Urban Design & Landscape Architecture. MKDP Pre-Application Rooksley A. May 2015

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1 MKDP Pre-Application Rooksley A May 2015

2 Rooksley A Pre-application This document has been prepared by Milton Keynes Council s Urban Design and Landscape Architecture Team. For further information please contact: Neil Sainsbury, Head of Urban Design and Landscape Architecture Urban Design and Landscape Architecture Planning and Transport Milton Keynes Council Civic Offices 1 Saxon Gate East Milton Keynes, MK9 3EJ T +44 (0) E grant.gibson@milton-keynes.gov.uk Produced in association with 2

3 Contents SECTION 1 INTRODUCTION 1.0 Site Location and Context pg Site Boundary pg Site Photos pg 7 SECTION 2 THE SITE & DEVELOPMENT PROPOSALS 2.0 Access pg Proposed Uses pg Key Principles pg Parameters Plan pg 9 APPENDICES 1 Pre - application Report pg 15 Outline and purpose of the Document The purpose of this document is to establish the broad planning and design parameters for development of this site in line with the existing employment land use allocation and as per existing policy. The intention is that this document will provide a degree of clarity for a developer when preparing a planning application. As part of the process of preparing this document, the local Parish Council and local ward members have been consulted on any views that they may have that are of relevance to the preparation of the Brief. Where appropriate they have been incorporated into the Brief as well as inlcuded in an Appendix. This process ensures Milton Keynes Development Partnership (MKDP) meet their obligation to obtain comment from Council Development Management Officers before marketing the site. This pre-application report concludes the process and sanctions MKDP to proceed to market. 3

4 SECTION 1 INTRODUCTION 1.0 Site Location and Context pg Site Boundary pg Site Photos pg 7

5 1.0 Site Location and Context The site, which extends to 1.15ha in area, is located in the Rooksley Grid Square to the west of Central Milton Keynes. Rooksley is an established employment area of B1, B2 and B8 uses in the north half of the grid square with Commercial uses within the southern half. The site backs onto the main west coast railway line. The site is generally flat. It is covered by rough grassland, but does include a stretch of hedge running across northern side of the site as well as a few other smaller trees centrally within the site. The site has hedging and tree planting around part of its northern edge as well as its eastern and southern edge which has the effect of hiding the site from public view. A5 A508 Old Stratford Wolverton Mill Fullers Slade Greenleys Kiln Farm Old Wolverton WOLVERTON Two Mile Ash Grange Farm Hazeley Hodge Lea Oakhill Woodhill Stacey Bushes Stonebridge Crownhill Bradwell Abbey Medbourne Oxley Park Blue Bridge Wymbush Bradwell Loughton Lodge Great Holm Shenley Woods New Bradwell Bancroft Shenley Church End Westcroft Bradville Shenley Brook End Stantonbury Park Rooksley Loughton Heelands Shenley Lodge Stantonbury Bradwell Common Linford Wood Knowlhill Emerson Valley Conniburrow Winterhill The Bowl Furzton Great Linford Wymbush Bolbeck Park Pennyland Willen Park Neath Hill Downhead Park Oldbrook West Bletchley Downs Barn Fishermead Leadenhall Bleak Hall Coffee Hall Redmoor Granby Denbigh Hall Springfield Eaglestone Beanhill Tongwell Newlands Netherfield Denbigh North Fenny Stratford Willen Woolstone Woughton on-the-green Ashland Oakgrove Woughton Park Mount Farm Denbigh East Monkston Park Simpson Pineham Northfield Middleton Walton Hall Fenny Lock Broughton Walton Monkston Walton Park Kents Hill Caldecotte Brooklands Broughton Gate Walnut Tree Kingston Brinklow Tilbrook Wavendon Gate Old Farm Park Browns Wood Kingsmead Tattenhoe Far Bletchley BLETCHLEY Tattenhoe Park 5

6 Rooksley A Pre-application 1.1 Site Boundary FB DELTIC AVENUE ROOKSLEY Motor Racing Circuit Site Boundary S Gantry Site Boundary El Sub Sta 6

7 1.2 Site Photos View of site looking south along Deltic Avenue View of adjoining employment building from the site View looking north along Deltic Avenue from the site Site frontage to Deltic Avenue - current access gate Line of trees fronting the site along Deltic Avenu View looking west across the site located on the north east corner of the site. 7

8 SECTION 2 THE SITE AND DEVELOPMENT PROPOSALS 2.0 Access pg Proposed Uses pg Key Principles pg Parameters Plan pg Option 1 pg Option 2 pg 11

9 2.0 Access The site can be accessed off Deltic Avenue via an existing gated site entrance. Which in turn is accessed off both Patriot and Precedent Drive via Grafton Street (V6) and directly onto Dansteed Way (H4). The site links into the local network of cycle paths (redways), with a redway running along both Dansteed Way and Grafton Street. To the north of the site there are existing bus stops on both Grafton Street and Dansteed Way. Milton Keynes Central Rail station is also within walking distance to the south of the site. 2.1 Proposed Uses The site is allocated in the adopted Local Plan for employment. This is the most appropriate land use and is consistent with the land uses in the surrounding area. 2.2 Key Principles the main building frontage(s) should be to Deltic Avenue. The building elevation(s) should be well articulated along this frontage. Windows should be provided on the Deltic Avenue elevation to overlook the street. Building heights likely to be 2 storeys. The existing site entrance off Deltic Avenue should be used for site access Building entrances to be suitably articulated. Parking should located to the front along Deltic Avenue as is provided for the adjacent buildings with additional parking and servicing if required likely to be provided along the southern edge of the site in proximity to the existing site entrance. In keeping with adjacent car parks serving employment uses, new tree planting should be included to soften the car park fronting Deltic Avenue. Existing boundary hedges should be retained. Street trees along frontage of site should be retained, except where removal is required to allow access to the site. Existing hedge that runs across the site should be retained where possible if layout permits. Arboricultural and ecological reports will be required for the site. Any development proposals will need to take account of the findings of these reports. 2.3 Parameters Plan The Parameters Plan has been drawn up to illustrate the key principles that are considered important to the development of the site. The plan has been drawn indicatively so as not to constrain end user requirements. The plan in the main highlights access points, approximate development area, approximate parking locations and key frontages. 9

10 Rooksley A Pre-application 2.4 Parameters Plan N DELTIC AVENU Precedent Drive Deltic Avenue Plot 1 Site A, Rooksley Patriot Drive Site boundary Approximate development plots Parking and/or servicing Parking only Key frontage Retained trees Retained landscaping Proposed landscaping Hedge to be retained if layout permits MKDP Site A Rooksley Suggested access to site Option 1 Existing redway Existing land use: employment 1:1250@A3 GG NS 0m 40m Crown Copyright and database rights [2012]. Ordnance Survey [ ] 12/05/ Existing land use: commercial Urban Design and Landscape Architecture Planning, Economy and Development 10 Civic Offices Saxon Gate East Milton Keynes MK9 3EJ

11 2.6 Next Steps MKDP will draft a Marketing Brief for the site in line with the advice in the pre-application report. 11

12 Rooksley A Pre-application APPENDICES Appendix 1 pg 15 Pre-application Report from Development Management 12

13 Appendix 1 Pre-application Report from Development Management Application no: 15/01405/PRELAR Proposal: Large employment site of more than 1ha in size At: Land to West of Deltic Avenue, Rooksley, Milton Keynes, I am writing in response to the above pre-application enquiry. Site The site is 1.15ha located within Rooksley, which is an established employment area. The northern element of the grid square is predominantly B1, B2 and B8 uses and the southern half is occupied by commercial uses. The subject site is currently undeveloped and covered by grassland, with a hedge on the northern, eastern and southern side and a few small trees within the centre. The site is also bounded by the west coast mainline railway. Proposal Pre-application advice is sought in respect of a draft development brief for this site, which proposes this as a suitable location for an employment use. Employment uses include operations falling within use classes B1 (business), B2 (light industrial) and B8 (storage and distribution). Planning Policy Planning decisions are made in accordance with local and national planning policy, the most relevant policy is: National Planning Policy Framework (NPPF), 2012 Core Strategy (July 2013) Policy CS13 Ensuring High Quality, Well Designed Places Policy CS3 Employment Land Supply Policy CS15 Delivering Economic Prosperity Milton Keynes Local Plan (2005) D1 Impact of development proposals on locality D2A Urban design aspects of new development D2 Design of buildings D4 Sustainable construction T3 Pedestrians and Cyclists T15 Parking provisions E1 Protection of existing employment land E7 retailing on employment land E8 Sites for bad neighbour uses Supplementary Planning Documents Milton Keynes Parking Standards, 2009 Addendum It should be noted that revised parking standards are to be considered at a Cabinet meeting on the 11th January Any planning application submitted for 13

14 Rooksley A Pre-application this site should provide car parking in accordance with the adopted standards at the time of submission. Comments on Proposal: The site is allocated within the Milton Keynes Local Plan for an employment use and on that basis the principle of the employment use sought within the development brief is considered to be acceptable. The following consultation responses have been received: Highways Matters: There is no objection to the principal of the proposed development and the use of the existing access. Further comments should be sought once a detailed layout for the site is developed. The proposed developments should link into the local network of cycle paths (Redways) where possible. All cycle and pedestrian routes should benefit from good natural surveillance to encourage use and provide links to the bus stops located near to the site. Secure bike storage should be provided for the proposed development. Parking should be in accordance with Milton Keynes Parking Standards and an application should include details of the servicing of the site. A transport assessment and a travel plan should be included with any planning application for this site. Countryside Officer: The proposed application site is immediately adjacent to the Main Line Railway Wildlife Corridor and in close proximity to the A5 Road Wildlife Corridor. Wildlife corridors are linear pathways containing habitats which provide food and shelter for wildlife, and which encourage the movement of plants and animals between important wildlife sites. Wildlife corridors are susceptible to edge effects where habitat quality along the edge of the linear features is much lower than in areas further away from disturbance. For this reason, it is crucial that wildlife corridors are wide enough to provide sufficient high quality habitats away from the edges. Linear features such as strips of woodland are used by bats as an aid to navigation and to extend their foraging and roosting capacity. Some species of bats, such as the brown long-eared, take insects directly from foliage and frequently forage in woodland areas. Bats are nocturnal and are adapted to low-light conditions so are unlikely to commute or forage in areas that are brightly lit. Environmental records identify that notable species of butterflies have been recorded within the site to the north. An application on this site should provide a full assessment of this matter and details of any mitigation required. Milton Keynes Wildlife Corridors are afforded the same status as Milton Keynes Wildlife Sites (equivalent to County Wildlife Site designation used by many other local authorities), meet a set of agreed criteria and are recognised in the National Planning Policy Framework and Local Plans. Features and habitats with wildlife potential are present on or in close proximity to the site. In line with recognised good practice and governmental policy on biodiversity and sustainability (National Planning Policy Framework 2012 & NERC 2006), all practical opportunities should be taken to harmonise the built development with the needs of wildlife. The NPPF seeks to provide a net enhancement to biodiversity through sustainable development. Any proposal must demonstrate sufficient biodiversity enhancements to comply with current policies. These may be in the form of built in features for bats and birds, other habitat enhancements, and the provision of native trees, shrubs and plants that provide habitats or a food source for wildlife, or in the last resort, off-site compensation. Calculating the current biodiversity value of the site using the DEFRA Biodiversity Impact Assessment Calculator will ensure any proposed habitat improvements will provide net gains for biodiversity. The following will be required in support of an application on this site: 14

15 An Extended Phase 1 Habitat Survey. A species Network Rail data search obtained from the Buckinghamshire and Milton Keynes Environmental Records Centre should be included in the desk study. Ecological surveys undertaken at the appropriate time of year and following best-practice methodology for any protected species identified in the Extended Phase 1 Habitat survey and reports including any necessary mitigation measures with regards to protected species. A Biodiversity Enhancement Scheme in accordance with Policy NE3 of the Milton Keynes Local Plan and NPPF. A Lighting Scheme if the Extended Phase 1 Habitat Survey identifies bats using the site or any features for bats are provided as part of the ecological enhancements. Landscape Architect Development proposals will require mitigation by way of a robust landscape design; the scheme must generally soften the hard surface / building mass, address all boundaries and as far as reasonably possible, incorporate biodiversity enhancement measures and retain key hedges / trees identified as important. The hedgerow to the western boundary should be retained as a buffer to the railway wildlife corridor. Given the sites proximity to the West Coast Mainline Network Rail have provided the below detailed response / The above site is adjacent to Network Rail land as shaded in green on my plan. Therefore we would comment as below should a planning application progress on this site: (1) Network Rail requests that the developer submit a risk assessment and method statement (RAMS) for the proposal to Network Rail Asset Protection, once the proposal has entered the development and construction phase. The RAMS should consider all works to be undertaken within 10m of the operational railway. We require reviewing the RAMS to ensure that works on site follow safe methods of working and have taken into consideration any potential impact on Network Rail land and the operational railway. The developer should contact Network Rail Asset Protection prior to works commencing at AssetProtectionLNWSouth@ networkrail.co.uk to discuss the proposal and RAMS (2) In view of the nature of the development, i.e. industrial/ commercial, the developer should provide (at their own expense) and thereafter maintain a substantial, trespass proof steel palisade fence along the railway boundary to a minimum height of 1.8 metres. The 1.8m fencing should be adjacent to the railway boundary and the developer/applicant should make provision for its future maintenance and renewal without encroachment upon Network Rail land or air-space. Network Rail s existing fencing / wall must not be removed or damaged and at no point either during construction or after works are completed on site should the foundations of the fencing or wall or any embankment therein, be damaged, undermined or compromised in any way. Any vegetation on Network Rail land and within Network Rail s boundary must also not be disturbed. Any fencing installed by the applicant must not prevent Network Rail from maintaining its own fencing/boundary treatment. (3) The developer/applicant must ensure that their proposal, both during construction, and after completion of works on site, does not affect the safety, operation or integrity of the operational railway, Network Rail requirements in more detail. 15

16 Rooksley A Pre-application land and its infrastructure or undermine or damage or adversely affect any railway land and structures. There must be no physical encroachment of the proposal onto Network Rail land, no over-sailing into Network Rail air-space and no encroachment of foundations onto Network Rail land and soil. Any future maintenance must be conducted solely within the applicant s land ownership. (4) Any scaffold which is to be constructed within 10 metres of the Network Rail / railway boundary fence must be erected in such a manner that at no time will any poles over-sail the railway and protective netting around such scaffold must be installed. The applicant / applicant s contractor must consider if they can undertake the works and associated scaffold / access for working at height within the footprint of their property boundary. The applicant is reminded that when pole(s) are erected for construction or maintenance works, should they topple over in the direction of the railway then there must be at least a 3m failsafe zone between the maximum height of the pole(s) and the railway boundary. (5) If vibro-compaction machinery / piling machinery or piling and ground treatment works are to be undertaken as part of the development, details of the use of such machinery and a method statement should be submitted for the approval of the Network Rail Asset Protection Engineer. All works shall only be carried out in accordance with the approved method statement and the works must be reviewed and approved by Network Rail. The Network Rail Asset Protection Engineer will need to review such works in order to determine the type of soil (e.g. sand, rock) that the works are being carried out upon and also to determine the level of vibration that will occur as a result of the piling. The impact upon the railway is dependant upon the distance from the railway boundary of the piling equipment, the type of soil the development is being constructed upon and the level of vibration. Each proposal is therefore different and thence the need for Network Rail to review the piling details / method statement. (6) All surface water is to be directed away from the railway. Soakaways, as a means of storm/surface water disposal must not be constructed near/within 20 metres of Network Rail s boundary or at any point which could adversely affect the stability of Network Rail s property. Storm/surface water must not be discharged onto Network Rail s property or into Network Rail s culverts or drains. Suitable drainage or other works must be provided and maintained by the Developer to prevent surface water flows or run-off onto Network Rail s property. Proper provision must be made to accept and continue drainage discharging from Network Rail s property. Suitable foul drainage must be provided separate from Network Rail s existing drainage. Once water enters a pipe it becomes a controlled source and as such no water should be discharged in the direction of the railway. Drainage works could also impact upon culverts on developers land. Water discharged into the soil from the applicant s drainage system and land could seep onto Network Rail land causing flooding, water and soil run off onto lineside safety critical equipment or de-stabilisation of land through water saturation. Full details of the drainage plans are to be submitted for approval to the Network Rail Asset Protection Engineer. No works are to commence on site on any drainage plans without the approval of the Network Rail Asset Protection Engineer. 16

17 (7) Fully detailed plans of any excavation works within 10 metres of Network Rail s boundary, including crosssections where alterations to the existing ground levels are proposed, should be submitted to the Network Rail Asset Protection Engineer before development commences for approval, in order to ensure that Network Rail s adjacent property and works will not be adversely affected during and after the carrying out of the development. There must be no general lowering of present ground levels near Network Rail s boundary where the railway is on an embankment or same level as the adjoining land. The Network Rail Asset Protection Team will need to review all excavation works to determine if they impact upon the support zone of our land and infrastructure as well as determining relative levels in relation to the railway. Further, there must be no excavation into, nor deep continuous excavations near, the toe of embankments or retaining walls or bridge support slopes. (8) Network Rail requests that the developer ensures there is a minimum 2 metres gap between the buildings and structures on site and our boundary fencing. To allow for all construction works on site and any future maintenance to be carried out wholly within the applicant s own land ownership and without encroachment onto Network Rail land and air-space. Any unauthorised access to Network Rail land or air-space is an act of trespass and we would remind the council that this is a criminal offence (s55 British Transport Commission Act 1949). To ensure that should the buildings and structures on site fail or collapse that it will do so without damaging Network Rail s boundary treatment or causing damage to the railway (e.g. any embankments, cuttings, any lineside equipment, signals, overhead lines) and to prevent the materials from the buildings and structures on site falling into the path of trains. To ensure that the buildings and structures on site cannot be scaled and thus used as a means of accessing Network Rail land without authorisation. (9) Network Rail requests that the LPA and the developer (along with their chosen acoustic contractor) engage in discussions to determine the most appropriate measures to mitigate noise and vibration from the existing railway to ensure that there will be no future issues for residents once they take up occupation of the dwellings. Network Rail is aware that residents of dwellings adjacent to the railway have in the past discovered issues upon occupation of dwellings with noise and vibration from the existing operational railway, as a consequence of inadequate mitigation measures for the site, and therefore it is a matter for the developer and the LPA via mitigation measures and conditions to ensure that these issues are mitigated appropriately prior to construction. (10) We would draw the council s and developer s attention to the Department of Transport s Transport Resilience Review: A Review of the Resilience of the Transport Network to Extreme Weather Events July 2014, which states, On the railways, trees blown over in the storms caused severe disruption and damage on a number of routes and a number of days, particularly after the St Jude s storm on 28th October, and embankment slips triggered by the intense rainfall resulted in several lines being closed or disrupted for many days 6.29 Finally the problem of trees being blown over onto the railway is not confined to those on Network Rail land. Network Rail estimate that over 60% of the trees blown over last winter were from outside Network Rail s boundary. This is a much bigger problem for railways than it is for the strategic highway network, because most railway lines have a narrow footprint as a result of the original constructors wishing to minimise land take and keep the costs of land acquisition at a minimum. 17

18 Rooksley A Pre-application 18 In light of the above, Network Rail would request that no trees are planted next to the boundary with our land and the operational railway. Network Rail would request that only evergreen shrubs are planted and we would request that they should be planted a minimum distance from the Network Rail boundary that is equal to their expected mature growth height. Trees can be blown over in high winds resulting in damage to Network Rail s boundary treatments / fencing as well as any lineside equipment (e.g. telecoms cabinets, signals) which has both safety and performance issues. Trees toppling over onto the operational railway could also bring down 25kv overhead lines, resulting in serious safety issues for any lineside workers or trains. Trees toppling over can also destabilise soil on Network Rail land and the applicant s land which could result in landslides or slippage of soil onto the operational railway. Deciduous trees shed their leaves which fall onto the rail track, any passing train therefore loses its grip on the rails due to leaf fall adhering to the rails, and there are issues with trains being unable to break correctly for signals set at danger. The Network Rail Asset Protection Engineer must approve all landscaping plans. Network Rail has a duty to provide, as far as is reasonably practical, a railway free from danger or obstruction from fallen trees. Trees growing within the railway corridor (i.e. between the railway boundary fences) are the responsibility of Network Rail. Trees growing alongside the railway boundary on adjacent land are the primary responsibility of the adjoining landowner or occupier. All owners of trees have an obligation in law to manage trees on their property so that they do not cause a danger or a nuisance to their neighbours. This Duty of Care arises from the Occupiers Liability Acts of 1957 and A landowner or occupier must make sure that their trees are in a safe condition and mitigate any risk to a third party. Larger landowners should also have a tree policy to assess and manage the risk and to mitigate their liability. Regards Diane Clarke TechRTPI Town Planning Technician LNW Network Rail Conclusion: In conclusion the principle of the employment land development as set out within the development brief is considered to be broadly acceptable. Whilst the principle of the development of the site is acceptable there are a number of matters raised within this pre-application response which will need to be given due consideration when developing a layout for this site. It is advised that further pre-application advice is sought during the development of a layout for this site. I trust that this information is of assistance to you and outlines the issues which would be considered in determing a formal planning application on this site. These comments are based on the information provided at this stage and do not represent the views of the Council as a whole. This advice is given at Officer level only on an informal basis and does not prejudice any future decisions made by the Council in respect of this site. If you wish to submit a planning application, details of the information required are available on the Councils website at Yours faithfully, Sarah Hine - Senior Planning Officer (Dev Control) Land To West of Deltic Ave Rooksley Employment site

19 Reproduced from the Ordnance Survey Map with permission of the controller of Her Majesty s Stationery Office. Crown Copyright. Licence No: Plot Scale 1:1250 Plot Date 7/7/2015 Centre of Map Window (E,N): , Output Created from the GI Portal A4 Landscape 19

20 Planning and Transport Milton Keynes Council Civic Offices 1 Saxon Gate East Milton Keynes, MK9 3EJ T +44 (0) F +44 (0) E urban.design@milton-keynes.gov.uk Available in audio, large print, braille and other languages