Solihull Local Plan (Draft Submission) 2020

(7) Sustainable Economic Growth

Introduction

71. Solihull has one of the most productive economies in the Midlands. The presence of its key economic assets combined with Solihull's central location on the national motorway and rail networks and the quality of its environment, have been key to its success in attracting investment, particularly in high value-added sectors that include automotive manufacturing, ICT, business and professional services, creative industries and construction. The attractiveness of the Borough to businesses and investors is set to take a significant leap forward with the arrival of the high speed rail link and the Interchange station that is to be accommodated in the Borough.

UK Central Solihull

72. The UK Central Solihull proposals present a unique opportunity on a nationally significant scale to bring forward major growth. This will contribute to wider strategic ambitions and in doing so make a substantial contribution to the economic growth aims of not just the Council, but also both the WMCA and the GBSLEP. The UK Central Solihull area, including The Hub, where key economic assets are located, also encompasses the proposed High Speed 2 Interchange railway station within the triangle of land bounded by the A45, A452 and the M42, known as Arden Cross.
73. The UKC Masterplan (June 2013) highlights the opportunity as follows:

"At the heart of the proposition is the notion that, by capitalising on one of the strongest economic bases in the country today, the area has the potential to underpin a national economic resurgence. By targeting investment in local infrastructure and committing to deliver an expanded Airport and proposed HS2 station, the benefits for the area and the UK are not only startlingly significant but also very exciting at a time when the country is moving out of one of the worst economic cycles in modern history."

74. The GBSLEP's HS2 Growth Strategy (July 2015) also outlined how to fully maximise the benefits of one of the largest infrastructure projects in Europe – including the need to take advantage of the opportunity for development around the interchange station to create a:

"high value, mixed activity economic growth hub in a highly accessible, well serviced and concentrated urban environment. Through taking an innovative and modern approach to 'garden city' principles that are fit for the current and future era, the development of 'lifestyle districts' in and around the Interchange Station will embrace a range of mixed uses; sustainability techniques; the very best infrastructure; and accessibility."

75. Now that the area's potential has been recognised, it is important that every opportunity is taken to ensure that the vision is realised and delivery gets underway. To help achieve this an appropriate planning framework is needed that can encourage, guide and facilitate development to take place in a managed and coordinated manner. The approach of this Local Plan Review recognises that delivery of the area's potential will take place over many years and it must remain flexible to ensure that no future opportunities are lost.
76. Delivery isn't just about having an appropriate planning framework in place, and it's in this context that in 2016 the Council established the UK Central Urban Growth Company (UGC) to lead the delivery of the project.
77. The UGC has brought together the key stakeholders from The Hub area to develop a Framework Plan (2018) that illustrates the key components and growth aspirations of the partners; together with an indication of the infrastructure needed to support delivery of the project. The Hub Growth and Infrastructure Plan (2019) sets out the vision for the UK Central Solihull Hub Area:

'The opportunity at the Hub is unlike any other in the UK; it benefits from a combination of factors that no other national proposal, either in place or planned, can compete with. It is unrivalled in terms of the scale of the development proposals, the infrastructure investment, the proximity to major conurbations'

78. Arden Cross Limited, the delivery vehicle formed by the consortium of landowners for Site UK1 (HS2 Interchange triangle), is developing a masterplan to set out the various components of the site and the development principles which will shape delivery.
79. It is clear from what has already been described that the Hub area embraces a unique concentration of economic assets and potential which holds out the prospect of making a significant contribution to the Government's aims for job creation and growth. What is needed as part of this plan is a policy approach that allows these assets to flourish whilst providing a framework to ensure that the resulting developments provide a well integrated sense of place, with easy access through the area, and is supported by appropriate infrastructure. The focus of the policy is to ensure these existing, new and expanded assets work together as part of a whole. This will ensure that the 'whole is greater than the sum of the parts'.

Justification

80. The policy reflects the Government's commitment, as set out in the NPPF, to securing sustainable economic growth in order to create jobs and prosperity, building on the area's strengths and meeting the challenges of global competition and a low carbon future.
81. Solihull benefits from having a prosperous and productive economy, with its advantageous location at the hub of the national motorway and High Speed Rail networks, international connectivity via Birmingham Airport, and the presence of a number of key economic assets that contribute to employment and wealth creation for the Borough and region. The arrival of the High Speed 2 rail link within the Plan period, and the development of the Interchange Station east of the NEC present a unique opportunity for growth to be boosted through development within the UK Central Solihull Area.
82. The policy sets out the key objectives that development will be expected to contribute towards, including sustainable and inclusive economic growth. Growth that is inclusive should demonstrate that the benefits will accrue to all by building on the strengths of communities, ensuring that wealth is more evenly spread and enabling everyone to contribute and participate.

UK Central Solihull Hub Area

83. UK Central Solihull encompasses the main growth areas in the Borough; Blythe Valley Park, North Solihull, the Solihull Town Centre, and the UK Central Solihull Hub Area. This policy focusses on the UK Central Solihull Hub Area, which, as a result of the High Speed 2 rail Interchange Station, offers the greatest potential for economic growth in the Borough, and recognises the added value that co-ordinating growth aspirations can bring.
84. The establishment of the Urban Growth Company has been a key factor assisting in the delivery of the development potential of the area. The Hub Growth and Infrastructure Plan (2018) sets out a vision for the development of a globally renowned business, leisure and entertainment destination providing opportunities to live, work and play as well as a major economic driver for the Borough. The objectives in the HGIP have informed the key objectives in this policy.
85. The Hub Framework Plan (2018) shows how sustained growth will be delivered up to 2047. It predicts up to 77,500 jobs in total over that period, with over 130,000sqm of office floorspace, 225,000sqm of industrial floorspace, 90,000sqm of retail and leisure floorspace and 18,000sqm of hotel floorspace by 2033. Up to 4,000 new homes could be provided up to 2047, with about 1,000 delivered by 2033. The Hub Framework Plan also identifies potential for additional growth in an international quarter south of the mainline station, which could deliver 123,000sqm of offices and further retail, leisure and hotel development by 2033. The Hub Framework Plan is a non-statutory plan which will be updated from time to time in response to changing circumstances. The need for flexibility is important given the time period development is expected to come forward in the area – i.e. from 2018 to beyond the plan period.
86. The Urban Growth Company published its Hub Growth and Infrastructure Vision (2019)^[20] , setting out the vision to create Europe's best-connected destination for business, leisure and living and a new outstanding gateway to the UK. It updates the level of residential development expected in the Hub Area as a whole to up to 5,000 new homes.
87. The Council will expect those promoting development via planning applications to demonstrate, in greater detail, how the criteria in Policy P1 have been met, and to use guidance in the Hub Framework Plan. It will also seek to pursue an SPD that will help guide development.
88. It is recognised that given the time span for development to be undertaken, and the uncertainties about what may take place in the later years, there needs to be an increased emphasis on monitoring what does come forward, and what the implications are for the plan.
89. For purposes relating to housing land supply it has been assumed that across the whole UKC Solihull Hub Area there will be 2,740 dwellings coming forward in the plan period. This will be 2,240 at the NEC and 500 at Arden Cross based on the NEC masterplan (2018) and the emerging Arden Cross masterplan (2020).
90. Adjacent to the Airport and the NEC is the rail interchange site that serves Birmingham International Station. The APM connecting the HS2 Interchange Station and Birmingham Airport passes through the site and will form an important connection as work continues on redesigning Birmingham International Station into a multi-modal transport exchange providing seamless connections to the new HS2 Interchange Station, Birmingham Airport and the NEC. The Council consider that the site should be protected for its important transport interchange purpose but ancillary or complementary facilities for Interchange, Airport or NEC purposes should be allowed provided they are justified and do not prejudice the use of the site for commuter parking serving the railway station as an interchange. Development of any land within the site that can be clearly demonstrated as surplus to any of these requirements will be allowed provided that it does not conflict with other policies of this local plan or policies of the National Planning Policy Framework.

Arden Cross

91. The Arden Cross proposals focus on the HS2 interchange station and the triangle of land east of the NEC bounded by the A45, A452 and M42 (some 140ha in area) and present an important and unique opportunity to maximise economic and social benefits. The High Speed 2 rail line bisects the site from north to south, and the Company's proposals for the Interchange show a Parkway-style station. As well as the station, the proposals include an Automated People Mover connecting to the NEC, Airport and mainline station, a bus station and surface car parking for 7,400 vehicles. The HS2 Base Scheme would urbanise a substantial proportion of the site, significantly impacting on its contribution to the purposes of including land in the Green Belt. It would fail to realise the potential of the substantial economic and social benefits associated with growth around the transport hub, contrary to Government policy.
92. The prospectus for a Garden City Approach (2014) envisaged a well-planned and vibrant new place. Development was to be guided by strong urban design principles and provision for strong connectivity.
93. A Masterplan for the Arden Cross area has been produced (2020), which demonstrates that by utilising multi-storey car parking, the site can make a significant contribution to economic growth. The vision features a number of urban quarters, comprising a residential community with up to 3,000 new homes, an innovation district for employment and higher education, a transportation hub plaza incorporating leisure, retail and cultural attractions with office accommodation, together with a key movement corridor, a parkland area based on the Holywell Brook, based on sustainable transport principles. Providing decked car parking (rather than extensive surface level parking) to serve HS2 (and other uses) is key to this vision and will ensure efficient use of land which is being removed from the Green Belt.
94. The Arden Cross proposals require land to be taken from the Green Belt. The exceptional circumstances to justify this approach are as follows:

• The proposals are vitally important to the aim of maximising the economic growth and job creation potential of the Hub Area that is of national significance and will meet the NPPF aim to proactively promote economic growth;
• The need to capitalise on the arrival of the High Speed 2 rail link by maximising the substantial national infrastructure investment at this location;
• Stimulus to local, regional and national growth to assist with rebalancing the UK economy, accommodating growth for the wider Greater Birmingham & Solihull LEP area and the wider West Midlands;
• Significant socio-economic advantages, including additional housing to meet local and wider housing needs, the generation of high skilled jobs, increased GVA output and the agglomeration affect at the key economic assets that make up the Hub area;
• Improved access to employment from North Solihull, an area of persistently high unemployment;
• The multiple locational advantages of the area with its unrivalled transport facilities make this one of the most sustainable locations for growth in the Borough;
• The land is lower performing in the Solihull Strategic Green Belt Assessment (2016);
• The importance of maximising the efficient use of the Arden Cross land that would not have been possible if the land were not removed from the Green Belt and the base case parkway station developed instead^[21];
• The proposals are site specific in that they rely on the development of HS2 and its interchange station that will be built in the Green Belt and will address the needs of key economic assets that are of crucial significance to the local and regional economy;
• There are no similar opportunities for growth on this scale outside the Green Belt; and
• The land will be bounded by main roads that provide strong defensible Green Belt boundaries and minimises the impact on the Meriden Gap.

95. There are therefore exceptional circumstances for releasing Site UK1 UK Central/HS2 defined in this plan from the Green Belt.

Birmingham Airport

96. The UK Aviation Policy Framework (2013) and the Future of UK Aviation: Making the best use of existing runways (2018) place a renewed emphasis on making the best use of airport runways and airport capacity. The Airport Master Plan (2018) forecasts that passenger related air transport movement will grow substantially over the plan period (2018 throughput 13m passengers/year, 2033 throughput 18m passengers/year). The Master Plan also sets out a higher growth scenario for up to 24m passengers/year, and either scenario can be delivered off a single runway, in line with Government policy. Forecasts for airport activity and its continuing development indicate a strong market for new investment as evidenced by the extension to the main runway that was completed in 2014.
97. In order to enable the Airport to meet its aspirations a variety of operational development will be required as well as ancillary and complementary developments to serve the needs of travelling passengers. Appropriate types of development are described in Policy P1.
98. As a result of the forecast need for additional aircraft stands within the Plan period, there is likely to be a need for more land for ancillary facilities as set out in the policy beyond the Airport area. The local plan has been prepared to ensure it can respond to this if, and when, necessary. In the meantime the Council believes it is appropriate that the airport should be supported to maximise the capacity and capability of the existing extended runway, by accommodating such ancillary facilities within Site UK2.

National Exhibition Centre

99. The role of the National Exhibition Centre has evolved since opening in 1976. The NEC is now acknowledged as a venue for major exhibitions, events, tourism and leisure and an important driver of the visitor economy. In order for the NEC to remain competitive in a market where key competitors are international it will need to respond to changing markets and expectation and provide an improved offer. The NEC aspires to maintain its competitive position in the market for hosting major events but also intends to widen its product offer to encompass a wide range of major leisure and entertainment uses. The NEC aims to fulfil its ambitions by:

• Maximising commercial opportunities of current footfall through enhanced activities to increase dwell time at the NEC site;
• Creating new footfall by introducing new facilities as an attractor to the NEC;
• Providing a more compelling sense of arrival to the Region;
• Increasing reputation and brand of the NEC and the Region through partnerships;
• Providing a site that has appeal across ages, cultures and social types.

100. This will require new investment to refurbish or replace halls, create new floorspace and meet new challenges in meeting visitor expectations and on site experiences including improved visitor management, upgraded choice in its food offer and greater opportunities for relaxation and entertainment.
101. The NEC Master Plan (2018) sets out the aspiration for residential and leisure development, with the potential to accommodate up to 2,500 apartments with ancillary community uses, on land released from surface car parking. The Council will support the more efficient use of land within the NEC boundary, and the potential for a wider range of uses to complement growth at Arden Cross.
102. There is therefore a need for flexibility to enable a broad range of development that will support operational needs but also a need for ancillary and complementary supporting facilities together with provision for sustainable transport and links to employment opportunities.
103. Developments at the NEC will play a key part in the place-making role that is expected across the Hub Area, especially given its position between the Airport and Arden Cross.

Jaguar Land Rover (JLR)

104. The Council will continue to support the further development and modernisation of the vehicles plant in order to enable its continued success in the competitive global vehicles market. JLR is constrained in terms of its ability to expand by its location within the main urban area. To reflect this and having regard to the vital importance of JLR to the region's economy and to job creation, Policy P1 includes proposals to remove land at Damson Parkway from the Green Belt to support this aim. In addition to meeting JLR needs, this land will provide for local employment opportunities to meet the needs identified in Policy P3, as well as for potential ancillary requirements for Birmingham Airport.
105. The land indicated to be removed from the Green Belt includes land on the south eastern side of Damson Parkway/Old Damson Lane. Given its location it may be attractive to businesses and investments which support the automotive and motorsport industries. Part of this land has also been identified as an option for a relocated Household Waste and Recycling Centre and Council Depot. Further justification for this proposal is included in Policy P12.
106. The exceptional circumstances to justify this approach are as follows:

• Jaguar Land Rover is a major international business and one of the largest employers in the West Midlands, whose continued growth and success are of vital importance to the local and regional economy, and to the aspirations in the UK Central Masterplan. Failure to provide for future growth and expansion would put the Company at a competitive disadvantage with its motor manufacturing rivals and jeopardise the significant potential for new employment;
• The Lode Lane plant is severely constrained by surrounding residential areas, Elmdon Park and local nature reserves, and the only realistic option for expansion and redevelopment is to the east on Green Belt land;
• There is no suitable alternative that meets the Company's need for contiguous growth to consolidate a single comprehensive site;
• The need for sites in close proximity to the Lode Lane plant to provide opportunities for key supply chain businesses to locate so as to minimise the potential impact of transport delays;
• A significant part of the site already has planning permission for use as a despatch facility and logistics operations centre which was justified with very special circumstances;
• The land performs only moderately in the Solihull Strategic Green Belt Assessment (2016);
• The need for additional employment land to meet local needs as set out in the HEDNA (2020), and the lack of suitable alternatives outside the Green Belt;
• The need for an expanded Household Waste and Recycling Centre (HWRC) as the current facility is inadequate to meet current and future needs, as evidenced in the Waste Needs Assessment (2018) and the Assessment of land for the potential relocation of a HWRC and Depot (2019), and for a replacement Depot to enable the delivery of housing at Site SO2;
• The creation of a logical and defensible boundary to the Green Belt beyond Damson Parkway/Old Damson Lane that acknowledges the development that has taken place in the area and the area of land taken out of the Green Belt to accommodate the gypsy and traveller site^[22].

107. A concept masterplan will be developed for this allocation, Site UK2.

Birmingham Business Park

108. Most of the remaining area of the business park and its extension is committed to development through detailed planning consents. To supplement the land offer of the business park and potentially accelerate the delivery of new employment opportunities and enable stronger links to North Solihull, especially by public transport, a 9.0 hectare site at the south west corner of the business park was allocated in the SLP. A buffer zone of green space was retained between the business park and the residential development along Coleshill Road and Blackfirs Lane. This buffer, together with that existing to the north west of the business park, is to be positively managed and enhanced. This would facilitate public transport access to the site from North Solihull via a new bus link into the business park from Blackfirs Lane that would also link to the National Exhibition Centre.

Challenges and Objectives Addressed by the Policy

A Mitigating and adapting to Climate Change

B Meeting housing needs across the Borough, including the Borough's own needs and, where possible, assisting with accommodating the HMA wide shortfall.

C Sustaining the attractiveness of the Borough for people who live, work and invest in Solihull

D Securing sustainable economic growth

F Reducing inequalities in the Borough

H Increasing accessibility and encouraging sustainable travel

J Improving health and well being

K Protecting and enhancing our natural assets

L Improving water quality and flood risk

M Maximising the economic and social benefits of the High Speed 2 rail link and Interchange

N Mitigating the impacts of High Speed 2 and the growth associated with the Interchange area

Justification

109. Blythe Valley Business Park did not begin to be developed until the late 1990s and has a different character to Birmingham Business Park in terms of its architecture and occupiers. It has attracted large buildings for corporate occupiers though more recently has catered for smaller scale uses whilst retaining its commitment to distinctive high quality design.
110. The Business Park has an area of land of some 7ha remaining to be developed. The Business Park has aspirations to increase vitality and provide a greater sense of place by broadening the business use offer and enabling a range of supporting facilities that will help to make the business park attractive to investors and occupiers and making the business park more sustainable.
111. This was recognised in the SLP which included a substantial residential allocation at the park that was expected to deliver some 600 dwellings. This was intended to help to reinvigorate the park by helping to support a broader range of on-site facilities, supporting the vitality of the park and accelerating job delivery. It would also provide the opportunity to develop a real sense of place and improved public transport facilities to villages in the area, better links to the main urban area of Solihull, improved pedestrian and cycle links and increased accessibility for local communities. Through the efficient use of land the Council will expect employment development to be brought forward sufficient to reflect the primary purpose of the site as a business park.
112. To pursue the SLP allocation a vision document was prepared by the then new site owners (IM Properties) and submitted to the Council in 2015. This was endorsed by the Council as a vision shared by the authority for the future development of the park. Planning permission was then granted in July 2018 for up to 750 dwellings, 98,950sqm of BI/B2/B8, up to 250 housing care facility, plus ancillary town centre/leisure/hotel facilities. Subsequent reserved matters approvals have been granted and development is under construction.

Challenges and Objectives Addressed by the Policy

A Mitigating and adapting to Climate Change

B Meeting housing needs across the Borough, including the Borough's own needs and, where possible, assisting with accommodating the HMA wide shortfall.

D Securing sustainable economic growth

E Protecting key gaps between urban areas and settlements

F Reducing inequalities in the Borough

J Improving health and well being

Justification

Solihull Town Centre

113. Solihull Town Centre is strategically important in the West Midlands and the principal focus of community, civic and business activity in the Borough. It is of crucial importance to the economic and social wellbeing of Solihull and to the achievement of a sustainable pattern of development.
114. The National Planning Policy Framework promotes the vitality and viability of town centres as important locations for sustainable economic growth and in creating sustainable patterns of development that enables ease of access by a variety of transport modes, particularly public transport. It also recognises the important role that residential development has in supporting the vitality of centres.
115. The existing Land Use Plan shows how the town centre is predominantly arranged around large single use areas. Future development should deliver complementary mixed land uses, which can deliver multiple benefits including greater promotion of walking and cycling, enhanced vitality and development of an area's unique identity.
116. In order to strengthen the role of the centre and enhance its appearance, it is important to make appropriate planned provision for development needs over the period of the Local Plan, building on opportunities to improve access, the public realm and the range and quality of services that it offers so that it will be sustained as a place of quality and distinction.

• Residential - The introduction of new residential uses in the heart of the town centre will support existing commercial and leisure uses, whilst also providing additional activity and vibrancy outside normal shopping and working hours.
• Retail – In order to maintain the current success of the High Street, there is a need to keep the retail circuit contained, and therefore an opportunity site should only be developed as retail, leisure, food and beverage if the site has a quality that can present something unique to the town centre and relates well to the circuit. Primary retail frontages where retailing activity will be expected to be the main street level use are largely in line with the current extent of the town centre:
  • High Street No's 1-161 and 12-134
  • Poplar Way, Mill Lane and Drury Lane 10-58 and 5-45
  • Warwick Road No 700
  • Mell Square and Touchwood.

• Office – Opportunity sites have been identified which intensify the provision of office accommodation around Homer Road and Princes Way, which have excellent access to the town centre amenities and the train station, such accessibility being increasingly important to corporate occupiers.
• Evening Economy – in order to complement and support the residential and office offer, and to ensure active usage of the town centre across the day and night, the uses that support the evening economy should be sought in particularly in the Heart of Solihull area. Uses such as arts, culture, independent cinema, pop up events, live music, and competitive socialising (such as bowling, escape rooms, crazy golf) should be accommodated, and where appropriate these can also assist attracting visitors to the town during the day.

117. In 2016 SMBC commissioned the development of a Town Centre Masterplan which would provide a blueprint for future investment and development which maximises the opportunities for Solihull Town Centre, and capitalises on its existing assets and sets out a clear vision for Solihull as 'a thriving, premier town centre and a vibrant destination at the forefront of visionary design, sustainability and innovation.
118. The masterplan has been informed by the findings and proposals of a number of previous and concurrently run studies.
119. The evidence base that supports the masterplan has been informed by discussions and engagement with a wide range of town centre stakeholders through one on one, and group workshop sessions. The proposals of the draft masterplan were presented for public consultation during August and September 2016, and the responses helped inform the development of the final preferred masterplan.
120. The masterplan is in the process of being updated and is expected to be published by the end of the year. The update is intended to reflect a number of things: changes to proposed or actual development on a number of sites including the former Magistrates Court, Monkspath Hall Road, Touchwood II and Eastgate;, the location of the train station; progress on the Climate Change Prospectus; transport and movement strategy and plans; and current market advice and economic performance of the town centre.
121. The Masterplan has helped shape the proposals of the town centre policy. The centre is contained within clearly defined boundaries, the Chiltern railway and Prince's Way to the south-west, Blossomfield Road, Lode Lane to the north-west, Warwick Road to the north, New Road and Churchill Road to the east.
122. Near the centre, to the west, is Solihull railway station and to the south and east Tudor Grange and Malvern Parks respectively. The High street is an important principal pedestrian route through the centre providing pedestrian links to the modern Touchwood shopping mall on the south side and to the older Mell Square precinct to the North. It also links the Poplar Road bus interchange area in the direction of the railway station with St Alphege Church and the attractive historic core along the High Street.
123. The Town Centre is an appropriate location for a broad range of town centre uses including retail, leisure and entertainment facilities, appropriate sport and recreation uses, offices, arts, culture and tourism and residential. It is important that opportunities for development improve the centre, adding to vitality and vibrancy and to diversify the centre beyond traditional retail uses, whilst retaining or enhancing important characteristics.
124. High quality urban design will therefore be expected to ensure that development will protect the character of the Centre's historic heritage, improve public realm and improve pedestrian movement around the centre, for example, to improve links to the Centre's parks and provide improved articulation between Touchwood and nearby open spaces and improve the pedestrian link between Mell Square and the Warwick Road Morrison's store which has poor public realm. Design principles that developers will be expected to follow are identified in the policy.
125. The timing of development will maintain a balance of activity throughout the centre over the Plan period and to ensure continued success either side of the High Street and to fit with provision of new infrastructure, including public transport improvements and traffic management measures. The area to the south of the High Street has been the focus of activity in more recent times, with the development of Touchwood, Waitrose store and the recently opened Aldi store. However parts of the Centre are becoming outdated in appearance and would benefit from new development to modernise it and increase its attraction as a destination.
126. The Illustrative Town Centre Masterplan highlights a number of opportunity sites where development has the potential to come forward within the period of the local plan and beyond. The sites represent the opportunity to improve the attractiveness of the Centre as a place of quality and distinction reflecting strong urban design principles.
127. The 2016 Masterplan was used to inform the Draft Local Plan (2016) which indicated that new development in the town centre could deliver:

• Up to 11,700 sq m of commercial and leisure development
• Up to 74,620 sq m of new office development
• 1,400 new homes in the town centre, with potential for over 100 additional homes on land near the train station.

128. The Draft Local Plan then went on to identify which of the 1,500 new homes could reasonably be expected to be delivered in the plan period, and by identifying particular opportunity sites concluded that 861 homes would be deliverable in the plan period,
129. The emerging masterplan revision is expected to include a schedule of updated opportunity sites which will be informed by a market review carried out in 2016 by Cushman and Wakefield, and by subsequent economic appraisal and market analysis undertaken in 2020 by Amion. This is indicating:

• There is latent demand for office space in the town centre, especially for 'headquarter style' offices characterised by large floorplates which efficiently serve the operational requirements of the occupier
• There is continued market interest in apartment buildings with well-located apartments comfortably achieving values which would make the provision of one floor of basement parking viable, which has the potential to impact on achievable development densities.
• The retail function of the town centre should be strengthened through the introduction and addition of complementary town centre uses in appropriate places with new office and residential development playing an important role in increasing visits and use of the town centre as a whole.

130. The emerging work is indicating that the level of residential development that can be accommodated in the town centre is expected to at least match that assumed in the Draft Local Plan, if not exceed it. For the purposes of the land supply in this plan, the same figure used in 2016 will be used. When the revised masterplan has been approved, the opportunity will be taken to update the land supply at that time.
131. The level and type of development that will be identified for each site will be developed as an urban design response in the first instance, and then tested through an iterative review which considered the capacity, deliverability and viability of each site. The emerging evidence base for the revised masterplan is indicating that in broad terms the sites being considered could support the level of residential development indicated in mixed and standalone developments, and that there would be capacity for the retail and office development.
132. A diverse evening economy can help shape the attraction of the Town Centre as a place that is vibrant and inclusive. The Council will encourage, through the development management process, a broad age spectrum of residents into the centre to enjoy a wide variety of leisure and entertainment facilities.
133. The scale of the changes envisaged for Solihull Town Centre will inevitably take some time to realise and will be realised gradually throughout the life of the plan, and beyond. The timescales within which the opportunity sites are delivered will be influenced by a range of factors, including land ownership, predicted longevity of existing uses and market conditions. Sites already in public ownership or currently being considered for development are likely to come forward in the short term, and will need to be supported by upgrades to the public realm and connectivity. This will help to create a setting for investment in large scale developments in the medium to long term, on sites outside public ownership or with more complex land assembly requirements. There is also the opportunity to bring forward developments in support of Policy P9 (Mitigating and Adapting to Climate Change), particularly through district energy and/or heat networks.

Shirley Town Centre

134. Shirley Town Centre is the Borough's second largest shopping centre and an important centre for commercial activity and services to a broad local catchment. The Centre faces competition from nearby out of centre retailing in the A34 corridor and from increased offer in Solihull Town Centre. It is a long, linear centre arranged either side of the A34, with a number of foodstores anchoring mini-clusters. It has a variety of convenience and comparison goods retailers and continues to maintain its vitality and viability.
135. The Centre lacked a substantial retail core that will help to provide a 'heart' for the Centre that could strengthen its competitive position. To remedy this weakness a mixed use scheme (known as Parkgate) anchored by a food-based superstore, and including a variety of comparison retail units designed to meet modern retailer requirements and residential accommodation, was developed and is now trading. The scheme also improves links to Shirley Park as an important local amenity that improves the attractiveness of the Centre to shoppers.
136. Nationally, the traditional high street faces numerous strategic challenges, including the growth of on-line retailing in particular and post COVID home working. Consequently, there is a need for town centres to reinvent themselves as places to visit, with attractive public realm, open spaces and core retail offer supported by a mix of civic and leisure facilities.. An Economic Plan for Shirley is being refreshed, supported by the Greater Birmingham and Solihull Local Enterprise Partnership to support the economic development and recovery of the centre. . This includes considerations of future investment in Shirley,, and plans to maximise the centre as a 'destination' to support a buoyant day and night time economy.
137. Additionally, a project to address improvements to connectivity, accessibility and congestion is being undertaken as part of the UK Central development programme, assessing the A34 corridor as a key transport route.
138. The A34 Stratford Road is a strategic and busy radial route linking the M42 via Shirley to Birmingham with access points to Solihull town centre and Blythe Valley Business Park. The route is included in the West Midlands Key Route Network (KRN) and DfT's Major Road Network (MRN). It currently experiences significant congestion at some locations which is likely to be exacerbated as a result of future development.
139. The key objectives for the project are:

• Improve journey reliability through improved public transport and active travel infrastructure and smarter choices engagement.
• Addressing safety for all users including improved facilities for pedestrians and cyclists and addressing accident hotspots.
• Improve conditions for pedestrians including tackling severance and improving the public realm through community engagement.
• Support economic recovery by improving the efficiency of the highway network through a range of interventions and technology improvements.

Chelmsley Wood Town Centre

140. Chelmsley Wood Town Centre is the main centre for North Solihull and is an important centre of commercial activity and services and for its public transport accessibility. The main part is a purpose built precinct that opened in 1971 to serve the Birmingham overspill estates that are now part of North Solihull. The performance of the Centre deteriorated between 1998 and 2006 but then improved following increased investment in and management of the Centre. The Centre is anchored by a recently constructed food-based superstore that is part of other improvements that have included a new library, housing/social services offices, bus interchange and public realm improvements. Further limited comparison retail development is also included. New development can bring opportunities to strengthen the role of the Centre in serving the community by improving links to North Solihull and to nearby open spaces; and emerging work indicates opportunity for the town centre to accommodate residential development and an assumption is made that at least 100 dwellings will be delivered in the plan period.

Challenges and Objectives Addressed by the Policy

A Mitigating and adapting to Climate Change

B Meeting housing needs across the Borough, including the Borough's own needs and, where possible, assisting with accommodating the HMA wide shortfall.

C Sustaining the attractiveness of the Borough for people who live, work and invest in Solihull

D Securing sustainable economic growth

F Reducing inequalities in the Borough

H Increasing accessibility and encouraging sustainable travel

J Improving health and well being

Justification

141. The Borough is home to a number of business sites of more local significance of varying age and quality. These are important for local employment opportunities to provide a broad range of business accommodation in terms of type and size and a number of them have land that remains to be developed. Other older, non-allocated sites, such as Cranmore Industrial Estate, Boulton Road and Elmdon Trading Estate, provide some further opportunities through redevelopment of older outmoded premises.
142. Evidence in the Housing and Economic Development Needs Assessment 2020 indicates that there is a need for around 147,000 sq m of employment floorspace to meet local needs for the Plan period to 2036. For offices existing supply including vacancies balances the need, but for industrial use and warehousing there is a shortfall of around 26,300 square metres (thus requiring between 5.2 ha – 6.6 ha of land^[23]).
143. The table below includes existing allocations to be carried forward from the SLP and New allocation. Although these new allocations have already been identified under Policy P1, they are included here for completeness.

144. Allocated provision comprises land remaining to be developed on existing employment sites. The evidence base supports the approach of using existing allocations with a broad range of employment uses where possible so that there is less reliance on the B1 use class. This is supported by market trends that show a preference for town centres as office locations.
145. The above table also includes two allocations (Sites UK1 and UK2) which will necessitate land to be removed from the Green Belt. The justification for Policy P1 provides the exceptional circumstances for this approach. Whilst Site UK2 is partly intended to provide for JLR needs, much of this has already been committed in the form of the despatch area and logistics operations centre, approved under very special circumstances. The emerging concept masterplan shows a number of phases remaining for development, which can meet wider local employment needs, the need for a replacement Household Waste and Recycling Centre and Depot, as well as providing for any remaining JLR or Airport needs. This will provide flexibility in the provision of land to meet employment needs, avoid the necessity to allocate further Green Belt for development, and will be subject to the plan-monitor-manage approach. Evidence indicates that Site UK1 is likely to have a role to play in meeting local employment needs, especially later in the Plan period.
146. In addition to the allocated employment sites, Solihull has a number of employment sites where opportunities to recycle employment land may come forward. For example, substantial recycling of land has already occurred in older premises at Cranmore Industrial Estate, Shirley to create new offices and modern industrial/warehouse units and similar opportunities may come forward elsewhere, such as within Elmdon Trading Estate (near the Airport).
147. For the purposes of the Local Plan employment uses are business class uses and appropriate waste management facilities. Planning applications for waste management facilities will be considered in the context of effects on local environment and amenity both within the employment site and its broader surroundings and the nature of waste management operation, for example, the extent that it takes place within the confines of a building, the amenity and traffic or transport effects on the road network and effects on pollution.
148. Solihull does not have substantial amounts of previously developed land that would be suitable or available for employment purposes. It is therefore important to protect the limited supply of employment land and premises from alternative uses, including types of economic development that would be more appropriate in a town centre environment.
149. The policy sets out the particular circumstances when alternative development may be accepted. These include, for example, small isolated premises in predominantly residential surroundings that render the premises out of context and better able to support sustainable development principles in an alternative use.
150. Mixed business uses may be enabled on employment sites where this will help to support sustainable development principles. Business class uses should predominate. Other uses of an ancillary nature may be enabled provided they are small scale in the context of the mixed use development and justified in terms of supporting the business function of the mixed use development and do not conflict with National Planning Policy, particularly in regard to its aims of supporting sustainable economic development and growth and supporting town centres.
151. Small and medium sized enterprises will be encouraged in all areas of the Borough, including rural areas, North Solihull and within established business sites, through redevelopment and creation of other opportunities for the development of small business space, provided they meet the criteria in the Policy that seek to protect the environment, local amenity and the Green Belt.
152. Digital connectivity and high capacity communication networks are key to commercial success in the 21st Century. Solihull is committed to increasing digital capacity across the Borough to help in remaining competitive, attracting inward investment, reducing inequalities and remaining a leading centre of enterprise.

Challenges and Objectives Addressed by the Policy

A Mitigating and adapting to Climate Change

C Sustaining the attractiveness of the Borough for people who live, work and invest in Solihull

D Securing sustainable economic growth

F Reducing inequalities in the Borough

H Increasing accessibility and encouraging sustainable travel

J Improving health and well being