METROPOLITAN BOROUGH COUNCIL

PLANNING COMMITTEE - 20th September 2016

Application 03

Application 16/01483/FULA Application 26th September 2016 Number: Expiry Date:

Application Planning FULL With Environmental Assess. Type:

Proposal Construction of Phase Two of the Finningley and Description: Regeneration Route Scheme (FARRRS) comprising a new single carriageway highway; together with re-alignment of A638, roundabouts, embankments, cuttings, footway /cycleway, underpass and associated works, from the A638 at Parrott's Corner to the junction of Hurst Lane with Robin Hood Airport Doncaster Access Road.

At: Finningley And Rossington FARRRS Hayfield Lane Auckley Doncaster

For: DMBC - FAO Mr Neil Firth

Third Party Reps: 0 Parish: Rossington Parish Council

Ward: Rossington And

Author of Report Mark Sewell

MAIN RECOMMENDATION: GRANT

1.0 Reason for Report

1.1 The application is being presented to the Planning Committee, as it represents a major scheme submitted by DMBC, and as a departure from the provisions of the Development Plan.

2.0 Proposal and Background

2.1 The proposed development comprises the second phase of The Finningley and Rossington Regeneration Route Scheme (FARRRS), from the eastern end of FARRRS Phase 1 (A6182 Great Way) at Parrot's Corner to Robin Hood Airport Doncaster Sheffield (RHADS).

2.2 The proposal will complete the original vision of the FARRRS scheme, by providing a new direct link from Junction 3 of the M18 to Robin Hood Airport. The scheme will also help to reduce pressure on the local transport links by improving access between local communities to the M18 and the wider motorway network. The first phase of the FARRRS scheme from Junction 3 to Parrots Corner has been completed and opened earlier this year.

2.3 Following the opening of the Robin Hood Airport Doncaster Sheffield (RHADS) in 2001 the need to improve access to the South East of Doncaster and the airport from the M18 was identified. The preferred option for FARRRS at that time included a full dual carriageway route between the M18 at Junction 3 and the airport passing to the north of Rossington. The airport subsequently constructed the Airport Access Road between Hurst Lane and the airport in 2007.

2.4 A set of overarching objectives for FARRRS were originally developed in 2005 but have since been reviewed and refined to those below:

- to stimulate economic regeneration by connecting people to jobs within the Sheffield City Region; - to encourage investment in south-east Doncaster through improved access to development sites; - to promote social inclusion by improving accessibility in south-east Doncaster; - to improve surface connectivity to RHADS; and - to minimise any adverse environmental impact.

2.5 FARRRS is essential to the regeneration strategy for . FARRRS will be one of the most significant keys in unlocking the potential for regeneration within the Doncaster and South Yorkshire area. While the economic benefits resulting from this will be greatest in the Rossington / Finningley area to the south of Doncaster, the effects will be spread over the entire region.

2.6 The application site covers an area of approximately 14.26 hectares and is located to the south-east of Doncaster, between Bessacarr (to the north west), Hayfield Green and RHADS (to the north east and south east) and Rossington (to the south west). The land surrounding the proposed road is predominantly open countryside which is mainly used for agricultural purposes with small areas of woodland and water courses, including the and the Mother Drain. The nearest residential area to the proposed road is the southern part of Bessacarr, located to the north west of the application site.

2.7 The scheme involves the construction of two new roundabouts and a 1.7km single carriageway road. The carriageway will link between A638 Bawtry Road to the west and Hurst Lane to the east. The tie-in to the A638 will include the provision of a new Parrots Corner roundabout to the east of the A638 Bawtry Road, the removal of the existing traffic signals into the Doncaster South Park and Ride site and their replacement with a direct access from the new roundabout. The tie-in to Hurst Lane will include the removal of the existing traffic signals at the airport access road / Hurst Lane junction and their replacement with a new Hurst Lane roundabout.

2.8 The new road will be 9.3m wide comprising of two 3.65m lanes with a 1m hardstrip on each outer edge. The scheme will incorporate a new combined footway and cycleway, and an underpass will be provided for the Auckley No. 5 bridleway from Hayfield Lane to Hurst Plantation which crosses the scheme. The existing footway between Parrots Corner and Littleworth Lane alongside the A638 Great North Road will also be upgraded to a combined footway / cycleway.

3.0 Relevant Planning History

3.1 12/00947/FULA - Construction of the Finningley and Rossington Regeneration Route Scheme (FARRRS) comprising a new part dual carriageway, part single carriageway highway; together with bridges, embankments, subways and associated works, from Junction 3 of M18 Motorway to Parrots Corner junction of A638, including a link to West End Lane, Rossington - GRANTED 10.07.2012

4.0 Representations

4.1 This application has been advertised in accordance with Article 13 by way of site notices and a notice in the local press. No representations have been received.

5.0 Parish Council

Not received.

6.0 Relevant Consultations

DMBC Public Rights of Way - raise no objections to the scheme.

DMBC Design and Conservation - raises no objections to the scheme, noting that the main impact is upon archaeological assets rather than the built heritage.

DMBC Trees and Hedgerows - objects to the scheme on the basis of loss of ancient woodland. Suggested condition for protection retained trees.

DMBC Ecology - raise no objections to the scheme subject to the imposition of a condition relating to a management plan for proposed habitats, bat monitoring, CEMP.

DMBC Environmental Health (noise) - no objections to proposal.

Natural - raise no objections to the scheme.

South Yorks Archaeology Service - no objections to the scheme, recommend standard condition requiring written scheme of investigation.

Historic England - raise no objections to the scheme.

South Yorkshire Wildlife Trust - object to the scheme on the basis of loss of ancient woodland.

Highways Agency - raise no objections, confirming scheme would not impact upon the strategic highway network.

DMBC Pollution Control - no objections.

Woodland Trust - object due to loss of ancient woodland.

DMBC Internal Drainage - no objections, subject to conditions.

DMBC Air Quality - no objections.

DMBC Highways - no objections, suggested condition.

Yorkshire Water - no objections following updated information.

7.0 Relevant Policy and Strategic Context

7.1 National Planning Policy Framework The NPPF (paragraph 17) outlines a number of 'Core Planning Principles' which, in summary form, are that planning should: - Be genuinely plan led; - Be a creative exercise and not simply about scrutiny; - Proactively drive and support sustainable economic development; - Seek to secure high quality design and a good standard of amenity; - Take account of different roles and characters of different areas; - Support the transition to a low carbon future; - Contribute to conserving and enhancing the natural environment and reduce pollution; - Encourage effective use of land by reusing land that has been previously developed (brownfield land); - Promote mixed use development; - Conserve heritage assets; - Actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling; and - Support local strategies to improve health, social and cultural wellbeing for all.

7.2 The NPPF contains chapters relating to sustainable development, regeneration, heritage, ecology, transport and further considerations which are referred to in more detail within the report.

7.3 Doncaster Local Development Framework Core Strategy;-

The Doncaster LDF Core Strategy was formally adopted on the 18th May 2012, and is now the applicable development plan document at the local level. In addition, certain policies from the superseded Unitary Development Plan (1998) have been saved, those relevant will be applied in the determination of this proposal.

Policy 1: Quality of Life Policy 2: Growth and Regeneration Strategy Policy 3: Countryside Policy 4: Flooding Policy 5: Employment Policy 9: Providing Travel Choice Policy 15: Valuing our Historic Environment Policy 16: Valuing our Natural Environment Policy 17: Providing Green Infrastructure Policy 18: Air, Water and Agricultural Land

8.0 Planning Issues and Discussion

Principle of Development

8.1 As mentioned previously within the report, the Finningley and Rossington Regeneration Route Scheme has long been identified as a priority scheme at both a local as well as regional level. The first phase of the road, between Junction 3 of the M18 and Parrots Corner on Bawtry Road, has been completed and is now operational.

8.2 Following the opening of the Robin Hood Airport Doncaster Sheffield (RHADS) in 2001 the need to improve access to the South East of Doncaster and the airport from the M18 was identified. The preferred option for FARRRS at that time, included a full dual carriageway route between the M18 at Junction 3 and the airport passing to the north of Rossington. The airport subsequently constructed the Airport Access Road between Hurst Lane and the airport in 2007. The requirement for the route to improve linkages to Rossington was noted prior to the opening of the airport however, under Policy T2 of the now superseded Doncaster Unitary Development Plan (1998); "The following major improvements are proposed to the highway network...'M18/A638 Rossington link road'... and an 'M18/A614 link road".

8.3 In February 2008, DMBC adopted a series of Interim Planning Position Statement (IPPS), intended to clarify the relevant local, regional and national planning policy position prior to the adoption of the LDF, required due to the age of the UDP. The IPPS also summarised the LDF evidence base (a material consideration in determining applications in advance of the LDF), and the clarify methodology for assessing major and strategic planning applications submitted in the interim.

8.4 IPPS 4 was concerned with FARRRS, stating that the purpose of the IPPPS was; - to restate the Council's support for FARRRS and its strategic regeneration benefits; - to support the case for the deliverability of FARRRS in the context of other related infrastructure projects such as White Rose Way dualling and the Quality Bus Corridor initiative; and - to summarise the key relevant 'evidence base' documents for the emerging LDF, which, the Planning Inspectorate advise, are a material consideration. The IPPS identified that early delivery of this infrastructure by the FARRRS project would bring forward regeneration and allow the airport to grow appropriately. The airport public inquiry and FARRRS feasibility study (2004) indicated that the airport would not be able to substantially expand beyond current permissions unless a link to the M18 was provided to relieve congestion on the adjacent local network. In addition FARRRS would enable land to be released for development along the corridor with specific regeneration benefits to Rossington. This would include recent proposals for the Inland Port and Rossington Colliery.

8.5 Whilst both the IPPS's and UDP has now been superseded by the Core Strategy, as can be seen, the support for and intention to bring forward the proposed route as a priority has long been specifically included within the local policy framework.

8.6 The Doncaster LDF Core Strategy was formally adopted on the 18th May 2012, and is the applicable development plan document at the local level. It provides a planning framework for the 17 year period from 1st April 2011 to 31 March 2028 to deliver the vision and aspirations of the Borough Strategy, setting out:

- what (the level and type of development); - where (the broad locations and considerations); - when (the timescales for development); and - who and how (the implementation mechanisms - so that it is a realistic strategy).

8.7 Chapter 2 of the LDF Core Strategy sets out the visions and objectives of the document. The delivery of the FARRRS scheme can be seen to be directly aiding the following objectives;

Objective 3: To make best use of our excellent road, rail and canal links and future transport developments, our towns, villages and neighbourhoods and international airport to stimulate business growth particularly in the education, digital, communications and logistics sectors.

Objective 7: To ensure that all our towns and villages are safe, clean and are well- connected; to make it possible for everyone to move easily around and across the borough and to and from our neighbouring towns and cities by a range of affordable and accessible transport options.

8.8 More generally, the wider regenerative benefits the scheme will bring forward will also aid objectives "to achieve widespread economic, social and environmental regeneration for all sectors of all our communities" (Objective 1), stimulate employment opportunities and to increase the provision of housing throughout the Borough. Part of the funding package to bring the FARRRS scheme forward will be through the contributions of private sector partners who will benefit from the linkages and improved infrastructure of FARRRS, bringing forward employment and housing opportunities around Rossington and the airport.

8.9 This point is specifically picked up in the Core Strategy at para 2.7;

Robin Hood Airport will continue to support the economic regeneration of Doncaster and the wider region. The Finningley and Rossington Regeneration Route Scheme (FARRRS) will act as a gateway to the Sheffield City Region. Tied to this, and supported by a robust Airport Surface Access Strategy, the development of the business park adjacent to the airport will accommodate a range of air-related jobs. And para 2.15;

Rossington will be a well-connected sustainable community where older housing areas will see qualitative improvements, including housing renewal. This will be supported by quality new development, including sustainable housing and employment opportunities, the re-use of the former colliery and other older employment areas and includes a Strategic Rail Freight Interchange (Inland Port). Rossington will see an improved local centre, which incorporates the provision of local health services. New employment opportunities will have been located close to the motorway network and accessible to the community with improved links to other employment areas e.g. Lakeside, which capitalise on the borough's excellent motorway and rail links, including to the Humber Ports, East Coast Main Line and Robin Hood Airport.

Since the completion of the first phase of FARRRS, the benefits to Rossington are rapidly becoming apparent. The first phase included a link road from the western edge of the village, through the former colliery site and on to the motorway network. Rossington has long been constrained by poor access, and the new road has drastically improved this situation. Development of the former colliery site with new housing has already commenced, and the first units at the iPort, which also has its access from the FARRRS road, have been constructed and will be operational shortly.

8.10 Policy CS6 of the Core Strategy is concerned with Robin Hood and Business Park. Again, the delivery of the FARRRS scheme is specifically mentioned within the policy as a key to unlocking the delivery of future employment opportunities;

- B) There is improved access to the airport, including FARRRS and a railway station, to enable easy access from the borough, Sheffield City Region and the wider region.

8.11 More specifically in relation to the airport, the Core Strategy (para 4.16) makes mention of the airport Masterplan developed by the airport operators, which sets out the future aspirations for the facility and its associated business park. The Masterplan was published in April 2011 for issue to DfT. The Masterplan identifies a range of future growth levels depending on its commercial success and the opening of FARRRS and forecasts up to 10.76 million passengers a year by 2030. Overall it identifies the possibility of up to 14100 jobs at the airport and business parks by 2030. Forecasts based on airport catchment areas undertaken on behalf of the Council to inform the FARRRS business case estimate a throughput of 4.19 million passengers per year by 2016 and 6.39 million passengers per year by 2030.

8.12 In addition, as part of the Sheffield City Region Local Enterprise Partnership proposals, FARRRS and the Doncaster Sheffield Airport Growth Corridor were identified as a regional priority in South Yorkshire.

Para 4.22 of the Core Strategy states; The Finningley and Rossington Regeneration Route Scheme (FARRRS) will improve accessibility and marketability of the airport which will support the growth of the Sheffield City Region and improve the number, range and quality of jobs in Doncaster. Should FARRRS not go ahead the expansion of the airport and its business parks would be limited to the transport constraints of the capacity of the existing transport network and a weaker market appeal to attract inward investment, air services and direct connectivity to other modal freight facilities. If FARRRS does not progress it is likely that: - fewer high skilled jobs would be attracted to Doncaster limiting its opportunity to improve its economic performance; - other land would need to be brought forward elsewhere in the borough to provide the jobs need for Doncaster; - economic opportunities will be lost to the region, including an opportunity to locate different types of freight transport facilities near to each other; and - greater reliance will have to be made on more distant airports.

8.13 On this basis, the importance of the delivery of the FARRRS scheme in terms of its impact upon the future success and employment opportunities at the airport are clearly identified as a priority within adopted local plan policy. The airport have also gained planning permission for a substantial amount of employment floorspace, the development of which is much more likely with the improved surface access provision the completed link road would bring.

8.14 In terms of the proposed road itself and transport policy, support is given within Policy CS9: Providing Travel Choice; A) Proposals will be supported which improve the efficiency of, and key connections to, the internal road, strategic road and motorway networks, including: 1. A6182 White Rose Way improvement; 2. M18 between junctions 2-3 and junction 5 the Hatfield Spur; 3. Finningley and Rossington Regeneration Route Scheme (FARRRS); and; 4. investigations and works to improve accessibility in North Doncaster, particularly for links between the A1(M), A19 and M18. This transport policy aims not only to alleviate existing transport issues, but also to deliver new opportunities, to unlock areas for growth and regeneration and facilitate sustainable travel choices. The Core Strategy makes it clear that whilst the document should be read as a whole, transport proposals are strongly linked to housing and employment proposals, particularly where there are existing network constraints. Therefore the policy should be read in conjunction with the overall approach to the location and timing of development as set out in Policy 2 (Growth and Regeneration Strategy.

8.21 On the basis of the above, it is shown that the approval and construction of the FARRRS route will help to unlock future jobs as a result of employment during the construction phase and also through greater accessibility during the operational phase. The scheme is seen as a priority within the Sheffield City Region and is an essential component of the wider 'Gateway to the Sheffield City Region' project. The completed FARRRS project (Phases One and Two) is a vital piece of transport infrastructure that greatly improves the connectivity of a series of key sites that make up the Gateway, linking them within the wider City Region and beyond. The scheme will provide access to jobs and wider economic opportunities for local residents, in an area of higher than average unemployment. Overall, it is considered that the scheme will lead to an increase in the economic prosperity of the area, making the area more attractive to investors with the opportunity of new jobs for residents in Doncaster which will increase the quality of life for residents. On this basis, it is considered that the proposed scheme is necessary, having had a policy support at a local and regional level for some time, and will bring forward economic and social benefits in an area of higher than average unemployment.

Countryside Policy

8.22 Whilst the LDF Core Strategy is the most up to date local policy document, the saved UDP Proposals Maps and applicable policies are still the relevant documents in setting out land use allocations within the Borough.

8.23 The Proposals Maps show the application site being located within the Countryside Policy Area. The UDP Proposals Map does not identify a specific route for FARRRS. However, the approximate location of the proposed link road is indicated by an asterisk on the UDP Proposals Map in the area north of Rossington Colliery, which is within the Green Belt designation. Furthermore, policy T2 (9) of the UDP identifies the M18/A638 Rossington link road as a medium term priority. The policy states that its implementation will have significant impact in terms of diversion of traffic from local villages and the congested town centre roads.

8.24 Policy 3 of the Core Strategy is concerned with the Countryside, and sets out the Authority's position in terms of proposed development within both Green Belt and Countryside Policy Areas. In terms of Green Belt, the policy states that national policy will be applied, including a presumption against inappropriate development other than in very special circumstances. On this basis, it is therefore taken that local transport infrastructure which can demonstrate a requirement for a Green Belt location is not an inappropriate use, and as such an assessment of its impact upon openness is the main requirement.

8.25 Policy 3 also sets out which proposals will generally be acceptable in Countryside Policy Areas. Included amongst these are proposals for "essential infrastructure". Proposals will seek to protect and enhance the countryside, not be visually detrimental, not create or aggravate highway or amenity problems, and preserve openness.

8.26 On this basis, the principle of the development within the Countryside Policy Area is acceptable, subject to its impact upon openness. Obviously, the principle of development of the first phase of the link road has been assessed and accepted, and that section of the road is located within allocated Green Belt as well as Countryside Policy Area.

8.27 A Landscape and Visual Impact Assessment (LVIA) has been undertaken as part of the EIA submitted with the planning application. The assessment shows that the local topography and existing mature vegetation and urban areas limit long views in the area surrounding the scheme. Areas of woodland are scattered across the locality, breaking up views of the scheme. The site is surrounded by transport routes, with the A638 to the west, Hayfield Lane to the north and Hurst Lane to the south east. Large pylons and overhead lines are located to the north of the site, along the flood plain of the River Torne. Despite these more modern interruptions, the character of the land surrounding the application site is rural, with arable fields, mature boundary hedgerows and scattered blocks of woodland.

8.28 As part of the LVIA, the applicants have provided a series of photomontages to give an impression as to how certain views will be affected. These viewpoints were discussed and agreed with Council Officers. The assessment finds that during the construction phase of the development there will be temporary visual effects on the landscape character and visual amenity of the area as a result of the construction works. During the operations phase, the scheme will be well screened from the wider area by the surrounding land uses and existing vegetation. Most views of the new road will be from the bridleway crossing the scheme and the properties to the east, on the edge of Hayfield Green (predominantly from upper floor windows) and the residents in Orchard Farm. The traffic, especially taller HGV vehicles, will be visible from a number of properties along Hayfields Lane over the intervening hedgerows on field boundaries. The users of a bridleway which will cross the new road will experience close and direct views of the scheme.

8.29 There will be some impacts on views and visual amenity during the first year of operation, particularly the views from the bridleway between South Bessacarr and Hurst Plantation and Orchard Farm. Lighting of the new road is only proposed for the roundabouts and along the approach to these new junctions. The lighting will be designed to minimise the impact of light pollution at night. New hedgerows are also proposed along with the replacement of hedgerows and woodland lost during construction. Once mitigation planting has matured the impact on the visual amenity and landscape character of the area is not expected to be significant.

8.30 The proposed scheme is considered to be acceptable in terms of its position within the Countryside Policy Area. FARRRS is a proposal for essential infrastructure, and on that basis the main considerations are the protection and enhancement of the countryside, visual impact, to ensure the scheme does not create or aggravate highway or amenity problems, and preserve openness. Furthermore the proposed FARRRS route through the Countryside Policy Area is shown on the Core Strategy Key Diagram, and as such the Council has deemed that a new road in the area is acceptable in principle.

8.31 As detailed above, the scheme will be visible within the countryside, however the visual impacts are limited due to mitigation measures including substantial new planting. The majority of the route will be indistinguishable from the adjacent wooded M18 corridor. The scheme will not create or aggravate highway or amenity problems, and will preserve openness.

8.32 Overall, it is considered that FARRRS will not impact on the openness of the Green Belt and on the whole, the character of the landscape will remain as existing. FARRRS has been assessed against the purposes of including land in Green Belts and the scheme is not considered to conflict with these purposes. In addition there is policy support extending back over a number of years which recognises that FARRRS is essential to securing regeneration and economic growth. The policy support and identified need in itself provide the very special circumstances for the scheme within the Green Belt.

Transport

8.33 As part of the planning submission, the Environmental Statement includes a traffic and transport technical appendix. The assessment includes consideration of road traffic impacts on environmental receptors associated with the construction and operation of the project, and proposes management and mitigation to minimise predicted impacts. In addition, an outline Construction Traffic Management Plan (CTMP) has also been produced which provides details of potential construction traffic routes and proposed mitigation measures.

8.34 Policy CS9: Providing Travel Choice, of the Core Strategy is concerned with transport issues and proposals in the borough. The policy states that proposals will be supported which improve the efficiency of, and key connections to, the internal road, strategic road and motorway networks, with FARRRS being specifically mentioned amongst 4 potential schemes. More generally, it is stated that proposals will need to demonstrate appropriate technical assessment of the transport impacts of the development.

8.35 The NPPF chapter entitled "Promoting sustainable transport" is the national policy guidance in this instance. It promotes the need for sustainable transport modes and a real choice for how people travel. It is also recognised that different policies and measures will be required in different communities. Given the improvement in linkages the scheme will bring about, resulting in reduced journey distances and times for both private vehicles and public transport, although this a traditional road scheme, it is considered that the proposal does achieve the aim of more sustainable travel patterns.

8.36 A multi-modal traffic model has been developed by the applicants to assist with the assessment of the proposed scheme for both the opening year, 2018, and future design year +10 years after opening of 2028. The traffic model has derived outputs for a weekday AM peak hour of 08.00-09.00, an average Inter-peak hour (average of 10.00-16.00) and a PM peak hour of 17.00-18.00. For the purpose of the Transport Assessment the assessment periods are based on the AM and PM peak hours of the traffic model.

8.37 In terms of impacts the transport assessment concludes that the most evident impact of the scheme on journey times is a reduction in the time it takes to travel between M18 Junction 3 and RHADS. Journey times northbound along the A638 Bawtry Road would also be reduced, this largely being attributed to reduced delay at the A638 / Hurst Lane signalised junction following the implementation of the scheme. The assessment also shows that traffic flows on surrounding key highway links within the study area would in the main be reduced. Three of these links, the A638 Great North Road between Littleworth Lane and Hurst Lane; A638 Bawtry Road South; and Hurst Lane between the airport access road and A638 Bawtry Road, would experience decreases in traffic flows of more than 30% between opening in 2018 and 2028. These are considered to be significant positive impacts.

8.38 In terms of the impact upon pedestrians, the scheme would not cause significant impacts. The reduction in traffic levels on surrounding roads is seen as a positive. The provision of an underpass to accommodate the Auckley Number 5 Bridleway will maintain access for walkers and equestrians between Hurst Lane and Hayfield Lane. The scheme will involve the removal of the signalised cross roads at the junction between Hurst Lane and the Airport Access Road in order to incorporate an unsignalised four arm roundabout. This will be replaced with an uncontrolled crossing with a central reservation between carriageways.

8.39 The scheme also includes a new 3m segregated footway / cycleway running alongside the alignment. The new footway / cycleway will connect to Hayfield Lane adjacent to the Parrott's Corner roundabout, and will terminate at the Hurst Lane roundabout with a dropped kerb crossing provided to connect with Hurst Lane itself and existing facilities on the other side of the carriageway. This will provide for a more direct route, and being segregated, removes the need for cyclists to share space with motorised vehicles. As such it is considered that the scheme will provide a benefit to both pedestrians and cyclists.

8.40 As part of the consultation process, Highways England, South Yorks Passenger Transport Executive (SYPTE) and DMBC Highways have all been consulted. Highways England have not raised objections to the scheme. In terms of the construction phase of the development, Highways England would require sight of the finalised Construction Traffic Management Plan to agree any proposed mitigation measures in respect of impacts upon the strategic road network. In terms of the operational phase of the development, Highways England do not anticipate that the addition of Phase 2 of FARRRS to the Phase 1 link will have a significant impact upon the flows of the strategic road network.

8.41 No comments have been received from the SYPTE. If received, the Planning Committee will be advised of their response.

8.42 DMBC Highways have been consulted on the planning application, and raise no objections subject to a condition requiring the submission and agreement of a final Construction Traffic Management Plan. No objections have been received from DMBC Transportation team, who consider that the scheme would not have a detrimental impact upon the local road network. The DMBC Public Rights of Way have also been consulted and raise no objections to the scheme.

Ecology and Trees / Hedgerows

8.43 As part of the Environmental Impact Assessment for the proposed development, both an Ecological Impact Assessment as well as an Arboricultural Report were produced.

8.44 At a local level, Policy 16 of the Core Strategy (Valuing Our Natural Environment) are concerned with the protection of the natural environment. The policy seeks to ensure that the borough's Ecological Networks are maintained and enhanced wherever possible, avoiding harm wherever possible, and appropriately mitigating and compensating where harm is unavoidable. Proposals will also be supported which enhance the borough's landscape and trees, which seek to retain and protect appropriate trees and hedgerows, incorporating new planting, and including any measures to mitigate any negative impacts upon the landscape.

8.45 At a national level, the NPPF contains a chapter entitled Conserving and Enhancing the Natural Environment. The NPPF states that "when determining planning applications, local planning authorities should aim to conserve and enhance biodiversity". The following principles would apply to the submitted application - if significant harm resulting from a development cannot be avoided (through locating on an alternative site with less harmful impacts), adequately mitigated, or, as a last resort, compensated for, then planning permission should be refused; - opportunities to incorporate biodiversity in and around developments should be encouraged; - planning permission should be refused for development resulting in the loss or deterioration of irreplaceable habitats, including ancient woodland and the loss of aged or veteran trees found outside ancient woodland, unless the need for, and benefits of, the development in that location clearly outweigh the loss.

8.46 As part of the submitted EIA various field surveys were undertaken, including extended Phase 1 Habitat Surveys; amphibian surveys; wintering bird surveys and barn owl inspection; reptile, badger, otter and water vole surveys; and bat surveys.

8.47 In terms of statutory designated sited, the Potteric Carr SSSI lies 1.8km to the west of the site, and Hatchell Wood Local Nature Reserve approximately 800m to the north west. In terms of non statutory designated sites, one area registered as PAWS (planted ancient woodland site) would be permanently lost as a result of the scheme's footprint. This comprises a narrow section of Brooks Wood which spans the arable land between the woodland south of the scheme and Hayfield Lane to the north and will be intersected by the road. A small area of PAWS would also be affected by the construction haul route and although measures are proposed to be taken to reduce the impact of this temporary route on the soil, there may remain some adverse effects due to compaction and changes in soil conditions. The PAWS also falls within Hurst Plantation, Savage Brooks and Marr Flatts Wood Local Wildlife Site (LWS). Ancient woodland (including PAWS) is a rare and irreplaceable habitat and therefore sites containing registered ancient woodland are considered to be of very high conservation value.

8.48 More broadly, the application site is located within an area characterised by mainly arable farmland and associated boundary hedgerows. The PAWS a narrow band of broadleaved woodland and extends north to south at the midpoint of the proposed route. More extensive areas of woodland and large waterbodies are located within a former sand quarry (Hurst Plantation Quarry) to the south of the route, and the River Torne and Mother Drain watercourses lie to the north on the other side of Hayfield Lane.

8.49 The Council's Ecologist, Tree Officer, Natural England, Yorkshire Wildlife Trust, The Woodland Trust and the Environment Agency have all been consulted as part of the application process with regards to ecological and arboricultural matters.

8.50 The most significant impact of the proposal in ecological and arboricultural terms is the permanent loss of 0.3ha of registered PAWS. As outlined above, ancient woodland is a rare a irreplaceable habitat considered to be of a very high conservation value. Natural England and Forestry Commission standing advice on ancient woodland (Planning guidance on Ancient woodland and veteran trees: protecting them from development; updated 3rd August 2015) is that planning authorities should refuse planning permission for developments that would lead to loss or deterioration of irreplaceable habitats unless the need for, and benefits of, the development in that location clearly outweigh the loss. This stance is reiterated at para.118 of the NPPF.

8.51 The applicants have outlined the reasoning behind the proposed routing of the road to address the issue of whether the significant impact of loss of part of the PAWS could have been avoided. The proposed road forms the second phase of the FARRRS scheme, and its starting point off Bawtry Road and end point at the Airport Access Road are fixed. As such, the routing of the road is limited by this factor. The applicants have considered other variations of the route, however given the fixed nature of the location of the road it was not considered possible avoid impacting upon the PAWS. The proposed route was selected to cause the least possible impact. It was not considered possible to change the location of the road to avoid this impact without experiencing other, more substantial, significant effects.

8.52 Given the loss of an area of Plantation on Ancient Woodland Site (PAWS), the Woodland Trust, the Council’s Ecologist and the Council's Tree Officer have raised an objection to the scheme. The Yorkshire Wildlife Trust have also objected on this issue. The Woodland Trust are concerned with the loss of habitat, fragmentation of the woodland by the road, noise and light pollution during construction and operation, and long term retention of trees adjoining the site. The Trust has also raised concerns that the submitted information suggests that the applicants are proposing to compensate for the loss of PAWS using the biodiversity offsetting system. Irreplaceable habitat cannot be offset, and so should not be included within this methodology. Natural England have not raised an objection to the scheme on these grounds, referring to their standing advice on ancient woodland.

8.53 The applicants have provided an additional statement which confirms that they understand that PAWS is irreplaceable habitat, and cannot be compensated for. The proposed new woodland planting would not directly compensate for the loss. The Environmental Statement concludes that there would be a very large, and as such, significant effect on the PAWS during construction and operation of the development, which is accepted cannot be mitigated or compensated for.

8.54 As outlined above, both the Natural England guidance and the NPPF state that proposals which result in the loss of such habitat should be refused, "unless the need for, and benefits of, the development in that location clearly outweigh the loss". In assessing this application, the Local Planning Authority recognises that the scheme will result in the loss of irreplaceable habitat, which is considered to be a significant, adverse environmental impact. It is also recognised that the additional tree planting proposed as part of this scheme does not compensate or mitigate this loss. The Authority accepts that there is no option for the road to avoid the PAWS, given that it will link two existing highway routes. Deviating from the proposed route between these two points would still lead to the loss of PAWS habitat, with potentially greater negative impacts along with significantly increased construction costs arising from a longer route. As such, the Authority must determine whether there is a significant need for the development, or benefits of it, which would outweigh the loss of habitat.

8.55 As outlined within an earlier section of the report, the FARRRS scheme has been a longstanding proposal, which has been developed to bring forward economic and social benefits. The scheme is seen as a priority within the Sheffield City Region. The delivery of the scheme will result in a number of economic benefits, both as a result of employment during the construction phase and also through greater accessibility during the operational phase and is an essential component of the wider 'Gateway to the Sheffield City Region' project. The completed FARRRS project (Phases One and Two) is a vital piece of transport infrastructure that greatly improves the connectivity of a series of key sites that make up the Gateway, linking them within the wider City Region and beyond. The scheme will provide access to jobs and wider economic opportunities for local residents, in an area of higher than average unemployment. Overall, it is considered that the scheme will lead to an increase in the economic prosperity of the area, making the area more attractive to investors with the opportunity of new jobs for residents in Doncaster which will increase the quality of life for residents. On this basis, it is considered that the proposed scheme is necessary, having had a policy support at a local and regional level for some time, and will bring forward economic and social benefits in an area of higher than average unemployment. The necessity of the scheme and the benefits that it will bring are therefore considered to outweigh the recognised harm of the loss of the PAWS.

8.56 In terms of trees and hedgerows more generally, the scheme would result in the direct loss of trees of high and moderate quality and value, as defined by BS5837 and over 1,100m of hedgerow, some of which can be shown to be 'important' under the historic criteria of the Hedgerow Regulations 1997. The Council's Development Guidance and Requirements Supplementary Planning Document states that trees of high quality and value (category A) should be retained and those of moderate quality and value (category B) should normally be retained. Despite only 3 of the 10 hedgerows meeting the criteria as 'important' under the Hedgerow Regulations they are a priority habitat in the Doncaster Local Biodiversity Action Plan.

8.57 The scheme does also have a positive side from an arboricultural perspective with a landscape scheme that makes appropriate use of the available land and includes the planting of over 2.3Ha of woodland and over 4,400m of hedgerow with trees, comprising mixed species that are locally characteristic in the to Stainforth Sandland Heaths and Farmland landscape character area through which the road passes.

8.58 Whilst maintaining an overall objection on the basis of the loss of PAWS, the tree officer does recognise the positive elements of the scheme in terms of the proposed new planting, and recommends a condition to ensure that the scheme of protection for retained trees contained within the tree report is implemented. The Council's ecologist recognises that the proposed new woodland planting is linked to existing woodlands which is preferable to it being more isolated. To be the most effective compensation the woodland will need to be managed for a significant period of time, and a condition is recommended to secure this.

8.59 In terms of the impact upon protected species, the Environmental Statement does recognise that there will be impacts upon breeding and wintering birds as a result of the removal of their nesting and foraging habitat. The scheme would also impact upon the routes of commuting bats and badgers. The proposals involve the construction of an underpass and associated landscaping which will encourage bates to fly under the road to avoid collisions. The under pass also provides an opportunity for badgers to travel under the road. However in the early operational phase of the scheme the landscaping to encourage the bats to use this commuting route will not be established and neither the badgers nor the bats will have become habituated to this behaviour.

8.60 A Construction Environmental Management Plan (CEMP) is proposed to be prepared which will include measures to avoid adverse impacts upon habitats and protected species during the construction of the scheme. An Environmental Management Plan will also be prepared and implements which will detail long term habitat monitoring and management requirements for all habitat areas which are incorporated into the landscaping and compensation planting areas.

8.61 Over 2.3ha of woodland planting has been incorporated into the scheme, to be linked to existing woodland to promote ecological links, and replacement hedgerows and grassland are also proposed. Mitigation in the form of habitat replacement and appropriate landscaping is also proposed to replace those parts of the habitat network that will be lost during the construction phases of the Scheme and to decrease the effects of isolation and fragmentation for designated sites, habitats and protected species. Vegetation clearance will take place outside of the bird breeding season where possible.

8.62 The Council's ecologist, while objecting to the loss of PAWS confirmed they are happy with the scope of the ecology survey information provided, and supports the commitment to pre and post construction monitoring to determine the effectiveness of the new underpass as this will provide the opportunity to modify the landscape planting and increase its effectiveness if necessary. Conditions are suggested to secure a woodland management plan, monitoring of bat behaviour and to secure the CEMP.

8.63 On this basis, excluding the loss of PAWS, the scheme is considered to be acceptable in terms of ecological and arboricultural matters, subject to the suggested conditions. The loss of PAWS is recognised as a significant adverse environmental impact of the scheme, however the wider benefits of the proposal are considered to outweigh its loss.

Archaeology and Heritage

8.64 The adopted Core Strategy sets out policies for development which may impact upon heritage assets within Policy 15: Valuing our Historic Environment. Pertinent to this proposal is part B of the policy; Proposals will be supported which protect or enhance the heritage significance and setting of locally identified heritage assets such as buildings of local architectural or historic interest, locally important archaeological sites and parks and gardens of local interest. The policy seeks to ensure that heritage assets are safeguarded or enhanced for the future both for their own heritage merits and for the wider benefits they bring.

8.65 The NPPF also has a chapter entitled "Conserving and enhancing the historic environment". It directs local planning authorities in determining planning applications to require applicants to describe the significance of any heritage assets affected, and to submit an appropriate desk based assessment, and where necessary a field evaluation. Greater weight should be given to the more important asset's conservation. Consent should be refused where development would lead to substantial harm or total loss of a designated heritage asset.

8.66 The main assets in close proximity to the application site include two Scheduled Monuments, one Conservation Area, two Grade II Listed Buildings and one Grade II* Listed Building. The Scheduled Monuments are Rossington Bridge Roman Fort located to the western part of the application site adjacent to the existing park and ride facility, and the Roman Potteries located approximately 375m to the north of the scheme. The Hare and Tortoise Public House, a Grade II Listed Building, is located 90m north of the scheme, and Grade II Listed milepost is located nearly a kilometre southwest of the scheme, as is the Grade II* Listed 14th century Church of St Michael. Both DMBC Conservation and Historic England have been consulted on the application, neither raising any objections to the scheme in terms of its impact upon heritage assets. The Conservation Officer notes that the Hare and Tortoise public house has already been affected by the adjacent park and ride facility and the first phase of FARRRS. The proposed new roundabout at the western end of the scheme is separated from the listed building by a mature row of trees, and it is not considered that the impact on setting will be unduly added by this. The Conservation Officer agrees with the submitted assessment in that the proposal would not impact upon the setting of the other listed buildings included within the assessment boundary.

8.67 In terms of archaeological interest, the assessment included within the Environmental Statement established that at the western and eastern extents of the scheme there are Roman remains. At the western end the remains largely date back to the 2nd and early 3rd centuries, whilst at the eastern end the remains date back to the 3rd and 4th centuries. Ground excavations associated with the construction of the Scheme and the construction of the proposed haul route has the potential to affect buried archaeological features, largely dating back to the Roman period; some of these Roman archaeological remains will be lost as a result of these works. The assessment also states that there would be some effects on the former Roman road from Lincoln to Doncaster (A638) during construction.

8.68 A geophysical survey has been submitted with the report in order to establish areas of archaeological interest. From this, the applicants have liaised with South Yorks Archaeology Service to establish a scheme of trial trench evaluation across the scheme with the aim of informing the detailed mitigation strategy. It is recognised that the scheme will impact on archaeological remains, however SYAS have raised no objections to the information and results provided, subject to the imposition of a condition to ensure a written scheme of investigation is agreed and implemented.

Flood Risk and Drainage

8.69 Policy 4 of the Core Strategy is concerned with flooding and drainage, advising that new development will be directed to areas of lowest flood risk within the overall framework of the Growth and Regeneration Strategy. It also states; All development over 1 hectare, and any development within flood risk areas, will be supported where it: 1. provides a fit-for-purpose site specific Flood Risk Assessment; 2. will be safe from all forms of flooding, without increasing the level of flood risk to surrounding properties and/or land for the lifetime of the development; 3. provides adequate means of foul sewage disposal and achieves a reduction in surface water run off on brownfield sites and no increase from existing rates on greenfield sites; 4. makes use of Sustainable Drainage Schemes, where appropriate; 5. is designed to be resilient to any flooding which may occur (including making provision for circumstances in which existing flood defences fail); 6. facilitates the maintenance of flooding and drainage infrastructure; and; 7. ensures that mitigation measures (including Sustainable Drainage Schemes) can be maintained over the long term and will not have an adverse impact on the water environment, including ground water aquifers, flood water capacity and nature conservation interests.

8.70 Similarly, the NPPF seeks to ensure that development should be directed towards lower risk areas, proposals are accompanied by an appropriate site specific flood risk assessment, and that flood risk is not increased elsewhere as a result of developments.

8.71 The proposed scheme is considered to be 'Essential Infrastructure', and will be constructed in Flood Zone 1, as defined by the Doncaster SFRA Flood Maps. The site is therefore not shown to be at risk of flooding from fluvial or tidal sources.

8.72 The applicants have provided an FRA and Drainage Strategy report as part of the supporting documentation of the Environmental Statement. The report considers that surface water run-off is the primary source of flood risk to the scheme. In order to manage surface water appropriately, the scheme incorporates several measures. These include; - grips to assist in the drainage of carriageway runoff during peak storm events; - rain gardens for carriageway runoff to flow into; - attenuation ponds located on low spots along the road alignment where the drainage will naturally collect; and - SuDS to provide treatment of the surface water runoff from the road prior to discharge. It is proposed that surface water runoff from the western part of the new road (between Bawtry Road and the bridleway underpass) will discharge to the existing FARRRS Phase 1 system. The drainage system and retention basin here have been oversized to accommodate the restricted runoff from the scheme, the details of which have previously been agreed with the Environment Agency and the Councils Drainage team. From the eastern part of the road, surface water will discharge to an existing ditch which will be realigned.

8.73 The construction works for the proposed development have the potential to have adverse impacts on surface water including contamination, direct discharges of drainage or effluent and the temporary discharge of seepage water. The operational phase of the development has the potential to cause changes in the quality of surface water and groundwater quality, related to leakage/spillage and deposition of pollutants from the new highway and changes to recharge to the groundwater due to the construction of permanent hardstanding. Subject to the implementation of mitigation measures, there are not considered to be any significant effects on the water environment as a result of the Scheme.

8.74 As part of the application process, the Environment Agency have been consulted, together with Yorkshire Water and DMBC Internal Drainage.

8.75 No comments have been received from the Environment Agency. If received, the Planning Committee will be advised of their response.

8.76 Yorkshire Water initially requested further information to demonstrate that the proposed construction compound and associated activities would not have a detrimental impact upon groundwater, due to their location within a Source Protection Zone. The submitted CEMP did not offer specific mitigation measures to protect the underlying aquifer at the site. Following the submission of further details, Yorkshire Water raise no objections to the scheme, subject to the final agreement of the CEMP by way of condition.

8.77 No objections to the scheme have been raised by the Council's Internal Drainage team, subject to the imposition of conditions.

Amenity

8.78 As part of the submitted EIA, a noise measurement survey was undertaken to quantify the existing noise climate at the sensitive receptors most likely to be affected by the proposed FARRRS scheme.

8.79 The application site is located within a predominantly rural area, with the majority of properties in the vicinity of the scheme being isolated dwellings. The closest sensitive receptor to the development is Poplars Farm to the south east of the scheme on Hurst Lane which is 66m away. All other sensitive receptors are over 190m from the development, these being located on Hayfield Lane, Hurst Lane, Elm Road, Larch Lane and Bawtry Road.

8.80 The noise survey established background noise levels, and these are typical of a semi-rural / urban periphery area with significant road infrastructure in the vicinity. Night noise levels are unsurprisingly significantly lower than day time levels. Aviation noise from RHADS did not form a significant component of the observed noise climate.

8.81 The potential impacts identified in terms of noise and vibration would come from the construction of the scheme, road traffic using the completed scheme, and changes in airborne sound levels due to changes in traffic flow of the existing road network affected by the scheme. The submitted noise measurement survey concludes that no significant impacts have been identified for construction and operational noise and vibration from the scheme at the identified sensitive receptors.

8.82 During construction, it is proposed that Best Practicable Means will be adopted to keep noise to a minimum. This will include a regime of noise monitoring. The Construction Management Plan will also include measures to reduce noise. The contract documents also present a table of noise limits which the construction contractor must adhere to during different times of day. The contractor will also enter into discussions with DMBC regarding the timing of construction activities and the control of noise and vibration. No mitigation measures are required for the operational phase as the effects during this period are not considered significant.

8.83 The Council's Environmental Health team have been consulted as part of the application and are in agreement with the findings of the Environmental Statement. As such, no objections are raised in terms of noise and vibration.

8.84 Policy CS18 of the Core Strategy states that Doncaster's air, water and land resources will be conserved, protected and enhanced, both in terms of quantity and quality.

8.85 An air quality assessment has been undertaken as part of the EIA. The proposed scheme has been assessed for potential impacts during the construction phase and during operation. During operation the proposed scheme would alter parts of the existing road network and therefore change the characteristics of traffic flows on those roads, and the wider network. Changes in traffic flows in turn can impact the location and levels of emissions to air and, subsequently, ambient air quality.

8.86 During construction the key impacts identified are as a result of dust raising activities associated with handling of spoil, loading and unloading of trucks and the movement of the trucks around the site and onto the local road network. Such impacts can be controlled by mitigation measures, which will be detailed in the Construction Management Plan.

8.87 Once FARRRS is operational modelled results indicate that, overall, there will be no exceedances of the annual mean NO2, PM10 or PM2.5 objectives at relevant receptors across the study area in the opening year of the scheme. The impact of the scheme on NO2 concentrations in and adjacent to the Air Quality Management Area at Bawtry Road is also predicted to be negligible and therefore not considered significant. a net benefit in air quality across Doncaster and the surrounding area as a result of the proposed scheme. It is noted that the majority of the changes are extremely small and not considered significant - however, the greater changes in concentrations are improvements rather than deteriorations.

8.88 DMBC Pollution Control have raised no objections to the scheme, suggesting measures to aid air quality which can be conditioned to be included within a detailed Construction Management Plan

8.89 An assessment of geology and soils has also been provided with the submitted EIA, including contaminated land, groundwater quality and unstable land which may affect, or be affected by FARRRS both from the construction and operational phases of the road. A contaminated land risk assessment has also been provided, incorporating a qualitative risk assessment of the site. The overall risk is considered to be very low to moderate.

8.90 No objections in terms of contamination or impacts upon groundwater have been received from DMBC Pollution Control or the Environment Agency. Yorkshire Water comments will be reported to the Planning Committee.

9.0 Summary and Conclusion

9.1 On the basis of the above, the scheme is accordingly recommended for approval. The report demonstrates that the scheme is compliant with the relevant local and national planning policy, and the proposed mitigation measures satisfactorily address any materially adverse impacts upon the surroundings. In the case of the loss of ancient woodland, and irreplaceable habitat, it is considered that the benefits of the scheme outweigh this significant impact.

9.2 As has also been discussed, there is longstanding and extensive policy support for the FARRRS scheme, both at a local and regional level. The scheme is recognised as essential for securing regeneration and economic growth, in particular for Rossington and the area to the south of Doncaster. Beyond that, it is envisaged that FARRRS will underpin the growth aspirations for Doncaster and the wider South Yorkshire area, as well as Robin Hood Airport.

9.3 FARRRS will bring about a number of economic benefits, both as a result of employment during the construction phase and improved linkages during the operational phase. It is also an essential component of the wider 'Gateway to the Sheffield City Region' project. FARRRS is a vital piece of transport infrastructure that greatly improves connectivity of a series of key sites that make up the Gateway, linking them within the wider City Region and beyond. The £1.7 billion Gateway will unlock over one million square metres of business space and provide up to 5,000 new homes. It includes: the delivery of a Strategic Rail Freight Interchange; significant development surrounding RHADS; the delivery of access through FARRRS; and extensive housing and mixed use developments across the area.

10.0 RECOMMENDATION

10.1 Planning Permission GRANTED subject to the following conditions.

01. STAT1 The development to which this permission relates must be begun not later than the expiration of three years beginning with the date of this permission. REASON Condition required to be imposed by Section 91(as amended) of the Town and Country Planning Act 1990.

02. ACC1 The development hereby permitted must be carried out and completed entirely in accordance with the terms of this permission and the details shown on the approved plans and specifications. REASON To ensure that the development is carried out in accordance with the application as approved.

03. U47864 No development shall take place until the Outline Construction Environmental Management Plan (CEMP) has been updated with all the necessary pre commencement information in relation to biodiversity, tree protection and protection of the aquifer and submitted to and approved in writing by the Local Planning Authority. The approved CEMP shall be adhered to and implemented throughout the construction period in accordance with the approved details, unless otherwise agreed in writing by the Local Planning Authority. REASON In line with Core Strategy Policy 16 to ensure the ongoing ecological interests of the site.

04. U47865 Pre, during and three year post construction monitoring surveys shall be undertaken to establish the use of the underpass by commuting and foraging bat species in line with the guidance in the DEFRA report by Altringham et al (2015). The results of the surveys will be submitted to the Local Planning Authority annually by the 1st January following the previous year's surveys. Proposals for changes to the landscape planting stemming from the results of the surveys will be agreed in writing with the Local Planning Authority and implemented in the first available planting season. REASON In line with Core Strategy Policy 16 to ensure the ongoing ecological interests of the site.

05. U47866 Within 6 months of the commencement of development, a woodland management plan shall be submitted to the local planning authority for approval in writing. This plan shall include details of how the newly created woodland habitats on the site will be managed for a period of 30 years post planting. The woodland shall thereafter be managed in accordance with the ecological management plan unless agreed in writing as otherwise by the Local Planning Authority. REASON To ensure the ecological interests of the site are maintained in accordance with Core Strategy Policy 16.

06. U47867 The scheme of protection for all retained trees shall be implemented in full accordance with the approved Arboricultural Assessment (Document Reference: MM - 337339 - ENV - 031 dated May 2016) before any equipment, machinery or materials have been brought on to site for the purposes of the development. The local planning authority shall be notified of implementation and shall visit site to approve the setting out of the site and location of protective barriers prior to the commencement of development. Thereafter tree protection practices shall be implemented and monitored in full accordance with the approved scheme until all equipment, machinery and surplus materials have been removed from the site, unless the local planning authority gives its written approval to any variation. Nothing shall be stored or placed in any area fenced in accordance with this condition and the ground levels within those areas shall not be altered, nor shall any excavation be made, without the written consent of the local planning authority. REASON To ensure that all trees are protected from damage during construction in accordance with core strategy policy CS16: Valuing our natural environment

07. U47868 Part A (pre-commencement)

No development, including any demolition and groundworks, shall take place until the applicant, or their agent or successor in title, has submitted a Written Scheme of Investigation (WSI) that sets out a strategy for archaeological investigation and this has been approved in writing by the Local Planning Authority. The WSI shall include:

o The programme and method of site investigation and recording. o The requirement to seek preservation in situ of identified features of importance. o The programme for post-investigation assessment. o The provision to be made for analysis and reporting. o The provision to be made for publication and dissemination of the results. o The provision to be made for deposition of the archive created. o Nomination of a competent person/persons or organisation to undertake the works. o The timetable for completion of all site investigation and post- investigation works.

Part B (pre-occupation/use) Thereafter the development shall only take place in accordance with the approved WSI and the development shall not be brought into use until the Local Planning Authority has confirmed in writing that the requirements of the WSI have been fulfilled or alternative timescales agreed.

REASON To ensure that any archaeological remains present, whether buried or part of a standing building, are investigated and a proper understanding of their nature, date, extent and significance gained, before those remains are damaged or destroyed and that knowledge gained is then disseminated.

08. U47869 Prior to commencement on site, the appointed contractor shall submit for approval in writing by the Highway Authority, a final Construction Traffic Management Plan in accordance with the framework contained in the Outline CTMP reference MM - 337339 - ENV - 037 dated May 2016. REASON: In the interests of road safety and residential amenity.

09. U47870 Both the final Construction Environmental Management Plan (CEMP) and the final Construction Traffic Management Plan (CTMP) shall be reviewed every 3 months following the commencement of the construction activity. REASON: In the interests of local amenity

10. ENVH4 No development shall take place, including any works of demolition, until a Construction Method Statement has been submitted to and approved in writing by the local planning authority. The approved statement shall be adhered to throughout the construction period. The statement shall provide for:

i) - the parking of vehicles of site operatives and visitors ii) - loading and unloading of plant and materials iii) - storage of plant and materials used in constructing the development iv) - the erection and maintenance of security hoarding including decorative displays and facilities for public viewing, where appropriate v) - wheel washing facilities vi) - measures to control noise and the emission of dust and dirt during construction vii) - a scheme for recycling/disposing of waste resulting from demolition and construction works

REASON To safeguard the living conditions of neighbouring residents and in the interests of highway safety.

11. U47872 Unless otherwise approved in writing by the Planning Authority, construction activity necessary to carry out the development hereby permitted shall be restricted to the following hours: 0700 - 2300 hrs Monday to Friday 0700- 2200 hrs on Saturday 0800-2200 hrs on Sundays, Bank Holidays or Public Holidays. REASON: In the interests of local amenity

01. U10412 The scheme shall be subject to Road Safety Audits in accordance with DMRB Vol 5 Sect 2 Part 2 Road Safety Audit (HD 19/15).

The above objections, considerations and resulting recommendation have had regard to Article 8 and Article 1 of the First Protocol of the European Convention for Human Rights Act 1998. The recommendation will not interfere with the applicant’s and/or objector’s right to respect for his private and family life, his home and his correspondence.

APPENDIX 1

Aerial Photo of Site and Surroundings

APPENDIX 2

Application Site Boundary

APPENDIX 3

Road Sections