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This document provides additional information to that submitted in relation to land north of the NDR, site ref 0466 and allocation HNF2, which states that 35ha of land will be allocated for employment uses benefiting from an airport location (see appendix 1, extract from local plan, and appendix 2, the local plan Inspector's report). As the Site Specific Allocations DPD identifies, if no masterplan for airport operational purposes is endorsed within two years from December 2014, the site is earmarked for general employment purposes (see appendix 3).
Norwich Airport consulted on a draft masterplan, setting out the context for growth and development of NIA to 2030 and 2045. See appendix 4. This identifies that future growth can be accommodated within the airport boundaries, and seeks the flexibility to remove all or part of 'site 4' from the operational boundary (depending on demand for aviation and/or non-aviation related development).
The site was submitted in the 'Call for Sites' for the GNLP in 2016. The subsequent HELAA acknowledged that part of the area is already allocated for employment uses. It identifies potential constraint relating to utilities capacity and contamination & ground stability. We believe that there are no significant utilities constraints, contamination and ground stability constraints. Now that the site is more clearly defined by the construction of the NDR, we believe the designation needs to be re-defined to incorporate additional land and the type of uses that can locate on it.
The principle of development is established through the allocation. In order for this site to come forward it will be necessary for a degree of ground modelling prior to the construction of an access road and services provided. To offset the significant costs of remodelling the site, we believe it will be necessary for other uses to be considered such as Petrol Filling Station, roadside services and a Hotel. We believe that the absence of an airport reference does not preclude employment uses benefitting from such a location coming forward. By dealing with the levels on the site, an access can be formed to a new Park & Ride site to the east of the proposed allocation allowing it to connect to the northern roundabout recently constructed as part of the NDR. Initial schematic masterplans showing how these elements can occur is attached as Appendix 5. We believe that to restrict the intended development to 'employment uses benefiting from an airport location' unduly constrains the ability of this land to come forward.
In addition, the site is effectively the wrong side of the newly constructed NDR which is a constraint to any 'link' there may be between the proposed site and the Airport. Once the land becomes serviced it will be open to companies who wish to benefit from an airport location to position themselves on this site. We do believe, however, that such companies will want to be south of the NDR. Whilst the proposed masterplan suggests that The Paddocks on Holt Road could become a long stay car park, we believe it could be put to a better use in providing sites for companies seeking an airport location. Equally, given that Site 4 (Imperial Park) is intended to deliver 41 hectares of land and be directly accessed from the southernmost roundabout of the airport junction of the NDR, we believe that companies wishing to benefit from an airport location will seek to position themselves on this site. In essence, we believe that this proposed employment site north of the NDR is unduly constrained by existing planning policies and that there are alternative locations to suit firms wishing to benefit from an airport location. SEE ATTACHED REPORT AND APPENDICES
