By David Churchill, Partner, Carter Jonas
According to official statistics, the number of households in England is expected to grow (from 2022 to 2030) by 5.4%, adding further strain to the already tight housing market. The new government has made clear, both in policy announcements prior to July’s general election and more recently in its proposed revisions to the NPPF, that Green Belt release provides one of the means by which to meet increased demand and the government’s ambitious 1.5 million homes target.
The expansion of the Green Belt since its inception in the 1950s and coupled with population growth in urban centres, has given rise to ‘leapfrog’ development – the result of developers forced to build further away from urban areas. This frequently means that areas with poor access to services and jobs and requiring longer commutes are increasingly the default option for development. And yet clearly this is not the most sustainable option, and areas of Green Belt which may be characterised as ‘grey belt’ may be better suited to development.
There are several options to address the urgent need for housing, each with their own benefits. The modest release of land from the Green Belt forms part of the solution and either edge-of-town development or development along major transport arteries are, in my view, preferable to leapfrog development.
Carter Jonas recently carried out some extensive research on the subject of Rethinking the Green Belt. In it, we determined that there are several major transport routes running through Green Belt land which present potential for sustainable development and prevent both leapfrogging and urban sprawl.
Due to Green Belts typically being in the form of rings around urban centres, major transport routes often pass through them to connect one urban area to another, or rural areas to city centres. There are numerous existing transport corridors and interchanges that present potential for development, saving both the time and money needed to build new ones. Flexible use of Green Belt land in areas served by existing motorway junctions or railway stations, for instance, would allow for more sustainable patterns of development than ‘leapfrog’ development, without creating urban sprawl. We have listed examples of where development along transport corridors could help ease pressure on housing in city centres.
One such option is the M1 between Sheffield and Leeds. This major transport route connects two of the largest cities in Yorkshire. It is used by millions each year, for commuting to work, travelling for leisure and transporting goods. It is a vital part of the region’s transport infrastructure. Stretching approximately 27 miles, 74.4% of the route is in Green Belt land. It also has numerous major intersections in the Green Belt in sparsely populated areas. Releasing land around these locations for development could reduce travel distances for those living outside of city centres.
Another is the rail route between Birmingham and Stratford-upon-Avon. The area between Birmingham and Stratford-upon-Avon is popular with those who prefer to live outside of a large city whilst retaining access for work and leisure. There are two main routes, both of which are approximately 25 miles in length and almost entirely located in the Green Belt. We have identified ten train stations in this location that are either partially or wholly contained by the Green Belt, three of which are encircled by Green Belt land spanning at least two miles. Facilitating development around these stations would optimise the utilisation of existing infrastructure and minimise the need for extensive travel to access a train station. This simultaneously addresses the pressing need for housing and fosters a shift towards greener transportation.
Thirdly the A40/M40 between London and Oxford could be considered. This critical motorway connects two of the UK’s most significant cities, serving as a vital transport artery for both passenger and freight movement. It facilitates access to employment opportunities, educational institutions and tourism and recreation hotspots. 60% of its junctions fall within the Green Belt, including major interchanges at Gerrards Cross, Beaconsfield and at the M40 junction with the A40 outside Oxford. Greater leniency in developing in the Green Belt, particularly around these interchanges, would pave the way for much-needed residential and commercial development, whilst helping to shorten journey times and reduce congestion.
In addition to utilising well-connected and under-utilised sites, another advantage of focusing development around transport routes is that by selecting sites of lower environmental value and those not designated for conservation, the impact on nature can be minimised.
The fact that so many major transport routes are surrounded by Green Belt raises the question of quite how valuable and in need of preservation these sites are. Certainly there are multiple strategic benefits in releasing some Green Belt land for housing.
