map, so as to maintain or enhance its competitive position in the global motor vehicle industry. In considering applications the Council will have regard to the need to protect the amenities of residents living close to the plant and to highway and environmental implications. In any significant applications, such as this, a reduction in car dependency will be expected. The Draft Local Plan (DLP) also recognises the importance of JLR to the Borough, the West Midlands Region and nationally. At paragraph 7.1.10 the DLP acknowledges that JLR is a key driver of economic recovery, as an advanced manufacturing firm developing leading technologies including low carbon emissions vehicles. Policy P1’Support Economic Success’ part (d)

expresses Council support and encouragement to the development of JLR to help maintain or enhance its function as a major manufacturer of vehicles.

The proposals have clear support through development plan policy. Impact on Economic and Physical Regeneration This application is proposing to demolish 41,561 SqM of buildings and erect 24,738 SqM of a new 'Body in White' building (to assemble a new vehicle model) therefore providing a net increase in 24,738 SqM of floorspace. The factory already directly employs about 5,000 people and 2,000 contactors work at the site. The proposed development would generate another 1,360 new jobs on a 3 shift system.

The emerging Local Plan recognises the importance of JLR and other economic assets to the local and regional economy and to regeneration, particularly in North Solihull but also to pockets of deprivation elsewhere, including in nearby Lyndon and Elmdon.

There are over 500 automotive firms operating in the West Midlands, employing approximately 38,000 workers. The 2010 Local Economic Assessment identified the significance of transport technologies and automotive manufacturing to Solihull’s economy as follows:

• The automotive supply chain infrastructure within Solihull is extensive and highly integrated with tier 1 & tier 2 operatives, approximately 50 automotive firms in Solihull employing 6,600 with Jaguar Land Rover (JLR) contributing the lion’s share and manufacturing accounting for 9% of jobs locally (2007 figures). Solihull also has the largest number of workers occupying “knowledge based” roles in the transport manufacturing industry compared to the rest of the UK, highlighting its strong R&D position.

• Above average output per job in production in Solihull (32% higher than the England average) reflecting the predominance of high tech and medium high tech manufacturing activity in the Borough including automotive manufacturing – with production contributing 17% of local economic output.

• Transport manufacturing is expected to be the fastest growing sector in Solihull in employment terms over the medium-term (3.8% per annum and forecast output growth of 4.6% per annum therefore a key growth driver locally and for the wider West Midlands - reflecting JLR strong position with regards to growing demand for low emissions technology and luxury and niche vehicles.

JLR currently supports 15,780 jobs and £957.3m GDP, by 2026 they could support 17,450 jobs and £1.761b GDP contribution. This scenario is based on

an assumption of increased production levels at JLR and sustained levels of employment. The expansion plans and increased employment levels announced are therefore likely to mean that this potential is now significantly higher. It is crucial that Solihull supports current organisations like Jaguar Land Rover in their expansion plans so the Borough can capitalise on their growth plans and other forecasted inward investment opportunities within this sector. Advanced Manufacturing & automotive has been identified as a key area of opportunity for Manufacturers in the West Midlands and Solihull in particular. Therefore, the proportionality of the benefits to the scale and nature of the development proposed are appropriate, in terms of the added value generated from employment and GDP contribution. Design The Body in White assembly building has been designed to a high standard. Clearly, this is a vast building in terms of its footprint and would cover 180m in width and up to 345m in length. However, sitting in between existing development of Block 1 and its links to Blocks 3, 6 and 36 to the west and building T5 to the east provides both context and scale for the Body in White and accordingly would assimilate comfortably within its setting. A part width forward projection to the north of the building and acting as a main entrance to the site helps break up the mass of the building where more public views of this block can be taken from the north. Here, curtain wall glazing is attached to the elevation providing effective relief from cladding whilst ensuring that the bulk of the building is broken. This glazing also introduces a more human scale to the block and landscaping in front of the building further helps provide a more legible pedestrian entrance to the building. Big box architecture has been used on this industrial unit that provides effective legibility whilst also helping articulate the structure. To this effect vehicular loading bay entrances are made clear through the use of darker cladding materials, and in so doing provide a strong visual contrast to the lighter external profile of the block, breaking up the bulk and mass of the building. A lighter palette of cladding materials are also proposed to include a light grey and silver cladding (found elsewhere on site) and once more this variation in material helps define and enliven the building, reducing scale, bulk and mass whilst ensuring the building helps blend with views of sky. The introduction of louvers also helps define the building. The areas of new soft landscaping to the north and south of the building are welcomed and are considered a positive addition, helping in providing a more welcoming arrival experience to the building. In the case of the landscaping provision to the south of the building, these enhanced areas of landscaping also link the nearby Bills Wood to the surrounding plant. The proposal is considered acceptable and in accordance with Policy ENV2 of the Solihull UDP.

Neighbour Amenity and Noise Consideration should be given to neighbour amenity through visual amenity and noise (no smells will be produced by the assembly process). Nearest neighbours at Banbrook Close and Milholme Green are situated approximately 250m from the site but are separated from the new building by an existing landscaped earth embankment reaching 5 to 6m above ground level with vegetation reaching 10m in height. Within the plant acoustic fencing exists surrounding existing car parking areas and screen fencing from HGV traffic. These physical measures are to be left in situ. The amended submission has made a material reduction in the height of the proposed building as compared to its original submission as a two storey building. Accordingly, this latest scheme for a single storey assembly building ensures that the sky line of JLR is not materially altered. This is important, because nearest residents within the Damsonwood Estate, in particular at Rowood Drive, Thelsford Way and Banbrook Close are situated on higher ground to JLR and therefore, some vantage points of the plant skyline can be made. The amended scheme would ensure that the Body in White remains 2m lower in height than the neighbouring T5 building, and is a further 12m lower in height than the Paint Shop which is situated centrally within the site, and slightly north of the Body in White. The Body in White would be just 2m higher than the buildings it replaces. Given the separation distances involved, this marginal 2m increase in height will not be perceived by neighbours viewing the plant from Damsonwood Estate. The proposed height and scale of the building, together with grey materials that help blend the building with views of sky ensures that the proposal is acceptable in terms of visual amenity. The building has been designed with care to ensure that noise breakout is minimal. A noise impact assessment has been carried out in support of the application. This assessment reviews typical operational noise levels for the proposed facility and assesses this against the existing noise climate at the nearest residential properties and the registered noise levels of the existing Noise Abatement Zone, within which the site falls. The introduction of a one way road around the building ensures that all vehicular movements into the building are in forward gear, so negating the need for any reversing and associated reversing alarms and thus noise. Dedicated areas on the east and west of the building will receive components. These delivery areas make use of ‘drive through’ arrangements to negate reversing and are covered over such that there are no off loading and storage activities outside of the building envelope. Vehicle entry and exit to these unloading areas is via rapid access doors, where doors are only open as vehicles pass through. Calculations on noise emission from the building together with HGV movement are below the lowest night time background sound level. Assessment in accordance with BS 4142:1997 indicates that ‘complaints are unlikely’ at the nearest dwellings on Banbrook Close and Milholme Green.

The calculations further indicated that the BS 8233 ‘good’ internal standard can be achieved at the nearest dwellings when windows are open and that BS 8233 criteria for gardens can also be achieved. The exact type and specification of plant are not yet known and therefore a suitable condition is recommended to ensure that noise levels are kept to a reasonable level and remain compliant with the Noise Abatement Zone within which the site sits. On this basis, your Environmental Protection Officer is satisfied with the proposal, and subject to condition on plant no objection is raised. Limiting CO2 and climate proofing The building has been designed to minimise energy requirements in a sustainable manner. North facing rooflights are to be installed thereby making efficient use of sunlight and reducing the need for artificial light, but minimising solar gain which would then require mechanical cooling. A mechanical ventilation system is proposed which incorporates a high efficiency heat recovery system, solar walls, inverter driven fans and low pressure ductwork, which will help reduce heating and electrical demands. All lighting will employ low energy lamps and will have intelligent controls. A rainwater system will service staff toilets. Altogether these measures are expected to produce a building that has a high BREEAM rating with a favourable Energy Performance Certificate. These sustainable techniques are welcomed. The proposal is considered compliant with UPD Policy 22 and Policy P9 of the Draft Local Plan. Ecology and Landscape The application has been supported by a bat assessment (in view of the demolition works proposed) as well as an extended Phase 1 ecological survey given the proximity of Bills Wood adjacent to the application site. The report has concluded that existing flora and fauna will not be materially affected by the proposal provided that the following is adhered to: (i) the use of tree protection measures to trees within Bills Wood during construction phase; (ii) Adequate site drainage to avoid impact on fishing lakes within Bills Wood; (iii) external lighting to avoid any increase in lux to Bills Wood. The updated bat survey, undertaken in May 2012 concludes that the buildings to be demolished have a negligible potential for bat roosts and no evidence of bats was recorded. However, pipestrelle bats were foraging along the southern site boundary and within Bills Wood. Accordingly the report recommends that external lighting is dealt with carefully to prevent light spill onto the southern site boundary, that demolition takes place under the supervision of a suitably experienced ecologist and that tree planting and placement of a number of bat boxes within the adjacent woodland occurs.

Your landscape and ecology officer support this application subject to compliance with suitable conditions that reflect the conclusions of both the Ecological Appraisal and Breeam Assessment Addendum June 2012 and Bat Activity Survey Report June 2012. Highways The Site and Proposed Development

The JLR site is located north of Solihull Town Centre, south of the A45 Coventry Road, and approximately 4km west of the M42. There are four accesses to the site from the surrounding highway network, Lode Lane North (opposite Rodney Road and adjacent to Leafield Road), Lode Lane South (located at the signalised junction of Lode Lane/Dovehouse Lane), Damson Parkway North (located adjacent to site entrance for Solihull Moor Football Club), and Damson Parkway South (located at the roundabout junction of Damson Parkway and Damson Lane). All accesses can be used by pedestrians, cyclists and light vehicles but HGV’s can only access the site via the Damson Parkway north and south accesses. HGV operations predominantly access the site via the A45 Coventry and M42 J6 albeit a small proportion of car transporters entering and leaving site do so via the A41 Solihull Bypass.

Approximately 8,000 employees are based at the JLR site. Half are non-shift day workers that work anytime between 08:00-18:00 and the other half are shift workers working. There are two principal shift arrangements on site – approximately 60% of shift staff work on a three-shift pattern between 06:00 - 13:30, 13:30 – 21:00, and 21:00 - 06:00. The remaining 40% of staff work a two-shift pattern between 07:30 – 16:00 and 20:45 – 06:00.

There is an extant consent at the site for the extension to Block 96. Once this permission is bought into use, the site headcount would increase to around 9,000. The JLR site has approximately 4,400 staff car parking spaces. Since the implementation of the three-shift pattern, parking within site has become constrained to such a level where JLR has now leased around 1000 parking spaces at Birmingham Airport for day staff and visitors on a park and ride basis. All non-shift workers are now prohibited to park within the JLR site and are expected to use the Birmingham Airport park and ride service. JLR indicate that this is only a temporary arrangement and plans are being considered to increase parking capacity within site.

It is important to note that over half of the JLR workforce arrive and depart the site outside of the traditional network peak hours. The recent implementation of the three-shift pattern has reduced the number of number of shift workers per shift and moved shift start/finish times further away from the network peak hours.

From a highway and transportation perspective, there are two main things to consider for this development:-

• Can access to the site by non-car modes be maintained at the start and end of all shift periods to ensure that employees can realistically and easily access the JLR site without the need to use a car; and,

• The impact of the development on the function and safety of the highway network, which in this case will include the impact of HGV traffic into and from site.

Access by non-car modes JLR conducted a travel survey of existing employees’ travel habits. These are shown in table 1. Table 2 shows distance travelled.

As part of this application, an Interim Travel Plan has been submitted. The travel plan measures would be implemented for staff working in the Body in White building only, but some of the ‘hard’ measures within the travel plan would have wider benefits to all staff. Specifically, the travel plan seeks to reduce single occupancy car journeys to site by 4% with an increase in sustainable modes as outlined in the table below:

* total is greater than 100% - represents regular travel behaviour ** the sum of non car modes/car share to be increased by 4% to accommodate drop in travel by single car driver. Following occupation of the development, a final travel plan would be required with survey data of new employees’ travel habits and a further iteration of targets which respond to the survey results. This could be secured by condition.

Walking and Cycling.

The site is embedded within a large residential area. A majority of the built up areas of Olton, Elmdon, Lyndon and the ward of Sillhill are located within 2km – a 25 minute walk/10 minute cycle ride. The JLR 2008 travel survey highlighted the distances that people travel to work and these are shown in table 2.

Table 2 Up to 1

Between 1

Between 2

Between 5

Between

Over 20

Table 1 Travel Plan Target

Existing Modal Split *

Target Modal Split for travel plan**

Car as driver on own 73% 69.%

Car share regular driver or passenger 13% **

Car Passenger 3% **

Cycling 7% **

Public transport 2% **

Motor bike / scooter 4% **

Walking 2% **

mile and 2 miles and 5 miles and 10 miles

10 and 20 miles

miles

2% 6% 21% 18% 33% 20%

It is considered that the JLR site has good accessibility by foot at three of the four access points - Damson Parkway north and south and Lode Lane south have footways that link to the wider footway network, bus stops, and good quality road crossing facilities. In terms of cycling, there have been significant improvements to cycle infrastructure close to site in recent years as a result of the ANITA project. The Council is also currently developing a cycle network for North Solihull. This, in conjunction with the cycle routes completed as part of ANITA, will significantly improve cycle access to the development for employees cycling from North Solihull. However, there is a gap in cycle infrastructure between the Damson Parkway accesses and along the A45 Coventry Road. This link would form the key part of the journey for any employees living in North Solihull and who may be considering cycling to the JLR site. As part of the extant consent for the Block 96 extension, JLR agreed to contribute £20,000 towards improvements to cycle infrastructure to site. A further contribution of £18,200 is sought as part of this application, the level of which is proportionate to contribution sought as part of the Block 96 extension. Any scheme to improve cycle links along Damson Parkway/A45 would link to the improvement in cycle infrastructure proposed as part of the A45 Coventry Road diversion. The Lode Lane accesses link well directly onto an existing off-road cycle route linking Solihull Town Centre in the south with the A45 Coventry Road/The Weatsheaf in the north. Bus There are eleven bus stops located within 400 metres of the JLR site. Nine of these bus stops are located in close proximity to the Lode Lane north and south entrances. The remaining two bus stops are located close to Damson Parkway north and south entrances.

All bus services served by the eleven bus stops are outlined on the table below:-

The applicant has used accessibility modelling software to assess the service level of buses for the proposed new shift start and finish times, i.e. 06:00, 14:00, and 21:00.

The modelling identified that a high frequency and choice of bus services to/from site is available during the day (and thus for staff starting or finishing their shift at 14:00) with a majority of Solihull and Birmingham accessible within a 60 minute bus journey.

However, early morning and late evening services are limited. A majority of Solihull and particularly North Solihull is not easily accessible by staff commencing or finishing their shift at 06:00 or 21:00. A travel plan has been submitted, which includes a target to increase the existing public transport modal share by 20% against the baseline of 2%. In order to achieve this modal share to ensure that access to employment is possible for people without access to a car - particularly people in the North Solihull regeneration zone and those aged 18 to 24 - it is considered that improvements along the bus corridors between North Solihull and the site are necessary. Such service improvements would include better frequencies and extended hours of service and would tie in with the Capital and Revenue improvements proposed to North-South bus services as part of the ANITA project. As part of the Block 96 extension, JLR agreed to contribute £50,000 towards these improvements. A further contribution is sought as part of this application for £45,500, the level of which is proportionate to contribution sought as part of the Block 96 extension.

Subject to provision of funding to improve bus and cycle access to site and a condition securing improvements to crossing facilities at the Lode Lane north

access, the proposed development is considered acceptable in terms of offering realistic and attractive travel to site by non-car modes.

Traffic Impact The applicant has used a first principles approach to forecast the likely vehicle impact of staff and HGV trips. The traffic impact assessment takes account of the effects of the recently implemented three shift pattern and committed development, i.e, the recently approved the Block 96 extension. The assessment assumes that all staff park on site and do not use the Birmingham Airport park and ride facility (since this is only a temporary arrangement). Your highway officers have carefully assessed the data and consider it to be robust.

Staff Trips The proposed development would result in an additional 1,360 staff equally split between three shifts, i.e, there would be an additional 453 staff per shift. It has been assumed that the modal-split of new staff would follow that of existing JLR staff travel patterns, as recorded by the JLR travel survey completed in 2008. Using the JLR travel survey modal-splits, it is anticipated that the proposed development would result in an additional 770 two-way trips during each shift start/finish hour, i.e. 385 trips arriving and 385 trips departing between 05:30 – 06:30, 13:00 – 14:00, and 20:30 – 21:30. The table below shows the impact of the additional staff trips relative to the trips levels at the site when it operated on a two-shift pattern and the three-shift pattern plus the committed (but not implemented) Block 96 extension.

HGV Trips

Traffic counts completed for the Transport Assessment show that the JLR site generated 2,400 two-way HGV trips per day prior to the implementation of the three-shift pattern in April 2012 and the commencement of the Birmingham Airport park and ride for non-shift workers. The counts show that the HGV trip profiles are largely spread throughout the day, evening, and night. JLR anticipate that the three-shift pattern coupled with the committed Block 96 extension would generate an additional 1,100 two-way HGV trips on the above, increasing the daily total number of HGV trips to 3,500.

On implementation of the proposed development, it is anticipated that a further 700 additional two-way HGV movements would be generated resulting in a total of 4,200 daily HGV trips or a 57% increase on pre-April 2012 levels. Again, these HGV trips would be evenly spread throughout the day, evening, and night. The table below shows the impact of the additional HGV trips relative to the trips levels at the site when it operated on a two-shift pattern and the three-shift pattern plus the committed (but not implemented) Block 96 extension.

Impact on Highway Network All relevant junctions have been analysed to assess the traffic (staff and HGV) impact from the proposed development. The peak hours of operation for the JLR site do not coincide with the peak hours of the highway network. Therefore, the applicant has completed assessment of junctions for both the JLR and network peaks at the following junctions:

• Lode Lane North entrance/B425 Lode Lane priority junction

• Lode Lane South entrance/Dovehouse Lane/B425 Lode Lane signalised junction

• Damson Parkway North entrance/Damson Parkway signalised junction

• Damson Parkway South/Damson Parkway/Damson Lane roundabout

• A45 Coventry Road/Damson Parkway signalised junction

• A41 Solihull By-Pass/Yew Tree Lane/Hampton Lane staggered signalised junctions

The assessments reveal that all junctions could accommodate the forecast development traffic (cars and HGVs) except for the A45 Coventry

Road/Damson Parkway and A41 Solihull bypass/Yew Tree Lane junctions. These junctions are already operating over-capacity during the peak periods and the increase in traffic resulting from the development would not result in a significant deterioration in performance during those periods. The assessments also indicate that the Lode Lane south/Dovehouse Lane/B425 Lode Lane signalised junction would operate at close to capacity during the JLR and network peak in 2015 and 2021 assessment year scenarios, when taking account of the development. Officers are however aware of continuing problem HGVs travelling in cohorts along the A41 Solihull Bypass. This has resulted in multiple HGVs using the A41 Solihull by-pass/Yew Tree Lane signalised junction, which, due to the amount of road space they take, has caused some localised congestion. The proposed development offers an opportunity to control the routing of HGVs to/from the JLR site. Whilst it is not considered reasonable or absolutely necessary to prohibit all HGV accessing/leaving site via the A41 Solihull Bypass, a robust traffic management plan should be sought. This could be secured by condition and would allow the Highway Authority and stakeholders to work closely with JLR in partnership to retain a dialogue to ensure any observed problems are discussed and action taken. Subject to the provision of a Traffic Management Plan and the funding of TRO’s the impact of the proposed development in terms of staff and HGV trips is considered acceptable. Parking The site currently has approximately 4,400 car parking spaces for employees, spread across multiple locations across the site. However, an additional 600 car parking spaces will be made available in the northern car park by 2013 as a result of an existing lorry park being moved off-site. Since the commencement of the three-shift pattern, parking within the site has become constrained and JLR, in an effort to relive the situation, has leased around 1000 parking spaces at Birmingham Airport for day staff and visitors on a park and ride basis. All non-shift workers are now prohibited to park within the JLR site and are expected to use the Birmingham Airport park and ride service. Unfortunately, however, prohibiting parking within site and egress delays have resulted in displaced parking by some workers on surrounding residential roads leading to a number of complaints. It is therefore considered that any further development at JLR should also include an obligation, via Section 106, for provision of Traffic Regulation Orders (TROs) on surrounding residential roads. Such TROs could include residents parking schemes whereby all parking on adjacent roads is prohibited except for residents and holders of permits. Any scheme of TROs will be subject to detail consultation with local residents. In addition to TRO’s it is suggested that the traffic management plan should include measures to seek to manage off site parking issues.

JLR has shown a commitment to work with the Council and resolve the issues created by parking. Whilst not part of this application, JLR has outlined a proposed to increase the capacity of the northern car park from circa 2,000 spaces to circa 4,000 spaces. This will be a permanent car park and could be open from June 2014 but would, of course be subject to planning permission. Other Concerns raised by residents relate to on road car parking that is currently taking place on residential streets around the plant. This has occurred since the introduction of a three shift system in May 2012, and although additional car parking is provided by JLR at Birmingham Airport with a shuttle service running between sites, some employees have chosen to park elsewhere. JLR have undertaken several actions in an attempt to stop employees from parking in these residential areas surrounding the site and they state:

• The business is committed to maintaining good community relations and the business is working hard to tackle this problem. JLR is also working with the local neighbourhood watch.

• These issues are actively highlighted in regular communications and JLR frequently encourage staff and contractors to be considerate when parking.

• Regular patrols are undertaken off site – vehicles parked in residential

areas are leafleted and registration numbers are recorded.

• Where it is possible to identify individuals, this is raised with HR or the relevant contract company to further encourage considerate parking. The data is reviewed on a regular basis so that any regular inconsiderate parking can be highlighted with the individuals.

Through discussion with the Council, JLR have agreed to help fund additional Traffic Regulation Orders on roads surrounding the JLR site to prevent such staff/ visitor parking taking place or to limit HGV access to residential areas should this be necessary. CONCLUSION The proposed Body in White assembly building constitutes a further phase of capital investment at the Lode Lane site of JLR. The proposal would demolish a collection of older buildings and in its place would introduce an assembly building of 66,299sqm gross internal floorspace, providing a net increase of some 24,738sqm. Within this building a new vehicle model would be assembled by robots with ancillary office and amenity spaces provided around the periphery of the building at mezzanine level with plant situated above. A total of 1,360 jobs would be secured working on a three shift system. The building would be single storey and would raise just 1m in height above those they replace, remaining a clear 2m lower than the neighbouring T5

Block and some 12m lower than the Paint Shop positioned nearby to the north. The scale of the building therefore sits comfortably against neighbouring plant and will not make a material change in the skyline of development when viewed from the nearby Damsonwood residential estate. The building has been designed with care to ensure that its visual appearance, its bulk scale and mass is reduced through clever use of materials that both blend the building with sky but also these materials ensure that clear articulation and legibility around the block is secured. Additional soft landscaping to the principal elevations to the north and south of the block help soften the building whilst help strengthen legibility of pedestrian site entrances. These techniques combine to provide an industrial building of an impressive visual aesthetic raising the standard of design at the site. A one-way external road is introduced, extending from an existing road. This one way system ensures that vehicles enter and exit the site in forward gear so negating the need for reversing with associated alarm sound. Loading bays are located on the east and west elevations of the building and are internal to the building so ensuring that off loading takes place within the building envelope, thus limiting sound emission. Fast opening doorways define these entrances and are only open as HGVs pass through so therefore further reduce noise spillage. The building is to gain a high BREEAM rating and has been designed to make good use of natural daylight whilst limiting unwelcome solar gain. All electrical lighting is to be low energy and rainwater capture is to be used for staff toilets. The proposal provides for remedial measures to help strengthen existing bat populations at the nearby Bills Wood and additional soft landscaping is proposed. Careful consideration has been made to the impact of this development on the surrounding road network, and to the M42 motorway. Subject to a S106 agreement being entered into that provides financial contributions to cycle and bus links and toward Traffic Regulation Orders, the proposal is considered acceptable and can be supported. This proposal provides sustainable economic development in accordance with the National Planning Policy Framework and relevant development plan policy. The application is welcomed and recommended for approval. RECOMMENDATION For the reasons outlined above I recommend approval subject to the following conditions and for a S106 that provides a £18,200 contribution to improvement cycle links along Damson Parkway between site and the A45 Coventry Road cycle route; £45,5000 contribution to improve bus links between site and North Solihull; and up to £20,000 to implement Traffic Regulation Orders on roads surrounding the JLR site to prevent staff/visitor

displaced parking and/ or limit HGV access to residential areas should this be necessary. (1) The development hereby permitted shall not be carried out except in complete accordance with the details shown on the submitted plans, numbers: 111908 A-01 rev D; 111908 A-02 rev B; 111908 A-03 rev A; 111908 A-04 rev F; 111908 A-06 revB; 111908 A-07 rev D; 111908 A-09 rev C; 111908 A 10 rev C; 111908 A-11 rev C; 111908 A-12 rev C; 111908 A-13 rev C; 111908 A-14 rev C; 111908 A-15 rev D; 111908 A-16 rev D; 111908 A-17 rev B; 111908 A-18 rev B; 111908 A-19 rev A; 111908 A-19 rev A; 111908 A-20 rev A; 111908 A-21 rev A. To ensure compliance with the approved plans and details to safeguard amenity and the quality of the environment in accordance with Policy ENV2 of the Solihull Unitary Development Plan 2006. (2) The development hereby permitted shall be begun before the expiration of three years from the date of this permission. Pursuant to the requirements of Section 51 of the Planning and Compulsory Purchase Act 2004. (3) No building works shall be commenced until samples of all bricks, tiles and other materials to be used in the external elevations have been submitted to and approved in writing by the Local Planning Authority. Development shall be carried out in accordance with the approved details. To safeguard the visual amenities of the area in accordance with Policy ENV2 of the Solihull Unitary Development Plan 2006. (4) Before development hereby approved commences, a schedule of all those trees, hedgerows, shrubs or existing features of the land to be retained, removed and/or treated shall be submitted to and approved by the local planning authority. No tree, hedge or shrub on the site indicated in the approved schedule for retention shall be topped, felled, lopped or root pruned except with the prior written consent of the Local Planning Authority. To safeguard as many natural features of the site as is reasonable for the proposed development in accordance with Policy ENV14 ‘Trees and Woodlands’. (5) Prior to the commencement of work on site, all existing trees/hedges and large shrubs except those agreed for removal, shall be protected by barriers. Details of the type of fencing and its siting shall be submitted to and approved in writing by the Local Planning Authority, thereafter the tree barriers shall be implemented and maintained on site as approved. The protected areas shall be kept free of all materials, equipment and building activity during the site development, and ground levels within the protected areas shall not be raised or lowered.

To minimise disturbance to existing vegetation during development in accordance with Policy ENV14 ‘Trees and Woodlands’. (6) The development hereby approved shall not be occupied until full details of both hard and soft landscape works have been submitted to and approved in writing by the Local Planning Authority and these works shall be carried out as approved. These details shall include proposed finished levels or contours; means of enclosure; car parking layouts; other vehicle and pedestrian access and circulation areas; hard surfacing materials; minor artefacts and structures (e.g. furniture, play equipment, refuse or other storage units, lighting etc.); retained historic landscape features and proposals for restoration. Soft landscape works shall include planting plans; written specifications (including cultivation and other operations associated with plant and grass establishment); schedules of plants, noting species, plant sizes and proposed numbers/densities where appropriate; implementation programme. To minimise the effect and enhance the character of the development in accordance with Policy ENV2 and ENV14 ‘Trees and Woodlands’. (7) All hard and soft landscape works shall be carried out in accordance with the approved details. The works shall be carried out prior to the occupation of any part of the development or in accordance with a programme agreed in writing with the Local Planning Authority. If within a period of 5 years from the date of planting of any tree, that tree or any tree planted in replacement for it, is removed, uprooted, destroyed, dies or becomes seriously damaged or defective, another tree of the same species and size as that originally planted shall be planted at the same place within the next planting season (October-March), unless the Local Planning Authority gives its written consent to any variation. To minimise the effect and enhance the character of the development in accordance with Policy ENV2 and ENV14 ‘Trees and Woodlands’. (8) Any tree, hedge or shrub scheduled for retention which is lost for any reason during development works, shall be replaced with a tree, hedge or shrub of a size and species to be agreed in writing with the Local Planning Authority and planted during the first planting season after its loss. To retain the character of the landscape in accordance with Policy ENV14 ‘Trees and Woodlands’. (9) A landscape management plan, including long term design objectives, management responsibilities and maintenance schedules for all landscape areas, other than small, privately owned, domestic gardens, shall be submitted to and approved by the Local Planning Authority prior to the occupation of the development or any phase of the development, whichever is the sooner, for its permitted use. The landscape management plan shall be carried out as approved.

To minimise the effect and enhance the character of the development in accordance with Policy ENV2 and ENV14 ‘Trees and Woodlands’. (10) The building shall be constructed/adapted so as to provide sound insulation in accordance with the provisions set out in the 'Jaguar Land Rover, Solihull Proposed New Block 2 BIW Facility. Report on Predicted Noise Impact Addendum Report 18/05/12. To protect the neighbourhood from any increase in ambient noise levels in accordance with policy ENV18 of the Solihull Unitary Development Plan 2006. (11) Before any specified plant and/or machinery is used on the premises, it shall be enclosed with sound insulating material in accordance with the 'Jaguar Land Rover, Solihull Proposed New Block 2 BIW Facility. Report on Predicted Noise Impact Addendum Report 18/05/12'. To protect the neighbourhood from any increase in ambient noise levels in accordance with policy ENV18 of the Solihull Unitary Development Plan 2006. (12) The development shall not commence, including any works of demolition, until a Construction Method Statement has been submitted to, and approved in writing by, the local planning authority. The approved Statement shall be adhered to throughout the construction period. The Statement shall provide for: · the parking of vehicles of site operatives and visitors · lorry routing · wheel washing facilities · measures to control the emission of dust and dirt during construction . measures to control noise to include working hours during construction. To ensure the safe, easy and efficient movement of vehicles both on and off the site in the interest of Policy T1 of Solihull UDP 2006. (13) No development shall take place until a surface water drainage scheme for the site, based on sustainable drainage principles and an assessment of the hydrological and hydro geological context of the development, has been submitted to and approved in writing by the local planning authority. The drainage strategy should demonstrate the surface water run-off generated up to and including the 100 year critical storm will not exceed the run-off from the undeveloped site following the corresponding rainfall event. The scheme shall subsequently be implemented in accordance with the approved details before the development is completed. The scheme shall also include: - The detailed design of the system be informed by a detailed study of typical existing discharge rates from existing pipes into the system, rather than using the Modified Rational Method alone. Reason

To prevent the increased risk of flooding, both on and off site in accordance with Policy ENV17 of the Solihull UDP. (14) The development shall not commence, including any works of demolition, until a Construction Method Statement has been submitted to, and approved in writing by, the local planning authority. The approved Statement shall be adhered to throughout the construction period. The Statement shall provide for:

• the parking of vehicles of site operatives and visitors

• lorry routing

• wheel washing facilities

• measures to control the emission of dust and dirt during construction

• hours of construction In the interest of highway safety and amenity in accordance with Policy T1 and ENV2 of the Solihull UDP 2006. (15) Prior to the commencement of development a traffic management plan shall be submitted to and agreed by the LPA. The approved traffic management plan shall be adhered to for the lifetime of the development. The Traffic Management plan shall provide for: a. Agreement of lorry routings to site within agreed distributions of HGV movements; b. An action plan with an overarching aim to so far as reasonably practicable reduce incidence of concentrations of HGV movements at the A41 Solihull Bypass/Yew Tree Lane/Hampton Lane junction and A41 Solihull bypass/Catherine de Barnes Lane/Marsh Lane junction and HGVs travelling along routes not specified within the agreed HGV routing c. An action plan and process to deal with parking problems and complaints as a result of on street parking caused by people working on the JLR site. d. Commitment to work in partnership with the Council and local stakeholders to resolve so far reasonably practicable identified issues surrounding traffic and parking connected with the Jaguar Land Rover site; e. A named contact at JLR who can be contacted in the event of an issues arising and who will record and respond to complaints with regard to vehicle routing and parking. f. A review of highway signing to the site on the local highway network and implementation of alterations agreed with the highway authority. g. Agreement to facilitate and participate in a bi-annual Jaguar Land Rover Transport Forum with the local highway authority and stakeholders . In the interest of highway safety and public amenity in accordance with Policies T1 and ENV2 of the Solihull UDP. (16) Within six months of the development being brought into use, a final Travel Plan shall be submitted to and approved by the LPA. The approved travel plan shall be implemented for a period of five years and shall include: a. Revised and customised staff travel targets b. Annual monitoring and reporting.

c. Affiliation to the Solihull Metropolitan Borough Council company Travelwise Scheme. d. Car sharing spaces for staff to be closer to staff accesses. e. Personalised travel planning for staff f. Staff showers and lockers. g. Secure staff cycle parking close to staff entrances. h. Financial incentives including public transport taster tickets, subsidised cycle purchase to encourage staff to use alternatives to the car. In accordance with Policy T3 of the Solihull UDP. The decision to grant planning permission has been taken having regard to the policies and proposals in the Solihull Unitary Development Plan 2006 set out below, together with all other relevant material considerations, including Supplementary Planning Guidance, and the particular circumstances and reasons summarised below. RSS11 – Regional Spatial Strategy for the West Midlands (1) QE3 Creating a High Quality Environment for All PA1 – Prosperity for all Despite the coalition Government’s intention to revoke regional spatial strategies they remain part of the development plan until they are abandoned using powers set out in the Localism Act. Whilst it is the Governments clear intention to revoke them subject to completion of Strategic Environmental Assessments, for the purposes of this application, the West Midlands Regional Spatial Strategy remains part of the development plan and in relation to the details of this application, the weight to be attached to it is a matter for the decision maker. Solihull UDP (2006) E6 Land Rover ENV2 Urban Design ENV13 Wildlife Species ENV14 Trees and Woodland ENV17 Water Protection ENV18 Noise ENV19 Bad Neighbour Uses ENV22 Energy Conservation T1 An Integrated and Sustainable Transport Strategy T5 Promoting Green Travel T13 Car Parking Solihull Draft Local Plan – Shaping a Sustainable Future Work has reached an advanced stage on preparing a development plan that will replace the existing adopted UDP. This plan will provide the long-term spatial vision for how the Borough’s towns, villages and countryside will develop and change over the Plan period to 2028. The plan sets out to deliver

a strategy for promoting, distributing and delivering sustainable economic growth whilst conserving and improving the character and quality of the environment. The draft Local Plan has been released for a six-week public consultation period of representation, which expires on 5th March 2012. The feedback from this consultation will inform the adoption process of the Local Plan. A decision to submit the Plan will be taken late Spring 2012 with a view to an independent Examination in Public taking place later in 2012 and eventual adoption Spring 2013. The Plan is considered to be a material consideration, carrying an element of weight having been through consultation processes. · P1 – Support Economic Success · P3 – Provision of Land for General Business and Premise · P7 – Accessibility and Ease Access · P8 – Managing Demand for Travel and Reducing Congestion · P9 – Climate Change · P10 – Natural Environment · P11 – Water Management · P14 – Amenity · P15 – Securing High Quality Design Government Guidance National Planning Policy Framework (NPPF) The NPPF advises that there is presumption in favour of sustainable development, which should be seen as a golden thread running through both plan making and decision taking. For decision taking this means: · Approving development proposals that accord with the development plan without delay; and · Where the development plan is absent, silent or relevant policies are out of date, granting permission unless: - any adverse impacts of doing so would significantly and demonstrably outweigh the benefits, when assessed against the policies in this Framework taken as a whole; or - specific policies in this Framework indicate development should be restricted. The NPPF also carries forward the thrust of Government guidance in the Ministerial statement “Planning for Growth” by attributing significant weight in the need to support economic growth through the planning system. Relevant to this proposal are the following sections: Achieving Sustainable Development 1. Building a strong, competitive economy 4. Promoting sustainable transport 7. Requiring good design

10. Meeting the challenge of climate change, flooding and coastal change SPDs Vehicle Car Parking Standards and Green Travel Plans Financial Considerations The Localism Act makes provision for local financial considerations to be taken into account as a material consideration in determining a planning application. Such matters may include contributions as a result of section 106 agreements, as these are directly related to the development and necessary to make the proposals acceptable, such considerations will carry significant weight. Other financial considerations, including the benefit as a result of an increased New Homes Bonus (paid to authorities based on the number of new dwellings provided), are more general and whilst are a factor in favour of the grant of permission will only carry limited weight (unless otherwise stated in the later paragraphs of this report). Planning for Growth This Ministerial Statement advises that the Government’s top priority in reforming the planning system is to promote sustainable economic growth and jobs. The Government’s clear expectation is that the answer to development and growth should wherever possible be ‘yes’, except where this would compromise the key sustainable development principles set out in national planning policy. When deciding whether to grant planning permission, local planning authorities should support enterprise and facilitate housing, economic and other forms of sustainable development. In reaching this decision the Council is mindful of the particular circumstances and reasons set out below, namely: The proposed Body in White assembly building constitutes a further phase of capital investment at the Lode Lane site of JLR. The proposal would demolish a collection of older buildings and in its place would introduce an assembly building of 66,299sqm gross internal floorspace, providing a net increase of some 24,738sqm. Within this building a new vehicle model would be assembled by robots with ancillary office and amenity spaces provided around the periphery of the building at mezzanine level with plant situated above. A total of 1,360 new jobs would be secured working on a three shift system. The building would be single storey and would raise just 1m in height above those they replace, remaining a clear 2m lower than the neighbouring T5 Block and some 12m lower than the Paint Shop positioned nearby to the north. The scale of the building therefore sits comfortably against neighbouring plant and will not make a material change in the skyline of development when viewed from the nearby Damsonwood residential estate.

The building has been designed with care to ensure that its visual appearance, its bulk scale and mass is reduced through clever use of materials that both blend the building with sky but also these materials ensure that clear articulation and legibility around the block is secured. Additional soft landscaping to the principal elevations to the north and south of the block help soften the building whilst help strengthen legibility of pedestrian site entrances. These techniques combine to provide an industrial building of an impressive visual aesthetic raising the standard of design at the site. A one-way external road is introduced, extending from an existing road. This one way system ensures that vehicles enter and exit the site in forward gear so negating the need for reversing with associated alarm sound. Loading bays are located on the east and west elevations of the building and are internal to the building so ensuring that off loading takes place within the building envelope, thus limiting sound emission. Fast opening doorways define these entrances and are only open as HGVs pass through so therefore further reduce noise spillage. The building is to gain a high BREEAM rating and has been designed to make good use of natural daylight whilst limiting unwelcome solar gain. All electrical lighting is to be low energy and rainwater capture is to be used for staff toilets. The proposal provides for remedial measures to help strengthen existing bat populations at the nearby Bills Wood and additional soft landscaping is proposed. This proposal provides sustainable economic development in accordance with the National Planning Policy Framework and relevant development plan policy. The application is welcomed and recommended for approval. To avoid impacts on nesting birds (1), demolition should be carried out outside the bird nesting season (defined as the period between March and September), wherever possible. Where this is not possible, demolition should occur only if the buildings have been surveyed by an experienced ecologist and confirmed to be clear of active nests immediately prior to the destructive works commencing. If an active nest is identified then the area will need to be retained until the young have been deemed, by a suitable qualified ecologist, to have fledged. Only once this has happened can the area be removed. Should you have any queries regarding flood risk and condition 13, please contact Dave Hughes on 01543 404899.