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Item No. 1 Application No: P/09/1445/2 Application Type:

Full Date Valid:

31st July 2009

Applicant: Loughborough University Proposal: Erection of Design Centre. Location: Land off Towers Way, Loughborough University,

Loughborough Leicestershire LE11 3TU Parish: Loughborough Ward: Loughborough

Nanpantan Ward Case Officer:

Mr P Blitz Tel No: 01509 634738

Description of the Application The proposal is for a new three storey building on the site of the existing car parking area adjacent to the playing pitch to the south west of the Dan Maskell Tennis Centre on Epinal Way. The site backs onto residential property on Mountfields Drive. The building would have a gross floor area of 7571 sq.m. and contain a range of facilities including offices, laboratories, studios, seminar rooms, a computer suite, cafe and an auditorium. The building would have an overall height of 13.7 metres with small features at 14.7 metres. It would be of a contemporary design with a broadly “tapering” footprint and with a central atrium giving light and access to the various spaces in the building. Externally, on its south east side, facing the playing pitch, the building would be made up of repetitive vertically tapering forms faced with cladding and glazing. Facing the Towers side, it would have a more conventional appearance of horizontal glazing and masonry, reflecting the floor levels. The building would have three floors, each floor being around 4 metres floor to ceiling. Full details can be found on the web site. The applicant has confirmed that it is the intention to achieve a ‘very good’ BREEAM rating for the development. This deals with the energy efficiency, and efficient energy usage, of the building. The application is accompanied by a Flood Risk Assessment, an Ecological Appraisal, a Travel and Transport Summary and a Design and Access Statement. The Design and Access Statement is a useful document and members are encouraged to familiarise themselves with it before the meeting. It gives a useful description of the proposal and a resume of the way in which the design has evolved. Parking for the development would be within an area of new car parking recently granted planning permission on land to the south west, alongside the backs of the gardens to Mountfields Drive properties. The development included the demolition of some single storey residential accommodation and other ancillary buildings. Permission for this (P/09/0978/2) was granted on the 18th August 2009, following a ward member referral.

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The development is the first phase of the University’s long term redevelopment strategy for the East Park campus to create new fit-for- purpose academic floorspace for something in the order of 500 existing students, most of who currently attend lectures in the Matthew Arnold Centre and Bridgman Building nearby. The University state that it is not the intention to increase space but to provide replacement or refurbished space that is fit-for-purpose. 75 academic/administrative staff would be re-deployed to the new building, some 45 from East Park and some 30 from Holywell Park, at the west end of the campus. It is anticipated that more students would visit this part of the campus than at present, but will do so largely on foot. • Development Plan Policies The East Midlands Regional Plan 2009 sets the strategic planning framework. Policy 2 indicates that the layout, design and construction of new development should be continuously improved, including in terms of reducing CO2 emissions and providing resilience to future climate change, by:

• design led approaches which take account of local natural and historic character;

• minimising energy use, reducing the heat impact of urban areas, using sensitive lighting,

• improving water efficiency, providing for sustainable drainage (SUDS) and management of flood water, reducing waste and pollution, securing energy from decentralised and renewable or low carbon energy technologies, incorporating sustainably sourced and recycled materials wherever possible, and considering building orientation at the start of the design process;

• making the most efficient use of land; • locating and designing access from new development to local facilities on

foot, by cycle or by public transport; • highway and parking design that improves both safety and the quality of public

space; • design which helps to reduce crime and the fear of crime, supports

community safety, promotes vitality, maintains amenity and privacy, and benefits the quality of life of local people;

• taking account of the need to develop carbon sinks and ‘green infrastructure’ networks and

• providing for access to open space and the enhancement of biodiversity and landscape quality.

Policy 12 states that development should support the continued growth and regeneration of Derby, Leicester and Nottingham, and maintain and strengthen the economic, commercial and cultural roles of all three cities This will be achieved (inter alia) by ensuring that provision is made for:

• a balance in the provision of jobs and homes within and adjoining urban areas to reduce the need to travel;

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• employment land to meet the needs of indigenous manufacturing and distribution uses and

• an encouragement of new investment; • enhancement of transport links and public transport accessibility both within

and between the cities, to reduce car use, especially commuting; • retailing, office, residential, entertainment and service uses within central

areas, to provide for a mix of uses to support the vitality and viability of the city centres; and

Policy 18 says that local authorities in all parts of the region should work together with all organisations with relevant responsibilities to encourage and foster the regional economy through implementing the Regional Economic Strategy. It will be especially important to raise skill levels, develop the service sector and high value manufacturing and create innovative businesses, so that the region is better placed to maintain economic competitiveness. Policy 48 indicates that local planning authorities should apply the maximum amounts of vehicle parking for new development as set out in PPG13. In the Region’s Principal Urban Areas, Growth Towns and environmentally sensitive rural areas, opportunities should be taken to develop more challenging standards based on emerging public transport accessibility work. Car parking facilities in excess of the maximum standards in PPG13 should only be provided in exceptional circumstances. In the Region's Principal Urban Areas and Growth Towns, net increases in public car parking not associated with development should only be permitted where it is demonstrated that:

• adequate public transport, cycling or walking provision cannot be provided, or

• a shortage of short stay parking is the principal factor detracting from the vitality and viability of an area; or

• excessive on-street parking is having an adverse effect on highway safety or residential amenity which cannot be reasonably resolved by other means; or

• the nature of new car parking can shift from long stay spaces to high quality short stay provision; or

• it is linked to public transport provision, for example as part of a park and ride scheme.

Borough of Charnwood Local Plan (adopted 12th January 2004) (saved policies) Policy CF/4 states that planning permission will be granted for University and College developments for academic and ancillary uses (Class D1) and for student accommodation (Classes C1, C2 and C3) within the campus areas identified on the Proposals Map provided:

• segregated facilities are provided for cyclists and pedestrians affording attractive and direct linkages into the cycleway and footpath network;

• the overall design and layout of the development remains compatible with the established character and appearance of the campus as defined by the massing, scale and form of any neighbouring development;

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• complementary hard and soft landscaping measures are employed to define and contain the development within a high quality environment; and

• significant trees, open space or other features important in defining the amenities of the locality would not be lost.

The Plan goes on the say that Loughborough University, Loughborough College, Loughborough College of Art and Design and the Royal National Institute for the Blind’s Vocational College combine to form a major educational complex in the town vitally important to its economic base, status and reputation. The ability of these institutions to respond to the new commercial imperatives which govern development and growth in the educational sector will determine their future standing and influence, and in no small measure, that of Loughborough as a whole. Policy EV/1 seeks to ensure a high standard of design in all new developments. Planning permission will be granted for new development which:

• respects and enhances the local environment including the scale, location, character, form and function of existing settlements and the open and undeveloped nature of the countryside;

• is of a design, layout, scale and mass compatible with the locality and any neighbouring buildings and spaces;

• utilises materials appropriate to the locality;

• provides positive and attractive built frontages to existing or proposed public spaces including roads, footpaths, waterways and areas of public open space;

• safeguards important viewpoints, landmarks and skylines;

• uses the landform and existing features in and around the site, such as woodlands, trees, hedges, ponds, important buildings and structures imaginatively as the focus around which the new development is designed;

• safeguards the amenities of adjoining properties, particularly the privacy and light enjoyed by adjoining residential areas;

• meets the needs of all groups, including the disabled; and

• minimises the opportunity for crime to create a safe and secure environment.

Policy TR/6 indicates that planning permission will not be granted for development on non-designated sites where the impact of traffic generated by an individual proposal or the cumulative impact together with other committed and allocated development in the locality would:

• result in unsafe and unsatisfactory operation of the highway system; or • have a significant adverse impact on the environment,

unless measures are proposed to overcome any harmful effects. Where such measures involve improvements to the transport system they will need to be environmentally acceptable, minimise land take and have a reasonable design life. In all cases measures should help to reduce car use to and from development and contribute to genuine and effective transport choice facilities through the encouragement of walking, cycling and the use of public transport for occupiers jointly or separately.

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Policy TR/18 indicates that planning permission will not be granted for development unless off-street parking for vehicles, including cycles, and servicing arrangements are included to secure highway safety and minimise harm to visual and local amenities. The adopted standards included as Appendix 1 will be used as the starting point in assessing the level of provision and represent the maximum level. In the Central areas of Loughborough and Shepshed, District Centres, primarily employment areas and other areas of significant trip generation the quantity of parking within new development will be determined through negotiation based on containing car parking provision. The quantity of parking allowed will reflect the proposed use and the location of development, the availability of public off-street parking; the current, or potential accessibility by non-car modes; the feasibility for commuted payments; the scope for practical measures to significantly reduce the use of private car trips to and from a site; and the need to reduce existing levels of private non-residential (PNR) car parking. The standards in Appendix 1 do not include specific standards for developments of this type. The County Highway Authority’s adopted highway guidance and PPG 13 contain parking standards for higher education for development greater than 2500sqm. and these are discussed below. • Other Material Considerations The Council has an adopted Supplementary Planning Document that provides guidance for the comprehensive redevelopment of the East Park section of the campus adjacent to Epinal Way. A copy of the document is available on the application entry on the web site. The Design Principles plan shows the area covered by this application designated for an academic zone with enhanced leisure/food facilities around the Towers. The design principles also include the land now to be used for the replacement parking, which is shown as an area involving building of a maximum of 3 storeys and definition of public/private spaces to safeguard residential amenity. Leading in Design, the Borough Council’s adopted design guidance SPD, identifies 5 main principles of design which will form the basis of planning judgements about new development.

1. Places for People – Successful developments address wider issues than simply building houses. They contribute to the creation of distinctive places that provide a choice of housing and complementary facilities and activities nearby. Good design promotes diversity and choice through a mix of compatible developments and uses that work together to create viable places that respond to local needs.

2. Accessible Places – Successful developments are easy to get to and move

through, with short, direct public routes overlooked by frontages. People are put before traffic and land uses and transport are integrated. Good design promotes places that have a clear image, are easy to understand, and provide recognisable routes, intersections and landmarks to help people find their way around.

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3. Safe Places – Successful developments are safe and attractive with a clear

division between public and private space. Good design promotes the continuity of street frontages and the enclosure of space by development which clearly defines public and private areas, public spaces and routes that are attractive, safe, uncluttered and work effectively for all in society.

4. Sustainable Places – Successful developments are able to adapt to

improve their long-term viability and are built to cause the least possible harm to the environment. Good design promotes development that can respond easily to changing social, technological and economic conditions. It also incorporates resource efficiency and renewable energy measures to take into account the long-term impact of a development.

5. Distinctive Places – Successful developments respond to their context

and build on the features that make an area special. Good design promotes character in townscape and landscape by responding to and reinforcing locally distinctive patterns of development, landscape and culture, and addresses sustainability and high quality in the detailed design of buildings.

The document deals with the aspects of urban design generally, but does not offer guidance on the detailed design of individual buildings or express views regarding taste and style. It does state that ill-conceived and prepared designs that fail to meet the Council’s design objectives, and which do not contribute positively to making places better for people, will not be accepted, and such proposals will be refused when the subject of a planning application. The Crime and Disorder Act 1998 places a duty on the local planning authority to do all that it reasonably can to prevent crime and disorder in its area. The potential impact on community safety is therefore a material consideration in the determination of this planning application. PPG13 indicates that the availability of car parking has a major influence on the means of transport people choose for their journeys. Parking provision is costly and takes up valuable space. Reducing the amount of parking in new development (and in the expansion and change of uses within existing development) is essential, as part of a package of transport measures to promote sustainable travel choices. The PPG sets out maximum parking standards, which, for higher and further education generally, is 1 space per two staff and 1 space per 15 students (the total number, not full time equivalents). Circular 11/95 gives clear guidance as to the scope that exists for the imposition of conditions on a planning permission. It sets out 6 tests, which are that any condition should be:

• Necessary – would the development be unacceptable without it. • Relevant to planning – does it serve a land use planning purpose or duplicate

the effect of other legislative controls.

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• Relevant to the development – is it justified by the nature of the development and its direct effects.

• Enforceable – is it practical and reasonable to control the development this way.

• Precise - are the condition’s requirements clear and time related. • Reasonable in all other respects – is it unduly restrictive.

Relevant Planning History The relevant history is the adoption of the East Park Supplementary Planning Document, which sets out the principles by which development in this area of the campus is to be assessed and the granting of the permission in August for the car parking and drainage works. Responses of Statutory Consultees The County Highway Authority is of the view that the proposal would be acceptable if the university were to be required to revise its Green Travel Plan to bring it up to date and to include stricter targets and monitoring regimes, with strategies to deal with failures to meet targets, and to include proposals to introduce a shuttle bus service that links the Design Centre to the new multi-storey car park on the other side of the campus. The Environment Agency observations have yet to be received. The EA did not raise objection to the principle of the new parking provision subject of conditions being imposed and it is thought unlikely that the EA would object to this development. It may recommend conditions again, requiring sustainable drainage techniques to be imposed and controlling floor levels The East Midlands Regional Assembly has confirmed that the development would be in general conformity with the East Midlands Regional Plan and that it will assist in enhancing the contribution of the University to the continuing development of science based high technology industries within the three cities Sub-area, particularly through research and development activity in the design field. Other Comments Received The Loughborough and District Civic Trust advises that the building is arguably in an appropriate industrial style of repeated units on its south elevation, perhaps a horizontal echo of The Towers. Its distinctive but severe metal clad aspect will be seen at a distance form Forest Road, screening other East Park buildings, the more conventional north glazed elevation with the main entrance is obviously apt on the approach road. The Trust refers to the perennial concern over car-parking. The University should be required to increase parking space, not reduce it. The new car parking could be increased in capacity by reducing the landscaping. At least extra parking should be created elsewhere.

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17 letters have been received from local residents from the area on the south side of the university campus, including one form a local pressure group, Swamped by Cars. The objections can be summarised as follows. • The loss of parking caused by the development • The lack of parking for the builders, during construction, • Parking will be displaced to local streets • The University should take responsibility for off campus parking • Parking controls on local residential streets is undesirable • Parking should be on the campus • The new multi-storey car park on the north side of the campus is not the

answer – it’s too far away and only replaces parking lost elsewhere • The new replacement car park will be for staff, pushing current student parking

to local streets • The Travel Plan is based on out of date assumptions and data and does not meet

PPG13 requirements • There is a long history of building on car parking areas and not replacing them • There should be no more development until the shortfall is made up. • Has the present Green Travel Plan been monitored and reviewed? What success

has it had? • There is no commitment to the Travel Plan by University staff etc. and a lack of

imposition by the University • Access by construction traffic will cause congestion at the Epinal way access to

the campus • There would be a further loss of green space on the campus • Transport solutions should include cycling, walking, and public transport • There is no detail on the location of contractors compounds etc • The building would overdominate the outlook from dwellings on Mountfields

Drive • Loss of privacy • The building would be another cheap shed • No account has been taken of the responses to pre-application consultation by

the University with residents • The development could be built elsewhere on university land, further away from

existing housing. Severn Trent Water Ltd has no objection to the development. In response to the representations made, the applicant has provided the following information. The University is committed to the delivery of sustainable development. It is seeking to replace car parking whilst enhancing opportunities for walking, cycling and links to public transport. Having considered the small net loss of parking provision in East Park in the context of its campus wide parking strategy, and the 642 spaces provided by the multi storey

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car park, along with measures that it is promoting through its Travel Plan, the University is content that there is adequate parking capacity within East Park and elsewhere on campus. The University also runs a 10 minute bus service within the campus during term time to make traversing the campus to other areas of parking easier. During the period of construction for the EPDC, construction staff will be contractually required to park at Holywell Park on a hardstanding area that has been specifically created for contractor parking. These staff will be transferred to the construction site by shuttle bus. Demand for new academic floorspace is driven, to a great extent, by staff and student numbers. The University reviews its student number projections each year as part of its business planning process. This takes account of the latest recruitment position and changes in the composition of the student population. The student projections demonstrate that the University is not proposing any future growth of its student population. In addition, the University has no proposals to significantly increase the number of academic and administrative staff it employs. In the light of the above, the University does not expect there to be a significant demand for new academic floorspace on campus. Notwithstanding the above, the University’s Estates Strategy has identified that many buildings on campus (particularly within East Park) are unsuitable in functional terms. The proposed East Park Design Centre is the first phase of the University’s long-term redevelopment strategy for East Park. The University’s strategic plan up to 2016 for the redevelopment of East Park will essentially see the demolition, refurbishment of some existing buildings, together with the construction of new buildings. It is not the intention to increase space but to provide replacement or refurbished space that is fit-for-purpose. It is not the University’s current intention to significantly increase the number of academic staff it employs. The University accepts that more students may visit this part of the campus once the new Design Centre opens. However, the majority of students who visit this part of the campus will do so on foot. Loughborough University discourages student car use. Significant restrictions are already applied to students in respect of bringing vehicles to the University. The University currently has no plans for an overall ban on students bringing cars to Loughborough. The University does not believe this is either appropriate or practical. The reasons for this are:

• Many students have a legitimate need to own a car. • The proportion of students who commute to undertake their studies at the

university. • Effective enforcement of a ban would not be possible.

A number of the residential roads on the immediate perimeter of the University campus are currently subject to a legal order (Traffic Regulation Order) which prohibits motor vehicles from entering the street except for the purpose of access.

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(These streets display the appropriate regulatory sign (a circular plate with a red perimeter bearing a motorcycle and car) and in some cases are supplemented by a plate advising “No University parking”. This order is legally enforceable only by a police officer. Recognising the difficulties the Police have in enforcing the existing legal order the University has sought to use its own security personnel to undertake this work by logging persistent offenders in a database and seeking vehicle ownership records from DVLA. The University also made it a specific disciplinary offence to park in the area covered by the order. The DVLA have now refused to process requests from the University about information on car ownership. The University has discussed with other partners (Police, Charnwood Borough Council and Leicestershire County Council) whether information on car ownership can be obtained by them and passed to the University but they have confirmed this is not possible. In light of this the University has suspended the collection of car vehicle registration numbers through patrols. The University supports Leicestershire County Council’s West Loughborough Parking Study and the proposal to develop a managed parking strategy within the West Loughborough area. The University and Loughborough College meet regularly with residents groups, councillors, council officers and other partners through the Loughborough Off Campus Community Liaison Group. Parking and other issues are regularly discussed in this forum and the University is committed to working to address issues raised. Loughborough University has made a strategic commitment to environmental sustainability across all aspects of its operations. A Green Travel Plan has been developed as part of this commitment. Aimed at staff, students and visitors the plan aims to reduce traffic congestion, carbon emissions, promote exercise and alternative modes of transport to the car. To date the University has carried out numerous initiatives to promote green travel in an attempt to reduce the number of vehicles used in and around Loughborough, including those listed below. A Transport Sustainability Group has been set up to consider and act upon issues around transport sustainability and has taken over from the Transport Steering Group with a more targeted membership. It is chaired by the Corporate Services Manager within Facilities Management and the membership consists of people that can influence the University way forward in sustainable transport. Its terms of reference are wide and include managing the University Travel Plan to minimise travel to, from and across campus. This group first met in January 2009 and will meet six times a year. The group reports to the Loughborough University Estates Management Committee. A new post of Sustainability Manager started with Loughborough University in November 2008. This is a new post, created to drive forward a wide range of sustainability issues, transport and travel being one of them. The Sustainability Manager is Deputy Chair of the Transport Sustainability Group. Numerous initiatives have already been driven forward by the Sustainability Manager alongside others and will continue at both strategic and operational levels. The Sustainability Manager also

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works closely with the Director of Change Projects who in turn aligns with the University Executive Management Group this ensures that all sustainability issues are embedded within the Management of the University. The University has made specific Liftshare arrangements for Loughborough University and this was introduced in 2007. This dovetails other Liftshare contacts regionally and nationally. Liftshare has been and will continue to be promoted to University Student and Staff Members. The University, through its Sustainability Manager, works closely with the public transport groups around the region. It works alongside National Rail franchises looking at initiatives promoting public transport. The University meets 4 times a year with the Kinch Bus Group and have now invited Loughborough College to join this group to promote and review the service which Kinch as a partner provides to the University. The University is about to produce a new electronic campus plan and locations of bus stops and timetable links within the university will be publicised and located on this plan so that staff and students are able to know when buses are due etc. A cycle to work scheme was initiated by the University in 2007, it was marketed as the ‘On Yer Bike’ scheme. Members of staff can purchase a bicycle through salary sacrifice; payment being deducted from the salary on a monthly basis. This has the incentive of being tax and NI free so that bicycles realistically are purchased at a discounted price. This scheme is marketed twice a year throughout the University. To date 77 bicycles have been purchased through this scheme. The University opened a cycle shop (Cogz) on campus 3 years ago for the sale and rental of new and second hand bicycles. It also provides servicing and repair of bicycles for students and staff. The outlet is also open for use by the local community. The University has instigated a salary sacrifice system to encourage the purchase of season tickets for public transport. This works in the same way the ‘On Yer Bike’ scheme through a method which is deducted straight from salary and offers discounted travel. The University has implemented a programme of providing three levels of cycle storage. This consists of the high end lockable containers for cyclists to be able to store their bicycle and belongings, secondly covered cycle storage and finally open cycle storage. For students in Halls, secure provision of cycle storage is located at the halls of residence. Showers are installed for the use of cyclists. In the future all new projects and refurbishments will take into account provision for cyclists. The new electronic campus map cycle storage and shower facilities will be located on the map so that staff and students can view facilities within the area they wish to travel to. The University has employed a consultant to instigate a landscape strategy for the University. A main consideration is to consider access for pedestrians and cyclists and the flow of traffic. Another study which is aligning with this is the Traffic Safety and Accessibility study which is being carried out across the University which will consider safe accessibility for pedestrians and cyclists.

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The University is working with its academics to promote sustainable ways of accessing the University. One project that has been proposed is the Campus Active Travel Project. This project is to promote active travel (walking and cycling) for transport to, from and on University campus to support the University strategies and campaigns with regard to sustainable travel, improving the campus environment and promoting employee health. It will aim to provide a supportive environment for active travel on campus by delivering initiatives and providing opportunities for members of staff to participate in walking and cycling activities. It will promote Loughborough as one of the leading Universities in the UK with regards to supporting active travel (walking and cycling) to, from and on campus. Recently this proposal has been agreed at the TSG and has been put forward for to seek funding. The University has appointed and provided training to approximately 150 members of staff and some students as Environmental Champions across the University. Part of the remit of these champions is to promote and communicate the whole range of sustainability measures, including green travel. The University is about to market another campaign to get more trained champions on board. The University has published a green travel guide for staff and students. This guide is promoted on a regular basis particularly when the University has a new intake of students. The travel guide covers areas such as walking, lift sharing, cycling and use of public transport. It includes a map of cycle and walking routes around Loughborough and information on carbon comparisons and greener travel. Travel Surveys are carried out on a regular basis within the University to gauge staff and student use and views. The travel survey covers all modes of transport and informs the University of core statistics so that it may monitor its travel plan. The University’s Travel Plan is now under review and its objectives will be monitored in the future. Whilst it has been recognised by the local authority that the content of the existing travel plan is good, it is also recognised by the University that it has not been reviewed nor monitored. However this does not mean that the University has not made progress. The University has been proactive in managing its effect on the environment within the area of transport and travel and is supported by information within this paper. Had the travel plan been reviewed and monitored the University would have been better placed to successfully publicise this fact. While the review is taking place, an interim plan will be put in place which recognises the changes of structure reported earlier in this document. Consideration of the Planning Issues The main issues are:-

• The principle of the development • The impact on the amenities of local residents • The appropriateness of the design and layout of the development • Highway safety • Control over car parking

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• Ecological implications The principle of the development The adopted Local Plan policy CF/4 and the adopted Supplementary Planning Document clearly anticipate this sort of development on this site within the campus. The Regional Plan clearly supports development of this type provided certain criteria are met. The uses of the building would clearly be directly related to academic activity on the campus and therefore the principle of the development is hard to resist. The impact on the amenities of local residents The building would be sited away from residential boundaries. It would be some 40.5 metres from the rear boundaries of Mountfields Drive properties and some 95 metres from the rear boundaries of Oaklands Avenue properties. The distances to the rear elevations of the dwellings themselves would be in excess of 100 metres and 190 metres respectively. The building would be around 14 metres high, which compares to the tennis and badminton centre buildings in the vicinity which are 10.1metres and 12.5 metres high respectively. At these distances, it would be difficult to sustain the argument that the proposed building would be over-dominant, or cause any overshadowing of the adjacent dwellings, particularly given the orientation of the building relative to the prevailing sun path. The building would be to the north west of Oaklands Avenue and north east of Mountfields Drive. The distances away from residential properties mean that there would be little impact in terms of loss of privacy, even though the design does include glazing that faces them. Notwithstanding this, the plans do indicate that there would be use of obscured glazing in some locations. The building will be clearly visible from both directions and will affect the outlook and view form these dwellings. However the site lies in the urban area and adjacent to a long established campus. An open aspect has been enjoyed and will still be there to a significant degree, as the playing pitch is retained. Appreciation of the design and appearance of the building will be a subjective matter, but my conclusion is that the design of this building would exhibit much greater sophistication and quality than the nearby tennis centre buildings, and, as such, the appearance of the building would not cause detriment to residential amenity. It would be very unfair to describe the building as a “cheap shed”. The main issue raised by local residents, albeit only by three from Mountfields Drive and none from Oaklands Avenue is that of on-street car parking, and this is discussed in more detail below. The appropriateness of the design and layout of the development The design has evolved through the specific needs of the applicant and the needs of the people who will occupy the building. It is a bespoke design and exhibits considerable innovation in terms of its internal layout and the external appearance that this generates. The built urban context is very eclectic, with buildings of varied

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styles heights, appearance and function. More recent buildings have been designed to accommodate large recreation spaces whereas earlier buildings have been for residential use. The building opens out to the main access from the access road and where the entrance will be and closes towards the playing pitch, whilst benefiting from good aspect. The style of the building reflects the modular nature of the interior of parts of the building. It would be designed to a very good BREEAM standard for sustainability and would have considerable flexibility to respond to future changes in academic needs/functions that might evolve. As such it is considered that the design would accord with relevant policy and policy guidance. Highway safety Aside from the issues surrounding parking, which is dealt with below, there are no matters of highway safety. The site is a long way along private university roads from any access to the public highway, and it is not anticipated that the development would generate significant amounts of traffic such as to generate concerns at that access. Control over car parking There are some 490 parking spaces at East Park at present, serving a range of buildings used for sport science, for student accommodation in Butler Court and The Towers, the new sports hall, the new netball and badminton centre, the two tennis centres and the academic buildings of Matthew Arnold, John Cooper, The Bridgman Centre, John Hardie, Sir John Beckwith and Martin Hall. The proposed Design Centre (and the parking area that has already been permitted) would involve the loss of 180 spaces on car park 1, 20 spaces around the bungalows and offices to be demolished, approximately 20 spaces on a rough ground area adjacent to car park 1, and 6 spaces from the parking provided for the netball centre. The total loss would be 226 spaces, including those related to the bungalow/office accommodation that would be demolished. The new parking area will provide 175 spaces. The overall loss would be 51 spaces, although 20 of those would be those previously associated with accommodation that would be demolished and would, arguably, not continue to create parking demand. Parking standards are set out in PPG 13 and by the highway authority and for higher education developments promote 1 parking space for every two members of staff and 1 space for every student. The application indicates that 75 staff would be based at the site, 45 from the present East Park campus, notably the Bridgman and Matthew Arnold buildings, and 30 would be relocated from Holywell Park at the west end of the campus. It is estimated that the building would accommodate the academic needs of some 500 students. Applying the PPG13 standards suggests that a development of this kind would normally generate a need for some 70 parking spaces. The new 642 spaces being created on the campus in the new multi-storey car park would be some 1590 metres away, on foot.

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There is a finely balanced judgement to make on the issue of car parking. It is a judgement that needs to be made against the backdrop of the guidance in PPG 13 and the need to exercise restraint in imposing requirements for additional parking to support new development. On the one hand the applicant asserts that the personnel who would be using the building are largely already on the campus and the development is designed to provide fit-for-purpose accommodation for the delivery of the design curriculum. However, there is little clarification as to what would be done with the floorspace vacated by the existing staff and students. On the other hand the local view is that the development decreases the level of parking available without adding to the amount to cater for the new floorspace. As such, the development would be likely to increase the amount of on-street parking on local streets to the annoyance of residents and the detriment of highway safety. The criticism of the University’s current Green Travel Plan by local residents is echoed by the highway authority, which has made recommendations that it be reviewed and strengthened. This would be a potential benefit for the whole campus and would give the planning and highway authorities the opportunity to influence its objectives and measures. The present Plan was a University initiative and was not the result of any imposition by the planning or highway authorities. The travel plan would need to strike a balance between securing a reduction in the use of the private car for trips to the campus and recognition of the need to minimise, as far as possible, the export of parking to local streets. That might involve measures to manage the use of present parking provision, and/or a judicious increase in campus parking in sensitive areas, and be coupled with a review of the University’s present campus-wide parking strategy. On the one hand there is recognition of present off campus parking issues but these are a result of present circumstances generated by the history of developments in recent years, and should not be used as a criticism of this development without due evidence. There is no direct evidence that users of this building would park on local streets but there is the fear from past experience. On the other hand the university has constructed new parking space and has offered to provide a shuttle service to encourage its use by users of the building, where those users are allowed access to the campus in the first place. The issue of off-campus parking is being addressed by the university and highway authority and a range of parking control measures is the subject of current consultation with local residents. The measures would be likely to be the most effective way of dealing with the current problems as they can bear directly on the problems and be tailored to reflect the variations in the severity of the problems in the locality. Control through the planning process could never be as focussed. It is appreciated that there are issues of enforcement, the cost to local residents in the case of some methods of control (Resident parking permits) and, to varying degrees, the inconvenience of the control regimes for those residents and the impact on their residential amenity. Ecological implications The site is predominantly a tarmac car park at present and is of low ecological significance. There is no record of protected species in the area. The development

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would involve the removal of a number of small trees alongside the present access road. The ecological report submitted with the application identified the opportunity that there would be to enhance local biodiversity through the landscaping of the site and the use of native species. It is not considered that there are any reasons based on the impact on the ecology of the area that could for the basis of a refusal of permission. The granting of permission for the car parking area has afforded the opportunity to enhance biodiversity through conditions and the control over the detail of landscaping, and this approach would be appropriate with this application. Conclusions The main concerns surrounding car parking have been dealt with above. It would be unsustainable to form a judgement that no new development on the campus should be allowed until the parking difficulties have been resolved. Current planning policy at national, regional and local level does not sanction wholesale increases in parking provision but rather seeks to reduce car usage by the promotion of alternative modes of transport. My view is that there is a need for a “multi-agency” approach to this problem and that planning control (in consultation with the highway authority) can play a part by ensuring that the Universities Green Travel Plan is reviewed, updated and then implemented and monitored to reduce overall flows of traffic to the campus. It can secure the management of available car parking to ensure that it is used to the best possible effect, with a view to preventing the sort of difficulties that currently exist. Appropriate conditions are recommended below. Other traffic and highway related concerns of residents can be dealt with by the conditions which are recommended below. The planning authority needs to be mindful of the tests to be applied to the imposition of effective conditions. The parking issue is clearly an important consideration, but not the only one. The development clearly complies with the policies of the Development Plan that encourage economic and regenerative activity and with the policies that relate to design and general amenity. RECOMMENDATION A That authority is given to the Directors of Development and Governance and Procurement to enter into an agreement under Section 106 of the Town and Country Planning Act 1990 to secure the following: (i) that no part of the development will be occupied until details of a revised Green Travel Plan containing a travel to work, car use and car parking management strategy for the university campus has been submitted to and agreed in writing by the LPA. The plan shall comprise proposals to reduce car dependence and vehicle emissions and to establish and encourage the use of alternative transport modes for journeys to and from work and during working hours. Details of the proposals shall include measures to promote car sharing, public transport use, cycling and walking, proposals for car parking restrictions and controls and details of on-site facilities to promote alternative modes of travel to the site. The plan shall make provision for

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relevant surveys, review and monitoring mechanisms, targets, timescales, phasing programmes and on-site management responsibilities. It shall be implemented and subject to regular review in accordance with the above approved details. The purpose of the agreement is to ensure that adequate steps are taken to provide a transport choice/a choice in mode of travel to and from the site. The agreement will include the operation of the Plan as agreed. (ii) the provision within the campus of a shuttle service that provides transportation between the accommodation on the campus and the areas of parking for staff and students, to encourage the making of the best use of existing and future parking provision on campus. The service will make specific provision for transportation between the Design Centre and the recently opened multi-storey car park. RECOMMENDATION B That subject to the completion of an agreement relating to the matters in Recommendation A above, the Director of Development be authorised to grant planning permission, subject to the following conditions: 1 - The development, hereby permitted, shall be begun not later than 3 years from the date of this permission. REASON: To comply with the requirements of Section 91 of the Town and Country Planning Act, 1990, as amended by Section 51 of the Planning and Compulsory Purchase Act 2004. 2 - The development hereby permitted shall not be constructed other than using materials on its external surfaces of a type, texture and colour that have previously been submitted in full to and agreed in writing with the local planning authority. REASON: To make sure that the appearance of the completed development is satisfactory. 3 - The proposed development shall not be occupied until the car park permitted under the planning consent reference 2009/0978/02 is constructed and brought into use. REASON: To ensure that adequate off-street parking provision is made to reduce the possibilities of the proposed development leading to on-street parking problems in the area. 4 - The use of the buildings hereby permitted shall not commence until such time as a scheme for the external lighting of the development has been installed, in accordance with details which shall have previously been agreed with the local planning authority. Thereafter the lighting scheme shall be retained and be in use at all times in the evening and at night when staff or students or other visitors are present at the premises. Any changes or additions to the lighting shall not be carried out unless they are the subject of prior agreement with the local plannig authority. REASON: In the interests of the fostering of a safe and secure environment in the locality and to ensure such lighting does not become as nuisance for nearby residents.

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5 - Notwithstanding the details submitted with the application, no development, including site works, shall begin until a fully detailed landscaping scheme, to include those details specified below, has been submitted to and agreed in writing by the local planning authority: i) the treatment proposed for all ground surfaces, including hard areas; ii) full details of tree planting, including within the car parking areas of the development iii) planting schedules, noting the species, sizes, numbers and densities of plants; iv) finished levels or contours; v) any structures to be erected or constructed; vi) functional services above and below ground; and REASON: To make sure that a satisfactory landscaping scheme for the development is agreed. 6 - The landscaping scheme shall be fully completed, in accordance with the details agreed under the terms of the above condition, in the first planting and seeding seasons following the first occupation of any part of the development or in accordance with a programme previously agreed in writing by the local planning authority. Any trees or plants removed, dying, being severely damaged or becoming seriously diseased, within 5 years of planting shall be replaced in the following planting season by trees or plants of a size and species similar to those originally required to be planted. REASON: To make sure that the appearance of the completed development is satisfactory and to help assimilate the development into its surroundings. 7 - No building services plant or other similar machinery shall be operated on the premises hereby permitted until such time as it has been enclosed with sound proofing material (and mounted in a way as to minimise transmission of vibration to the ground) in accordance with a scheme which meets the standards set out in section 8 of the noise assessment submitted with the application and has been previously agreed in writing by the local planning authority. REASON: The premises will be close to residential property and a limit on the use is needed to prevent a nuisance or annoyance to nearby occupiers. 8 - The level of noise emitted from the buildings on the site, hereby permitted, shall not exceed 40dB(A)(LAeq) between 08:00 hours and 18:00 hours Monday to Saturday and 35dB(A)(LAeq) at any other time, as measured on any boundary of the site. REASON: The premises are close to residential property and a limit on the use is needed to prevent a nuisance or annoyance to nearby residents. 9 - The development hereby permitted shall not take place except with the inclusion of the range of sustainable energy technologies as set out in the Energy Efficiency Statement accompanying the application, and as will have been agreed in detail with the local planning authority, to achieve a very good BREEAM rating, or better. REASON: To make sure a sustainable form of development is provided.

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10 - Notwithstanding any details shown on the submitted plans, no use or occupation of the buildings shall begin until provision has been made within the application site for the parking of cycles, under cover and secure, in accordance with details which shall have first been submitted to and agreed in writing by the local planning authority. Details of the phasing of the provision of the cycle parking shall be previously agreed and the provision for cycles shall thereafter not be used for any other purpose. REASON: To encourage the use of bicycles as an alternative to the car. 11 - Before the development commences, details of the routeing of construction traffic shall be submitted to and approved by the local planning authority in consultation with the highway authority. During the period of construction, all traffic to and from the site shall use the agreed route at all times, unless otherwise agreed in writing by the planning authority. REASON: To ensure that construction traffic associated with the development does not use unsatisfactory roads to and from the site, to the deteriment of safety and amenity. 12 - No development shall commence until a scheme for the provision of public art within the development as required by Policy EV43 of the Borough of Charnwood Local Plan has been secured in such a manner as is approved by the local planning authority in writing. The scheme shall indicate a timetable for the provision of the pubic art and the development shall not be carried out other than in accordance with the scheme of public art, including the timetable for its implementation. REASON: To ensure that a scheme of public art is implemented to accord with Policy EV/43 of the Borough of Charnwood Local Plan. 13 - For the period of the construction of the development, vehicle parking facilities for use by those employed at the site, and for visitors, shall be provided within the site, or in such other locations as may have previously been agreed in writing wth the local planning authority before the construction commences. Such parking shall not take place other than in the agreed locations, or on local streets REASON:To ensure that adequate off-street parking provision is made to reduce the possibility that the developent would lead to on-street parking on nearby resdential streets, in the interests of highway safety and residential amenity. Informatives 1 In reaching a decision on this application the local planning authority has considered saved policies CF/4, EV/1 and TR/6 of the adopted Borough of Charnwood Local Plan. The policies of the East Midlands Regional Plan (2009), particularly policies 2, 12, 18 and 48 have also been taken into consideration in reaching this decision. The proposed development complies with the requirements of these Regional and Local Plan policies, and there are no other material considerations which are of significant weight in reaching a decision on this application. 2 Planning permission has been granted for this development because the Council has determined that, although representations have been received regarding the

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proposal, it is generally in accord with the terms of the above-mentioned policies and that the conditions that are imposed, and the agreement that will accompany the permission, mean that no harm would arise such as to warrant the refusal of planning permission. 3 Care should be taken during site works to make sure that hours of operation, methods of work, dust and disposal of waste do not unduly disturb nearby residents. 4 This decision notice includes a condition or conditions which require something to be done before any work starts on site. Unless such conditions are fully complied with, the development carried out may be unlawful and could be the subject of enforcement action. Anyone implementing this permission should pay special attention to such conditions and make sure that there is full compliance with their requirements before any development starts on site. 5 When submitting details in relation to condition 13 relating to cycle facilities, you should refer to the Department for Transport's Traffic Advisory Leaflet 5/02 - Key Elements of Cycle Parking Provision. This is available on the Department's Web-Site at http://www.dft.gov.uk/. It is recommended that "Sheffield" racks are used and that these are provided under cover and close to the entrance to the building. Further advice can be obtained from the Council's Transport Policy Co-ordinator on 01509 634762.

This material has been reproduced from Ordnance Survey digital map data with the permission of the controller of Her

Majesty’s Stationery Office, © Crown Copyright. Licence No: 100023558

This copy has been produced specifically for Council purposes only. No further copies may be made.

Application No: P/09/1445/2 Location: Land off Towers Way, Loughborough University, Loughborough

Leicestershire LE11 3TU Scale: 1:2500

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