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10.1 It is important that the Local Plan has clear policies for development on particular sites within the District to ensure relevant objectives within the Core Strategy are achieved. The following policies are therefore only applicable to the site as defined on the Proposals Map. It should be noted that policies within all other chapters, particularly Development Policies, are also applicable to the consideration of proposed development.

10.2 The allocation of land for employment uses will enable the Council to meet its Structure Plan requirement and meet the employment needs of the District to 2011. Appendix One of the Local Plan explains the need for the amount of land allocated for employment uses under this policy. The choice of which sites to allocate has been guided by the results of the Warwick District Urban Capacity Study (July 2002). The development of these sites for employment uses will support the regeneration of deprived areas, promote sustainable patterns of development and maximise the use of urban previously developed land and buildings.

10.3 Government guidance requires the optimum use to be made of under used and vacant urban land to support regeneration. This guidance is reflected within the policies of the Structure Plan which in addition requires a range of sites to be provided for both small and large businesses within the urban areas. This approach is supported by the results of the pre-deposit consultation with over 90% of respondents supporting development within towns before green field sites.

10.4 The following is a description of each allocated site.

A Station Goods Yard, Station Approach, Leamington Spa (1.8ha)

10.5 This allocation offers a major opportunity to regenerate an important site within the Old Town of Leamington Spa. The site benefits from excellent transport links being adjacent to the Leamington Spa Railway Station and within walking distance of the town centre. The site is vacant previously developed land and can provide for a minimum of 4,100 square metres of purpose built new workshop/business space, together with dedicated access, parking and servicing areas.

10.6 The development of the site should take into account the need for comprehensive landscaping scheme to protect the amenity of the adjoining housing along Avenue Road to the north and the potential residential redevelopment of the Quicks Garage site to the east. Supplementary Planning Guidance has been produced for this site.

B Land at High Street/Lower Avenue, Leamington Spa (0.2ha)

10.7 This site is on the opposite corner to the above site and their redevelopment need to relate to each other. The site is previously developed land and requires assembly from the various uses. Again, this site requires a prominent building to help enhance the gateway into the Old Town and provide a strong corner frontage. Supplementary Planning Guidance has been produced for this site.

C Land at Queensway, Leamington Spa (3.2ha)

10.8 This site comprises various redundant and under used buildings and offers a major redevelopment opportunity. The site has good communication links with the M40 and is near to major employment and residential areas. The development of the site should take into account the need for landscaping to protect the amenity of the adjoining housing along Queensway. This site was identified through the Council's Urban Capacity Study.

D Land rear of Homebase, Princes Drive, Leamington Spa (1.8ha)

10.9 The allocation of this site represents an opportunity to make better use of under used land. The majority of the site is presently used as car parking for a nearby employer who has identified an alternative site within their ownership for this use. The development of this site should take into account the need for improvements to the vehicular access and a comprehensive landscaping scheme to protect the amenity of the adjoining housing to the west. This site was identified through the Council's Urban Capacity Study.

E Saltisford Depot, Saltisford, Warwick (1.8ha 1.2 ha)

10.10 This site comprises redundant and under used land and buildings owned by the Council. The site is close to the town centre and within walking distance of bus and rail links. The development of this site should be sensitively designed to take account of nearby listed buildings and ancient monuments. Consideration should also be given to designing the development to protecting protect the residential amenity of surrounding properties and take full account of flooding issues on site associated with the Saltisford Brook. In view of the likely impact of this development upon traffic flows, including at the A46/A4177 junction, a traffic assessment may be required as part of any planning application. Supplementary Planning Guidance has been produced for this site.

F Land at Nelson Lane, Warwick (0.5ha)

10.11 This allocation is under used land within an existing employment area. The site is part green field and part previously developed near to residential areas. The development of this site should take account of existing site features and the need to protect the amenity of properties to the rear of the site. This site was identified through the Council's Urban Capacity Study.

G Land off Wedgnock Lane/Cape Road, Warwick (1.9ha)

10.12 This site is previously developed land within a major employment area with good access to the motorway network and Warwick Parkway Railway Station. This site offers a major redevelopment opportunity on a prominent location within the employment area. The development of this site should provide an attractive frontage to the canal. This site was identified through the Council's Urban Capacity Study. In view of the likely impact of this development upon traffic flows, including at the A46/A4177 junction, a traffic assessment may be required as part of any planning application.

10.12A In view of the distance of the site from Warwick town centre and railway station, this site will not be suitable for a major office development (use class B1(a)) with a gross office floorspace of greater than greater that 2,500 sq.m.

H Land at Piper's Lane, Kenilworth (0.8ha)

10.13 This allocation is vacant previously developed land and buildings near to an established employment area. The development of this site should take account of the need for highway improvements and sufficient landscaping to provide distance separation between adjoining properties to the south and any employment uses. This site was identified through the Council's Urban Capacity Study.

10.14 Applicants must work within the constraints identified above and any others that emerge through the planning application process. The Council will look to produce Supplementary Planning Guidance for those sites without guidance in order to identify further constraints and assist applicants in designing their schemes. The proposals for each of these sites will also be considered against policies within the Development Policies chapter.

10.15 The Green Belt within Warwick District contains a number of substantial established developments, many of which pre-date the town and country planning system. Government policy recognizes the presence of these and provides a framework for some development to take place within them where this would help secure jobs and prosperity improve the environment of the Green Belt. It allows local plans to identify appropriate sites as "major developed sites" within the Green Belt.

10.16 All of the sites identified in this policy remain within the Green Belt and subject to policy DAP1 (Green Belts). Within them, however, limited infilling or redevelopment which follows the guidance set out in annex C to PPG2 (Green Belts) is not considered inappropriate development. The Council would encourage applicants to follow this guidance when preparing proposals for such sites.

10.17 The following comments can be made about each of the sites.

10.17a University of Warwick. The University is an established institution whose boundary straddles land in both Coventry City and Warwick District. Although the majority of the University's development in the past has taken place in Coventry, it has identified from its earliest development plans the need to locate some of its facilities within this District. All of its land within Warwick District lies within the Green Belt.

10.17b The previous local plan, adopted in 1995, contained a policy supporting development at the University and set the framework for a planning brief to be prepared. This brief, the University Development Plan 1994-2004, has not to date been fully implemented and remains an appropriate framework against which proposals at the University are considered.

10.17c The Council supports the University as a higher education institution of national importance, and is keen to ensure its continued success. Development at Higher Education Establishments is also supported by the Regional Spatial Strategy. It is important, however, that this is done having regard to all relevant environmental safeguards and in particular its designation as Green Belt. Identifying the site as a major developed site is the most appropriate means of doing this. An area of 42 hectares has been identified for this purpose.

10.18 Stoneleigh Business Park. This 21 hectare site lies within Stoneleigh Deer Park which is a grade II historic park designated on the English Heritage Register. During World War Two land was levelled and a military hospital established within the Park. Since the War this collection of buildings has had a range of uses and now forms the Stoneleigh Business Park. The redevelopment of this site offers the opportunity to reinstate the landforms of the historic park and replace the presently incongruous buildings with some of a higher quality, and to a design and location appropriate to a Green Belt setting. Following the production of Supplementary Planning Guidance in 1999, planning permission has now been given for the redevelopment of the business park.

10.19 Former Honiley Airfield. This 13 hectare site (shown as two sites within the former airfield) was formerly property of the Ministry of Defence. Since the 1950's it has been used for a variety of purposes associated with the aeronautical and automotive industries. The former runways are currently utilised for vehicle testing whilst the buildings are used for a research and development and related activities. The runways have not been included within the designation in view of their extent and their open character that would conflict with the need to maintain the openness of the Green Belt.

10.20 Police Headquarters, Leek Wootton. This site is currently the administrative headquarters of Warwickshire Police. At the core of the site is Sitting within the grounds of "Woodcote", a grade II listed former house set within parkland that is listed as being of local importance (see policy DAP13) . The site has expanded since the 1970's with a number of additional buildings. The land identified for the major developed site is approximately 2 4 hectares and is limited to the broad extent of the buildings and hard surfaces areas within the site. The headquarters as a whole is well screened by trees and contains significant open areas (some of which are used as sports pitches) which should be protected.

10.21 Stoneleigh Park. See policy SSP3 below.

10.21a North Leamington and Manor Schools, Leamington. These school sites lie immediately to the north of Leamington on exposed sites with long views to the north. The combined site area identified as major developed sites under this policy is approximately 1.9 hectares.

10.21b Woodside Training Centre, Kenilworth. This former Edwardian country house is now a management training centre of approximately 1.2 hectares set in 13 hectares of grounds. It has expanded over many years and now offers residential and non residential training and conferences.

10.21c Haseley Business Centre. The main building on this site is the Grade 2 listed Haseley Manor which has been in industrial/office use since 1940. From the 1950's it operated as a residential staff college for the British Motor Corporation and is now operating as a managed office space. Although the whole site is approximately 7 hectares, the extent of the land designated under this policy is 0.7 hectares.

10.22 Stoneleigh Park (formerly known as the National Agricultural Centre) is a unique facility within the Green Belt in terms of its scale (91 hectares) and the range of activities taking place there. Stoneleigh Park became the permanent home of the Royal Agricultural Society of England (RASE) in 1963. The role of the RASE is defined by its Royal Charter and in fulfilment of this Stoneleigh Park acts as a headquarters for a number of agricultural and countryside organisations as well as hosting many shows and conferences, including the Royal Show (which attracts approximately 200,000 visitors), every year.

10.23 In response to structural changes in the rural economy, the RASE is currently seeking to clarify its role and the role of Stoneleigh Park. It has set out a new vision for how it will use Stoneleigh Park to fulfil its Royal Charter obligations, and has submitted a major planning application outlining how the site will be redeveloped over the next few years. developed a set of proposals for the site collectively referred to as the 'Open Countryside Initiative'. These will see significant changes, including substantial new development at Stoneleigh Park, over the coming years. The application includes realigning the main access into the site from the north and improving links with the A46, relieving traffic pressure on Stoneleigh village. This planning application has now been approved by the District Council, subject to the completion of a legal agreement and subject to it being called-in by the Secretary of State.

10.24 The Council supports the role of the RASE and it recognises the unique role of Stoneleigh Park in fulfilling this. It also recognises that these must be balanced against local environmental issues; the sensitive location of Stoneleigh Park within the Green Belt, adjacent to Special Landscape Area designation two nationally listed historic parks (see policy DAP13), and the site's proximity to several rural communities particularly Stoneleigh village. It is important that any development at Stoneleigh Park respects all of these factors.

10.25 This policy sets the context for assessing proposals at Stoneleigh Park. The entire site identified on the proposals map is classified as a major developed site within the Green Belt and proposals within it will be considered against policy SSP2. Furthermore, development will be limited to that which is clearly related to the promotion of agriculture and associated activities, equestrianism and the well-being of the countryside and its inhabitants in accordance with the RASE's Royal Charter.

10.26 In recognising the significant new development that will take place at Stoneleigh Park over coming years, the Council will wish to ensure that this takes place in an environmentally sensitive manner that meets the objectives of this local plan. It will ensure that all future proposals meet requirements contained within the policies of this Plan, particularly the development plan policies, where appropriate.

10.26 As proposals come forward at Stoneleigh Park, these will be assessed on their merits against the provisions of this policy. A planning brief is being prepared to provide more detailed guidance on likely future proposals. This brief is likely to propose a scale of development beyond that permitted by this policy and SSP2. In order for this brief to be approved by the Council and for it to form the basis for the Council to support proposals which accord with its provisions, it will need to identify and address the very special circumstances that justify development above that which would be approved by this policy. Subsequent planning applications that accord with the brief, other policies of this Plan and any other relevant guidance will be supported by the Council and referred to the Secretary of State on this basis.

10.27 The Local Transport Plan has proposed the development of a new rail station for Kenilworth to be pursued in the short term. The provision of a rail station for Kenilworth will increase the travel choices available to people when travelling to and from the town. This will provide significant economic, social and environmental benefits. It will also contribute towards reducing the reliance on the private car and promoting social inclusion.

10.28 Strategies within local plans and local transport plans are required to complement each other. Government guidance requires that local plans protect sites which could be critical in developing infrastructure to widen transport choices and that specific transport proposal within the local transport plan should appear as a policy or proposal in the local plan. The Structure Plan also requires the Local Plan to safeguard land for a railway station at Kenilworth. Previous consultation undertaken has indicated that support exists within the community for a new station for Kenilworth.

10.29 This site has been identified as it represents the most attractive location for rail users, travelling both to and from the town. It is centrally located, close to the town centre and has good accessibility for pedestrians and cyclists. The development of the rail station on this site will need to be designed in accordance with the policies within the Development Policies chapter of this Local Plan.

10.30 The Council will work in partnership with the County Council and other partners to implement the proposal.

10.31 The Local Transport Plan has proposed the development of a bus based park and ride for Warwick and Leamington in the medium to long term. This would increase the travel choices available to people visiting to the two town centres, reduce traffic congestion and relieve pressure for parking in the town centres. There would also be significant economic, environmental and social benefits, particularly within the historic town centres. This proposal will contribute towards enhancing the viability and vitality of the two town centres as well as promoting sustainable tourism.

10.32 Strategies within local plans and local transport plans are required to complement each other. Government guidance requires that local plans protect sites which could be critical in developing infrastructure to widen transport choices and that specific transport proposal within the local transport plan should appear as a policy or proposal in the local plan. The Structure Plan also requires the Local Plan to safeguard land for a park and ride scheme south of Leamington to serve both towns. Furthermore, the results of the pre-deposit consultation showed that over 63% of respondents agreed that a park and ride facility should be provided with a further 23% having no strong opinion.

10.33 This site has been identified as it has the ability to serve both towns, is well located in relation to the regional highway network and is located where impact on the setting of the towns and the wider landscape is kept to a minimum.

10.33 The County Council has engaged consultants to help it identify both the viability of a bus based park & ride scheme, and the most suitable location for this. At the time of the First Deposit Version of the local plan (November 2003) the County Council had identified two broad locations for a Park & Ride site, at Europa Way and at Greys Mallory. They had not, however, expressed a preference between these two areas at that time. On this basis the Council identified a site to the north of the Europa Way roundabout in the First Deposit Version.

10.33a Subsequent further analysis has shown that the sites at Greys Mallory have clear advantages in terms of attracting high levels of demand and taking cars off the road network. The Council supports this as the broad area where the Park & Ride should be located. It believes, however, that more work needs to be done to identify the site that will have the least impact upon the environment. It accordingly identifies an "area of search" that covers all sites adjoining Greys Mallory and will work with the County Council to identify the site that is the most appropriate. In identifying the most suitable location within this area, the Council will wish all possible sites to be assessed for their transportation and decongestion benefits, visual impact (taking account of opportunities for landscaping), noise levels and impact upon the amenity of adjacent uses and properties. The development of park and ride on this site will need to be designed in accordance with the policies within the Development Policies chapter of this Local Plan.

10.34 The Council will work in partnership with the County Council and other partners to implement the proposal.

10.35 The Local Transport Plan has proposed the development of a bypass for the village of Barford in the short term. This will relieve the impact of vehicular traffic on the village and the existing river bridge, a Grade II listed structure. The noise, fumes and dust generated from heavy traffic passing in close proximity to residential properties adjacent to the A429 adversely affects the quality of life for the residents and divides the community. Furthermore, the condition of the Barford Bridge is deteriorating as a result of the number of heavy goods vehicles which use it daily. There would therefore be significant environmental and social benefits within the village. This proposal scheme will contribute towards protecting the character of the village.

10.36 Strategies within local plans and local transport plans are required to complement each other. Government guidance requires that local plans protect sites which could be critical in developing infrastructure to widen transport choices and that specific transport proposal within the local transport plan should appear as a policy or proposal in the local plan. The Structure Plan identifies Barford Bypass as a strategic road scheme. The proposal is supported by the Joint Parish Councils of Barford, Sherbourne and Wasperton and the Barford Residents Association.

10.37 The proposal consists of a new single carriageway road to the west of the village with a new bridge over the River Avon. The chosen route for the bypass will minimise impact on the setting of the village and the wider landscape and achieve the objective of reducing the environmental impact of vehicular traffic on Barford. The development of the bypass will need to be designed in accordance with the policies within the Development Policies chapter of this Local Plan.

10.38 The scheme as proposed in the Local Transport Plan has now completed all statutory procedures and has full funding approval. Construction of the by-pass commenced during Spring 2005 and will take approximately two years to complete. The Council will continue to work in partnership with the County Council and other partners to implement the proposal.

10.39 Coventry Airport currently serves a specialist role within the region, catering for business aviation, air mail and some freight. It is both a major employer and a national and international transportation link for local businesses and is therefore an important asset to the local and regional economy.

10.40 However, the airport and its aviation activities, also contribute air and noise pollution to the local environment which can harm the amenity of local residents and the surrounding historic and natural environments over a wide area. Activities at the Airport can also generate vehicular traffic which can impact on the trunk road network and local roads.

10.41 Government policy on air transport is set out within the Air Transport White Paper (December 2003) which emphasises the need for a balanced approach to the growth in air transport, recognising both the costs and benefits of air travel. The Government's starting point is to make the best use of existing airports before supporting the provision of additional capacity. However, the provision of some additional airport capacity will be essential to accommodate the potential growth in demand. Failure to provide additional capacity would become a barrier to future economic growth and competitiveness. In relation to the Midlands, the White Paper therefore supports the growth of Birmingham International Airport but sees the development of Coventry Airport as a matter for local determination.

10.42 The Regional Spatial Strategy for the West Midlands policy on Airports is to be reviewed. The policy currently supports the continued development of Birmingham International Airport as the principal international airport for the West Midlands. However, it recognises that Coventry Airport as primarily a freight airport provides a complementary service to Birmingham International Airport. It requires that any further development of Coventry Airport should be subject to rigorous environmental assessment with consideration to be given to mitigation and compensation for unavoidable harm.

10.42a The objective of this policy is to direct aviation development to land to the south east of the runway and therefore away from nearby residential properties in Baginton and thus protect the West Midlands Green Belt which covers the remainder of the Airport. The policy also ensures that the impact of any development is properly assessed and that any adverse impacts are mitigated or compensated for. Where adverse impacts cannot be mitigated or compensated for, development will not be permitted. In relation to development of passenger facilities, the policy restricts passenger growth in line with national policy, ensures appropriate levels of public transport and protects the ability of Birmingham International Airport as the West Midlands principal airport to grow as envisaged within national policy. Air Transport Movements are defined as the landing or take off of an aircraft engaged in the transport of passengers, cargo or mail on commercial terms.

10.42b It has to be recognised, however, that the Airport currently operates without restriction on the time, type and frequency of aircraft movements and also benefits from permitted development rights within part of the airport curtilage under the Town and Country Planning (General Permitted Development) Order 1995. Small scale development within part of the airport boundary therefore does not require planning permission.

10.39 Coventry Airport is both a major employer and a national and international transportation link for local businesses. It is therefore an important asset to the local and regional economy. The airport, and its aviation activities, also contributes air and noise pollution to the local environment which can also harm the amenity of local residents. Any development at Coventry Airport therefore needs to balance the economic benefits with environmental and social costs.

10.40 Government policy on air transport seeks to encourage the growth of regional airports to meet local demand for air travel where consistent with sustainable development principles. The Structure Plan contains a very detailed policy towards growth at Coventry Airport which supports facilities ancillary to the operation of existing commercial activity subject to various criteria.

10.41 The objective of this policy is to enable only aviation development related to the activities undertaken at Coventry Airport which does not cause unacceptable harm to the environment or local residents. Furthermore, it seeks to direct development to land to the south east of the runway and therefore away from nearby residential properties in Baginton. The remaining land including the airport facilities and runway are designated as Green Belt and any development of this area will be subject to Policy DAP1.

10.42 It has to be recognised, however, that the Airport operates without restriction on the time, type and frequency of aircraft movements and also benefits from permitted development rights within the airport curtilage under Part 18 of the Town and Country Planning (General Permitted Development) Order 1995. The majority of development within the airport boundary therefore does not require planning permission.

10.43 Hatton Country World has grown and evolved considerably since an original temporary planning permission for craft workshops was granted in 1982. It now extends to an area of over 11 hectares and includes a farm park and some 40 units operating as craft units, shops and restaurants. The centre has become a popular local tourist destination and now includes a significant retail element.

10.44 Following growing concerns about the activities taking place at Hatton Country World, particularly over the level of shopping and growth in overall visitor numbers, the Council produced supplementary planning guidance in 2000 to guide the future uses which would be acceptable on the site. Following this, the owner submitted a series of new applications which were approved in December 2001 and these have regularised the situation at Hatton Country World.

10.45 It is recognised that the owners of Hatton Country World will wish the site to evolve further over time, however it is important that this is done in a manner which recognises the very sensitive location of the site. In considering future proposals, the Council will have regard to all relevant other policies particularly DAP1 (Green Belt), DAP3 (Special Landscape Areas) and RAP10 (Safeguarding Rural Roads). In order to safeguard the character of the rural area, the Council will not support proposals which would lead to an increase in visitor numbers. Any new building at Hatton Country World would be classified as inappropriate development within the Green Belt.

10.46 It is recognised that retail is an important element within Hatton Country World and the existing planning permissions grant a level of retail floorspace to support the overall operation of the centre. The Council would not support any further growth in retail floorspace within Hatton Country World.

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