The planning system in England has changed materially over the past twelve months, and in ways that are genuinely significant for landowners across the UK.
Revised national planning policy has fundamentally altered the framework for housing delivery — strengthening the case for previously developed land, introducing a new category of releasable Green Belt, and providing explicit support for sites close to railway stations. For those who own land that has previously been dismissed as having limited development potential, the picture may look quite different today.
Here is what we think you need to know.
Brownfield Land — a Stronger Position Than Before
The revised National Planning Policy Framework has significantly reinforced the brownfield-first approach to housing. Previously developed land within settlements is now to be treated as acceptable in principle, and where well-designed schemes come forward on brownfield land, local planning authorities are expected to support them.
Equally important is a widening of what actually qualifies as brownfield. Large areas of hardstanding and fixed surface infrastructure — car parks, storage yards, depots and similar — now fall within the definition of previously developed land. That brings a broader range of sites into play than many landowners may realise.
Where councils resist compliant schemes, applicants now have meaningfully stronger grounds at appeal under the reinforced presumption in favour of sustainable development. The direction of travel is towards what the Government has described as a “brownfield passport” — and the weight behind that policy is real.
Grey Belt — A New Route Through the Green Belt
Perhaps the most significant change for landowners in our patch is the introduction of the Grey Belt — a new category of Green Belt land that can be released for development under specific conditions.
Grey Belt is defined as Green Belt land that is either previously developed, or that makes only a limited contribution to the five Green Belt purposes, and which does not include land of particular environmental or heritage importance. In practical terms, this captures the scrappy, underperforming parcels of Green Belt — the land that does not meaningfully prevent urban sprawl or the merging of settlements — and gives it a credible route to development for the first time.
For decades, the Green Belt operated as a near-blanket prohibition. Under the new framework, Grey Belt sites that meet the relevant tests are no longer treated as inappropriate development — removing that high hurdle entirely.
The significance of that shift cannot be overstated. Previously, applicants had to demonstrate “very special circumstances” to justify any Green Belt development. That test has now been removed for qualifying Grey Belt sites. If you own land within or adjacent to the Green Belt that has struggled to gain traction in the past, it is worth reviewing its position against the new Grey Belt criteria.
Grey belt policy remains politically contested, and its future is far from guaranteed beyond the next election. Whichever party (or parties) form the next government by 2029, there’s a real chance the policy is narrowed, redefined, or scrapped altogether. Add in the risk of refusals going to appeal — which can easily add a year or more — and the message for landowners and developers is clear: get applications in now, while the current window is open, rather than risk running out of road.
Sites Close to Railway Stations
One of the less-reported changes in the revised policy framework is the explicit support now given to residential development within walking distance of railway stations — including stations located within the Green Belt.
The Government has set an 800-metre threshold as the relevant walking distance. Sites falling within that zone are no longer treated as inappropriate development in the Green Belt, subject to meeting the relevant criteria. This is a material departure from the previous position, where such proposals typically had to clear the very special circumstances bar.
The logic is straightforward: proximity to a railway station is one of the clearest indicators of a sustainable location. Research from the Centre for Cities has suggested that relaxing restrictions around urban and commuter rail stations could unlock a significant number of additional homes across England. The policy environment for landowners near commuter rail, metro or tram stops has shifted decisively.
What This Means in Practice
The cumulative effect of these changes is a planning system that is, at least in policy terms, more permissive for the right sites in the right locations. The key points for landowners to take away are these.
Brownfield sites within settlements now carry a stronger presumption of acceptability, and a wider range of sites qualify as brownfield than before. Grey Belt land offers a new route through existing Green Belt policies for poorly performing sites, without the need to prove very special circumstances. And sites near railway stations have explicit national policy support for residential development, even where they sit within the Green Belt.
Taken together, these changes represent a genuine once-in-a-generation shift in what may be achievable. The window may also be time-sensitive — policy frameworks of this kind can evolve further, and early engagement tends to give landowners a stronger position.
At Aston Mead, we have been actively assessing sites across the South East and South West against the new policy framework. If you own land that you believe may have development potential — whether brownfield, Grey Belt, near a station, or simply in a location that has previously been overlooked — we would be happy to provide a no-obligation initial assessment. Please get in touch with our team.
