Intended for St Helens Metropolitan Borough Council
Document type Report
Date March 2019
Ref PD-RAM-02-00-REP-EN-0006
PARKSIDE LINK ROAD ENVIRONMENTAL STATEMENT VOLUME 3: NON-TECHNICAL SUMMARY
PARKSIDE LINK ROAD ENVIRONMENTAL STATEMENT VOLUME 3: NON-TECHNICAL SUMMARY
CONTENTS
1. INTRODUCTION 1 1.1 Overview 1 1.2 Alternatives Considered 3 1.2.1 Development Options 3 1.2.2 Development Objectives 4 1.2.3 Transport Planning Objectives (TPOs) 5 1.2.4 Comparison of Environmental Impacts 5 1.2.5 Selection of the Proposed Scheme 5 2. SCHEME DESCRIPTION 7 2.1 Scheme Location 7 2.2 Site Description 7 2.3 The Scheme 8 2.4 Construction Programme and Methodology 10 2.4.1 Construction Programme 10 2.4.2 Construction Methodology 11 2.4.3 Construction Plant Requirements 13 2.4.4 Construction Traffic 13 2.4.5 Workforce and Working Hours 13 2.4.6 Lighting 14 2.5 Embedded Mitigation 14 2.6 Controls to Protect the Environment 14 3. ENVIRONMENTAL ASSESSMENT 16 3.1 Air Quality 16 3.2 Cultural Heritage 17 3.3 Landscape 18 3.4 Ecology and Nature Conservation 20 3.5 Geology and Soils 21 3.6 Noise and Vibration 22 3.7 People and Communities 22 3.8 Road Drainage and Water Quality 24 3.9 Materials 25 3.10 Climate Change 26 3.11 Cumulative Assessment 27 3.11.1 Intra-Project Cumulative Effects 27 3.11.2 Inter-project Cumulative Effects 28
PARKSIDE LINK ROAD ENVIRONMENTAL STATEMENT VOLUME 3: NON-TECHNICAL SUMMARY
1. INTRODUCTION
1.1 Overview
A full planning application was submitted by St Helens Metropolitan Borough Council (SHMBC) (the Applicant) in March 2018 for the Parkside Link Road Project (the Proposed Scheme). The application was accompanied by an Environmental Statement (the March 2018 ES) which reported on the outcomes of the Environmental Impact Assessment (EIA).
Since the submission of the application, the 2018 Proposed Scheme has been amended in respect of drainage, minor realignments, removal of the need for works in Cockshot Brook and relocation of the noise barrier. This is known as the amended Proposed Scheme. To accommodate these developments, the red line boundary was also amended, extending further on A579 Winwick Lane. In addition to the amendments to the design various of the statutory consultees requested further details on elements of the EIA. Finally, the predicted traffic flow data was also updated. Accordingly, updated planning application drawings, an updated Transport Assessment and an updated Planning Statement have been prepared and submitted to support the planning application.
This summary forms part of an Addendum Environmental Statement (ES) which has been prepared to accompany the application. It describes the amended Proposed Scheme, the likely significant environmental effects and any mitigation proposals necessary to reduce adverse impacts as reported in the March 2018 ES and 2019 Addendum ES.
The amended Proposed Scheme comprises a new road to link a proposed logistics development (Parkside Regeneration Development (Parkside Phase 1 and Phase 2) and the Parkside Strategic Rail Freight Interchange (SRFI)), to the A49 road and the M6 motorway. In addition to this, the amended Proposed Scheme will provide a link between the A49 and the motorway (see Figure 1.1).
Terminology used in this Document
For the purposes of this document the following terminology has been adopted:
• March 2018 ES – the Environmental Statement submitted as part of the planning application in March 2018; • Addendum ES – the Addendum Environmental Statement, submitted as part of a package of additional information in March 2019; • Proposed Scheme – the scheme as proposed in the March 2018 planning application; and • Amended Proposed Scheme – the scheme following amendments to reflect design developments following the consultation process, and in response to requests for further information from statutory consultees.
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Figure 1.1: Indicative Phase Areas The amended Proposed Scheme extends from the A49 in Newton-le-Willows to Junction 22 of the M6 motorway and is 3.3 km in length. It joins, and partly follows the course of the A573 Parkside Road across an existing motorway overbridge before turning south to join the A579 Winwick Lane from where it extends to the M6. The total area of the Proposed Scheme is 37.8 ha. The western part of the Proposed Scheme crosses the former Parkside Colliery site while the remainder of the route crosses open agricultural land. The Proposed Scheme mainly lies within the SHMBC administrative area, with a portion (12.83 ha) passing through land within Warrington Borough Council (WBC), south of the M6 between the former colliery and the A573 Parkside Road.
A copy of the planning application and associated documents, including the March 2018 Environmental Statement and the Addendum Environmental Statement, can be viewed on the respective local authorities planning websites:
• SHMBC - https://www.sthelens.gov.uk/planning-building-control/; and • WBC – http://planning.warrington.gov.uk/swiftlg/apas/run/wphappcriteria.display?
Comments on the planning application can be forwarded to WBC using the link above. SHMBC will also advertise and provide details of the planning application, including this ES and how to comment on the proposals, in due course.
The ES has been prepared by Ramboll UK Ltd (Ramboll) on behalf of SHMBC working with sub consultants The Environment Partnership (TEP), Amion Consultants, Kernon
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Countryside Consultants and Transport Seeds. Balfour Beatty Civil Engineering Ltd (BBCEL) have been appointed by SHMBC to manage the process and provide early contractor involvement.
1.2 Alternatives Considered
1.2.1 Development Options
As part of developing the scheme for the March 2018 application a workshop was held between SHMBC, BBCEL and Ramboll to identify a number of route options which had a reasonable chance of implementation. Six route options were identified and each was assessed prior to the selection of the Proposed Scheme. A seventh option, ‘Do Nothing’, was a hypothetical alternative also considered in the EIA as a baseline from which to compare the development proposals under consideration.
A summary of the development proposals considered is provided in Table 1.1. The six route options are illustrated in Figure 1.2.
Table 1.1: Summary of Development Options
Development Summary Option
This option is one in which the Parkside Phase 1 Site is developed but the amended Proposed Scheme is not constructed, in favour of other Do Nothing highway improvements and traffic management measures on the A49 Winwick Road.
Yellow Route (Amended This is the amended Proposed Scheme as outlined in section 1.1. Proposed Scheme)
The Blue route lies entirely to the west of the M6. It consists of an all movement signalised junction from Winwick Link Road connecting to Blue Route A573 Parkside Road via a roundabout, just south of the M6 overbridge. The road then continues to the west through the Parkside Phases 1 and 2 site connecting into the A49 Winwick Road via a signalised junction.
The Green route also lies entirely to the west of the M6. It consists of an all movement signalised junction from Winwick Link Road connecting to A573 Parkside Road via a roundabout about 370m south Green Route of the M6 overbridge. The route then continues to the west through the Parkside Phases 1 and 2 site connecting into the A49 Winwick Road via a signalised junction.
The Cyan route would link to the M6 at junction 22/A579 Winwick Lane, connecting to A573 Parkside Road via a roundabout to the north. A Cyan Route new bridge across the M6 would provide access to a further roundabout connecting back onto A573 Parkside Road and to the Parkside Phases 1 and 2 site and A49 Winwick Road via a signalised junction.
The Purple route would provide an offline highway from the M6 at junction 22 connecting the new link road and A579 Winwick Lane via a Purple Route new roundabout. A second roundabout to the north would provide access to A573 Parkside Road. The route would cross the existing M6 overbridge on the A573 Parkside Road and connect to the new link road
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Development Summary Option
via a second roundabout to the south of the overbridge, this would then continue west through the Parkside Phases 1 and 2 site connecting into the A49 Winwick Road via a signalised junction.
The Brown route would link to the M6 at junction 22/A579 Winwick Lane, connecting to A573 Parkside Road via a roundabout. The route Brown Route would provide access from A573 Parkside Road to the land to the east of the M6, connecting to the Parkside Phases 1 and 2 site, and A49 Winwick Road, via a box tunnel under the M6.
Figure 1.2: Route Options
1.2.2 Development Objectives
From the current national, regional and local policies and strategies that are applicable, specific project objectives were identified and agreed with SHMBC. These were as follows:
• Enhanced highways access between the Parkside Phases 1 and 2 site and the strategic and the local highway network; • Improved connectivity for future commuters who will work at the site as well as improving the efficiency of freight movements to and from the site; • Deliver more efficient logistics and development in close proximity to existing and proposed national sea, road and rail infrastructure supporting the Liverpool City Region (LCR) Growth Plan objectives; and • Serve and allow for optimum alignment of the SRFI.
These project objectives, with the assistance of SHMBC, were used to develop seven Transport Planning Objectives (TPOs) outlined below.
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1.2.3 Transport Planning Objectives (TPOs)
The following TPOs were used to assess each of the proposed routes:
• TPO1 – Improve Road Safety; • TPO2 – Improve Journey Time Reliability; • TPO3 – Enhance highway access between the Parkside Phases 1 and 2 site and the strategic highway network; • TPO4 – Enhance highway access between Parkside Phases 1 and 2 site and the local highway network; • TPO5 – Improving connectivity for future commuters who will work at the site as well as improving the efficiency of freight movements to and from the site; • TPO6 – Serve and allow for optimum alignment of the Strategic Rail Freight Interchange (SRFI); and • TPO7 – Improve Pedestrian and Cycling Access.
1.2.4 Comparison of Environmental Impacts
The six route options were analysed and a comparison of their anticipated potential environmental impacts was undertaken. Assessments were made regarding noise, air quality, landscape, historic environment, biodiversity and water environment.
The only material difference between the respective routes was for landscape, for which the Brown route benefits from not passing through the WBC green belt land. Outside of the former Parkside Colliery site, the Blue and Green routes lie entirely within WBC green belt. The Yellow, Cyan, Purple and Brown routes pass through approximately 400m of WBC greenbelt and then, east of the M6 lie in SHMBC designated green belt land. The SHMBC Emerging Local Plan notes the intention to remove this designation in the area east of the M6.
Due to the overall similar potential environmental impacts for each of the routes, this aspect was not a key determining factor in the route selection process.
1.2.5 Selection of the Proposed Scheme
The Green and Blue routes were viewed less favourably as they did not meet the strategic scheme objective to enable the development of the SRFI east of the M6.
The Brown route required a box tunnel beneath the M6 and was considered to provide a less strategic highway link. Additionally, the cost of the box tunnel was not considered to offer best value for money.
The Purple route was considered to reduce the land availability for future development and therefore did not meet the scheme objective to deliver the SRFI east of the M6.
The Cyan route required a new overbridge which is not necessary if the existing bridge on the A573 Parkside Road is utilised, therefore this route was not considered to offer best value for money.
Overall, the Yellow route was preferred out of the six, as it best met the transport planning objectives and provided the greatest financial return. The environmental differences between the routes were not considered to outweigh these factors.
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It was anticipated that the ‘Do Nothing’ alternative would prevent the development of Parkside Phase 2 and Parkside SRFI due to a lack of capacity and connectivity from the existing surrounding road networks. As Parkside Phases 1 and 2 and the SRFI are seen as key factors in terms of delivering employment opportunities and facilitating the vision for the Liverpool City Region to become a global logistics hub, the ‘Do Nothing’ option was ruled out by the Applicant, resulting in the adoption of the Yellow route as the Proposed Scheme. The proposed route has not changed since the March 2018 Environmental Statement and forms the basis for the amended Proposed Scheme discussed in the Addendum Environmental Statement and this NTS.
A more detailed explanation of the selection process and the appraisal of each route option can be found in Chapter 3 of the March 2018 Environmental Statement.
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2. SCHEME DESCRIPTION
2.1 Scheme Location
The amended Proposed Scheme is centred on Ordnance Survey National Grid Reference (OSNGR) 360670E 394450N and is shown in Figure 2.1 below.
Figure 2.1: Proposed Scheme Location Plan
2.2 Site Description
The land along the route of the amended Proposed Scheme comprises a combination of former industrial land, once occupied by Parkside Colliery, in the western part of the amended Proposed Scheme and agricultural land in the eastern part. The amended Proposed Scheme crosses the M6 motorway on an existing bridge. The agricultural land and the former colliery is currently designated as green belt land.
To the north lies agricultural land crossed by the Manchester to Liverpool railway line (the Chat Moss Line) and the A580 East Lancashire Road. The closest settlement to the north is Golborne, around 2km from the Proposed Scheme.
East of the amended Proposed Scheme there is agricultural land with scattered farms and properties, the closest settlements being Croft, approximately 1.5km south east and Culcheth about 3 km east. The city of Manchester lies around 23km east of the amended Proposed Scheme.
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To the south of the amended Proposed Scheme lies further agricultural land within which is located the settlement of Hermitage Green, approximately 500m to the south and Winwick, approximately 1km south of the amended Proposed Scheme. Beyond this lies the M62 motorway, about 2km south of the amended Proposed Scheme, and then, south of the motorway, the town of Warrington.
West of the amended Proposed Scheme lies the A49 Winwick Road and the West Coast Mainline railway line (comprising the section between Winwick Junction and Golborne Junction). There are links between the West Coast Mainline and the line between Manchester and Liverpool. Beyond the road and railway line is the settlement of Newton- le-Willows whilst the town of St Helens lies approximately 6km west of the amended Proposed Scheme. The city of Liverpool lies around 27km west of the amended Proposed Scheme.
2.3 The Scheme
Table 2.1 summarises the changes to the design of the Proposed Scheme. To accommodate the proposed bigger roundabout at the junction with A579 Winwick Lane, the red line boundary has been extended 75m eastwards along A579 Winwick Lane. There has been no other change to the red line boundary as a result of the proposed design changes.
The amended Proposed Scheme will comprise 3.3km of single and dual carriageway road extending from the A49 Winwick Road at OSNGR 359490E 394670N to Junction 22 on the M6 motorway at OSNGR 361350N 393900N.
The amended Proposed Scheme and planning red line boundary is shown in Figure 2.2. The red line boundary shown takes account of the proposed engineering and construction requirements, as well as the required mitigation measures.
Figure 2.2: Proposed Scheme Red Line Boundary
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The amended Proposed Scheme comprises the following main features:
• 1.45 km of new single carriageway extending eastwards from the A49 Winwick Road to the A573 Parkside Road (known as Parkside Link Road West); • 1.3 km of new single carriageway east of the M6 linking the A573 Parkside Road to a new roundabout on the A579 Winwick Lane (known as Parkside Link Road East); • 300 m of new dual carriageway extending westwards from the new roundabout to the M6 motorway at Junction 22 (known as Winwick Lane South); • 295 m of new single carriageway extending eastwards from the new roundabout to tie in with the existing A579 Winwick Lane (known as Winwick Lane North); and • Reconfiguration of access to the properties on the south side of the A579 Winwick Lane.
From the A49 Winwick Road to the A579 Winwick Lane the amended Proposed Scheme will be single carriageway with a design speed of 40mph. The dual carriageway section extending to Junction 22 will have a speed limit of 40mph.
A pedestrian and/or cycle route will be provided adjacent to all new sections of road. Street lighting will also be provided across the whole of the amended Proposed Scheme.
Table 2.1: Design Developments
Scheme Area Design Development
Drainage will be connected to the existing pipes beneath the A49 Winwick Road, Junction with instead of extending south to connect to St Oswald’s Brook. However, this area has A49 Winwick not been removed from the red line boundary. Road Minor realignment of kerbs at A49 Winwick Road junction.
Access road stubs have been extended and shortened where appropriate in order to terminate at the red line boundary. These will allow access to the future development of Parkside Phase 1 and Phase 2 and the SRFI.
Design of outfall to the south to St Oswald’s Brook has been completed.
The swale1 located in the cutting has been removed in order to reduce the cutting Former Parkside width, thus also reducing the amount of land take as well as the amount of material Colliery generated through excavation of the cutting.
The swale was acting as an element of the sustainable drainage strategy (SUDS). An appropriate alternative has been proposed. The water will now be collected in the highway drainage system, passing through a ‘Downstream Defender’ to remove silts and suspended materials before connecting to the adjacent brook.
The form and location of the junction has been amended in order to further discourage traffic from turning south from Parkside Link Road West onto A573 Junction with Parkside Road and continuing through Hermitage Green, as requested by WBC. A573 Parkside
Road The location of the junction has moved north by a small amount and the road has been realigned accordingly.
A573 Parkside The swale1 has been removed in this area as it is no longer required. Detailed Road northwest design has determined that a shorter length of swale is required and existing tie-in drainage will be utilised in this area.
Parkside Link Minor changes in the vertical and horizontal alignments of the road. Road East
The requirement for construction works in Cockshot Brooks has been removed. Eastern end of Instead, the proposed drainage will connect into existing drainage to the west of the the Proposed existing road and utilise this existing drainage beneath the road to outfall into the Scheme brook.
1 Proposed man-made shallow channel with gently sloping sides to manage water runoff. Non Technical Summary 9
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Additional turning heads at Bibby’s/remnant section of A579 Winwick Lane to allow enough room for refuse and other vehicles to turn around.
Noise barrier moved back from road by 250 mm and footway/cycleway moved to use the remnant section of A579 Winwick Lane behind the noise barrier, as requested by SHMBC case officer to reduce the visual effect of the noise barrier.
The size of the roundabout at the junction with A579 Winwick Lane has been increased in order to increase its traffic flow capacity.
To accommodate the associated revised alignment, the red line boundary has been extended 75 m eastwards along A579 Winwick Lane beyond the existing redline boundary. The extension is approximately 11.5 m wide (including a 2 m offset from the kerbs).
Landscape This has been developed to show details of landscape design including ponds etc. Strategy
The main features of the amended Proposed Scheme are illustrated on the General Arrangement drawings, available in Technical Appendix A4.1 of the Addendum ES, and on the SHMBC and WBC planning portals.
Finally, the Parkside Link Road Traffic Model (PLRTM) was updated to account for more recent traffic data, which was made available by WBC following submission of the March 2018 planning application and to account for the change in opening year from 2020 to 2021 and in the future year from 2030 to 2031. This resulted in changes to the predicted traffic flows as detailed in the updated Transport Assessment. 2.4 Construction Programme and Methodology
2.4.1 Construction Programme
The main construction period has been moved back. It has now been assumed that it will run from October 2019 to June 2021. The amended Proposed Scheme is currently scheduled for opening in 2021. The indicative timescales of the construction of the amended Proposed Scheme are shown in Table 2.2.
Table 2.2: Indicative Construction Programme
Activity Approximate Programme and Duration
Mobilisation October 2019
A49 Winwick Road to A573 Parkside Road Link includes site clearance, earthworks October 2019 to April 2021 drainage and roadworks
A573 Parkside Road Link to A579 Winwick Lane Link includes site clearance, October 2019 to May 2021 earthworks drainage and roadworks
Topsoil and Landscaping November 2020 to June 2021
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2.4.2 Construction Methodology
The detailed construction practices for the amended Proposed Scheme have not been established at this stage however, it is expected that the construction of the amended Proposed Scheme will comprise the following, the likely significant effects of which have been considered in the ES:
• Construction of site access; • Establishing the site compounds / lay-down areas; • Enabling works and site preparation, including vegetation clearance and pre- construction environmental mitigation measures; • Demolition of the buildings at Rough Farm and Rough Cottage to allow for the construction of the dual carriageway section of road to the M6 motorway; • Construction of drainage and utilities; • Earthworks including cutting excavation and construction of shallow embankments; • Construction of carriageways; • Modifications to the A573 Parkside Road bridge to accommodate the proposed footway / cycleway; and • Landscaping and environmental mitigation measures.
The construction works either side of the M6 will be run independently, as far as possible, from each other.
Three site compounds / lay-down areas are proposed. These areas would be stoned and surfaced for the duration of the construction works. The areas will be temporary and will typically comprise:
• Temporary site offices and welfare facilities, including toilets; • Lay-down areas for materials and plant; • Parking for cars and construction vehicles; • Fencing for the compounds up to 2.5m in height; and • Hardstandings for material storage, fuelling points and soil storage.
The proposed locations of the main construction compounds described above are shown on Figures 2.3 and 2.4.
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Figure 2.3: Site Compounds / Lay-Down Areas Location Map – West Side of the M6
Figure 2.4: Site Compounds / Lay-Down Areas Location Map – East Side of the M6
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2.4.3 Construction Plant Requirements
The exact construction plant requirements for the amended Proposed Scheme will be determined as part of the construction contract when the amended Proposed Scheme has planning consent. Where necessary, assessments have been based on typical and expected plant requirements, methods of construction and their associated noise levels and emissions in line with appropriate standards. These are documented in the appropriate chapters of the March 2018 ES and Addendum ES.
2.4.4 Construction Traffic
There will be a temporary increase in the levels of vehicle movements along the local road network during the construction phase. All Heavy Goods Vehicles (HGV) and construction traffic will have access to the site via M6 J22 and J23, and use of Winwick Link Road, A49 Winwick Road, A573 Parkside Road and A579 Winwick Lane. Use of the A573 Parkside Road through Hermitage Green would be minimised as far as possible as the roads are narrow through the village. Hermitage Green Lane would not be used by construction traffic. Barrow Lane is considered too narrow to serve as a site access route. However, creation of an entry point at the junction between A579 Winwick Lane and Barrow Lane to access the proposed compound and material storage area would be required.
The proposed compound / lay down areas, and in particular the relocated material management area north of Wood Head Farm, will facilitate movement of materials and associated construction traffic between the eastern and western ends of the amended Proposed Scheme. In particular, movement of topsoil is likely to be confined to the amended Proposed Scheme.
It is estimated that there will be an average of 70 vehicle movements per day (57% being heavy duty vehicles) as well as an average of 14 heavy earth moving vehicles active at any one time on the site of the amended Proposed Scheme.
2.4.5 Workforce and Working Hours
It is expected that the working hours for construction activities in the amended Proposed Scheme area will be:
• Monday to Friday – 07:30 to 18:30; • Saturday – 09:00 to 14:00; and • No working will be carried out on Sundays and Bank Holidays unless otherwise agreed with SHMBC and WBC.
Working hours within the amended Proposed Scheme area will be agreed with SHMBC and WBC prior to the commencement of the construction works. All work outside these hours will be subject to prior agreement, and/or reasonable notice by SHMBC and WBC, who may impose certain restrictions and will have regard to any planning conditions attached to any grant of permission. Night time working will be restricted to exceptional circumstances, the key requirement in this respect will be at the existing overbridge crossing the M6 (for a period of up to two weeks). By arrangement, there may be some out of hours construction deliveries to the amended Proposed Scheme area.
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2.4.6 Lighting
Whilst the majority of the construction works will be undertaken during daylight hours, there may be periods where supplementary lighting will be required, for example during the winter months when daylight hours are reduced or when night-time working is needed. Artificial lighting will be directed away from sensitive receptors (such as St Oswald’s Brook and local residential properties) and would be used against the backdrop of existing light sources to reduce any potential impacts and nuisance.
2.5 Embedded Mitigation
Mitigation has been designed into the amended Proposed Scheme where appropriate as a pre-emptive approach to minimise environmental impacts and is termed ‘embedded mitigation’.
Design approaches to mitigation include:
• Landscape Plan; • Drainage Scheme; • Sensitive Lighting Strategy; • An approximately 230 m long and 2.5 m high noise barrier along the westbound carriageway of A579 Winwick Lane and low noise road surfacing on northern part of the A573 Parkside Road near Parkside Farm; and • Creation of an ecological mitigation area north of the amended Proposed Scheme close to Wood Head farm.
2.6 Controls to Protect the Environment
The environmental controls (or mitigation measures) to eliminate, reduce or offset likely significant adverse effects on the environment during the construction phase are identified below. It is anticipated that these controls would be secured by appropriately worded planning conditions.
All works in the amended Proposed Scheme area will be governed by a Construction Environmental and Management Plan (CEMP), which provides the management framework required for the planning and implementation of construction activities in accordance with the environmental commitments identified with this ES. It will also address the requirements of any subsequent planning conditions imposed by SHMBC and WBC. Its purpose is to minimise the risks of adverse impacts on environmental resources, local residents and businesses, and will take into account relevant regulatory requirements.
The CEMP will typically include the following information:
• The plan and programme for the amended Proposed Scheme; • Housekeeping procedures and environmental control measures; • Monitoring and record keeping measures; • Baseline levels for noise, vibration and dust and details of protocols that may be necessary during the works, including portable noise barriers; • Measures to manage surface water pollution and runoff, including a Surface Water Management Plan detailing the temporary drainage infrastructure; • Methods to prevent the spread of invasive non-native species; • Method statements to protect trees, woodlands and hedgerows to be retained; • Method statements of how construction activities will avoid affecting any protected species; • Measures to manage excavated materials and waste; • Use of personal protective equipment whilst undertaking ground excavation;
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• Contact details during normal working hours and emergency details outside of working hours; • Method and record for how the public can register complaints and procedure for how to respond to complaints; • Prohibited or restricted operations; • Details of construction operations highlighting any operations likely to result in disturbance and/or working hours outside the core working period, with an indication of the expected duration of key phases and dates; and • Details of licences and consents.
An Outline CEMP has been prepared and is included as Technical Appendix 2.4 of Volume 3 of the March 2018 ES.
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3. ENVIRONMENTAL ASSESSMENT
An EIA of the effects of the Proposed Scheme has been conducted, in accordance with the requirements of the Town and Country Planning (Environmental Impact Assessment) Regulations 2017, and good practice guidance including the Design Manual for Roads and Bridges (DMRB). The scoping opinions of the two Planning Authorities and relevant statutory authorities have also been taken into consideration.
The ES is a detailed report of the findings of the EIA. It describes the existing conditions and predicts the effects that the Proposed Scheme would have on both the natural and man-made environment, and on the people and other receptors within them. The ES also includes the measures proposed to remove or reduce the adverse environmental effects of the Proposed Scheme. The Addendum ES reports on the outcomes of the EIA of the amended Proposed Scheme.
A summary of the findings of the March 2018 ES and Addendum ES is presented below, covering impacts during construction as well as the expected long-term effects during operation of the amended Proposed Scheme. Decommissioning has not been explicitly considered as the road is expected to be present in the long term, if it were decommissioned it is anticipated that the effects would be similar to those arising during construction. A small amount of demolition is required but this will not form a separate phase and so has been considered as part of the construction assessment.
Traffic and transportation information is included within a separate updated Transport Assessment.
3.1 Air Quality
The development of the Proposed Scheme would require construction and demolition
activity which has the potential to generate dust and particulate matter (PM10 and PM2.5). Additionally, during construction there would be a temporary increase in the number of vehicles using the surrounding road networks. Once operational, the Proposed Scheme would also cause changes to traffic distribution in the area.
Vehicle exhausts contain several pollutants, for which the quantities emitted depend upon the type and quantity of fuel used, engine size, speed of vehicle and abatement equipment fitted. Once emitted, the pollutants disperse and are diluted in the ambient air. Pollutant concentrations in the air can be measured or modelled and then compared with ambient air quality criteria.
Taking the above into consideration, the air quality assessment focused on the impact and significance of effects of the following:
• Dust emissions and particulate matter (PM10 and PM2.5) and the potential to cause nuisance, damage human health and vegetation, during the construction phase of the Proposed Scheme on existing receptors; and
• Vehicle exhaust emissions (nitrogen dioxide (NO2) and particulate matter (PM10 and PM2.5) during the operation of the Proposed Scheme on existing receptors in 2021 and 2031.
The 2021 assessment takes account of the traffic arising from Parkside Phase 1 whilst the 2031 assessment considers traffic predicted, at this stage, to arise from Parkside Phase 2 and the SRFI.
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A generic assessment of the potential effects from dust and particulate matter (PM10 and
PM2.5) during the construction phase found that with the implementation of suitable mitigation measures and good site practice, the effects from construction dust can be controlled and the residual effect is not considered significant.
During operation and taking into account the updated predicted traffic flows, the majority of existing receptors assessed are predicted to experience an imperceptible / negligible /
no change in pollutant concentrations (NO2, PM10 and PM2.5) in the opening year of 2021 and in the future year of 2031. Following IAQM / EPUK guidance, no significant adverse
effects are predicted in 2021 or 2031 for NO2, PM10 or PM2.5. Of the design changes detailed in Table 2.2 the proposed realignments have the potential to alter the air quality effects. However, none of the proposed realignments would bring the amended Proposed Scheme significantly closer to air quality sensitive receptors. Overall, the design developments would not result in significant adverse air quality effects.
Detailed information on the findings of the air quality assessment can be found in Chapter 5 of the March 2018 ES and Chapters A4 and A5 of the Addendum ES.
3.2 Cultural Heritage
An assessment of the likely significant effects of the Proposed Scheme on cultural heritage assets during the construction and operational phases of the Proposed Scheme has been undertaken.
There was found to be one designated heritage asset with the potential to be affected by groundworks as part of the construction of the Proposed Scheme. This is a Registered Historic Battlefield associated with the Battle of Winwick (1648), with high heritage significance in the form of landscape views, topography and potential for archaeological deposits (e.g. ordnance, weaponry). However, the section of the battlefield inside the Proposed Scheme area falls within the curtilage of the former Parkside Colliery, in an area where the ground has already been heavily disturbed and so any potential archaeological remains and/or topographical or landscape elements associated with the battle have been lost. Furthermore, any disturbance to the landscape within the designated boundary of the historic battlefield will be fully reinstated, where possible and an archaeological watching brief would be implemented. The construction of the Proposed Scheme would not cause any further adverse impact to landscape / topography, and the effect is considered to be negligible.
During construction, two non-designated assets (Rough Farm Barn and Rough Cottage) will be demolished as a result of the Proposed Scheme. Five other non-designated assets located at, or close to, the Proposed Scheme area could also be directly affected by groundworks during construction. Finally, the Proposed Scheme has a moderate potential for the survival of as yet undiscovered non-designated heritage assets with archaeological interest, which could also be directly impacted by groundworks during construction. A programme of archaeological work would allow for these assets to be identified and recorded in a manner proportionate to their significance. This would mitigate any adverse effect and the residual effect of the Proposed Scheme is therefore predicted to be negligible.
During operation, the Proposed Scheme would adversely affect the setting of two Grade II Listed Buildings (Wood Head Farmhouse and its Barn). The Proposed Scheme would only affect the views to north of these assets that also include modern farm buildings and the M6 motorway. With the landscape proposals in place, including hedgerow, tree and
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woodland planting along the Proposed Scheme, the effect is not considered to be significant.
There are no Grade I or Grade II* listed buildings, Conservation Areas, Registered Parks and Gardens or World Heritage Sites within the 1km of the Proposed Scheme area.
The removal of the construction of the western drain, extending south to connect to St Oswald’s Brook, would remove any effects on any unknown archaeological deposits in this area from the amended Proposed Development. The area would remain undisturbed and therefore any archaeological deposits would remain within the area, in particular any archaeological assets related to the Battle of Winwick and to the non-designated location of gallows (NDHA8). However, the recommended mitigation has been retained to match the planning application boundary. The effects of the design changes in the eastern end of the amended Proposed Scheme on archaeological remains would be mitigated by the programme of archaeological mitigation. The design changes are also considered unlikely to result in significant adverse effect upon built heritage. Overall, the design developments detailed in Table 2.2 would not result in significant adverse cultural heritage effects.
Further information on cultural heritage can be found in Chapter 6 of the March 2018 ES and Chapters A4 and A6 of the Addendum ES.
3.3 Landscape
The landscape and visual impact assessment has considered the character and quality of the landscape, and the potential effect of the Proposed Scheme on specific views and on the visual amenity experienced by people.
The greatest anticipated visual impact as a result of the Proposed Scheme would be on the views experienced by persons using Barrow Lane (Figure 3.3.1), and by residents living along A579 Winwick Lane (Figure 3.3.2). The Proposed Scheme would become a dominant feature in views from Barrow Lane to the south-west, where the current view is open farmland. The following figures show comparisons of existing views with projected views during operation at Year 1 and Year 15.
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Figure 3.3.1: From top to bottom - Existing, Year 1 (winter) and Year 15 (summer) views looking south- west from Barrow Lane across the Proposed Scheme area
Figure 3.3.2: From top to bottom - Existing, Year 1 (winter) and Year 15 (summer) views looking north- east along A549 Winwick Lane
Views experienced by the public from other locations are not expected to be of adverse significance, as intervening buildings, landforms and vegetation should provide partial filtering and screening in views towards the Proposed Scheme. Overall, from these locations the Proposed Scheme would not alter the balance of features and elements that make up the view.
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Where there is potential for adverse landscape (or visual) effects, these have been avoided or reduced through careful planning, siting and design of the Proposed Scheme. Where adverse effects may arise, landscape proposals have been incorporated in the form of hedgerow, tree and woodland planting in order to reduce or offset any significant adverse effects that may be anticipated as a result of the construction and operation of the Proposed Scheme. After 15 years, it is anticipated that the planting proposed as part of the embedded mitigation would be established to provide a ‘green’ edge to the Proposed Scheme, thereby integrating it into its surroundings. Nevertheless, a few views would remain significantly affected including along Barrow Lane and from certain properties along A579 Winwick Lane and on the west side of the A49 Winwick Road (at Newton-le-Willows) as well as from Sycamore Lodge and Monk House and Parkside Farm.
The design developments detailed in Table 2.2 represent small changes or very small changes which are not considered to alter the significance of landscape and visual effects as reported in the March 2018 ES, for the majority of receptors. The noise barrier at Winwick Lane North has been moved slightly further from the road and in addition the pavement has been re-routed along the redundant section of Winwick Lane which improves the appearance of the noise barrier without reducing its effectiveness. This also has the advantage of moving the pavement away from the traffic. The realignment of Winwick Lane North as part of the design developments at the eastern end of the amended Proposed Scheme provides space for mitigation hedgerow and tree planting adjacent to visual receptor (Oven Back Farm), where previously no space for mitigation planting was available. This receptor will therefore experience a reduction in effect after 15 years.
Additional photomontages and detailed analysis of landscape and visual impacts can be found in Chapter 7 of the March 2018 ES and Chapters A4 and A7 of the Addendum ES.
3.4 Ecology and Nature Conservation
There are two internationally designated sites within 10km of the Proposed Scheme: Manchester Mosses Special Area for Conservation (SAC) and Rixton Claypits SAC. One nationally designated site, Highfield Moss Site of Special Scientific Interest (SSSI) and 14 Local Wildlife Sites are present within 2 km of the Proposed Scheme. Of these, only one site, Gallows Croft LWS, has boundaries which overlap with two small sections of the Proposed Scheme area. There are also several parcels of deciduous woodland (Section 41 Priority Habitat) in the surrounding area, the most significant of which is approximately 515 m north of the Proposed Scheme.
Field surveys and desk-based research identified the following species within the site boundary:
• Non-native invasive species (Japanese knotweed, Himalayan balsam, Montbretia and Rhododendron); • Common toad; • Invertebrate species; • Five bat species (foraging only); and • Barn owl (foraging only).
Great crested newts were present in a single pond within 250 m of the Proposed Scheme. No reptiles, badgers or otters were recorded during site surveys. Fifty-seven bird species were recorded within 100 m of the site boundary including one Schedule 1 species (Marsh Harrier). There is the potential for hedgehogs to be present in areas of dense bramble scrub. Evidence of water vole was found on St Oswald’s Brook.
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Temporary construction and ongoing operational effects have been considered as part of the ecological assessment. The majority of these effects will be avoided through a combination of scheme design which avoids or reduces ecological effects and additional mitigation, including the creation of an ecological mitigation area north of the Proposed Scheme close to Wood Head farm. To mitigate effects on great crested newts, a sum of money will be provided for habitat creation/enhancement of a site known to support great crested newts within SHMBC. The design developments detailed in Table 2.2 mean that it has been necessary to alter the approach in the ecological mitigation area, with a greater area of tree planting and agricultural grassland, as detailed in Technical Appendix A7.1 of the ES Addendum.
Significant short to medium term residual effects as a result of the Proposed Scheme are limited to the loss of woodland. These would reverse to beneficial effects in the long term (ten years or more post-construction) as replacement planting establishes. The habitats being enhanced and retained provide a net gain when compared to those habitats that are lost.
Overall, the design developments detailed in Table 2.2 are not considered to alter the significance of ecological effects as reported in the March 2018 ES. There will still be an overall net gain in habitats.
Detailed analysis of ecological impacts can be found in Chapter 8 of the March 2018 ES and Chapters A4 and A8 of the Addendum ES.
3.5 Geology and Soils
An assessment has been undertaken to assess the potential significant effects associated with existing land contamination on human health and the environment during construction and operation of the Proposed Scheme. The assessment was informed by desk-based research and ground investigation including monitoring of groundwater and ground gas.
Overall, only limited evidence of contamination has been found in the area of the Proposed Scheme. This is generally associated with former land uses associated with the former Parkside Colliery. Based on the concentrations encountered no specific remediation measures are considered to be required for existing contaminants.
There will be no long term significant impact on the groundwater beneath the Proposed Scheme area from the Proposed Scheme and it is considered that the risks associated with the contamination found on site can be adequately managed.
With the implementation of the mitigation measures outlined in the ES, (mainly implementation of the CEMP and a Materials Management Plan) it is considered that there will be no residual significant environmental effects resulting from the Proposed Scheme.
The design changes detailed in Table 2.2 are not considered to alter the significance of geology and soils effects as reported in the March 2018 ES.
More information regarding geology and soils can be found in Chapter 9 of the March 2018 ES and Chapters A4 and A9 of the Addendum ES.
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3.6 Noise and Vibration
The noise and vibration assessment considered the potential noise emissions and vibration during construction and operation of the Proposed Scheme. During construction, potential noise impacts may arise from the roadworks and construction traffic. Vibration impacts may originate from rolling and compaction machinery. During operation, noise impacts could arise from changes in road traffic. No vibrational impacts are expected during the operational phase. As with the air quality assessment, consideration of noise and vibration takes account of traffic associated with Parkside Phase 1 (in 2020) and Parkside Phase 2 and the SRFI (in 2030).
It has been predicted that construction will result in temporary significant noise effects due to the breaking of existing road surface, the demolition of existing buildings and the construction of new roads. Portable noise barriers and use of Best Practicable Means have been proposed to reduce these effects, where necessary. Following the implementation of these mitigation measures, noise levels may still marginally exceed significance criteria at some residential houses along A579 Winwick Lane during building demolition and roadworks. Whilst significant, these effects are considered acceptable as they will be short-term and only marginally exceed the significance criteria.
The use of compaction plant during road construction and vibratory rollers has been assessed to result in significant effects. No practicable mitigation measures are available, but these effects will be temporary. Where the predicted impacts exceed the significance criteria and cannot be controlled, residents affected by the works will be informed of the upcoming works.
The Proposed Scheme has been assessed to result in significant effects during its operation, due to changes in road traffic noise level in the short-term (by 2020). To mitigate these effects environmental noise barriers are proposed along the section of the proposed dual carriageway at the A579 Winwick Lane as well as thin surfacing on A573 Parkside Road at Parkside Farm. With the implementation of the proposed mitigation, no significant effects have been identified in the long-term (by 2030) with regard to road traffic noise. When taking into account the updated predicted traffic flows, the conclusions remain the same.
Of the design changes detailed in Table 2.2, the proposed realignments of the road and of the noise barrier have the potential to alter noise effects. In addition, the changes in traffic flows identified in the updated traffic model could also alter the noise effects. However, none of the proposed road realignments would bring the amended Proposed Scheme significantly closer to the noise sensitive receptors. Furthermore, the proposed realignment of the noise barrier is not considered to affect its performance. Overall the design changes would not result in significant adverse noise effects. Also, the changes in traffic flows do not result in any significant adverse noise effects.
Detailed information regarding noise and vibration can be found in Chapter 10 of the March 2018 ES and Chapters A4 and A10 of the Addendum ES.
3.7 People and Communities
The Proposed Scheme will provide connectivity for the proposed Parkside Phases 1 and 2 and the SRFI by linking them to the A49 road and the M6 motorway, thereby supporting the LCR Growth Strategy. The Proposed Scheme is in a key strategic location for the LCR’s freight and logistics sector because of its unique location close to the West Coast Main Line, Chat Moss (Liverpool to Manchester) Line, M6 and M62.
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Additionally, the Proposed Scheme will enable the full development of the former Parkside Colliery site, providing new economic opportunities at a site with excellent wider connectivity to the local and strategic highway network.
The Proposed Scheme will affect three farm businesses and will also result in the loss of agricultural land. Restoration of part the agricultural land and provision of access to the farmed land following construction would ensure effects are minimised. Some private land located on the former Parkside Colliery site will also be lost as a result of the Proposed Scheme. However, due to limited business activity and to the relatively small area being affected, the effect is not considered to be significant.
The minor alterations in land take resulting from the design changes detailed in Table 2.2 would not result in significant adverse effects on the three farm businesses or on the former Parkside Colliery land. On the other hand, the increase in land take at the roundabout at the junction with A579 Winwick Lane does result in a significant effect on agricultural land. It is worth noting however, that the threshold for significant effect is only exceeded by a marginal amount.
During construction, there will be a limited increase in construction traffic. The implementation of a CEMP would ensure effects on local residents and travellers would be minimised. During operation, some areas may experience an increase in traffic flows, due to the Proposed Scheme causing redistribution of the traffic. However, overall, the likely increases in traffic are not expected to have any significant adverse effects in terms of driver delays, driver stress, accidents and safety, severance or pedestrian and cyclist amenity. When taking into account the updated predicted traffic flows, the conclusions remain the same.
During operation, although there may be an increase in noise and visual intrusion in some areas, the reduction in traffic movements on existing corridors and the improved accessibility through the provision of new connections and safe crossing points is considered to outweigh any potential negative effects on non-motorised users.
The main direct socio-economic effects of the Proposed Scheme will occur during the construction phase, with additional jobs created and the opportunity for a range of new training and apprenticeship opportunities. It is expected that there would also be positive catalytic effects from the increase in economic activity within the local economy.
Extension of the red line boundary along the A579 Winwick Lane would directly affect Public Right of Way 608 Barrow Lane, in particular during the construction period. However, appropriate alternative diversions will be clearly publicised to maintain public access.
Regarding health, beneficial effects on the wellbeing of the local population are anticipated as a result of new employment opportunities and positive economic output both during construction and operation (the latter mainly due to facilitation of Parkside Phase 2 and the SRFI). The provision of new and improved footways and cycleways will also result in beneficial health effects during operation, albeit this is not considered to be significant.
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Temporary health effects on residential properties along A579 Winwick Lane may arise as result of increased noise levels during construction. During operation, adverse effects on the wellbeing and quality of life of residents in a small number of properties on A579 Winwick Lane may arise as a result of the significant residual adverse effects on views from these properties. No other adverse health effects are anticipated.
Detailed analysis of the impact of the Proposed Scheme on people and communities can be found in Chapter 11 of the March 2018 ES and Chapters A4 and A11 of the Addendum ES.
3.8 Road Drainage and Water Quality
The Proposed Scheme is situated across two main water catchment areas: Cockshot Brook and Newton Brook. The entire site of the Proposed Scheme is situated within Flood Zone 1, at "very low" risk of tidal and fluvial flooding. Although the Environment Agency’s indicative mapping identifies some very small parts of the Proposed Scheme to be susceptible to surface water flooding, overall, all other sources of flood risk at the Proposed Scheme are considered to be low.
In line with SHMBC and WBC planning policy, where applicable, new drainage infrastructure will be incorporated into the Proposed Scheme to restrict surface water runoff and control water quality in line with legislative and policy requirements. The proposed drainage strategy is divided into two sections: that serving Parkside Link Road West and that serving Parkside Link Road East. Parkside Link Road West will have four drainage networks discharging to a ditch forming a tributary to St Oswald’s Brook, and St Oswald’s Brook itself. Parkside Link Road East is divided into two drainage networks which will discharge into the Cockshot Brook catchment and an infiltration basin adjacent to Parkside Road.
Surface water runoff will be reduced to safe levels, including allowances for increase in rainfall intensity of 40% over the lifetime of the Proposed Scheme, in line with the latest Environment Agency guidance. This attenuation of runoff is proposed to be provided via a combination of attenuation ponds, infiltration basins and swales.
The drainage system for all networks will be designed to ensure that there is no flooding within the Proposed Scheme area for up to the 1-in-30-year storm return period. In addition, exceedance flow routes will be designed to ensure there is no flooding to downstream receptors for in excess of the 1-in-100-year storm return period.
To manage pollution and spillage risk, including from potential major accidents and hazards, the ground levels across the Proposed Scheme area will be designed as such to direct any spills into the new drainage infrastructure and therefore prevent flows from entering surface water features.
The assessment has concluded that, with the inclusion of the proposed design and mitigation measures, there would be no significant effects in relation to road drainage and water quality as a result of the construction and operation of the Proposed Scheme.
Whilst changes to the drainage infrastructure (as detailed in Table 2.2) have been proposed, these will continue to ensure there would be no significant adverse effects in relation to road drainage and water quality as a result of the construction and operation of the amended Proposed Scheme.
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An assessment of the potential hydrological impacts on Highfield Moss SSSI wetland (located 610 m north east of the amended Proposed Scheme) was also undertaken in the Addendum ES following a request from statutory consultees. The assessment concluded the wetland is not hydrologically connected to the Sherwood Sandstone aquifer located underneath. Furthermore, as the groundwater from the Sherwood Sandstone aquifer flows towards the amended Proposed Scheme, it is considered highly unlikely that the amended Proposed Scheme will have any adverse hydrological impacts on Highfield Moss SSSI.
Further information on road drainage and water quality can be found in Chapter 12 of the March 2018 ES and Chapters A4 and A12 of the Addendum ES.
3.9 Materials
An assessment of the effects associated with use of materials and generation of waste in relation to the Proposed Scheme was undertaken for the March 2018 ES. This has been developed further for the Addendum ES.
It is anticipated that there will be a surplus of topsoil arising from the amended Proposed Scheme. This would be removed from site, however, this material is considered to be suitable for recycling and re-use and would not arise as a waste.
The bulk of the material required for the amended Proposed Scheme are for the earthworks, specifically engineering fill to form the low embankments along the amended Proposed Scheme and as structural fill for the road.
There is potential to re-use materials for the amended Proposed Scheme, including soils from the spoil heap at the former Parkside Colliery. The amount of soil available has reduced following the design developments, in particular due to the reduction in the size of the cutting through the colliery spoil heap. The minor re-alignments that have been introduced have also increased the requirement for construction materials. A conservative assessment of the suitability of the materials on site indicates that there is now likely to be a need to import materials to provide engineering fill. Materials unsuitable for use in the earthworks would be used in the ecological mitigation area, the volume available is likely to be smaller but this has been taken into account in developing the proposals for this part of the amended Proposed Scheme. Further consultation has been held with the Environment Agency and it has been confirmed that re-use of these materials is acceptable, in terms of both waste management legislation and material properties. Further opportunities will be sought during construction to increase the amounts of material that can be re-used in the amended Proposed Scheme, this will help offset the need for imports. With regard to material that does need to be removed from site, opportunities will be sought to take these materials to recycling facilities for processing and re-use as general fill. On this basis it is unlikely that significant amounts of waste will arise although there will be some residual waste from processing.
It is currently estimated that approximately 25,500 m3 of aggregate would need to be supplied from off-site sources, such as those in Flintshire, North Wales to provide structural fill. Other raw materials required include concrete and steel to be used as materials for new signage, fences and barriers. These will also need to be imported to the amended Proposed Scheme. Where possible, subject to meeting technical specifications, opportunities will be sought to use recycled aggregates.
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There is potential to re-use other materials for the amended Proposed Scheme, including road planings and materials from the demolition of Rough Farm and Rough Cottage. In addition, materials could be re-used from other sites or come from recycled sources. These measures would constitute a minor beneficial effect.
It is recognised that some material may require disposal to landfill, due to the potential for contamination and/or presence of Japanese knotweed and other invasive species. In addition, hazardous wastes such as older tarmac and asbestos will have to be disposed of off-site as hazardous waste. This material would need to be either treated on site to make it suitable for use or be removed off-site for treatment and/or disposal.
There are opportunities to improve the results of this assessment by maximising re-use of materials on-site, increasing the recycled content of materials used and re-using or recycling waste materials. Measures have been also considered during the design to improve material resource efficiency and reduce the carbon footprint of the amended Proposed Scheme where practicable.
With mitigation in place, it has been concluded that the amended Proposed Scheme will have an overall minor effect locally and regionally in relation to the sourcing, production and transport of materials for construction. No effects are considered likely during the operational phase of the amended Proposed Scheme.
More information on waste and materials can be found in Chapter 13 of the March 2018 ES and Chapter A13 of the Addendum ES.
3.10 Climate Change
Table 3.10.1 provides an overview of the findings of the climate change assessment undertaken for the Proposed Scheme. Overall, with the implementation of relevant design standards and specifications, it is considered that climate change will not have additive adverse effects on the topics considered in the Environmental Statement and that future vulnerabilities of the Proposed Scheme to climate change will be addressed. It is anticipated that the Proposed Scheme will not result in substantive emissions of greenhouse gases.
Climate Change Assessment Aspect Key Findings
With the implementation of relevant design standards and specifications (particularly In-Combination Climate Change Impact regarding drainage design and the sourcing of Assessment planting), it is not considered that climate change will have an additive adverse effect on effects identified in the topics above.
The implementation of the relevant design standards and specifications (particularly regarding drainage design and the sourcing of Climate Change Risk Assessment planting) for the Proposed Scheme are considered sufficient to address any potential risks to the Proposed Scheme that might arise as a result of future vulnerabilities to climate change.
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A quantitative assessment of greenhouse gas emissions has not been undertaken for the construction or operational phases of the Greenhouse Gas Assessment Proposed Scheme. However, it is not anticipated that the Proposed Scheme will result in substantive emissions of greenhouse gases.
Whilst changes to the drainage infrastructure (as detailed in Table 2.2) have been proposed, these will be in accordance with St Helens Metropolitan Borough Council’s drainage requirements, which specify a 40% climate change capacity allowance within all drainage designs. Overall, the design changes would not result in significant adverse climate change effects.
More information on climate change can be found in Chapter 14 of the March 2018 ES and Chapter A4 and A14 of the Addendum ES.
3.11 Cumulative Assessment
This assessment has considered both the cumulative effects of each environmental discipline within the amended Proposed Scheme itself (known as intra-project effects) and the cumulative effects of the amended Proposed Scheme when combined with other developments in the area (known as inter-project effects).
3.11.1 Intra-Project Cumulative Effects
The assessment identified that there is potential for some adverse intra-project cumulative effects during the construction phase. Existing commercial and residential receptors are likely to experience both beneficial and adverse effects from the intra- project cumulative effects associated with the Proposed Scheme. On balance the adverse effects from noise and vibration, change in views and land use combined with the beneficial socio-economic effects will result in an overall significance that is considered to be negligible to minor adverse.
Upon completion of the Proposed Scheme, both beneficial and adverse effects are likely to arise in respect of commercial, residential and pedestrian receptors. On balance, the beneficial intra-project noise, air quality and transport effects would outweigh the adverse effects on land use and change in views. Taking into account the Proposed Scheme as a whole, it is considered that that the significance of intra-project cumulative effects would be negligible to minor beneficial.
The above intra-project cumulative effects are not considered to be significant.
The design changes do not alter the significance of the intra-project cumulative effects.
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3.11.2 Inter-project Cumulative Effects
SHMBC and WBC confirmed that 15 schemes should be considered in conjunction with the amended Proposed Scheme. These cumulative schemes are listed in Table 3.11.2 and illustrated on Figure 3.11.2.
Table 3.10.2: List of Cumulative Schemes
ID Application Reference Development Outline
Residential development comprising the P/2014/0627 Deacon Trading Estate, 1 construction of 324 dwellings, public open Earle St, Newton-le-Willows. space and associated works.
P/2015/0843/FUL Fishwicks Industrial Distribution warehouse and associated service 2 Estate, Kilbuck Lane, Haydock. yard and external works.
Park and ride scheme and bus interchange P/2015/0493 Land East of Mill Lane, 3 with expanded car park, pick up/drop off point Newton-le-Willows. and facilities for taxis.
Hybrid application for full application for B8 P/2015/0571 Land North of Penny warehousing, ancillary office space, parking 4 Lane and West of M6 Motorway, and landscaping and outline application for B8 Haydock. warehousing, ancillary office space, parking and landscaping.
Residential development for 142 dwellings and P/2016/0742/FUL Land West of 5 associated access, landscaping and open Common Road, Newton-le-Willows. access works.
Hybrid application for full application for new access to A580 East Lancashire Road, internal P/2016/0608 Land at Florida Farm, access roads, development platforms and 6 North Slag Lane, Haydock. landscaping and outline application for commercial/industrial buildings and associated infrastructure.
Outline Planning application with all matters other than access reserved for the P/2017/0254/OUP Land to the North development of the site for up to 167,225m2 East of the A580 East Lancashire 7 of B8/B2 (up to 20% B2 floor space), ancillary Road/A49 Lodge Lane Haydock St office and associated site facilities floor space, Helens car parking, landscaping, site profiling, transport, drainage and utilities infrastructure.
Development of a Strategic Rail Freight Interchange (SRFI) that has the potential to
Development of land to the east of receive trains from all directions and will serve 8 the M6 J22 as a Strategic Rail Freight intermodal flows on West Coast Mainline and Interchange (SRFI) Chat Moss line.
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ID Application Reference Development Outline
Construction of up to 92,900 m2 (gross internal) of employment floorspace (Use Class B8) and associated servicing and infrastructure including car parking and vehicle and pedestrian circulation and Development of the wider Parkside 9 alteration of existing access road into site Colliery Site – Parkside Phase 1 including works to existing A49 junction, noise mitigation, earthworks to create development platforms, landscaping including buffers, works to existing spoil heap, creation of drainage features, and ecological works.
Further development at Parkside Colliery to Development of the wider Parkside the west of the M6 motorway corridor (with 10 Colliery Site – Parkside Phase 2 access to the east of the M6). Identified in St. Helens Core Strategy Policy CAS 3.2 (2012)
Development including residential, live/work, P/2003/1461 Vulcan Works, Wargrave 11 local centre, recreation area, sports club and Road, Newton-le-Willows. open space.
Creation of up to 196,000 m2 of B2 manufacturing (30%) and B8 logistics 12 2014/23290 Omega South, Zone 7 floorspace (70%) with associated car parking, landscaping and infrastructure.
Creation of up to 1100 residential units and mixed-use zone to include retail/food and drink uses (Use Classes A1; A2; A3; A4 and 2015/26469 Omega South, Zones 3 A5), Hotel (Use Class C1), Extra Care Facility 13 to 6 (Use Class C2) and Non-Residential Institution (Use Class D1) with associated access, parking, landscape and infrastructure proposals.
Proposed development consisting of manufacturing (B2) and distribution/ logistics 2017/30371 Omega South, Zones 1 & 14 (B8) (in a 30% B2 to 70% B8 ratio) and Office 2 (B1a) floorspace with associated car parking, landscaping and infrastructure.
Land at Haydock Lane Industrial Estate 15 Haydock Lane P/2017/0920/FUL Haydock Lane Haydock St Helens.
It should be noted that Parkside Phase 2 (Cumulative Scheme 10) and the SRFI (Cumulative Scheme 8) developments are included in the cumulative assessment even though they are not committed schemes. Limited information is available on the exact nature of these developments, particularly the SRFI, but as they are intimately linked with the amended Proposed Scheme they have been assessed; in so far they can be in the cumulative assessment.
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Figure 3.11.2: Cumulative Scheme Locations
The main negative cumulative impacts when considering the cumulative schemes outlined above are in relation to land use, landscape, ecology and effects on travellers in the area. These effects are detailed below. The majority of these cumulative effects are related to Parkside Phase 1, Phase 2, and the SRFI.
Agricultural land will be significantly reduced as a result of the Proposed Scheme and Cumulative Schemes 6 and 7 (Table 3.10.2). In addition to this, the SRFI (Cumulative Scheme 8) would also result in loss of agricultural land. However, it is not anticipated that any farm business will become unviable as a result. The redevelopment of land associated with the former Parkside Colliery will be a beneficial cumulative effect associated with these developments (i.e. Parkside Phase 1 and 2).
In terms of landscape and visual impacts, the significance of cumulative visual effects during operation would reduce over time and in the long-term as mitigation planting proposals associated with the cumulative schemes establish and mature. Nevertheless, the potential for significant adverse landscape and visual effects has been identified associated with Parkside Phases 1 and 2 (Cumulative Schemes 9 and 10) and the SRFI (Cumulative Scheme 8).
It is anticipated that there will be some cumulative ecological impact as a result of habitat loss for nesting birds and foraging bats. However, mitigation measures including planting of trees, hedgerows and grassland areas and provision of bat and bird boxes could be provided within the new developments.
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Travellers in the area of the Proposed Scheme and cumulative schemes may experience a level of disruption associated with the combined movements of construction traffic, particularly with the Parkside Phase 1 development (Cumulative Scheme 9). However, with the adoption of mitigation measures (e.g. off-peak delivery times wherever practicable and encouraging construction employees to share lifts to work) the combined increase in construction flows is unlikely to be noticeable.
There are predicted to be significant beneficial effects from the cumulative schemes, particularly in relation to socio-economics, due to job creation and increased connectivity in the area.
Detailed analysis of cumulative impacts can be found in Chapter 15 of the March 2018 ES and Chapter A15 of the Addendum ES.
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