1
INTRODUCTION
1 INTRODUCTION
1.1 BACKGROUND 1.1.1 Leeds City Council (LCC) Highways and Transportation (hereafter referred to as ‘the Applicant’) is seeking to obtain full planning permission for the construction of a Park & Ride facility at Alwoodley Gates (hereafter referred to as the 'Proposed Scheme’). The location is identified in Figure 1.1: Site Location and Figure 1.2: Aerial View of Site and described further in Chapter 2 – The Existing Site and Surroundings. 1.1.2 The proposed planning application will seek permission for: ‘The construction of a park and ride site providing up to 500 car parking spaces and a single storey bus terminus building. Associated works include reprofiling of site levels, lighting, hard and soft landscaping features, woodland planting and the introduction of sustainable drainage networks. The Park and Ride will be serviced by two separate vehicle access points with traffic management measures proposed at the entrances of these.’ 1.1.3 The planning application boundary for the Proposed Scheme is presented in Figure 1.3: Site Boundary; the area which it encompasses is referred to as ‘the Site’. Further details on the Proposed Scheme are presented in Chapter 3 – Description of the Proposed Scheme. 1.1.4 The Environmental Statement (ES) is the written output of the Environmental Impact Assessment (EIA) process which has been undertaken in accordance with the Town and Country Planning (Environmental Impact Assessment) Regulations 2017 (Ref. 1.1) (hereafter referred to as the ‘EIA Regulations’). The ES is one of the supporting documents submitted to the local planning authority, in this case LCC Planning, in support of the planning application. 1.1.5 This Chapter outlines the legal framework and structure of the ES and supporting documents. A breakdown of the information required by the EIA Regulations is provided with guidance on the location of this information within this ES. 1.1.6 WSP has been commissioned by the Applicant to carry out the EIA in support of the planning application. This has incorporated technical input from a number of consultants, as outlined in Table 1-2. 1.2 DEFINITION OF ENVIRONMENTAL IMPACT ASSESSMENT 1.2.1 The term ‘environmental impact assessment’ describes a procedure that must be followed for certain types of projects before they can be given ‘development consent’. The procedure is a means of drawing together, in a systematic way, an assessment of a project’s likely significant environmental effects. This helps to ensure that the importance of the predicted effects and the scope for reducing them are properly understood by the public and the relevant competent authority before it makes its decision. The aim of EIA is to: “protect the environment by ensuring that a local planning authority when deciding whether to grant planning permission for a project, which is likely to have significant effects on the environment, does so in the full knowledge of the likely significant effects, and takes this into account in the decision- making process” and “ensure that the public are given early and effective opportunities to participate in the decision-making procedures.” (Ref. 1.2).
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1.3 LEGAL FRAMEWORK FOR THE ENVIRONMENTAL STATEMENT 1.3.1 The EIA Regulations implement the requirements of the Directive 2014/52/EU and require that prior to consent being granted, for certain types of development, an EIA must be undertaken. The EIA Regulations set out the types of development which must always be subject to an EIA (Schedule 1 development) and other development which requires an assessment if it is likely to have significant effects on the environment by virtue of factors such as its nature, size or location (Schedule 2 development). SCREENING (REGULATIONS 5, 6 AND 7) 1.3.2 Under the EIA Regulations, ‘Schedule 2 development’ means development, other than exempt development, of a description mentioned in column 1 of the table in Schedule 2 where— (a) any part of that development is to be carried out in a sensitive area; or (b) any applicable threshold or criterion in the corresponding part of column 2 of that table is respectively exceeded or met in relation to that development. 1.3.3 The Proposed Scheme falls under Schedule 2 Part 10 Infrastructure Projects of the EIA Regulations. Part 10 (b) refers to: ‘Urban development projects, including the construction of shopping centres and car parks, sports stadiums, leisure centres and multiplex cinemas’. 1.3.4 The applicable thresholds and criteria as listed in Column 2 of Schedule 2, Part 10(b) are: (i) the development includes more than 1 hectare of urban development which is not dwelling house development; or (iii) the overall area of the development exceeds 5 hectares. 1.3.5 The Proposed Scheme is approximately 9.23 hectares (ha) of new development. Although the Site is situated approximately 350m from Eccup Reservoir Site of Special Scientific Interest (SSSI) as outlined within Chapter 2 – The Existing Site and Surroundings, the Site does not fall within the SSSI or any other sensitive area as defined by Schedule 2 of the EIA Regulations. 1.3.6 Under the provisions relating to screening, it is a matter for the Local Planning Authority to determine whether the development is EIA development through the evaluation of the sensitivity of the Site and surrounding area and whether the Proposed Scheme is likely to have significant effects on the environment (in accordance with Regulation 5 of the EIA Regulations). 1.3.7 Schedule 3 of the EIA Regulations outlines the criteria that should be applied when determining whether development is EIA development: The characteristics of the Proposed Development (e.g. its size, cumulation with other developments, use of natural resources, production of waste, pollution and nuisances and the risk of accidents, having regard in particular to substances or technologies used; The environmental sensitivities of the geographical area; and The characteristics of the likely significant effects (the extent, the transboundary nature of the effect; the magnitude and complexity of the effect; the probability and duration and the frequency and reversibility of the effect). 1.3.8 With regard to the criteria above, LCC Planning adopted a Screening Opinion on 11 January 2019 that the Proposed Scheme comprises ‘EIA Development’ and, as such, an ES would be required to
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support the planning application for the Proposed Scheme (see Appendix 1.1: EIA Screening Report and Opinion). SCOPING (REGULATION 15) 1.3.9 An EIA Scoping Report was submitted to LCC Planning on 15 May 2019 (as presented in Appendix 1.2), together with a formal request for an EIA Scoping Opinion, in accordance with Regulation 15 of the EIA Regulations. A formal Scoping Opinion was subsequently received from LCC Planning on 13 August 2019 as included in Appendix 1.3. Further details on the Scoping Opinion and how it has informed this ES are provided in Chapter 5 – Approach to EIA. ENVIRONMENTAL STATEMENT 1.3.10 The findings of the EIA are presented in this ES which has been prepared in accordance with the EIA Regulations as well as planning practice guidance (Ref. 1.3). The ES is provided in three parts: Volume 1: Main Text and Figures; Volume 2: Technical Appendices; and Volume 3: Non-Technical Summary. 1.3.11 Schedule 4 of the EIA Regulations provides details of the information required for inclusion in an ES. Table 1-1 summarises the requirements and where the information is located in this ES.
Table 1-1 - Location of Required Information within the ES
Required Information Location within this ES
1 Description of the development, including in particular:
(a) a description of the location of the development; Chapter 2 – The Existing Site and Surroundings
(b) a description of the physical characteristics of the Chapter 3 – Description of the whole development, including, where relevant, requisite Proposed Scheme demolition works, and the land-use requirements during the construction and operational phases;
(c) a description of the main characteristics of the Chapter 3 – Description of the operational phase of the development (in particular any Proposed Scheme production process), for instance, energy demand and energy used, nature and quantity of the materials and natural resources (including water, land, soil and biodiversity) used; and
(d) an estimate, by type and quantity, of expected Chapter 5 – Approach to EIA and residues and emissions (such as water, air, soil and Technical Chapters 6 – 14 subsoil pollution, noise, vibration, light, heat, radiation and quantities and types of waste produced during the construction and operation phases.
2 A description of the reasonable alternatives (for example Chapter 4 – Consideration of in terms of development design, technology, location, Alternatives size and scale) studied by the developer, which are relevant to the proposed project and its specific characteristics, and an indication of the main reasons for
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Required Information Location within this ES selecting the chosen option, including a comparison of the environmental effects.
3 A description of the relevant aspects of the current state Chapter 2 – The Existing Site and of the environment (baseline scenario) and an outline of Surroundings, Chapter 5 – the likely evolution thereof without implementation of the Approach to EIA and Technical development as far as natural changes from the baseline Chapters 6 – 14 scenario can be assessed with reasonable effort on the basis of the availability of environmental information and scientific knowledge.
4 A description of the factors specified in regulation 4(2) Technical Chapters 6 – 14 likely to be significantly affected by the development: population, human health, biodiversity (for example fauna and flora), land (for example land take), soil (for example organic matter, erosion, compaction, sealing), water (for example hydromorphological changes, quantity and quality), air, climate (for example greenhouse gas emissions, impacts relevant to adaptation), material assets, cultural heritage, including architectural and archaeological aspects, and landscape.
5 A description of the likely significant effects of the development on the environment resulting from, inter alia:
a. the construction and existence of the development, Technical Chapters 6 – 14 including, where relevant, demolition works;
b. the use of natural resources, in particular land, soil, Technical Chapters 9, 11, 12 and water and biodiversity, considering as far as possible 13 the sustainable availability of these resources;
c. the emission of pollutants, noise, vibration, light, heat Technical Chapters 6 – 14 and radiation, the creation of nuisances, and the disposal and recovery of waste;
d. the risks to human health, cultural heritage or the Chapter 5 – Approach to EIA and environment (for example due to accidents or Technical Chapters 6 – 14 disasters);
e. the cumulation of effects with other existing and/or Technical Chapters 6 – 14 and approved projects, taking into account any existing Chapter 15 – Cumulative environmental problems relating to areas of particular Assessment environmental importance likely to be affected or the use of natural resources;
f. the impact of the project on climate (for example the Chapter 5 – Approach to EIA nature and magnitude of greenhouse gas emissions) and the vulnerability of the project to climate change; and
g. the technologies and the substances used. Technical Chapters 6 – 14
6 A description of the forecasting methods or evidence, Technical Chapters 6 – 14 used to identify and assess the significant effects on the
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Required Information Location within this ES environment, including details of difficulties (for example technical deficiencies or lack of knowledge) encountered compiling the required information and the main uncertainties involved.
7 A description of the measures envisaged to avoid, Technical Chapters 6 – 14 prevent, reduce or, if possible, offset any identified significant adverse effects on the environment and, where appropriate, of any proposed monitoring arrangements (for example the preparation of a post-project analysis). That description should explain the extent, to which significant adverse effects on the environment are avoided, prevented, reduced or offset, and should cover both the construction and operational phases.
8 A description of the expected significant adverse effects Chapter 3 – Description of the of the development on the environment deriving from the Proposed Scheme vulnerability of the development to risks of major Technical Chapters 6 – 14 accidents and/or disasters which are relevant to the project concerned. Relevant information available and obtained through risk assessments pursuant to EU legislation such as Directive 2012/18/EU (3) of the European Parliament and of the Council or Council Directive 2009/71/Euratom (4) or UK environmental assessments may be used for this purpose provided that the requirements of this Directive are met. Where appropriate, this description should include measures envisaged to prevent or mitigate the significant adverse effects of such events on the environment and details of the preparedness for and proposed response to such emergencies.
9 A non-technical summary of the information provided Non-Technical Summary (Volume 3) under paragraphs 1 to 8.
10 A reference list detailing the sources used for the All Chapters descriptions and assessments included in the environmental statement.
1.4 THE PROJECT TEAM 1.4.1 In line with Regulation 18(5)(a) – (b) of the EIA Regulations, the ES and technical assessments which inform it have been undertaken by competent experts. Table 1-2 and Table 1-3 present the Project Team for the ES, their associated roles, relevant expertise and qualifications. The Project Team stated are responsible for the scope, content and assessment of likely significant effects of their respective technical chapters (where relevant). 1.4.2 WSP is responsible for the coordination, compilation and procedural review of the ES. WSP is registered under the EIA Quality Mark operated by the Institute of Environmental Management and Assessment (IEMA) which recognises our commitment to excellence in EIA activities. WSP was one of the original eight pilot organisations in the UK that trialled the process in 2011 and developed the EIA Quality Mark scheme from the former Corporate Registered Assessor process. We have
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continued to maintain our EIA Quality Mark registration, following annual examination by IEMA in relation to our ongoing products, staff, innovation and promotion of EIA within the industry. WSP has and continues to support and lead nationally recognised guidance for EIA in the UK. 1.4.3 WSP has developed and applies an in-house set of processes, procedures and guidance for EIA based on sound project management principles. 1.4.4 Regulation 18(5) of the EIA Regulations requires that: “In order to ensure the completeness and quality of the environmental statement – (a) The developer must ensure that the environmental statement is prepared by competent experts; and (b) The environmental statement must be accompanied by a statement from the developer outlining the relevant expertise or qualifications of such experts”. 1.4.5 The competence of those persons involved in the coordination of this ES is included in Table 1-2 below:
Table 1-2 – Competent Expert Evidence EIA / ES Coordination
Name Role Qualifications and Relevant Experience Professional Membership
Chris Taylor Environmental Project MChem PhD 16 years’ experience in Director – responsible for environmental consulting Chartered Environmentalist technical review and and EIA delivery of the ES Member of the Institution of Environmental Sciences and the Institute of Air Quality Management (IAQM)
Thomas Gold Environmental Project MSc (Distinction) in 6 years’ experience in Manager and Lead EIA Environmental Impact environmental consulting, Coordinator – responsible Assessment & Management 3 of which relate to the for project management from the University of preparation and and co-ordination of the Manchester coordination of EIAs. EIA Practitioner of the Institute of Environmental Management and Assessment (IEMA)
Nicola Townley EIA Coordinator – MSc (Distinction) in 1 and a half years’ responsible for the Environmental Impact experience in preparation and Assessment & Management environmental consulting coordination of the ES from the University of relating to the preparation Manchester and coordination of EIAs. Graduate member of IEMA
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1.4.6 The competence of those persons involved in the production of each technical ES chapter (Chapters 6 – 14) is included in Table 1-3 below:
Table 1-3 – Competent Expert Evidence Technical Chapters
Name Role Qualifications and Relevant Experience Professional Membership
Simon Pratt Traffic and BEng (Honours) Civil 26 years’ providing highways Transportation Engineering from Oxford services in the development Lead Brookes University planning sector, over 10 years of which has included producing Member of Institution of chapters and data for the EIA Highways and Transportation process. Graduate member, Institution of Civil Engineers
Nicola Bolton Noise and Vibration Post Graduate Diploma, 17 years’ experience in Lead Acoustics & Noise Control, environmental noise and vibration University of Salford consultancy. BSc (Hons), Environment Management and Technology, University of Bradford
Stephen Air Quality Lead BSc (Hons) Earth Sciences, 3 years’ experience in air quality Carson University of Glasgow consultancy including the preparation of Air Quality Associate member of the Chapters forming part of an ES. Institution of Environmental Sciences (IES) and IAQM
Joanna Patton Landscape and MA (Hons) Landscape 15 years’ experience in Visual Lead Architecture Landscape Architecture, specialising in Landscape and Chartered Membership of the Visual Impact Assessment. Landscape Institute (CMLI)
Phil Weston Cultural Heritage BSc Archaeological Science, 17 years’ experience in field Lead MA (Distinction) Landscape archaeology including site Archaeology, University of direction and management. One Sheffield years’ experience in heritage consultancy producing Historic Member of the Chartered Environment Desk-Based Institute for Archaeologists Assessments and ES Chapters. (MCIfA)
David Biodiversity Lead MSc Biodiversity & 12 years’ experience as an Campbell Conservation, University of Ecological Consultant specialising Leeds in Ornithology. BSc Environmental Biology, Habitat and protected species University of Newcastle-upon- surveys, site assessment and Tyne Ecological Impact Assessment (EcIA) in accordance with CIEEM Full Member of Chartered Guidelines. Institute of Ecology and Environmental Management (CIEEM)
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Name Role Qualifications and Relevant Experience Professional Membership
Trefor Hillas Water Quality, MPhil Water Engineering 12 years’ water industry Resources and experience in flood risk, hydrology MSc Environmental Water Hydrology Lead and drainage. Extensive Management experience of undertaking Water BSc Engineering Geology Resources / Flood Risk ES Chapters to input for EIA for a Member (non-chartered) of the range of developments. Chartered Institute of Water and Environmental Management (CIWEM)
Gareth Ground Conditions MSc Soils & Environmental 13 years' experience in soils and Meynell and Contamination Pollution geology consultancy including the Lead preparation of Soils and Geology Chartered Scientist; Chartered ES chapters for various Member of CIWEM commercial, recreational and highway developments.
Thomas Gold Artificial Lighting MSc (Distinction) in 3 years’ experience in Lead Environmental Impact environmental assessment, Assessment & Management including as author of an artificial from the University of lighting ES chapter for a Manchester commercial scheme. Author of several baseline artificial lighting Practitioner of IEMA assessments. 1.5 PLANNING APPLICATION DOCUMENTS 1.5.1 The ES is one of a suite of documents which will support the planning application for the Proposed Scheme. The planning application submission comprises the following documents: Application Fee and Covering Letter; The Planning Application Documents which comprise Application Forms, Certificates and Notices, Design and Access Statement, Planning Statement, Consultation Statement and Planning Application Drawings; Environmental Statement: Volume 1 Main Text and Figures, Volume 2 Technical Appendices and Volume 3 Non-Technical Summary; and All strategies and statements.
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REFERENCES Ref. 1.1: Town and Country Planning (Environmental Impact Assessment) Regulations 2017. Statutory Instrument 2017 No. 571. Ref. 1.2: Planning Practice Guidance (PPG) Online Tool, Paragraphs 032 and 033. Reference ID: 4- 002-20140306. Available at: https://www.gov.uk/guidance/environmental-impact-assessment Ref. 1.3: Planning Practice Guidance (PPG) Online Tool. Available at: https://www.gov.uk/guidance/environmental-impact-assessment
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2
THE EXISTING SITE AND SURROUNDINGS
PUBLIC
2 THE EXISTING SITE AND SURROUNDINGS
2.1 INTRODUCTION 2.1.1 This Chapter provides an overview of both the Site (Figure 1.3: Site Boundary) and the surrounding area including land use, topography and environmental designations. Key spatial boundaries are illustrated on Figure 2.1: Environmental Constraints Plan. Table 2-1 provides an overview of key environmental receptors to the Proposed Scheme. The location of these receptors is show on Figure 2.2: Key Sensitive Receptors. Further technical data are provided within the Technical Chapters 6 – 14. 2.1.2 The Site comprises an area of approximately 9.23 hectares (ha) and is located at Alwoodley Gates, Leeds. The Ordnance Survey (OS) Grid Reference for the approximate centre of the Site is National Grid Reference SE311411. The Site location is illustrated in Figure 1.1: Site Location and Figure 1.2: Aerial View of Site. 2.2 CURRENT LAND USE 2.2.1 7.32ha of the Site comprises arable land used for cereal crops and other agricultural purposes. Of the remaining Site area approximately 0.47ha of the Site is an area of semi-improved grassland within the south, 0.25ha is an area of tall herb and fern (ruderal) and 1.19ha of the Site comprises existing highway. This is part of the existing Grammar School at Leeds (GSAL) / A61 Harrogate Road roundabout, and section of the A61 Harrogate Road in the east of the Site. 2.2.2 Land use adjacent to the Site comprises arable farmland, residential properties and highway. To the north and west, the Site is bounded by arable land. Beyond this is a Public Right of Way (PRoW) Bridleway Harewood 18, also referred to as the West Yorkshire Cycle Route: Bramhope 4, and the southern boundary of the grounds of Harewood House, which border the north-east extent of the Site. To the east, the Site is located adjacent to the A61 Harrogate Road, a major trunk road linking Leeds and Harrogate. East of the A61 Harrogate Road is GSAL and associated playing fields. To the south, the Site is bordered by an area of grassland, beyond which are residential properties at Wigton Grove and Alwoodley Lane. To the west, the Site is bounded by arable land, which extends for 350m to woodlands bordering Eccup Reservoir. 2.2.3 The Ministry of Agricultural, Fisheries and Food (MAFF) provisional Agricultural Land Classification (ALC) mapping (Ref. 2.1) indicates that the Site and northern, eastern and western areas are classified as undifferentiated Grade 3 (good to moderate quality) agricultural land. An ALC survey undertaken in October 2019 determined the land to be Grade 2 (very good quality) and Grade 3a (good quality). HISTORIC LAND USE 2.2.4 Earliest available OS mapping from 1851 shows the Site as several enclosed agricultural fields, with the Harrogate Road present on its modern route. Within land to the north of the Site there are two sandstone quarries. To the south and west of the Site is an area of woodland, shown as Wigton Knowles and to the north of the Site is an area of woodland, shown as The Clump. A road is shown to run along the eastern boundary of the Site. Surrounding the Site, the landscape is predominantly open fields. The settlement of Alwoodley Gates is situated to the south, with Grove Cottages. To the north of Alwoodley Gates is Millfield House.
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2.2.5 The 1891-1892 OS edition shows Eccup Reservoir to the west of the Site. No other significant changes are noted on the 1906 edition. The 1933-1934 OS edition shows residential housing developed adjacent to the eastern boundary of the Site and south of the Site, in Alwoodley Gates. There are two golf courses from the south-east of the Site, Moortown Golf Course and Sandmoor Golf Course. By the 1961 OS edition, there are further residential developments at Alwoodley Gates and Alwoodley Golf Club and the land uses shown appear largely as they currently stand. 2.2.6 Further information on the historic use of the Site can be found in Appendix 10.1: Historic Environment Desk Based Assessment (HEDBA). POPULATION AND SETTLEMENTS 2.2.7 The Site is located within the Leeds District Local Authority boundary and the ward of Alwoodley. Based on the most recent data available, Leeds has a population of approximately 789,190 (Ref. 2.2) and the ward of Alwoodley has a population of approximately 22,530 (Ref. 2.3). The majority of Alwoodley, including Wigton Lane and Alwoodley Lane, is considered to be part of the least deprived 10% in England as ranked by the Index of Multiple Deprivation (Ref. 2.4). 2.2.8 There are no community facilities within the Site; however, there are a number of facilities within the wider area in Shadwell, Moortown and Moor Allerton. The GSAL is located immediately east of the A61 Harrogate Road. Furthermore, there are a number of formal and informal recreational facilities near to the Site, including Eccup Reservoir north-west of the Site and Harewood House Registered Park and Garden north of the Site. Within the surrounding area, golf clubs are a prominent feature of north Leeds with Sandmoor Golf Club immediately south of Eccup Reservoir, Moortown Golf Course south of Alwoodley Lane and Alwoodley Golf Course south-east of GSAL. Further recreational facilities within the wider area include LCC’s Herd Farm Activity Centre approximately 700m north of the Site and Wigton Moor Jr Association Football Club (AFC) approximately 550m south of the Site. TOPOGRAPHY 2.2.9 The topography of the Site and surrounding area is illustrated in Figure 2.3: Topography. 2.2.10 Across the Site there is a gently sloping gradient from north to south, with the highest point to the north-east of the Site at approximately 146m Above Ordnance Datum (AOD) and descending to 133m AOD at the lowest point in the south-west of the Site. 2.2.11 The topography of the wider area is gentler in the north, rising from 100m AOD at Harewood to 160m AOD in the south-west at Alwoodley and 170m AOD further west at Bramhope. The Eccup Reservoir is situated at approximately 120m AOD to the west of the Site and the GSAL is approximately 150m AOD east of the Site. UTILITIES 2.2.12 The location of utilities within the Site and surrounding area is illustrated on Figure 2.4: Utilities. 2.2.13 There are a number of utilities and services located adjacent to the Site, predominantly situated along the A61 Harrogate Road. These include broadband and telecommunication cables (overhead and underground) for BT, Virgin Media, and Vodafone, and low voltage cable operated by Northern Powergrid. 2.2.14 Several water pipes and a low-pressure gas main are located to the south of the Site, intersecting the roundabout at the A61 Harrogate Road and the entrance at GSAL. Three main surface water sewers run to the west of the Site from Eccup Reservoir in the north, to the city centre in the south.
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These three mains originate from the treatment works at Eccup Reservoir and feed water into over 122,000 properties within Leeds. Surface water sewers and a combined sewer are located to the south of the Site at Wigton Grove, with the combined sewer stretching north to run parallel to the A61 Harrogate Road and then branching east intersecting Alwoodley Golf Course and GSAL. 2.3 ENVIRONMENTAL CHARACTERISTICS 2.3.1 Key environmental features are set out in Figure 2.1: Environmental Constraints Plan and summarised below, with further detail available in Technical Chapters 6 – 14. DESIGNATIONS 2.3.2 The Site is located within National Character Area (NCA) 38 ‘Nottinghamshire, Derbyshire and Yorkshire Coalfield’ (Ref. 2.5) characterised as a generally low-lying area, with hills and escarpments above wide valleys, with the landscape embracing major industrial towns and cities as well as villages and countryside. Over 64% of this NCA is currently designated as Green Belt. On a local scale, within the Leeds Landscape Character assessment (Ref. 2.6) the Site falls within the Pastoral Plateau Farmland landscape type and Gritstone Moorland (Unit MGP4) predominantly characterised by medium scale, generally intact fields of pasture, grazed by sheep and cattle with a mix of open plateau tops, planted woodland strips and a mix of hedgerows and drystone walls acting as field boundaries. 2.3.3 The Site is not located within an Air Quality Management Area (AQMA). The closest AQMAs are the Casper Apartments and Ebor Gardens residential areas located within the city, 7km to the south of the Site. 2.3.4 The Site and adjacent properties are not designated as a Noise Important Area (NIA). The closest NIA is located 60m south of the Site on the A61 Harrogate Road towards the city centre, where properties have been designated as an NIA due to strategic noise modelling suggesting they are the 1% of the population exposed to the worst levels of road noise. 2.3.5 There are no statutory or non-statutory designated sites for nature conservation within the Site or immediately adjacent. No sites of European or international importance for nature conservation are located within 10km of the Site. There is one statutory designated nature conservation site within 2km; this is Eccup Reservoir Site of Special Scientific Interest (SSSI), located approximately 350m north-west of the Site. 2.3.6 There are six non-statutory nature conservation sites within 2km of the Site: Harewood Estate Woodlands Local Nature Reserve (LNR) / Leeds Nature Area (LNA) 5m north of the Site, adjacent to the A61 Harrogate Road; Alwoodley Moss Leeds Wildlife Site (LWS) approximately 700m south of the Site; Moortown Golf course LWS approximately 1.2km south-west of the Site; Addyman Wood LWS approximately 1.8km south-east of the Site; Shadewell Lane Plantation LNA approximately 1.9km south of the Site; and King Lane Verges / Saxon Grove LNA approximately 2km south-west of the Site. 2.3.7 The Harewood Estate Woodlands are also part of the Grade I listed Harewood House Registered Park and Garden located immediately north of the Site and west of the village of Harewood. The Park and Garden consists of numerous listed buildings including Grade I and Grade II* listings and one Scheduled Monument, Grey Stone, which is located 1.6km north of the Site within the grounds.
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Alwoodley Lodges, Gates and Flanking Walls is a Grade II listed building 70m west of the A61 Harrogate Road, located at the entrance to Harewood House Registered Park and Garden. 2.3.8 There are no National Trails, Sustrans Cycle Routes or PRoW within the Site; however, there is one West Yorkshire Cycle Route Sustrans Local Route (West Yorkshire Cycle Route Bramhope 4) and one PRoW (Bridleway Harewood 18) located immediately north of the Site along the southern border of Harewood House Registered Park and Garden. Both the West Yorkshire Cycle Route and PRoW run south-east from the Eccup Reservoir bordering the south of Harewood House Registered Park and Garden; the Cycle Route crosses the A61 Harrogate Road running east along the north of GSAL then south joining Wigton Lane. The PRoW is a public bridleway which links several sections of public footpath that border the north, south and east of Eccup Reservoir. Both the PRoW and Cycle Route are shown on Figure 2.5: Public Right of Way. 2.3.9 There are a series of informal but well used paths within the wooded area that surrounds the Site to the north, east and south. These informal paths lead off from Public Footpaths that border Eccup Reservoir. Furthermore, there are several other PRoWs within Alwoodley which provide commuting / leisure and recreational access for local residents and visitors. 2.3.10 Further details of designations within the Site and surrounding area are provided in Chapter 7 – Noise and Vibration, Chapter 8 – Air Quality, Chapter 9 – Landscape and Visual, Chapter 10 – Cultural Heritage, and Chapter 11 – Biodiversity. NATURAL RESOURCES 2.3.11 There are no potable water abstractions within the Site and the Site is not located within a Source Protection Zone (SPZ). The Site is not located in or near any statutory main rivers. The closest statutory main river is the River Wharfe, approximately 4.2km north of the Site. The Site is entirely within Flood Zone 1 (less than 1:1,000 year chance of flooding). Due to the inland nature of the Site, there is no risk of coastal flooding. The Wigton Knowle Beck watercourse is present to the immediate south of the Site. This watercourse issues to the south of GSAL and flows west, along the south of the Site before discharging into Eccup Reservoir. 2.3.12 There are no superficial deposits identified beneath the Site and immediate surrounding area. The underlying bedrock is classified as a Secondary A aquifer, defined by the Environment Agency as permeable layers capable of supporting water supplies at a local rather than strategic scale, and in some cases forming an important source of base flow to rivers. There are no geologically or geomorphologically designated sites (i.e. SSSIs or Regionally Important Geological Sites (RIGS)) located within 500m of the Site. Published geological mapping indicates the absence of superficial deposits beneath the Site and immediate surrounding area. The underlying bedrock comprises sandstone of the Millstone Grit Group of Yeadonian age (Ref. 2.7). The Site is not located within a Coal Authority Coal Mining Reporting Area. 2.3.13 The Soilscapes database (Ref. 2.8) classifies the land as Soilscape 6, which is freely draining slightly acid loamy soils of low fertility. 2.3.14 Potential contamination sources within 250m of the Site comprise former sandstone quarries located in the fields to the north of the Site. These were present in 1851 but are no longer shown on the mapping by 1893. No previous ground investigation has been undertaken at the Site. The Site is considered to be at a low risk from unexploded ordnance (UXO) (Ref. 2.9).
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2.3.15 Given the existing land uses within the Site, the current waste arisings are likely to consist of organic waste materials associated with agricultural activities. 2.3.16 Further details of natural resources are provided in Chapter 12 – Water Quality, Resources and Hydrology and Chapter 13 – Ground Conditions and Contamination. 2.4 OTHER ENVIRONMENTAL CONSIDERATIONS ARBORICULTURAL 2.4.1 An arboriculture survey was carried out on the Site in January 2019 to identify all trees in the Site and within 15m of the Site boundary. A total of eleven arboricultural features were identified within the Site, consisting of three managed hedges that border the main field of the Site on the north, east and south, a small spruce plantation woodland group in the south-west of the Site (located outside of the Site boundary) and a large dead alder tree which collapsed shortly after the Site visit was undertaken. Of the features identified, none were of high quality as categorised under British Standards (BS) 5837:2012, with six identified as moderate quality, three as low quality and two as very low quality features. 2.4.2 No tree preservation orders (TPOs), ancient or veteran trees, notable trees or ancient woodland were identified within the Site. High Wood is the closest area of ancient woodland which is located approximately 650m north of the Site and is associated with Eccup Reservoir. 2.4.3 Further details are provided within Chapter 9 – Landscape and Visual and Appendix 2.1: Detailed Arboricultural Report. SPECIES & HABITATS 2.4.4 The dominant habitat within the Site is arable land, which is predominantly given over to cereal crops. Additionally, small areas of improved and semi-improved grazing pasture are located in the south of the Site and small areas of tall ruderal vegetation are located to the east of the Site. The Site is bordered by stone walls on the east, hedgerows, further arable fields, housing, improved grassland and an area of broadleaved plantation woodland south-west of the Site. 2.4.5 Given the proximity of the Site to Eccup Reservoir, the Site provides habitat suitable for wintering, autumn passage and breeding birds. The Site also has the potential to support other notable species including bats, badgers, great crested newts and reptiles. Following species specific surveys, the Site was found to support 38 species of wintering birds. Great crested newts were confirmed absent from the area following an environmental DNA (eDNA) survey carried out on a pond 90m east of the Site. 2.4.6 Further details about the habitats present within the Site and previous surveys undertaken to date are provided in Chapter 11 – Biodiversity. PLANNING ALLOCATION 2.4.7 The Site is designated as ‘Green Belt’ within the Leeds Core Strategy (under Policy N32) known as The Liverpool, Manchester and West Yorkshire Green Belt. The Site is partially allocated for construction of a Park & Ride in Leeds City Council Unitary Development Plan (UDP) under Saved Policy T16 and T17. 2.4.8 Further details are provided in Chapter 4 – Consideration of Alternatives and Chapter 9 – Landscape and Visual.
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KEY SENSITIVE RECEPTORS 2.4.9 There are a number of sensitive receptors that have been identified as relevant to the Proposed Scheme and these have been taken into consideration within the assessments presented in Technical Chapters 6 – 14. The key sensitive receptors are summarised in Table 2-1 below and presented in Figure 2.2: Key Sensitive Receptors.
Table 2-1 – Key Sensitive Receptors
Receptor Technical Chapter Where Considered
Motorised and non-motorised users of local roads, Chapter 6 – Traffic and Transport PRoW and non-designated public routes, including Chapter 9 – Landscape and Visual commuters, residents, pedestrians, cyclists and equestrians. Chapter 14 – Artificial Lighting
Existing residential properties to the north, south and Chapter 7 – Noise and Vibration west of the Site. Chapter 8 – Air Quality Chapter 9 – Landscape and Visual Chapter 14 – Artificial Lighting
Existing noise sensitive receptors located adjacent to the Chapter 7 – Noise and Vibration local road traffic network
Sensitive receptors located within: Chapter 8 – Air Quality • 200m of an ‘affected road’ as defined by the Design Manual for Roads and Bridges (DMRB) guidance • 350m of the construction Site boundary and within 50m of roads to be used by construction traffic where these are situated within 500m of a Site entrance
Recreational receptors using Bridleway Harewood 18 / Chapter 9 – Landscape and Visual West Yorkshire Cycle Route Bramhope 4 and using the Chapter 14 – Artificial Lighting informal network of paths within woodland east of Eccup Reservoir.
Landscape Character and Historic Landscape Character Chapter 9 – Landscape and Visual Chapter 10 – Cultural Heritage
NHLE1001218: Grade I Harewood House Registered Chapter 9 – Landscape and Visual Park and Garden Chapter 10 – Cultural Heritage NHLE1265962: Grade II Alwoodley Lodges, Gates and Flanking Walls
Habitats of Principle Importance and Species of Chapter 11 – Biodiversity Principle Importance or species assemblages for:
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Receptor Technical Chapter Where Considered
Breeding, autumn passage and wintering birds and bats; Foraging and / or commuting bats; Roosting bats; Reptiles; Badgers.
Eccup Reservoir SSSI statutory designated Chapter 11 – Biodiversity ecological site Chapter 12 – Water Quality, Resources and Hydrology Chapter 13 – Ground Conditions and Contamination
Wigton Knowle Beck watercourse Chapter 12 – Water Quality, Resources and Hydrology Chapter 13 – Ground Conditions and Contamination
Underlying Secondary A aquifer Chapter 13 – Ground Conditions and Contamination 2.5 FUTURE BASELINE 2.5.1 Schedule 4 of the Town and Country Planning (Environmental Impact Assessment) Regulations 2017 (the ‘EIA Regulations’) requires consideration of the likely evolution of the current baseline in the absence of the Proposed Scheme. Whilst there are considerable limitations to the predictions that can be made about baseline conditions at a future point in time, some topic areas require projections to account for future change, such as traffic growth. Further details about the projections and future year assessments considered as part of the Environmental Statement (ES) are provided in Chapter 5 – Approach to EIA and Technical Chapters 6 – 14 where applicable. A summary of key changes relating to traffic growth and climate change are provided below. TRAFFIC CHANGES 2.5.2 It is predicted that there will be a growth of 1% per year in background traffic which uses the road network surrounding the Site due to assumptions on travel behaviour change in the future. It is also expected that committed developments in Leeds will influence traffic on the local road network. As such, various degrees of traffic increases are anticipated on road links in the vicinity of the Site. Further details are presented in Chapter 6 – Traffic and Transport. 2.5.3 In response to government policy and technology changes, it is anticipated that the composition of the road fleet will change over the lifetime of the Proposed Scheme. Projections by the Department for Transport (DfT) and National Atmospheric Emissions Inventory (NAEI) indicate that the road fleet will increasingly comprise electric and other low emission vehicles. These datasets suggest that by 2035, the typical fleet mix will comprise 3.8% electric cars (as opposed to 0.2% in 2019), diesel will comprise 27.3% (as opposed to 37.3% in 2019) and petrol will comprise 48.1% (as opposed to 43.5% in 2019) (Ref. 2.10). These changes have been considered in modelling undertaken to determine air quality impacts in Chapter 8 – Air Quality. However, these projections potentially
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underestimate the future proportion of the vehicle fleet that is electric or low emission, given the Government’s commitment to ban the sale of new petrol and diesel cars / vans by 2040. CLIMATE CHANGE 2.5.4 The UK Climate Projections (UKCP) 2018 provides a range of data detailing the future predictions of temperature and rainfall over the next century. A high emission scenario in the UK showed that: Summer temperatures could be up to 5.4°C hotter by 2070, while winters could be up to 4.2°C warmer; The chance of a summer as hot as 2018 is around 50% by 2050; and Average summer rainfall could decrease by up to 47% by 2070, while there could be up to 35% more precipitation in winter. 2.5.5 Climate change resilience of the project and the adaption measures taken in response are outlined in Chapter 5 – Approach to EIA. Climate change resilience of sensitive receptors will be addressed within the ES in the relevant technical chapters, including Chapter 11 – Biodiversity and Chapter 12 – Water Quality, Resources and Hydrology, in terms of whether currently available climate projections (UKCP18) will alter the sensitivity of receptors and / or the magnitude of change identified and the overall significance of effect.
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REFERENCES Ref. 2.1: Agricultural Land Classification Yorkshire and The Humber (ALC003) August 2010. Available at: http://publications.naturalengland.org.uk/publication/130043?category=5954148537204736 Ref. 2.2: Leeds Observatory Population Projections, Population of Leeds (2018). Available at: https://observatory.leeds.gov.uk/population/ Ref. 2.3: Leeds Observatory Population Projections (2017), 2018 Ward Alwoodley. Available at: https://observatory.leeds.gov.uk/population/report/view/741de37aff284a0da10a7d9ada1d366a/2 Ref. 2.4: Leeds Observatory Deprivation, Leeds IMD Map (2019). Available at: https://observatory.leeds.gov.uk/deprivation/leeds-imd-map-with-1-3-and-5-areas/ Ref. 2.5: Natural England (2013) National Character Area 38 ‘Nottinghamshire, Derbyshire and Yorkshire Coalfield’ Ref. 2.6: Land Use Consultants, Leeds Council, Countryside Commission (1994), Leeds Landscape Assessment Ref. 2.7: British Geological Survey, Geology of Britain Online Viewer. Available at: https://www.bgs.ac.uk/discoveringGeology/geologyOfBritain/viewer.html Ref. 2.8: Cranfield Soil and Agrifood Institute, Soilscapes. Available at: http://www.landis.org.uk/soilscapes/ Ref. 2.9: Zetica Unexploded Ordnance Risk Maps. Available at: https://zeticauxo.com/downloads- and-resources/risk-maps/ Ref. 2.10: National Atmospheric Emissions Inventory (2018) Fleet composition projections. Available at: www.naei.defra.gov.uk/resources/rtp_fleet_projection_NAEI_2016_Base_2018_v1.1.xlsx
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9 Key 2 : 2 1
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0 9 29a 15 0 140.8m 19 to 25 515 6 ALWOODLEY GATES 7 15 WIGTON 17 \ Drain s t SANDMOOR 29 15 21 c 143.6m 5 24 e 6 j LANE SANDMOOR DRIVE SANDMOOR AVENUE o 8 WIGTON GREEN Project: r 14
P 511 Stoneacre Royd \ 11a 3 2 a t 8a 7 a 10 1 143.9m 12 d 2 ALWOODLEY GATES PARK & RIDE
l House The Spinney a 6b Def r 509 18 t Alwoodley HIGH ASH 16 n 12 23 6a 22 e Moss 507a 142.4m DRIVE 12 c 4 \ 628 146.6m Red Title Drain 23a 6 m Drain 7 509a 5 2 The Manor Oaks o 25 2 c 16 HIGH ASH 16 . 21 626 p 16 5 8 6 1 29 u Track 24 1 AVENUE 1 1 28 19 PUBLIC RIGHT OF WAY o 14 to 24 3 r 20 8a LB 3 8 24 30 g 14 Und 150.6m 23 22 p Alwoodley 19 141.4m 3 AVENUE 3 10a 4 5 5 s 30 1 to 12 10 29 6 28 27 w Moss . 2 10 154.5m k Larana 7 30 Manor u 25 \ 7 12 11 \ 12a 8 Heath Drain 14a 20 : 1 to 4 Three Drawing No: Drawn: h 2 t FB 15 Sandmoor Gate 15 32a 154.5m Figure 2.5 AS a 8 Gables P
Def 16 1 Date: Checked: t 5 to 8 142.6m 18 to 23 n 18 16/07/2020 NT e Manor Close FB LB 11 Balmoral 11 to 17 WIGTON LANE m 154.8m The Scale: Approved: u Track 9 to 12 6 House 22 South Lawns 5,000 @ A3 TG c 1.37m RH 22 25 o Villa 622 The Meads D 4a 501
3
DESCRIPTION OF THE PROPOSED SCHEME
PUBLIC
3 DESCRIPTION OF THE PROPOSED SCHEME
3.1 INTRODUCTION 3.1.1 This Chapter provides a description of the Proposed Scheme, including a description of how it would be constructed, alongside the assumptions used for the basis of assessment where this information is subject to confirmation. This description aligns with what planning consent is sought for, and, together with the supporting plans (as identified in Section 3.2 below), is what the technical assessments are based upon (Technical Chapters 6 – 14). OVERVIEW OF THE PROPOSED SCHEME 3.1.2 The Proposed Scheme comprises a Park & Ride facility with parking for up to 500 cars as well as an associated terminal building, landscaping, habitat corridor and associated infrastructure. Two accesses to the Park & Ride are proposed: a primary access from the existing A61 Harrogate Road junction with The Grammar School at Leeds (GSAL); and a secondary access from the north- eastern corner of the Site onto the A61 Harrogate Road. Further details are provided in Section 3.2. OBJECTIVES OF THE PROPOSED SCHEME 3.1.3 The background and need for the Proposed Scheme are outlined in Chapter 4 - Consideration of Alternatives. 3.1.4 The objectives of the Proposed Scheme are as follows: Increase Park & Ride users in the city by over 500 per day as part of LPTIP’s delivery of over 2,000 new Park & Ride spaces by 2021. This represents a 50% increase on early 2018 bus- based Park & Ride levels in Leeds. Improve bus journey travel times and connectivity, by providing a high-quality service at a 10- minute frequency to/from the city centre on opening in 2020, to be sustained thereafter. Reduce the quantities of identified pollutants recorded by diffusion tubes and other methodologies. Reduce the number of fatalities and injuries experienced by transport users along the corridor. This should contribute to Leeds City Council (LCC)’s overall goal of reducing killed or seriously injured (KSI) figures by 45.1% (from 2017 levels) by 2026. Increase the catchment areas for key employers and educational facilities in Leeds. PLANNING APPLICATION BOUNDARY 3.1.5 All temporary and permanent activities relating to the construction and operational activities of the Proposed Scheme would be contained within the planning application boundary as illustrated in Figure 1.3: Site Boundary. The Environmental Impact Assessment (EIA) is based upon this planning application boundary. 3.2 THE PROPOSED SCHEME (OPERATION) INTRODUCTION 3.2.1 This Section outlines the following: Plans and design principles; Proposed Scheme layout / land use;
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Proposed elevations; Operational access and movement; Operational traffic; Operational hours; Operational employment; Fixed plant – noise criteria; Lighting Strategy; Proposed public realm; Landscape Strategy; Drainage Strategy; Proposed foul water drainage; Emissions, wastes and effluents; Proposed statutory service connections; Maintenance; and Climate change resilience. PRIMARY AND TERTIARY MITIGATION PLANS AND DESIGN PRINCIPLES 3.2.2 The Proposed Scheme is illustrated by a series of plans prepared as part of the Preliminary stage design. The plans to be used for the purpose of the EIA, and which will be presented in the Environmental Statement (ES) and therefore submitted in support of the planning application, are summarised below: Proposed Park & Ride General Arrangement (LPTIP1-WSP-APR-APR-DR-CH-GA_03_); General Arrangement Landscape Strategy (LPTIP1-WSP-APR-APR-DR-LA-GA_01_); Drainage Strategy General Arrangement (LPTIP1-WSP-APR-APR-DR-DR-GA_01_) Typical Cross Sections (LPTIP1-WSP-APR-APR-DR-CH-MI_03_); Proposed Road Lighting Layout (LPTIP1-WSP-APR-APR-DR-EO-GA_01_); and Terminal building RIBA Stage 2 architectural drawings (101863-NPS-DR-A-(00)-030, 101863- NPS-DR-A-(00)-031, 101863-NPS-DR-A-(00)-100 and 101863-NPS-DR-A-(00)-140). 3.2.3 As outlined in Chapter 1 – Introduction, there a number of Application Documents which accompany the planning application including: Landscape Strategy Report (LPTIP1-WSP-APR-APR-RP-LA-LSR); Lighting Strategy (LPTIP1-WSP-APR-APR-RP-EO-LTST01); and Drainage Strategy Report (LPTIP1-WSP-ARP-ARP-RP-CD-DSR). 3.2.4 These strategies are integral to the Proposed Scheme and the applicable principles and content are outlined in this Chapter. The plans outlined above are supported by these strategy documents and a series of design principles which provide supplementary details. These design principles are outlined below alongside any necessary assumptions for the purposes of the EIA. PROPOSED SCHEME LAYOUT / LAND USE Car Park Layout 3.2.5 The car park layout of the Proposed Scheme is illustrated in plan LPTIP1-WSP-APR-APR-DR-CH- GA_03_. 3.2.6 The car park will provide up to 500 car parking spaces. This will comprise up to:
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450 standard car parking spaces; 25 accessible parking spaces; 25 electrical charging bays; 6 motorcycle bays. 3.2.7 Car parking will be arranged in a circular layout. Within the centre will be areas of landscaping, the terminal building and public realm. The central landscaping area and the terminal building / public realm will be dissected by an internal road running directly between the primary and secondary accesses, with a bus lane between the terminal building and southern access. Within the central area this will be designated for bus use only. 3.2.8 A bus stop will be located outside the terminal building on the bus-only primary road for buses travelling towards the city centre through the proposed Park & Ride site. Another bus stop will be located on this bus-only primary road for buses travelling towards Harrogate. 3.2.9 Circulation routes for general traffic to access parking spaces within the Site will be from internal junctions with the primary access road. Circulation routes will be two-way, thereby allowing cars to pass each other. Site Access 3.2.10 The layout of vehicle access routes from the adjacent highway and within the Park & Ride Site itself is illustrated on plan LPTIP1-WSP-APR-APR-DR-CH-GA_03_. 3.2.11 Vehicle access routes comprise the following: Southern access – a southern site access via the existing A61 Harrogate Road / GSAL roundabout. Northbound movements on the A61 Harrogate Road will be signalised to allow buses to exit the southern access of the Park & Ride; and Northern access – an uncontrolled priority T-junction to the north of the site via the A61 Harrogate Road. 3.2.12 The Proposed Scheme will include a new residential access to the property ‘Villa Picano’ located south of the Site. This will comprise a single carriageway road west of the current access to Villa Picano from the existing western stub of the A61 Harrogate Road / GSAL roundabout. This residential access will have an uncontrolled junction with the southern entrance of the Proposed Scheme. 3.2.13 Access to 535, 537, 539 and 541 Harrogate Road from the A61 Harrogate Road / GSAL roundabout will remain in its current position. Proposed Signals 3.2.14 Signals introduced at the southern access will comprise three signals located within the east and west verges of the A61 Harrogate Road, approximately 25m south of the A61 Harrogate Road / GSAL roundabout. Signals will comprise LED signal heads mounted on poles approximately 3.2m high. The signal lights will be operational only at peak times or when traffic flows are high; outside of these times / conditions the lights shall switch off. 3.2.15 A vehicle detection sensor will be located on the southern verge of the southern access of the Proposed Scheme, to detect the presence of buses attempting to leave the Park & Ride. This will be mounted on a pole up to 3.2m in height.
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A61 Harrogate Road Layout 3.2.16 The northern access will include alterations to the layout of the A61 Harrogate Road, with associated road markings, at the proposed northern access road. This will include a right turn pocket to the Park & Ride in the southbound direction towards Leeds, and a left turn only exit junction from the Park & Ride onto the A61 Harrogate Road in the northbound direction towards Harrogate. The carriageway will be widened to the west at the proposed entrance / exit to the secondary access road along the A61 Harrogate Road in the northbound direction. In addition, this widening will accommodate space required for the right turn pocket to be constructed. Additional lighting columns will be required along the A61 Harrogate Road both north and south of the northern access junction within the Site (see paragraphs 3.2.49 to 3.2.53 below). 3.2.17 The carriageway between the northern access and Harewood woodlands will be widened to facilitate ambitions for cycling infrastructure on the A61 Harrogate Road in the future (to be delivered as a separate scheme). The existing stone wall will be set back approximately 2.5m. The existing footway and verge will be widened. While these enabling works are assessed as part of this ES, any future cycling infrastructure delivered as part of a future scheme is not assessed as part of this Proposed Scheme. 3.2.18 Existing road markings will be repainted on the A61 Harrogate Road at the transition into the 30mph zone, in proximity to the Harewood Woodlands and Bridleway Harewood 18 / West Yorkshire Cycle Route: Bramhope 4 cycle track. Pedestrian Access and Circulation 3.2.19 The layout of pedestrian access routes is illustrated on plan LPTIP1-WSP-APR-APR-DR-CH- GA_03_. 3.2.20 Pedestrian pavements adjacent to the carriageway will be located along the primary access road from both the northern and southern access leading to the terminal building. This pavement will be located on the southern side of the northern access and northern side of the southern access. 3.2.21 Two formalised pedestrian crossings of the primary access road will be provided within the central area in proximity to the terminal building. An informal crossing will be provided at the northern access. 3.2.22 Dedicated pedestrian routes will also be provided north of the primary access road within the main body of the Park & Ride site and encircling the circumference of the central landscaping area. 3.2.23 From this central landscaping area, the Proposed Scheme will include 5.5m wide radial pedestrian routes to enable radial circulation between the car parking and terminal building / bus stops. Where they cross the internal carriageway, these radial pedestrian routes will be designated for pedestrians to have right of way. Park & Ride Cycle Access and Facilities 3.2.24 No dedicated cycle lanes will be included within the internal layout of the proposed Park & Ride site. Cyclists accessing the Site from the A61 Harrogate Road will do so on the primary access road amongst general traffic. Bicycle storage will be located within the terminal building.
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Terminal Building and Associated Public Realm / Waiting Areas 3.2.25 The layout and dimensions of the terminal building are illustrated on plans 101863-NPS-DR-A-(00)- 030, 101863-NPS-DR-A-(00)-031, 101863-NPS-DR-A-(00)-100 and 101863-NPS-DR-A-(00)-140. 3.2.26 The terminal building will be a single storey building, with a roof height of 4m. The overall internal floor area of the building is approximately 260m2. 3.2.27 The terminal building will incorporate facilities that include a heated waiting area, toilets, accessible toilet, baby-changing facilities, changing space, office / kitchen for staff, service areas, switch room, bicycle storage and mobility scooter storage, ticket machines and real-time information boards. 3.2.28 The exact footprint, appearance and internal specifications will be agreed during the detailed design process and subject to planning condition. However, the architectural design has been informed by the landscape setting, and is anticipated to comprise a material palette that includes stone wall, glulam, yorkstone paving and timber cladding. 3.2.29 Solar panels will be located on the roof, covering up to 90% of the roof area. These will be made of a non-reflective material. The solar panels will be sufficient to fulfil the energy requirements of the building. 3.2.30 Within the adjacent area of public realm there will be seating and landscaping. 3.2.31 No Public Address & Voice Alarm systems will be fitted to the terminal building or elsewhere within the Proposed Scheme. Landscaping and Habitat Enhancement 3.2.32 The proposed landscaping and habitat enhancement is illustrated on the General Arrangement Landscape Design: LPTIP1-WSP-APR-APR-DR-LA-GA_01_. An overview of the Landscape Strategy is provided in paragraphs 3.2.80 to 3.2.84. 3.2.33 The landscaping proposed as part of the Landscape Strategy can be summarised as the following key elements: Hardscape features – landscaped pedestrian routes and drainage infrastructure; and Softscape features – planting areas and naturalistic planting of swales. 3.2.34 The ‘hardscape’ features comprise: Radial pedestrian routes with a combination of soft planting and rain gardens. 3.2.35 The ‘softscape’ features comprise: Woodland edge planting; Woodland; Parkland; Avenues; Wetland planting within the attenuation ponds; Ornamental planting within the swales and rain gardens network; and A habitat corridor adjacent to the A61 Harrogate Road. 3.2.36 The proposed species are outlined in the Landscape Strategy. The woodland edge planting comprises predominantly medium size trees that will reach to a height of 8-12m in 15 years’ time.
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The woodland mix comprises of species of large canopy trees that will grow to a height of more than 12m in 15 years’ time. 3.2.37 Earthwork mounds will be located within the northern and eastern woodland mix. These will be approximately 1.5m high with a slope profile of 1 in 6. 3.2.38 Grassland planting will comprise general amenity and verge grass, areas of species rich grassland and wet meadow mix within the swales. A strip of species-rich grassland will be planted along the habitat corridor. 3.2.39 On the outer edge of the woodland along the Site boundary, the existing hedgerow will be retained, and a new hedgerow will be planted to fill in any gaps and cover the perimeter of the Site. New hedgerow will be instated to the west and east. 3.2.40 On the outer edge of the woodland along the Site boundary, the existing intact hedgerow will be retained, and a new hedgerow will be planted to fill in any gaps and cover the perimeter of the site. Any gaps would be planted with new hedgerow. A new hedgerow will be instated to the west boundary that is currently open. 3.2.41 The habitat corridor will comprise a 10m strip west of the existing stone wall that forms a boundary between the field and A61 Harrogate Road. The existing arable use of this 10m strip will be replaced by the planting of native trees and conversion to grassland managed for biodiversity value. 3.2.42 The existing landscape features on the eastern verge of the A61 Harrogate Road will be maintained. Drainage Infrastructure 3.2.43 The proposed drainage features are illustrated on the General Arrangement Drainage Design: LPTIP1-WSP-APR-APR-DR-DR-GA_01_. An overview of the Drainage Strategy is provided in paragraphs 3.2.85 to 3.2.91. 3.2.44 The proposed drainage features can be summarised as the following key elements: Filter drains; Rain gardens/blue-green corridors; Swales; and Attenuation ponds (approximately 3,500m2 total area); 3.2.45 Swales will encircle the car park. These will be 3.5m wide and naturalistic (i.e. grassland and low vegetation) (see paragraph 3.2.85 to 3.2.91.). 3.2.46 Rain gardens / green corridors will be located adjacent to the radial pedestrian routes. These will be 3.5m wide and landscaped as outlined in paragraph 3.2.80 to 3.2.84. 3.2.47 Filter drains will be used to collect surface water from the car parking area and filter it through to the rain gardens. These structures consist of a shallow 300mm gravel filled trench with a perforated 100mm pipe at the base. The filter drains replace the requirement for conventional gullies. 3.2.48 The attenuation ponds will be located south of the car park. This will comprise three separate ponds, with a total area of approx. 3,500m2 and capacity of minimum 2,500m3. All three ponds will have water in them permanently, although the depth will vary depending on rainfall and runoff rates. The permanent retained water depth will be 0.3m. The ponds will be landscaped, as outlined in paragraphs 3.2.32 to 3.2.35.
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Lighting Installations 3.2.49 The proposed lighting installations are illustrated on the Proposed Road Lighting Layout: LPTIP1- WSP-APR-APR-DR-EO-GA_01_. An overview of the Lighting Strategy is provided in paragraphs 3.2.72 to 3.2.78. 3.2.50 The lighting installations proposed as part of the Lighting Strategy can be summarised as follows: Lighting columns within the proposed Park & Ride site; Additional lighting columns on the A61 Harrogate Road; and Façade and internal lighting associated with the terminal building. 3.2.51 Lighting installations proposed on the internal layout of the Park & Ride will comprise LED lamps mounted on steel columns 10m in height. 3.2.52 Additional lighting installations on the A61 Harrogate Road will comprise six new LED lamps mounted on steel columns 12m in height, spaced approximately 32m apart. 3.2.53 At this time, details of façade mounted and internal lighting fixtures associated with the terminal building are not known. Assumptions relating to the associated light spill are provided in paragraphs 3.2.72 to 3.2.78. PROPOSED ELEVATIONS 3.2.54 The height of features included in the Proposed Scheme, and vehicles using it, are outlined in Table 3-1. During construction, the ground levels will be altered as outlined in paragraph 3.3.35 to 3.3.37; the following elevations are presented as height above these new finished ground levels.
Table 3-1 – Proposed Elevations
Feature Height
Terminal building 4m
Landscape planting Up to 12m
Lighting columns 10m (within Park & Ride) and 12m on A61 Harrogate Road
Cars Up to 2m
Double decker buses Up to 5m
Earthworks 1.5m
OPERATIONAL ACCESS AND MOVEMENT Vehicular Access 3.2.55 Vehicular traffic can make the following movements to access and egress the Site from the A61 Harrogate Road:
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Access at northern access – left turn from the south, and right turn from the north using the constructed right-turn pocket. Egress at the northern access – left turn out of the Park & Ride site (towards Harrogate) only. No right-turn (towards Leeds City Centre) on to the A61 Harrogate Road allowed. Access at southern access – turning from the A61 Harrogate Road / GSAL roundabout. Egress at the southern access – turning on to the A61 Harrogate Road / GSAL roundabout, allowing travel north (towards Harrogate), east (to GSAL) or south (to Leeds City Centre). Signals will be introduced on the northbound arm of the roundabout to halt northbound traffic and allow buses to freely exit the Park & Ride. 3.2.56 The accesses and internal road layout will, if needed, allow existing bus services that run along the A61 Harrogate Road to run through the proposed Park & Ride site. Southbound buses will enter the Park & Ride site via the new right turn pocket on the A61 Harrogate Road into the new northern junction and will egress via the southern access at the A61 Harrogate Road / GSAL roundabout, and vice versa for northbound buses. Should a dedicated or existing bus service currently operating south of the Site be re-routed north to service the Proposed Scheme, these services will access via the northern secondary access and exit via the southern primary access. Internal Vehicular Circulation Buses 3.2.57 Buses entering the Site via the northern access will use the primary road to access the bus stop in front of the terminal building of the bus-only area. 3.2.58 Buses entering the Site via the southern access will use the primary road to access the bus stop located on the northbound side of the bus-only primary road. A bus lane to the southern access will be used for buses exiting the Park & Ride to the south. 3.2.59 A turning area is included within the central landscaping area in order to allow buses to turn within the Site in the case of emergencies. General Traffic 3.2.60 General traffic will not be permitted within the bus-only area of the primary access road. All internal junctions will be uncontrolled. OPERATIONAL TRAFFIC Bus Routing and Frequency 3.2.61 The bus operator and service to serve the Proposed Scheme has not yet been agreed and will be subject to competitive tender. Therefore, assumptions have been made to present a ‘max-use’ scenario. 3.2.62 It has been assumed in this ES that the Proposed Scheme will be served by a combination of the following bus services: An existing bus service (No.36) that runs along the A61 Harrogate Road – this would be re-routed to pass through the Proposed Scheme. This service would comprise a bus arriving at the Site every ten minutes for both the Harrogate to Leeds route and Leeds to Harrogate route. This would be 12 buses accessing the Site every hour.
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An existing bus service (No.7) that currently serves residential areas between Leeds City Centre and the north of the city – this would be extended to pass through the Proposed Scheme. This service would comprise a bus arriving at the Site every 15 minutes before leaving for Leeds City Centre. This would be an additional 4 buses an hour. 3.2.63 Deviations from the routine 16 buses an hour may occur for the following reasons: Site served by a single bus service or different combination - through procurement of the bus service for the site the scheme may instead be served by (a) the No. 36 bus only; (b) the No. 7 bus only but with increased frequency (a bus every 10mins); or (c) both the No. 36 and No. 7 but the No. 7 serves the site only in the peak hour. In any of these situations the Site is expected to provide bus services to Leeds City Centre every 10 mins at a minimum (6 buses an hour). The Site is used to facilitate buses for events (e.g. the Harrogate Show) in addition to routine Park & Ride services. Such use would be irregular and short-term. Bus Characteristics 3.2.64 The bus operator and service to serve the Proposed Scheme has not yet been agreed and will be subject to competitive tender. The existing No.36 bus fleet comprises Euro6 diesel double decker buses. The existing No.7 bus fleet uses standard diesel double decker buses, but is in the process of upgrading the fleet to meet Clean Air Zone requirements of Euro6 (diesel) as a minimum. It is anticipated that this standard will be met by buses serving the No.7 route by late-2020, prior to the operation of the Proposed Scheme. 3.2.65 As such, for the purposes of assessment it is assumed that all buses serving the Proposed Scheme will be Euro6 diesel double-decker buses. Park & Ride users 3.2.66 In 2021, it is anticipated that up to 172 number of private vehicle trips to the Proposed Scheme will occur during the AM peak hour (07:30 to 08:30). In 2036, it is anticipated that up to 223 number of two-way private vehicle trips to the Proposed Scheme will occur during the AM peak hour (07:30 to 08:30). 3.2.67 This is peak-hour only; the remaining trips to the Site are anticipated to largely occur between 06:00 and 09:00, and for these vehicles to leave largely between 16:00 and 19:00. 3.2.68 Assumed traffic numbers used as a basis for assessment are outlined in relevant technical chapters. OPERATIONAL HOURS 3.2.69 The operational hours of the Proposed Scheme are unknown at this time but at this stage, is anticipated to be open to users 05:30 – 00:00 (midnight) Sunday to Friday and Saturday 05:30 to Sunday 03:30. OPERATIONAL EMPLOYMENT 3.2.70 Once operational, the Proposed Scheme is assumed to provide 2 jobs (direct). FIXED PLANT – NOISE CRITERIA 3.2.71 The terminal building is expected to include fixed plant items such as toilet extractors and condensers. The Proposed Scheme will also include 25 electrical charging bays. Such items of fixed plant have the potential to generate noise that could be experienced at nearby receptors. At this
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stage however, details of the proposed type, number and precise location or the nature of associated operations and plant are not available. In the absence of detailed information, it is appropriate to specify noise control limits to which any plant should conform. Noise control limits to which any plant should conform have therefore been specified in Chapter 7 – Noise and Vibration, using guidance presented within BS4142 (Ref. 3.1). Through the careful design and specification of plant and equipment it is expected that the specified Rating Level limits would not be exceeded. LIGHTING STRATEGY 3.2.72 A Lighting Strategy (LPTIP1-WSP-APR-APR-RP-EO-LTST01) has been prepared to accompany the planning application. Details of this which are considered as part of the Proposed Scheme are summarised below. 3.2.73 To minimise the impact of the lighting design on the surrounding area the following primary mitigation methods have been implemented; Lighting columns within the car park and on the internal access roads shall be restricted to 10m nominal height to reduce light spill; Lighting columns on the A61 Harrogate Road shall be restricted to 12m nominal height to reduce light spill; All luminaires shall have a luminous intensity (G rating) of G4 or above, to ensure there is zero light spill above 95 degrees; and Cool colour temperatures have been avoided to reduce the impact on local wildlife, which can be drawn towards / driven away by its presence which ultimately impacts nesting and feeding. 3.2.74 Contours detailing light spill resulting from the lighting design are presented on the Proposed Road Lighting Layout (LPTIP1-WSP-APR-APR-DR-EO-GA_01_). This demonstrates the modelled limits of ground level light spill. The maximum ground level light spill within the Site as a result of the Proposed Scheme is 2 lux. It should be noted that 1 lux is similar to the level of light produced by the moon. 3.2.75 Lighting classes for roads within the Proposed Scheme were determined in accordance with BS5489-1:2013 (Ref. 3.2) and BS EN 12464-2:2014 (Ref. 3.3). The chosen classes and their descriptions are detailed in Table 3-2 below.
Table 3-2 – Lighting Classes
Location Lighting Class
Central Area BS EN 12464-2 Table 5.1 (Item 5.1.4) Lighting Class: Pedestrian Passages, vehicular turning, loading and unloading points Lighting Levels: 50 Lux Average, 40% Uniformity
Car Park BS5489-1 Table 5 Lighting Class: Medium Car Park Lighting Levels: 10 Lux Average, 25% Uniformity
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Location Lighting Class
Car Park Access Roads BS5489-1 Table A.3 (40mph or Less) Lighting Class: M5/P3 (Low Traffic, Single Carriageway) Lighting Levels: 7.5 Lux Average, 1.5 Lux Minimum
A61 Harrogate Road BS5489-1 Table A.3 (40mph or Less) Lighting Class: M4/P2 (Low to Mod Traffic, Single Carriageway) Lighting Levels: 10 Lux Average, 2 Lux Minimum
A61 Harrogate Road / Car Park Access BS5489-1 Table A.4 (Conflict Areas) Road Junction Lighting Class: C3 (Conflict class above highest adjoining road) Lighting Levels: 15 Lux Average, 25% Uniformity
3.2.76 All lighting equipment shall be in accordance with the LCC Development Specification with variations to standard equipment agreed and approved by LCC Highways and Transportation. 3.2.77 All lighting columns within the lighting design are capable of remote dimming. LCC may therefore choose to dim luminaires in hours of low usage. 3.2.78 Lighting associated with the terminal building is not included within the Lighting Strategy. However, it is assumed the terminal building will include façade mounted and internal lighting fixtures. The details of these are not available at this time, and will be specified through detailed design. It is assumed that these lighting fixtures will not alter the limits of ground-level light spill contours outside the Site as shown on the Proposed Road Lighting Layout (LPTIP1-WSP-APR-APR-DR-EO- GA_01_). PROPOSED PUBLIC REALM 3.2.79 The Proposed Scheme will include an area of public realm around the terminal building. This is anticipated to comprise landscaping and seating areas. The detail of this will be confirmed during the detailed design stage subject to planning condition. LANDSCAPING STRATEGY 3.2.80 A Landscape Strategy (LPTIP1-WSP-APR-APR-RP-LA-LSR) has been prepared to accompany the planning application. Details of this which are considered as part of the Proposed Scheme are summarised below. 3.2.81 The key landscape objectives of the Strategy are: Ensure good connections throughout the Site by facilitating good vehicle and cycle interchange and pedestrian connectivity; Embed and integrate the circular layout with the surrounding context using a strong landscape framework to ensure good visual and habitat connectivity between existing landscape and proposed; Retain and enhance the ecological value of the Site through conserving and reinforcing existing planting where possible and proposing new planting, Sustainable Drainage Systems (SuDS) and ponds;
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Create a high-quality landscape, including structural woodland planting, amenity grassland and wetland areas to support the creation of habitats and biodiversity and enhance the local amenity of the Site; and Mitigate the visual and noise impact of the Proposed Scheme to the surrounding area and adjacent settlements through the establishment of a cohesive woodland edge on the perimeter of the Site. 3.2.82 The key design principles of the Landscape Strategy are as follows: Create different planting character zones that aim to achieve a smooth transition from the perimeter of the Site to the centre. Hardscape proposals ensure direct pedestrian routes from the various parking bays to the centre where the bus hub is located. This facilitates optimal interchange times and accessibility for Park & Ride users. Along these routes a combination of soft planting, SuDS and rain gardens play an important role in creating a pleasant and ecologically positive environment. The Park & Ride Site itself has a strongly structured landscape designed around a formal arrangement of secondary trees to demarcate pedestrian routes. This is supplemented with a formal arrangement of ornamental shrub planting and rain gardens with seasonal colouring to denote key pedestrian routes and distinguish parking zones to improve orientation and wayfinding. In addition, the formal planting areas along the pedestrian routes soften the large hardstanding areas and create a microclimate of moisture and shade. Landscaped and naturalistic drainage features have been incorporated in line with the surface water Drainage Strategy outlined in paragraphs 3.2.85 to 3.2.91 below. Swales will have a more naturalistic feel to create a better transition to the surrounding informal landscape. The attenuation ponds have been designed to hold water year-round and as such support wetland habitats and species. A fill embankment is proposed with a slope profile of 1:3 or less so planting can take place. At the centre of the Site, a raised mound with tree planting is proposed to deter pedestrians crossing the bus waiting / turning area. The mound directs people to the designated crossings for safe crossing across the road to the bus hub. Towards the edges of the Site, the soft landscape proposals focus on reducing the visual massing and noise impact of the proposed Park & Ride. New planting creates an effective boundary treatment to screen the residential dwellings to the south east and south. The boundary treatment is a woodland edge to reinforce and enhance existing scattered trees providing an effective structural and screening planting framework. The Landscape Strategy retains the existing stone wall towards the eastern edge and extends it as a key local feature adding to the local character of the area. A stone work feature wall is proposed to demarcate the entrances of the Site and create a welcome arrival space. The stone wall will be created from re-used stonework similar to the one used in the existing wall to tie into the local character of the space. Existing trees and hedgerows are retained as per the General Arrangement Landscape Strategy (LPTIP1-WSP-APR-APR-DR-LA-GA_01_). This helps in assuring that the Proposed Scheme does not fragment the landscape and is reconnected to the surrounding area. A landscaping / habitat corridor is included in the field north of the main operational Site for screening and enhancement of landscape habitat connectivity. The existing arable use of this 10m strip will be replaced by the planting of native trees and conversion to grassland managed for biodiversity value.
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Species have been selected based on their local occurrence and suitability for the existing area and context. The majority of woodland mix and hedgerow adjacent to the residential properties is evergreen as its main purpose would be to maintain year-round screening of the Proposed Scheme. The non-native ornamental species are mostly within the parkland area as it would serve a more aesthetic role. 3.2.83 The landscaping planting will be in accordance with the Outline Planting Specification provided within the Landscape Strategy Report (LPTIP1-WSP-APR-APR-RP-LA-LSR). 3.2.84 Landscaping will be managed and maintained in accordance with the regime set out in the Landscape Strategy Report (LPTIP1-WSP-APR-APR-RP-LA-LSR). DRAINAGE STRATEGY 3.2.85 A Drainage Strategy Report (LPTIP1-WSP-ARP-ARP-RP-CD-DSR), which has been prepared to accompany the planning application, is summarised below. 3.2.86 The general principles applied to the Drainage Strategy for the Proposed Scheme will be to treat, store and control surface water runoff through the use of SuDS in accordance with the SuDS management train, National Planning Policy Framework (Ref. 3.4), the emerging national SuDS standards and CIRIA guidance (Ref. 3.5) and Rainfall Runoff Management for Developments Guidance (Ref. 3.6). It is intended the Drainage Strategy will replicate existing, undeveloped conditions as far as possible. 3.2.87 In summary, the Drainage Strategy entails: Discharge of surface water to Wigton Knowle Beck to the south of the Site; Discharge surface water at a rate no greater than the existing greenfield equivalent; Adequate treatment of runoff to ensure removal of pollutants; and Increase value of surface water drainage by incorporating SuDS features to enhance aesthetic and ecological value. 3.2.88 The infiltration potential of the underlying ground is not known, and so no infiltration-based SuDS system have been included at this stage. An initial review suggests rates of infiltration across the Site are likely to be variable and some infiltration through the proposed SuDS features can be expected. Along with the surface water losses via infiltration, runoff will be collected, attenuated and discharged to Wigton Knowle Beck south of the Site. 3.2.89 Surface water runoff will be managed to a controlled rate equivalent to that of the greenfield rate (18 l/s QBar rate). To manage the additional runoff from the newly introduced impermeable areas, storage of surface water will be required. This will provide a minimum storage area of 2,500m3. 3.2.90 Surface water storage features will comprise the following hierarchy of SuDS measures which control runoff at source, plot and Site level: Filter Drains – to collect runoff from the impermeable car parking areas. Percolation of surface water through the gravel layers will also contribute to the removal of pollutants; Rain gardens - the rain gardens are gravelled with flat bottoms and allow water to flow into them through openings in the kerbs. Water flowing into the rain gardens will be absorbed by the plants and topsoil and any remaining runoff can overflow into the swales network;
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Network of swales to transmit surface water – Runoff from impermeable surfaces will be routed to a network of swales which will intersect the Site and coincide with green landscaping areas. The use of check dams and other flow control measures can be used to control the rate of flow of surface water through the system; and Site Attenuation ponds – The final stage of storage is proposed a series of attenuation ponds, which will collect runoff from the network of swales. Surface water will then be discharged to Wigton Knowle Beck at a maximum controlled rate of 18 l/s. The attenuation ponds have been designed to hold water year-round, having a retained water level of 0.3m. 3.2.91 The SuDS features outlined above will provide four stages of treatment for runoff: filter drains, rain gardens, network of swales and the storage ponds. This level of treatment is in line with the recommended standards as outlined in the SuDS standards and CIRIA guidance (Ref. 3.5) and Rainfall Runoff Management for Developments Guidance (Ref. 3.6), and will provide adequate treatment of runoff to ensure there will be no deterioration in surface water quality of Wigton Knowle Beck or Eccup Reservoir. As such, no petrol interceptor is included in the design of the Proposed Scheme. PROPOSED FOUL WATER DRAINAGE 3.2.92 A new foul water drainage system will be installed to serve the terminal building which will be offered for adoption by Yorkshire Water. The foul drainage will be designed and constructed in accordance with Sewers for Adoption (Ref. 3.7). 3.2.93 It is assumed that this foul water will be discharged to the Eccup Waste Water Treatment works. EMISSIONS, WASTES AND EFFLUENTS 3.2.94 The terminal building will include toilets for users of the proposed Park & Ride, and a kitchen facility for staff. As such, the Proposed Scheme will generate foul water. This will be connected to the local sewer network as described in the preceding section. 3.2.95 Waste streams generated by the Proposed Scheme during operation are assumed to include the following: General waste from users of the Park & Ride – this is anticipated to be limited in volume given the Proposed Scheme will not include commercial facilities (i.e. food outlets). General waste is anticipated to include food litter etc. Green waste – there is likely to be waste generated by grounds maintenance as part of the ongoing management regime. This includes waste generated by cleaning the attenuation ponds. 3.2.96 It is assumed that the Proposed Scheme will include appropriate measures for the storage, handling and collection of general and green waste. PROPOSED STATUTORY SERVICES CONNECTIONS 3.2.97 The Proposed Scheme will require new electric, water (potable and foul) and telecommunications connections. 3.2.98 The outline strategy for each utility is as follows: Potable water – the likely point of connection for potable water supply is the existing 160mm pipe within the eastern verge of the A61 Harrogate Road. This will be determined during detailed design with further consultation with Yorkshire Water;
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Foul water – foul water will be discharged into the local sewer network as described in paragraph 3.2.93. The likely point of connection to the existing sewer is the combined sewer at the A61 Harrogate Road / GSAL roundabout; Electricity – while the building will be powered by solar panels, it is assumed that a grid connection will also be made to existing cables serving adjacent properties; and Telecommunications – should a telecommunications connection be required; a connection will be made to existing lines running within the A61 Harrogate Road highway adjacent to the Site. MAINTENANCE 3.2.99 General maintenance will be needed over the design life of the Proposed Scheme (anticipated to be a minimum of 50 years). Once constructed, the Proposed Scheme will require regular interventions by LCC to operate and maintain the Park & Ride. The key aspects of the maintenance regime will include, but not be limited to: Regular maintenance checks, such as to the terminal building, cleaning and waste collection; Maintenance works, such as carrying out car park repairs, vegetation clearance, removal of debris from roads and car park; and Maintenance of the landscaped areas. 3.2.100 Maintenance vehicles such as lawnmowers will access the Site via the proposed access roads from the A61 Harrogate Road. CLIMATE CHANGE RESILIENCE 3.2.101 The Drainage Strategy has been developed to provide defence against surfacing water flooding. The Strategy is designed to accommodate the projected impacts of climate change for the design life of the Proposed Scheme. Details of the Drainage Strategy are outlined in paragraphs 3.2.85 to 3.2.91. PRIMARY AND TERTIARY MITIGATION 3.2.102 The description of the Proposed Scheme presented in this Chapter incorporates Primary and Tertiary mitigation. 3.2.103 Primary mitigation measures are modifications that have been made to the design of the Proposed Scheme during the pre-application phase that are an inherent part of the project, and do not require additional actions to be taken. A summary of this Primary mitigation is presented in Appendix 3.1: Environmental Management Plan (EMP), and an overview of how the Scheme design has evolved to avoid or mitigate environmental impacts is outlined in Chapter 4 – Consideration of Alternatives. 3.2.104 Tertiary mitigation comprises actions that would occur with or without input from the EIA feeding in to the design process. These include actions that will be undertaken to meet other existing legislative requirements, or actions that are considered to be standard practices used to manage commonly occurring likely significant environmental effects. Any Tertiary mitigation applicable to the Proposed Scheme has been referenced in this Chapter and, where applicable to a particular assessment, referenced in the ‘Relevant Elements of the Proposed Scheme’ section of Technical Chapters 6 – 14. Further information on any Tertiary mitigation can be found in the Schedule of Mitigation included in Appendix 3.1: EMP.
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3.3 CONSTRUCTION PROPOSALS INTRODUCTION 3.3.1 This section outlines the construction works to be undertaken to deliver the Proposed Scheme. The design team have worked closely with the appointed contractor to agree these details. However, details of the construction stage are not fully known at this time. Where construction details are not known, assumptions have been made. These assumptions have been made following discussion with the appointed contractor to ensure that assumptions made in relation to construction methods and programmes are realistic and deliverable. These assumptions are noted in the sections below. CONSTRUCTION PROGRAMME 3.3.2 The anticipated duration of the construction phase is outlined in Table 3-3 below.
Table 3-3 – Construction Programme
Key Activities Anticipated Duration Year
Enabling works 10 weeks 2020
Main construction phase 60 weeks 2020-21
ENABLING WORKS 3.3.3 The following enabling works are anticipated as part of the Proposed Scheme: Creation of temporary construction site access, site accesses and internal estate roads; Establishment of temporary cabins for enabling works (see Figure 3.1: Intended Compound Layout); Securement of the Site through fencing; Formation of temporary drainage solution; Establishment of construction compound; and Validation of ground conditions. MAIN CONSTRUCTION PHASE 3.3.4 The key activities that will take place following the enabling works and for the main duration of the construction phase are as follows: Removal of topsoil within Site; Diversion of utilities where required; Traffic management measures; Export of material off-site; Import of material on-site; Earthworks and re-profiling to meet required levels; Formation of site-wide temporary / permanent drainage features; Construction of infrastructure associated with the Proposed Scheme; and Landscape planting.
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SITE SECUREMENT 3.3.5 The main Site will be secured through the use of temporary fencing around the Site boundary where required. No public access within the main Site will be allowed for the duration of the construction phase. Pedestrian access along the A61 Harrogate Road and to residential properties will be maintained and diversions provided when required. CONSTRUCTION ACCESS / HAULAGE ROUTES, PARKING AND TRAFFIC 3.3.6 It is assumed that construction traffic would initially enter the Site from the existing access off the A61 Harrogate Road / GSAL roundabout. In later phases, construction traffic would also enter via the proposed northern access. 3.3.7 It is anticipated that the main internal roads will be partially completed prior to the commencement of the terminal building. Additional temporary access roads will be established as required. It is anticipated that the proposed internal temporary roads will be built to provide a suitable standard for construction vehicles. 3.3.8 It is assumed that a suitable level of parking will be provided on-site throughout the construction period. No off-site parking along local roads around the Site will be permitted during the construction phase. 3.3.9 The number of construction vehicles (including private car trips from the workforce as well as HGV movements) will depend on the size and number of vehicles operated by the contractor. This will be confirmed at the detailed design stage. However, for the purposes of the ES, it is anticipated that there will be on average less than 75 vehicles accessing the Site within a 24hr period which are expected to travel to / from the Site using the A61 Harrogate Road and Outer Ring Road (A6120). These movements include all materials and construction vehicles required for the construction of the Proposed Scheme. There is a potential that a small portion of traffic (anticipated to be <10%) will utilise other routes (such as Alwoodley Lane, Wigton Lane, Kings Lane and Wike Ridge Lane) to access the Site during construction. 3.3.10 No construction access will be permitted via the Eccup Reservoir access track (also Bridleway Harewood 18 and West Yorkshire Cycle Route: Bramhope 4). TRAFFIC MANAGEMENT REQUIREMENTS 3.3.11 Appropriate traffic management controls will be implemented to ensure the safety of other road users and to protect the environment including: Appropriate signing of the delivery route(s) to ensure vehicles use the approved route to and from the Site; Warning signs where appropriate in the vicinity of the Site entrance(s), both for vehicles and pedestrians / cyclists in accordance with the HSE site entrance warning signs standards; A local off-site depot location may be used to temporarily store materials, reduce the number of trips required and control the timing of deliveries to the Site and to ensure that vehicles are not required to wait on the public highway before entering the Site; Layout of working areas to allow adequate space for goods vehicle manoeuvring within the Site; Temporary traffic management for short periods when delivery of abnormal / oversized loads may cause obstruction to the public highway;
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Design of the Site access(es) to ensure that vehicles have appropriate visibility upon leaving the Site; Wheel washing or road sweeping facilities for vehicles leaving the Site; and Supply chain engagement to ensure that delivery drivers are briefed in advance of the correct access / egress requirements for the Site. All deliveries are made within the agreed working hours of the Site. 3.3.12 It is assumed that the footpaths along the A61 Harrogate Road in the vicinity of the Site will be closed during the works to the A61 Harrogate Road. These measures will be required during construction of the Site accesses, widening of the A61 Harrogate Road and installation of lighting installations. When such restrictions are in place, agreed diversions will be put in place and new permanent routes will be opened as soon as possible. 3.3.13 A Construction Traffic Management Plan (CTMP) will be prepared by the Contractor prior to construction and agreed with LCC via planning condition. This will provide the details outlined above, and outline procedures for temporary demolition / construction related traffic. CONSTRUCTION COMPOUND 3.3.14 Once the enabling works are complete, it is anticipated that a construction compound will be set up within the Site. This will comprise the following key features: Primary compound cabins and associated parking – this will be located within the east of the Site; Laydown areas – these will be located within the north of the Site, within the extent of proposed landscaping. Topsoil storage – as well as within the northern laydown area in the operational Site, topsoil storage may also be required in the adjacent agricultural field to the north. See Figure 3.1: Intended Compound Layout. This will involve stockpiles of topsoil up to 3m height. 3.3.15 Smaller construction compound uses may be located in closer proximity to specific working areas throughout the construction phase. CONSTRUCTION PLANT AND EQUIPMENT 3.3.16 The construction phase of the Proposed Scheme will involve a variety of different plant and equipment to undertake the relevant works. The exact plant and equipment to be utilised throughout the construction phase will be determined by the appointed Contractor. 3.3.17 The type and number of plant is likely to be variable over the construction period and will depend on the nature of the construction activity. Table 3-4 details the assumed plant, number of plant, sound power levels for the plant and assumed percentage on-time.
Table 3-4 – Assumed construction plant and sound power levels
Stage Plant Type Sound Power No. of Assumed Level LWA dB Plant Percentage On-time
Enabling works Breaker mounted on 114 1 30 excavator
Skip wagon 106 1 10
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Stage Plant Type Sound Power No. of Assumed Level LWA dB Plant Percentage On-time
Diesel Generator 88 1 90
Tracked Excavator 102 2 50
Dump Truck 106 2 40
Lorry pulling up 98 1 10
Lorry unloading 112 1 10
Vibratory Compactor 106 1 30
Road sweeper 104 1 40
Earthworks Bulldozer 41t 108 1 30
Articulated Dump truck 109 2 30
Tracked excavator 22t 105 2 40
Tracked excavator 80 1 30 idling
Roller (rolling fill) 107 1 40
Dump Truck (tipping fill) 107 1 10
Road sweeper 104 1 40
Road construction Asphalt spreader and 108 1 60 works support lorry
Road Roller 108 1 30
Tracked excavator 102 1 50
Road sweeper 104 1 40
Building foundations Excavator 101 1 50 works Truck mixer with pump 103 1 30
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Stage Plant Type Sound Power No. of Assumed Level LWA dB Plant Percentage On-time
Compressor 100 1 60
Poker Vibrator 97 2 30
Dump truck 106 1 40
Vibratory Compactor 106 1 30
Road sweeper 104 1 20
Building construction Lorry Unloading 112 1 10
Dump Truck 106 1 40
Road Sweeper 104 1 20
Fork lift truck 104 1 60
Scaffolding 100 1 10
Concrete Pump 103 1 10
Mobile Crane 98 1 40
Wheeled Loader 109 1 40
Mobile Telescopic 105 2 40 Forklift
SITE WORKING HOURS AND DAYS 3.3.18 It has been assumed that working days / hours during the construction phase will be as follows: 07:30 to 18:00 Monday to Friday; and 08:00 to 12:30 on Saturday. 3.3.19 No working is anticipated on Sundays and Bank Holidays. 3.3.20 Exceptions to the standard working hours may arise, for example, when abnormal loads are delivered or in order to conduct specialist activities; however, appropriate permission and notifications would be sought from LCC should these circumstances arise. 3.3.21 No deliveries will be permitted before 07:00 in the morning or after 16:00 in the afternoon to avoid peak traffic times.
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TEMPORARY DRAINAGE SOLUTION 3.3.22 The temporary drainage solution will align with the permanent drainage solution where possible. The drainage infrastructure will be implemented in a phased manner as the Proposed Scheme is built out. This will mitigate both flood risk and sediment loading. 3.3.23 Earth bunds will be formed to catch and store any surface-water runoff before it enters adjacent watercourses. It is assumed that the surface water management will include measures to remove silt, sediment and debris and to attenuate surface water runoff prior to controlled discharge to the existing local drain network. It is assumed these measures will include settlement and storage ponds developed as part of the permanent drainage solution (as outlined in the Drainage Strategy and Surface Water Drainage Strategy sections of this Chapter). Where permanent drainage components are used during this phase, all silt and debris build-up will be removed and the permanent components fully reinstated on completion of the construction phase. 3.3.24 Regular inspection and clearing of road gullies and other forms of drainage for water collection will be undertaken to ensure no build-up of sediment so that drainage remains free flowing at all times. EXISTING FEATURES FOR RETENTION AND REMOVAL 3.3.25 The existing features for retention and removal within the Site are outlined on Figure 3.3: Features for Retention and Removal. 3.3.26 The following trees / tree groups and hedgerows will be retained / managed with the appropriate protection zones: Eccup woodlands to the south-west and west of the Site; Eccup woodlands to the north of the Site; Scattered trees south of the Site adjacent to Wigton Knowle Beck; Trees to the east of the A61 Harrogate Road; Trees south of the Site adjacent / within the grounds of properties on Wigton Grove; and Hedgerow on the south of the Site. 3.3.27 The following features will be subject to partial / total removal: Hedgerow on the northern border of the Site – partial removal of approx. 20m of hedgerow removal required for access to the northern field; Hedgerow between the proposed Park & Ride and A61 Harrogate Road – removal of approx. 130m of hedgerow required for the northern access and highway widening; and Stone wall between the proposed Park & Ride and A61 Harrogate Road – approx. 50m of stone wall will be removed to enable the construction of the northern access. 3.3.28 The following features will be relocated: Stone wall between the proposed Park & Ride / habitat corridor and A61 Harrogate Road– removal and relocation of 140m of stone wall required for construction of the northern access and highway widening. This will be relocated approximately 2.5m to the west. 3.3.29 For the vegetation / features that are to be retained, suitable protection zones as outlined in Appendix 3.1: EMP will be set up around these features within which no works will be undertaken. DIVERSION OF UTILITIES 3.3.30 There will be no diversion of the following utilities that traverse the Site:
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Yorkshire Water water mains between Headingley and Eccup treatment works. 3.3.31 The following will, subject to detailed design, likely be subject to alteration, diversion or replacement to facilitate the Proposed Scheme: BT Openreach (underground); Low voltage cable (6.6kV – 11kV); Vodafone; Water main (up to 4inch) within the A61 Harrogate Road; and Combined sewer. 3.3.32 The location of these utilities is shown on Figure 2.4: Utilities. REMEDIATION 3.3.33 Remediation works are anticipated not to be required, due to the likely absence of contamination on- site. An intrusive Phase 2 preliminary ground investigation has been undertaken (see Appendix 13.2: Preliminary Ground Investigation Report). The findings are reported in Chapter 13 – Ground Conditions and Contamination. Further ground investigation will be undertaken prior to construction. 3.3.34 Should imported materials be required (i.e. road aggregate) this will be subject to appropriate testing to determine suitability for the ground conditions of the Site. PROPOSED LEVELS AND EXCAVATION EXTENTS 3.3.35 As illustrated in the typical cross-sections (LPTIP1-WSP-APR-APR-DR-CH-MI_03_), the Proposed Scheme largely retains the existing Site levels. At a Site level, only minor re-profiling is required to achieve the desired slope profiles within the car parking area. Further to this, levels will be changed (both raised and excavated) for specific elements as described below. 3.3.36 Excavation will be required down to a maximum of 1m for the installation of pavement within areas of car parking and the internal road network. As outlined in Paragraphs 3.3.39 - 3.3.40, the foundation solutions for the terminal building are not yet known. For the purposes of the ES, it is assumed this will require excavation to a maximum depth of 1m. Excavation is also required for the swales (maximum depth of 0.5m) and attenuation ponds (maximum depth of 1.6m). Excavation may also be required for other features such as service ducts. 3.3.37 Ground levels will be raised for the construction of earth mounds within areas of landscaping. These will be to a height of 1.5m. EARTHWORKS / IMPORT AND EXPORT OF MATERIAL 3.3.38 As outlined in the Proposed Levels and Excavation Extents section above, it will be necessary to change the existing ground levels within parts of the Site. Therefore, there will be areas where additional material will be created (cut) and areas where additional material is required (fill). Cut material will be re-used on-site for the construction of earthworks and landscaping. However, for the purposes of the ES it is assumed that not all cut can be re-used within the Site and that excess material will need to be transported off-site. FOUNDATION SOLUTIONS 3.3.39 At this stage, the earthworks and foundations are currently unconfirmed and are subject to further detailed design. However, following a review of the ground conditions of the Site within a Phase 1
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preliminary geo-environmental risk assessment (see Appendix 13.1: Phase 1 Geo-Environmental and Geotechnical Assessment of Volume 2 of this ES), it is anticipated that shallow spread foundations, founding within the weathered bedrock, will likely be suitable for the proposed terminal building. 3.3.40 However, if areas of Made Ground / ground disturbance are present beneath the proposed terminal building (for example associated with unrecorded infilled sandstone quarries), deeper trench fill-type foundations, ground improvement beneath spread foundations or piling may be required. CRANES 3.3.41 It has been assumed that mobile cranes will be utilised for the erection of the terminal building but their use would be for the duration of this activity only. No permanent or tower cranes will be used on the Site. CONSTRUCTION EMPLOYMENT 3.3.42 It has been assumed that during the peak period of construction activity, there will be approximately 40 construction jobs per annum. KEY CONSTRUCTION ENVIRONMENTAL MANAGEMENT ACTIVITIES 3.3.43 In terms of quality management, the Site will be constructed by the appointed Contractor in line with the principles set out in the externally accredited BS ISO 9001: 2015 (or recognised equivalent). The Site will also be registered with the Considerate Constructors Scheme (https://www.ccscheme.org.uk/). 3.3.44 An EMP (see Appendix 3.1) has been developed to sit alongside the ES. It is anticipated that this will be further developed into a Construction EMP (CEMP) prior to the commencement of development. The CEMP will detail the environmental controls / protection measures and safety procedures that would be adopted during construction, providing a tool to ensure the successful management of the likely environmental effects as a result of construction activities. 3.3.45 An overview of proposed pollution management, dust management, temporary lighting, noise management and waste management are outlined below. Further details are provided within the EMP. Pollution Management 3.3.46 The construction works would be managed in accordance with the CIRIA guidance 'C532 - Control of Pollution from Construction Sites' (Ref. 3.8) to help ensure a well-managed operation which minimises potential environmental risks. 3.3.47 Bunding and / or spill kits will be provided around any source of potential pollutants required for construction (e.g. mortar mixers, fuel stores etc.). This will ensure that in the event of an accidental spillage, surface and groundwater will remain protected. Temporary Lighting 3.3.48 Good practice guidance documents prepared by the CIRIA (Ref. 3.9) note that lighting on construction sites is typically part of on-site security and health and safety requirements. However, the online CIRIA guidance also notes that potential effects towards surrounding receptors need to be minimised through the controlled application of lighting in accordance with current best practice standards.
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3.3.49 It is assumed there would be no floodlighting associated with construction compounds, car parking and working areas. Task and background lighting will be required. There will be a curfew at 23:00 to ensure that no lighting will be kept switched on overnight. It is anticipated that only low-level lighting (for security / safety purposes) will be implemented along the perimeter of the construction area as part of a presence detection type security system. 3.3.50 The CEMP would incorporate measures, such as post-installation checks, to ensure that any temporary lighting is suitably controlled (i.e. operating as intended). Noise Management 3.3.51 It is anticipated that the CEMP would outline noise mitigation measures and the application of Best Management Practices of construction, as outlined in BS 5228-1:2009+A1:2014 'Code of practice for noise and vibration control on construction and open sites - noise' (Ref. 3.10). Mitigation measures which would be considered include using quiet construction methods, locating plant and equipment away from noise sensitive properties, limiting hours of construction, and ongoing monitoring and liaison with the local community and LCC. Waste Management 3.3.52 It is likely that waste will be generated during the construction phase for example, packaging from deliveries and off-cuts of materials that are surplus to requirements. The Site will be subject to a specific Site Waste Management Plan as a planning condition to ensure that waste generated from carrying out the works is kept to a minimum. 3.3.53 It is assumed that movement of materials will adhere to the guidance set out in the 'Construction Code of Practice for the Sustainable Use of Soils on Construction Sites' (Ref. 3.11). Agricultural Soil Management 3.3.54 Agricultural soil will need to be stripped as part of the enabling works to allow for the construction compound and material storage area associated with the temporary works outside the operational Site. Where land will be returned to agricultural use post-construction, construction methods will be taken to ensure the land remains agriculturally viable post-construction. 3.3.55 This is likely to include: Stripping of topsoil and subsoil, when weather and soil conditions are suitable (i.e. not during wet inclement weather conditions); Surface stripping then separating storage and management of topsoil and subsoil into storage heaps, which are well aerated and covered to limited infiltration and dust generation; Return of topsoil / subsoil to the original areas, in separate layers (where possible) across land not occupied by permanent new infrastructure; Use of appropriate machinery to minimise soil compaction, for example, reducing the use of heavy plant or tracked vehicles passing over topsoils / subsoils; and / or Digging out and aerating any highly compacted areas of organic soil to be reused as topsoil. 3.3.56 The above measures will be captured within the Soil Management Plan, completed in accordance with Defra’s Good Practice Guide for Handling Soils (Ref. 3.12).
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Ecological Protection Measures 3.3.57 As identified in the Preliminary Ecological Appraisal (PEA) (see Appendix 11.1), habitats within the Site and surrounding area have the potential to support various species. Various mitigation requirements will be detailed in the CEMP. This will include the following: Precautionary Working Method Statements (PWMS) will be included in the CEMP to manage potential reptile and amphibian activity within the Site. Further details are provided in the EMP (Appendix 3.1). PWMS would be prepared by competent ecologists in advance of construction. These would require pre-commencement checks and working practices, such as managed strimming of the grassland, hand-searches for reptile presence, and a suitable ecologist being present during construction. Should reptiles be found during construction, works would cease and the ecologist be notified to recommend further action. The PWMS will be included in the CEMP in addition to further protected species protective measures management plans. Toolbox talks will be given to brief site operatives on ecological issues and requirements.
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REFERENCES Ref. 3.1: BS 4142:2014 Methods for Rating and Assessing Industrial and Commercial Sound. Ref. 3.2: BS5489-1:2013 Code of Practice for the Design of Road lighting. Lighting of roads and public amenity areas. Ref. 3.3: BS EN 12464-2:2014 Light and Lighting. Lighting of work places. Outdoor work places. Ref. 3.4: Department for Communities and Local Government (DCLG) (2019) The National Planning Policy Framework. DCLG, London. Ref. 3.5: Construction Industry Research and Information Association (CIRIA) C753: The SuDS Manual, 2015. Statutory guidance for Sustainable Urban Drainage. Ref. 3.6: Environment Agency (2013) Rainfall Runoff Management for Developments Guidance [online]. Available at: https://www.gov.uk/government/publications/rainfall-runoff-management-for- developments Ref. 3.7: WRc Plc, Sewers for Adoption 7th Edition - A Design & Construction Guide for Developers, 2012. Ref. 3.8: CIRIA guidance C532 - Control of Pollution from Construction Sites. Ref. 3.9: CIRIA C692 Environmental good practice on-site, Third edition, 2010. Ref. 3.10: BS 5228-1:2009+A1:2014 Code of practice for noise and vibration control on construction and open sites – noise. Ref. 3.11: Department for the Environment, Food and Rural Affairs (Defra) (2009) Construction Code of Practice for the Sustainable Use of Soils on Construction Sites [online]. Available at: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/7 16510/pb13298-code-of-practice-090910.pdf Ref. 3.12: Defra, 2000. The Good Practice Guide for Handling Soil [Online]. Available: https://webarchive.nationalarchives.gov.uk/20090317221756/http://www.defra.gov.uk/farm/environm ent/land-use/soilguid/index.htm
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4
CONSIDERATION OF ALTERNATIVES
PUBLIC
4 CONSIDERATION OF ALTERNATIVES
4.1 INTRODUCTION 4.1.1 This Chapter outlines the main alternatives to the Proposed Scheme that have been considered by the Applicant, together with the principal reasons for proceeding with the Proposed Scheme. 4.2 REQUIREMENT FOR THE CONSIDERATION OF ALTERNATIVES 4.2.1 Schedule 4 of the Environmental Impact Assessment (EIA) Regulations (Ref. 4.1) states that an Environmental Statement (ES) should include; “A description of the reasonable alternatives (for example in terms of development design, technology, location, size and scale) studied by the developer, which are relevant to the proposed project and its specific characteristics, and an indication of the main reasons for selecting the chosen option, including a comparison of the environmental effects”. 4.2.2 To accord with the EIA Regulations, the following alternatives have been considered: Alternative Sites; Design Iterations; and Construction Alternatives. 4.3 ALTERNATIVE SITES BACKGROUND Park & Ride in Leeds 4.3.1 Leeds City Council have determined there is a requirement for Park & Ride schemes in Leeds to address the following local transport problems: Commuting into Leeds City Centre is currently dominated by car, with levels of car trips into the city centre much higher than in other UK core cities; There is currently congestion, with extended and highly variable journey times, during the morning and evening peak hours periods along key radial routes into the city centre. This is constraining the attractiveness of the city centre for both current and prospective employers, employees and investors, thereby hampering the business and economic growth potential of Leeds due to the difficulties accessing the city centre and other key employment sites. Congestion has also contributed to Leeds suffering poor air quality, particularly in the city centre; and Parking charges in the city centre have increased sharply over the last 5 years and are likely to further increase as car parking capacity is reduced as an active part of parking policy. 4.3.2 Within the Leeds Core Strategy (LCS) adopted in November 2014 (Ref. 4.2) and the saved policies of the adopted Leeds Unitary Development Plan (UDP) Review 2006 (Ref. 4.3) LCC allocated a number of sites throughout Leeds for future development as Park & Ride sites, including the Site at Alwoodley Gates. 4.3.3 In the 1990s, LCC constructed the city’s first Park & Ride scheme at King Lane, north Leeds. In 2014, a Park & Ride scheme at Elland Road was completed, and, in 2015, the Park & Ride at Temple Green opened. The Elland Road and Temple Green Park & Ride schemes have proven to
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be highly successful in encouraging sustainable travel into Leeds City Centre, with levels of uptake at both sites having exceeded expectations. In 2016, the Elland Road Park & Ride was expanded from 425 parking spaces to a total of 800 spaces. Need for a Park & Ride in North Leeds 4.3.4 With available funding from central government through the Leeds Public Transport Investment Programme (LPTIP), LCC are seeking to deliver Park & Ride schemes as part of the wider strategy of delivering a ‘ring’ of sites around Leeds, whilst also providing a better and more sustainable travel options to people visiting or working in the city centre. 4.3.5 As such, LCC examined options for Park & Ride in north Leeds. The single existing Park & Ride site in north-Leeds is the King Lane Park & Ride. This site has a limited capacity of 155 spaces, and unlike more recent Park & Ride schemes, does not benefit from a high quality express bus service provision and has poor-quality waiting facilities. There is currently no Park & Ride site located directly on the A61 Harrogate Road in north-Leeds. Much of north-Leeds also has poor access to the rail network; the closest rail stations are located at Horsforth / Headingley / Burley Park in west- Leeds, and Seacroft in east-Leeds. There is, therefore, a large residential catchment area between these two railway lines in north-Leeds and further afield (outside the main urban area) with limited sustainable transport options; rates of private vehicle use for commuting are, therefore, higher than in many other areas of Leeds. Park & Ride at Alwoodley Gates 4.3.6 Given this need for additional Park & Ride facilities in north-Leeds, the suitability of the allocated Site at Alwoodley Gates was examined in an initial feasibility assessment undertaken by WSP in May 2018. This study included demand forecasting, an assessment of the physical feasibility of the Site and a commercial feasibility assessment. The demand forecast suggested that a Park & Ride at Alwoodley Gates is likely to attract an uptake requiring up to 500 parking spaces. An initial design for this number of spaces was shown to be feasible within a Site extent that exceeded the original UDP allocation. 4.3.7 Before further development of the Proposed Scheme, WSP was commissioned to evaluate alternative options for a Park & Ride site to the north of Leeds City Centre, to determine whether a more suitable location than the allocated Alwoodley Gates Site was available. This Alternative Site Assessment is summarised below. ALTERNATIVE SITE ASSESSMENT 4.3.8 The Alternative Site Assessment analysed sites within the northern sectors of Leeds, on areas which are less well served by public transport but still within an area of strategic access to Leeds City Centre. The assessment first consisted of a desk-based study to identify all sites within the northern sector of Leeds that could potentially be used as a Park & Ride site including those previously identified as potential park & ride use within the LCS and UDP. 4.3.9 Following this, 76 sites within north-Leeds were identified. A six-step sifting process was then followed which considered: Sites within north-Leeds that have minimal or no access to rail networks; Suitable site size to support a minimum of 250 parking spaces (measured at 3 hectares (ha) minimum);
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Vicinity to an existing bus service and frequency of bus services set at 10-15 minutes as a minimum; An initial demand forecast model; Environmental constraints present within and / or near to the Site such as designated ecologically protected sites, heritage assets, air quality management areas, flood zones, geologically important sites and designated areas for landscape; Planning constraints; and Deliverability by 2021 (a requirement of available funding). 4.3.10 A total of 76 sites were identified initially within the assessment, 19 of which were taken through to the initial demand forecast modelling stage of the sifting process above. The initial demand forecasting grouped the remaining 19 sites into five cordons based on access to the same bus services, access to the sites via the same major / strategic roads and distance to the city centre; one cordon being the A61 Harrogate Road / Alwoodley. The assessment then considered the financial feasibility of the sites in line with the demand forecasting results to ensure the site was commercially viable and operable with the existing bus services. From these, the A61 Harrogate Road / Alwoodley cordon was identified as the most viable in terms of demand and financial feasibility due to sufficient demand levels and an existing high quality express bus service passing nearby. 4.3.11 Following the demand forecast modelling, the next stage of the sift process considered the sites in terms of environmental constraints. The environmental constraints considered included proximity to designated sites (such as Local Nature Reserves and Site of Special Scientific Interest (SSSI)), loss of priority habitat, landtake from conservation areas, effects to local landscape character, proximity to heritage assets and proximity to sites of geological importance. The assessment of environmental constraints reduced the sites to 16, all of which scored medium on environmental constraints identified with only one site scoring low (i.e. least environmentally sensitive). 4.3.12 The assessment then considered the planning and deliverability constraints to reaching substantial scheme completion by 2021. These included constraints from land ownership, direct access to existing road network, existing good quality bus provision, any existing planning applications on the sites and the existing conditions of the sites. This process discounted the single site that scored low on environmental constraints due to the site having no direct access to the road network and existing use as a football field which would result in a loss of recreational space. 4.3.13 A total of 11 sites were taken through to the final stage of the assessment, all of which were located adjacent to radial, primary routes into Leeds City Centre which have frequent and direct bus connections into the city centre (i.e. A61 Harrogate Road / Alwoodley, A660 and A58). Final scoring of these remaining sites concluded that the Site at Alwoodley Gates was the most suitable for a park & ride scheme. The Site benefits from being situated adjacent to the existing radial, primary road network (A61 Harrogate Road), provides the required demand for a financially feasible site and would have easy access to existing high quality, high frequency bus services. The Site further benefits from minimised environmental constraints, previous partial allocation for park & ride use and potential deliverability by 2021. 4.4 SCHEME DESIGN ITERATIONS INTERACTION BETWEEN EIA AND DESIGN 4.4.1 Further to the consideration of alternative sites for the Proposed Scheme, the consideration of scheme designs has been undertaken with thought to environmental constraints and opportunities.
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4.4.2 The Institute of Environmental Management and Assessment (IEMA) issued guidance on the interaction of design and EIA as part of ‘Shaping Quality Development’ which was published in November 2015 (Ref. 4.4). This guide establishes the principles and framework for maximising the interaction between the EIA and project design processes within the decision-making process to ensure proportionality within practice and to ‘design out’ many likely significant environmental effects. This is illustrated in Extract 1 below.
Extract 1: The link between Design and EIA processes and Mechanisms to Delivery Mitigation (Adapted from Lochner 2005), as outlined in ‘Delivering Quality Development’
4.4.3 The principles and framework set out in this guidance have been used during the EIA process reported within this ES. A series of key environmental desktop and baseline surveys were completed to inform the design process. In tandem, there has been stakeholder engagement to review and refine the evolving design of the Proposed Scheme.
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4.4.4 An overview of the key decisions relating to alternative designs considered is provided below, and a summary of the environmental considerations within the evolution of the design are described in Table 4-2. UDP ALLOCATION OR LARGER SITE 4.4.5 Consideration was given to whether the required parking spaces and supporting infrastructure could be delivered within the extent allocated within the LCS and saved policies of the UDP (0.88ha). A feasibility assessment of the allocated boundary suggested this boundary could support 230-250 spaces, which would likely be reduced to around or below 200 once the need for detailed landscaping and sustainable drainage was considered. 4.4.6 An assessment of the comparative advantages and disadvantages of the smaller site (0.88ha) against a larger site of 5.8ha was undertaken. Within this, the following environmental implications summarised in Table 4-1 were noted.
Table 4-1 – Environmental Considerations for the UDP Extent Smaller UDP Site (0.88ha) Larger Site (5.8ha)
Less landtake from Green Belt and Additional space allows the parking to Advantages agricultural land required. be located further away from residential properties, thereby reducing impacts relating to noise, air quality, visual amenity and lighting on these properties. Additional space allows for a more effective landscape design to screen visual impacts and deliver biodiversity enhancements. Capacity to incorporate a northern access, which reduces congestion through the GSAL roundabout adjacent to residential properties.
The required spaces would be densely More landtake from Green Belt and Disadvantages packed closest to the adjacent agricultural land required. residential properties on Harrogate Road and Wigton Grove – worse effects on visual amenity, noise, air quality and lighting. Fewer parking spaces mean a reduced potential to alleviate city centre traffic and associated air quality and noise issues and greenhouse gas emissions. 4.4.7 On the basis of planning for future growth and Leeds’ transport ambitions and evident Park & Ride demand, further to the environmental considerations above, the decision was taken to proceed with the larger Site extending beyond the UDP allocation. CAR PARK LAYOUT 4.4.8 Within the extent of the larger site outside the UDP allocation, a circular car park layout located centrally within the Site was proposed. The circular design was chosen against other potential layouts as it facilitates consistent access to the central terminal building regardless of the aspect of
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the Park & Ride within which its users park. The circular layout located centrally within the Site also allows the Proposed Scheme to embrace the advantages of the larger site as outlined in Table 4-1 above; moving the car parking area and terminal building away from residential properties and facilitating maximum space for attenuation ponds and a landscaping scheme surrounding the car park and screening residential properties. 4.4.9 Several options for bus circulation within the Proposed Scheme were considered. This comprised the following options: Option 1 – allows turning within the Site via a dedicated bus roundabout (with central green space area) in the centre of the Site; Option 2 – allows turning within the Site via a “banjo” style turning area; and Option 3 – no dedicated turning facility for buses within the Site. 4.4.10 It was recognised that Options 1 and 2 reduced the available space for pedestrian access routes and usable green space within the Site. With Option 3, a rerouted existing bus service could access via the northern access and exit via the southern access. While this adds additional distance to such a bus service, it was judged that the benefits for safety and increased space for pedestrian routes and green infrastructure made Option 3 favourable. The design was amended to include an emergency turning area within the central area of green space, albeit requiring a smaller loss of green space compared to Option 1 and 2. A61 HARROGATE ROAD LAYOUT 4.4.11 Further to the requirement for a right-turn pocket for the northern access, further design measures have been considered for the A61 Harrogate Road. 4.4.12 It was recognised that the Proposed Scheme presents an opportunity to support future proposals for improved cycling infrastructure on the A61 Harrogate Road, by improving cycle connections with the existing West Yorkshire Cycle Route: Bramhope 4. As such, the design of the northern access was amended, and the Proposed Scheme includes the relocation of the stone boundary wall to future proof the design to support new cycling infrastructure as part of a possible future scheme. 4.4.13 Microsimulation transport modelling was undertaken to inform the design. This identified potential risks to traffic congestion in the morning peaks coming in and out of the Park & Ride on to the A61 Harrogate Road / Grammar School at Leeds (GSAL) roundabout. As such, the design was amended to include signals at this roundabout to provide bus priority and ensure bus services to the Park & Ride are not inhibited by general traffic. LANDSCAPING AND BIODIVERSITY 4.4.14 Given the location of the Site within the Green Belt, in proximity to Eccup Reservoir SSSI and residential receptors it was recognised from the outset that the Proposed Scheme would require substantial landscaping in order to minimise adverse effects. It was, however, also identified that the available landscaping scheme provides an opportunity for enhancements. 4.4.15 A Landscape and Visual Appraisal was undertaken in January 2019 to establish baseline conditions, from which contributions could be made to the design process and establish primary mitigation. This study also included a Green Belt review to understand how the Site performs against the purposes of the Green Belt. The design inputs and mitigation established in the design from this study are summarised in Table 4-2.
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4.4.16 Through engagement with LCC landscape and biodiversity officers in regard to the early design, it was identified that there was an opportunity to ensure the creation of new habitats as part of the landscaping design are connected with existing habitats, thereby improving habitat networks / connectivity. As such, the Site was extended to the northern field to allow the planting of a 10m wide ‘habitat corridor’ between newly created landscape planting and the Harewood woodlands to the north. The ecology team within WSP worked with WSP landscape architects to ensure the design effectively enhanced habitat connectivity. TERMINAL BUILDING 4.4.17 Alternative terminal building layouts, use and designs were considered by the appointed architects. This design and optioneering process included consideration of the environmental context and constraints, as informed by the baseline environmental studies. This included the need to limit the height of the building to reduce visual impact, and to ensure the appearance of the building is sympathetic to landscape character. As such, the building has been limited to a height of one storey and does not include a clock tower feature like terminal buildings at other park & ride schemes in Leeds do. While the external cladding / materials are yet to be agreed, the options considered will be appropriate to the character of the area, focusing on natural products such as timber and stone wherever possible. These materials will be used to minimise any effect on visual amenity and landscape character. The roof of the terminal building will also have 90% coverage of solar panels in order to meet the buildings energy needs and reduce greenhouse gas emissions. Further details will be approved through an appropriate planning condition. SUMMARY OF ENVIRONMENTAL INFLUENCE ON DESIGN 4.4.18 Following the collection of baseline information for the Site (through desk-studies and on-site surveys) a series of environmental constraints and opportunities were identified. The key environmental topics which have influenced design iterations and embedded design measures are described in Table 4-2.
Table 4-2 - Environmental Considerations in the Evolution of the Proposed Design
Technical Topic Overview of Influence on Design
Traffic and Transport Extensive transport studies, including surveys and modelling, have been undertaken to ensure the design of the Proposed Scheme achieves its objectives for sustainable transport, while minimising any negative effects for other modes of transport. Key design measures include: Widening of the highway to support new cycling infrastructure as part of future schemes; and Addition of signals for bus priority at the GSAL / A61 Harrogate Road roundabout to ensure buses are not inhibited by general traffic.
Biodiversity Ecological surveys have been undertaken for the Site and surrounding area early in the design process. The key design measures include: Following wintering bird surveys, recommendations were made in regard to the lighting strategy to minimise light spill and associated disturbance into areas associated with the wintering wildfowl assemblage using Eccup Reservoir and surrounding fields. These recommendations have informed the lighting strategy.
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Technical Topic Overview of Influence on Design
Building on an understanding of the ecological value of the Site established through surveys, ecological inputs have been provided to the landscape strategy. This includes input to the species mix – native species were encouraged for ecological value. The attenuation ponds have been designed as ecological habitats in addition to serving as attenuation. This involved designing the ponds to hold water year-round, and marginal plants have been proposed to create ecologically valuable wetland habitats.
Landscape and Visual A Landscape and Visual Impact Appraisal was undertaken to establish a visual baseline and understand the potential impact of the Proposed Scheme. This has informed the overall design of the Proposed Scheme. The key measures embedded in the design as a result of this work include: The incorporation of a stone wall feature at the entrance to the Park & Ride, re-using or replicating the existing stone wall if possible. It was identified that this feature is in keeping with the local landscape character. Hedgerows will be retained and enhanced where possible. To limit views and light spill, it was recommended that lighting columns are as low as possible. In response, rather than few tall columns, the lighting strategy incorporates a greater number of lighting columns at only 10m high in the Park & Ride to achieve the desired lighting levels. Considerations for landscape character and visual amenity were incorporated in to the design of the terminal building. It was recognised that the height of the building should be kept to a minimum, and materials were recommended that would be sympathetic to local landscape character.
Water Environment From the Drainage Strategy established in the initial feasibility assessment, it was recognised that the Proposed Scheme would require an effective drainage design that ensured no deterioration in the quality of local hydrology (including Eccup Reservoir) and did not increase local flood risk. As such, a hierarchical system of sustainable drainage system (SuDS) measures was embedded in the design to control and treat run-off: filter drains, swales, rain gardens and attenuation ponds.
Arboricultural An Arboricultural survey was undertaken for the Site and surrounding area during the early stages of the design process (see Appendix 2.1: Detailed Arboricultural Report). This identified the baseline Arboricultural resources and constraints, used to inform the scheme design.
Historic Environment A Historic Environment Desk-Based Assessment (HEDBA) was undertaken at an early stage to identify the presence of known or potential heritage assets that may be affected by the proposals, assess the likely impacts (direct and setting) of the feasibility design and provide a suitable strategy to mitigate any adverse effects (see Appendix 10.1: HEDBA). Through consultation with the West Yorkshire Archaeological Advisory Service (WYAAS) it was determined that a Geophysical Survey would be undertaken to identify any buried archaeological remains and ensure the design could respond to constraints should these be identified (see Appendix 10.2: Geophysical Survey Report). WYAAS further advised that archaeological Trial Trenching would be required to confirm the presence or absence of buried archaeological
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Technical Topic Overview of Influence on Design
remains (see Appendix 10.3: Archaeological Trial Trench Evaluation Report).
Artificial Lighting A Baseline Lighting Assessment was undertaken for the Site and surrounding area during the early stages of the design process (see Appendix 14.2: Baseline Artificial Lighting Assessment). This identified the baseline lighting environment and sensitive receptors and was used to inform the scheme lighting design.
Climate Change The terminal building design includes 90% coverage of the roof with solar panels, which will be enough to meet the energy demands of the building. This therefore reduces greenhouse gas emissions associated with the Proposed Scheme. In regard to climate change resilience, the Drainage Strategy (LPTIP1-WSP- ARP-ARP-RP-CD-DSR) has been designed to accommodate the projected impacts of climate change for the design life of the Proposed Scheme in regard to surface water flooding (see Chapter 3 – Description of the Proposed Scheme). 4.5 CONSTRUCTION ALTERNATIVES 4.5.1 The EIA team worked closely with the appointed Contractor to ensure construction arrangements minimised environmental effects. An overview of the key construction practices which have responded to environmental input are outlined below. Furthermore, as per best practice outlined in Extract 1, an Environmental Management Plan (EMP) has been prepared to record environmental mitigation and will be used as a basis for the Construction Environmental Management Plan (CEMP) (see Appendix 3.1: EMP). Construction Layout 4.5.2 It was recognised that the construction layout should minimise disturbance to adjacent residential properties and ecological receptors. Therefore, the compound cabins and staff parking will be located in the east of the Site adjacent to the A61 Harrogate Road. Due to the aspect of adjacent properties they will therefore not have direct views of the cabins or parking areas and noise from these uses will be experienced in the context of existing traffic on the A61 Harrogate Road. This location also limits disturbance to Eccup Reservoir SSSI and associated wintering and passage birds using adjacent fields. ‘Off-site’ Storage Area 4.5.3 Due to the potential volumes of topsoil to be removed, the appointed Contractor identified a potential laydown / material storage requirement for land outside the footprint of the operational Park & Ride. Through consultation with LCC’s Agricultural team on behalf of the tenant farmers, it was raised that any use of ‘off-site’ land should be minimised and limited to topsoil storage only to minimise any negative effects on the viability of the soil for future crops. It was therefore agreed with the appointed Contractor that use of this ‘off-site’ area would be limited to topsoil storage and the extent reduced. The extent as shown in Figure 3.1: Intended Compound Layout is the maximum extent anticipated to be required for ‘off-site’ topsoil storage; the required extent will be further reviewed during the detailed design process and will seek to be decreased in size.
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4.5.4 The location of the ‘off-site’ topsoil storage has been selected to avoid the constraints presented by the Yorkshire Water mains to the west of the Site, while seeking to reduce construction activity in proximity to ecological and residential receptors. As such, it is located north of the operational Site and adjacent to the A61 Harrogate Road. 4.6 SUMMARY AND CONCLUSION 4.6.1 A number of alternatives have been considered by the Applicant and the project team. An overview and a summary of the design process has been provided above. The design of the Proposed Scheme has taken into account a number of environmental constraints and where applicable integrated them into the design. By doing so a number of likely significant effects have either been reduced in severity, removed altogether or have resulted in positive effects.
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REFERENCES Ref. 4.1: Town and Country Planning (Environmental Impact Assessment) Regulations 2017. Statutory Instrument 2017 No. 571. Ref. 4.2: Leeds City Council, Core Strategy Adopted 2014. Available at: https://www.leeds.gov.uk/planning/planning-policy/adopted-local-plan/core-strategy-introduction Ref. 4.3: Leeds City Council 2019, Unitary Development Plan. Available at: https://www.leeds.gov.uk/planning/planning-policy/adopted-local-plan/unitary-development-plan Ref. 4.4: Institute of Environmental Management and Assessment guidance (IEMA) Shaping Quality Development, November 2015.
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5
APPROACH TO EIA
PUBLIC
5 APPROACH TO EIA
5.1 INTRODUCTION 5.1.1 This Chapter outlines the approach to the Environmental Impact Assessment (EIA), in particular the objectives and overall strategy for the EIA developed by WSP and the wider Project Team. Scoping has been an ongoing process, which is documented within this Chapter alongside the evidence base associated with those topics and elements of topics scoped out of the assessment. The approach to consultation is also clearly outlined in this Chapter, together with the approach to proportionate assessment including the assessment criteria and the methodology for assessing cumulative effects. 5.1.2 Details in relation to the consideration of alternatives are addressed in Chapter 4 – Consideration of Alternatives and the approach to cumulative effects assessment is provided in Chapter 15 – Cumulative Assessment. 5.1.3 The EIA has been undertaken in accordance with the EIA Regulations (Ref. 5.1), the National Planning Practice Guidance (PPG) (Ref. 5.2), IEMA’s EIA Guide to Shaping Quality Development (Ref. 5.3) and IEMA’s EIA Guide to Climate Change Resilience and Adaptation (Ref. 5.4). 5.1.4 A detailed overview of the Site’s status in relation to relevant planning policy is discussed within the Planning Statement that accompanies this Environmental Statement (ES) as part of the Planning Application. 5.2 OBJECTIVES OF THE EIA 5.2.1 The key objectives of the EIA are as follows: Set the legal framework; Document the consultation process; Consider the alternatives to the Proposed Scheme; Establish baseline environmental conditions at the Site and within the surrounding area; Identify likely significant effects during the design process so that some effects can be avoided, prevented, reduced or, if possible, offset prior to the assessments within the ES (i.e. demonstrating an iterative approach to EIA); Identify, predict and assess the environmental effects associated with the Proposed Scheme: beneficial and adverse; permanent and temporary; direct and indirect; short / medium / long term; and significant or not significant; Identify, predict and qualitatively assess the cumulative effects of the Proposed Scheme including those associated with other developments; Identify suitable mitigation measures to avoid, prevent, reduce or, if possible, offset likely significant adverse effects on the environment and identify the likely significant residual effects following the implementation of these measures; and Identify monitoring measures where likely significant residual effects are identified. 5.3 SCREENING (REGULATIONS 5, 6 AND 7) 5.3.1 As set out in Section 1.3 of Chapter 1 – Introduction, due to the characteristics of the Proposed Scheme and the extent of the Site (9.23 hectares (ha)), the Proposed Scheme falls under Schedule
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2, Part 10(f) of the EIA Regulations. Following a request for an EIA Screening Opinion on 11 January 2019, LCC Planning determined the Proposed Scheme comprises EIA Development and will therefore require EIA as part of the Planning Application (see Appendix 1.1: EIA Screening Report and Opinion). 5.4 SCOPING (REGULATION 15) EIA SCOPING REPORT 5.4.1 As set out in Section 1.3 of Chapter 1 – Introduction, an EIA Scoping Report (see Appendix 1.2) was submitted to LCC Planning on 15 May 2019 alongside a request for a formal Scoping Opinion in accordance with the EIA Regulations. As part of LCC Planning responsibility under Regulation 15 of the EIA Regulations, they undertook consultation with the following external consultees: Environment Agency; Network Rail; Yorkshire Water; Natural England; LCC Environmental Studies Transport Strategy Team; LCC Air Quality Officer; LCC Environmental Quality Officer; LCC Highways Officer; LCC Landscape Officer; LCC Conservation Officer; LCC Local Plan Officer; and LCC Contaminated Land Officer. SCOPING OPINION 5.4.2 LCC Planning provided a formal Scoping Opinion on 13 August 2019 (see Appendix 1.3) in which they reviewed the EIA Scoping Report and supporting documentation to consider the scope of the potential likely significant effects on the environment associated with the Proposed Scheme. LCC Planning concurred with the following topic areas or elements to be assessed as part of the ES: Traffic and Transport (Chapter 6); Noise and Vibration (Chapter 7); Air Quality (Chapter 8); Landscape and Visual (Chapter 9); Cultural Heritage (Chapter 10); Biodiversity (Chapter 11); Water Quality, Resources and Hydrology (Chapter 12) Ground Conditions and Contamination (Chapter 13); Artificial Lighting (Chapter 14); and Cumulative Assessment (Chapter 15). 5.4.3 The ES has been prepared based on the EIA Scoping Opinion received. The topics listed above and their associated likely significant environmental effects have therefore been taken forward and assessed within this ES. The specific responses received in the EIA Scoping Opinion that are relevant to this ES are summarised in Table 5-1, together with an indication of how they have been
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taken into account during the preparation of the ES. The comments generally follow the structure of the EIA Scoping Report.
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Table 5-1 – Actions Following Receipt of LCC’s Scoping Opinion (Appendix 1.3)
Technical Chapter Comments Provided in the Scoping Opinion How This Has Been Taken into Consideration in the ES
Traffic and Transport Recommend that Highways England are consulted to discuss the No action required. It is forecast that all the traffic impacts impact upon the Strategic Road Network in more detail. Officers associated with the Proposed Scheme would occur away from the can also provide additional information regarding baseline data Strategic Road Network for which Highways England is and the necessary methodology for the transport assessment. responsible. See Chapter 6 – Traffic and Transport.
Noise and Vibration Extensive discussions between the Environmental Studies No action required. Further consultation has been undertaken Transport Strategy Team and WSP have been had prior to drafting throughout the preparation of the ES as outlined in Chapter 7 – the EIA Scoping Report regarding air quality, noise and artificial Noise and Vibration and Chapter 8 – Air Quality. lighting arising from the construction and operation of the proposed park & ride Site. The team are satisfied that the necessary criteria and parameters for assessment are included in the report.
Air Quality As noted within the submitted scoping report, the Site is not A cost damage calculation exercise has been completed (see located within an AQMA, with the nearest one around 7km away. Chapter 8 – Air Quality and Appendix 8.4: Operational Phase The Council’s Air Quality Team have been consulted and although Assessment) following the West Yorkshire Air Quality and they do not raise any objections to the approach as set out in the Emissions Technical Planning Guidance and Defra's guidance on Scoping Report, they would request mitigation from any of the valuing impacts on air quality. scheme’s negative impacts. Furthermore, the proposal is likely to constitute a ‘major’ development for the purposes of the West Yorkshire Air Quality and Emissions Technical Planning Guidance (part of the West Yorkshire Low Emission Strategy). As such a cost damage calculation should also be incorporated as part of the EIA to calculate the appropriate level of mitigation required for the increase in vehicle emissions on the wider road network resulting from the scheme.
Landscape and Visual The Site is located within the Green Belt and on a settlement edge Further details about the impact of the Proposed Scheme on visual with nearby housing, including a proposed residential amenity and landscape character are provided in Chapter 9 – development. The Site would lead to a loss of an arable field and Landscape and Visual. represent a detrimental impact on the essential characteristics of
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Technical Chapter Comments Provided in the Scoping Opinion How This Has Been Taken into Consideration in the ES the Green Belt, namely its openness and permanence. The Council will therefore require a robust landscaping assessment and sufficient evidence regarding the proposal’s visual impact to accurately calculate the proposal’s visual intrusion in the Green Belt.
Landscape and Visual A Landscape and Visual Impact Assessment will be required to Viewpoints have been confirmed with LCC via consultation with include theoretical zone of visual influence and receptor viewpoints the Landscape Officer. Viewpoint photographs are presented in in particular from vantage points, public rights of ways (PRoW) and Figures 9.4A-G. Two photomontages have been produced and views from the main road. Representative photographs and are presented in Figures 9.5 and 9.6. Figure 9.1 presents the photomontages showing the indicative development should also Zone of Theoretical Visibility (ZTV) – see Chapter 9 – Landscape be included in the assessment. and Visual for further details of the methodology for the assessment and the consultation undertaken to date.
Landscape and Visual The comprehensive landscape strategy should influence the Chapter 3 – Description of the Proposed Scheme provides a design process, and the ability of good landscaping to mitigate the summary of the Landscape Strategy incorporated into the design identified environmental impacts should be a theme throughout the of the Proposed Scheme. Chapter 4 – Consideration of application. Alternatives presents the environmental aspects considered as part of the design. An assessment of the effects on landscape character and visual amenity can be found in Chapter 9 – Landscape and Visual.
Natural England The Site is close to the Eccup Reservoir Site of Special Scientific DAS has been sought from Natural England and response Interest (SSSI) and note the proximity of open fields and plantation provided on 5 August 2019 (see Appendix 1.4). Natural England to the Site. The LCC nature conservation officer recommended are satisfied with the surveys to date should their that you consult with Natural England using their Discretionary recommendations and requests for further information be included Advisory Service (DAS) to confirm that only wintering bird surveys within the ES / Appendices. Details of the response to the DAS are required. The officer is concerned that if passage and breeding can be found in Table 11-3 of Chapter 11 – Biodiversity. surveys are needed then this confirmation will be too late for this season, delaying the investigations for the following year.
Water Although no issues are anticipated, the Environment Agency The Drainage Strategy (LPTIP1-WSP-ARP-ARP-RP-CD-DSR) recommend that you include a section on how foul and surface summarises how foul and surface water will be managed across water drainage would be managed within the development and to the development. This incorporates standing advice from Yorkshire
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Technical Chapter Comments Provided in the Scoping Opinion How This Has Been Taken into Consideration in the ES seek guidance from Yorkshire Water regarding water supplies and Water as a statutory consultee for surface and foul water. A the appropriate drainage measures. summary of the Drainage Strategy can be found in Chapter 3 – Description of the Proposed Scheme.
Ground Conditions and The Site is outside any recorded mine workings and it is not A Phase 1 Geo-Environmental and Geotechnical Assessment and Contamination identified as a Surface Coal Resource Area. The Council’s Phase 2 Preliminary Ground Investigation Report has been contaminated land officers will require a Phase I desk study report prepared and are provided in Appendix 13.1 and 13.2 respectively with any planning submission, and depending on the report’s (see Volume 2 of this ES). outcome then a Phase II site investigation report and remediation statement may also need to be included with the application.
Cumulative The submitted scoping report identifies the ways in which the An in-combination assessment matrix has been provided and various chapters interrelate with each other and this report is assessed in Chapter 15 – Cumulative Assessment. Further considered to be broadly acceptable, subject to a comprehensive details on the comprehensive approach to landscaping and approach to landscaping and ecology. ecology are provided in Chapter 9 – Landscape and Visual and Chapter 11 – Biodiversity.
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ONGOING SCOPING 5.4.4 As EIA is an iterative process taking place alongside the design of the Proposed Scheme, the process of scoping the assessment has been ongoing. Since submission of the Scoping Report, the design has developed to include the following changes: Development of the terminal building design and associated public realm; Alterations to the A61 Harrogate Road to facilitate ambitions for cycling infrastructure delivered through a future scheme; and Signalisation of northbound movements along the A61 Harrogate Road to allow buses to exit the southern access freely. 5.4.5 In addition to the above, land west of the operational Site is no longer included within the Site; due to the presence of water mains in this location, topsoil storage will instead utilise an area within the northern field (see Chapter 3 – Description of the Proposed Scheme). This field west of the Site was intended to be used as the location for a temporary compound during the construction phase. Following ongoing discussions, and due to the risk associated with construction works near or above the water mains, the temporary compound will be located within the north-eastern boundary of the Site in the northern field, adjacent to the location of the proposed habitat corridor, and will be used for topsoil storage only (see Figure 3.1: Intended Compound Layout). 5.4.6 The design developments are in line with that submitted during the Scoping Report and therefore the Proposed Scheme remains materially the same (see Appendix 1.2: EIA Scoping Report). The scope of assessment for technical topics considered in this ES has not changed following receipt of the EIA Scoping Opinion (see Appendix 1.3), as such no change to the topics and elements considered in the ES has occurred due to design developments or the EIA Scoping Opinion. 5.4.7 The scope of effects considered in Chapter 11 – Biodiversity has been expanded following consultation with stakeholders. Advice received from Natural England from their DAS (see Appendix 1.4) recommended that an assessment of the potential effects to the trans-Pennine bird migration route was considered. As such, the assessment of effects on passage birds for both construction and operation within Chapter 11 – Biodiversity now includes consideration of the trans-Pennine bird migration route within the scope of this effect. TOPICS SCOPED INTO THE ASSESSMENT 5.4.8 Following receipt of the Scoping Opinion, consultation and ongoing scoping, the topics and topic elements scoped into the EIA are set out in Table 5-2 below.
Table 5-2 – Topics and Elements Scoped into the Assessment
Topic Elements Scoped into the Assessment
Traffic and Transport Nuisance and disruption to users of the local road network due to additional temporary traffic and diversion routes during construction; Nuisance and disruption to users of the local road network due to changes in traffic levels during operation; and Improvements to public transport provision and connectivity to Leeds City Centre.
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Topic Elements Scoped into the Assessment
Noise and Vibration Disturbance to sensitive receptors from the generation of noise and vibration from on-site activities during the construction phase; Increase in noise from development generated road traffic movements on the local road network immediately surrounding the Proposed Scheme, including the A61 Harrogate Road immediately to the east; Disturbance to sensitive receptors from noise generated from vehicular movements within the Proposed Scheme including bus arrivals and departures; and Disturbance to sensitive receptors from noise generated by fixed plant within the Proposed Scheme.
Air Quality Dust soiling and human health impacts at identified sensitive receptors due to additional, temporary emissions of construction dust; and Changes in local concentrations of air pollutants due to exhaust emissions from traffic utilising the Site and local road network.
Landscape and Visual Changes to landscape characters and existing visual amenity of the Site and surrounding area due to construction activities; Change to special qualities of Special Landscape Area; and Changes to landscape character and existing visual amenity of the Site and surrounding area due to new built form and landscaping.
Cultural Heritage Loss or disturbance of potential buried archaeological remains; Changes in the setting of designated assets; and Changes in Historic Landscape Character.
Biodiversity Disturbance and degradation of Eccup Reservoir SSSI due to the loss of adjacent habitat, light, noise, vibration, visual disturbance and displacement of qualifying species; Degradation of Eccup Reservoir SSSI as a result of hydrological effects; Changes in habitat, and disturbance from light, noise, vibration and changes in hydrology; Direct and indirect effects relating to disturbance, displacement from the Site / vicinity of species or species assemblages, via loss and changes in habitats and potentially from light, noise, vibration and visual disturbance. Also from general construction activities; and Severance, fragmentation, dividing of habitats, reduction in biodiversity and potential mortality / injury.
Water Quality, Increase in physical contamination (i.e. sedimentation) entering sensitive Resources and receptors due to increased sediment loading during construction. Hydrology
Ground Conditions and Potential release / migration of contamination to controlled waters receptors Contamination during construction.
Artificial Lighting Disturbance and nuisance to residential receptors, users of the local road network and PRoW associated with light spill and glare during construction and operation; and Changes in night-time scene during construction and operation.
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TOPICS SCOPED OUT OF THE ASSESSMENT 5.4.9 As part of ongoing scoping, a number of topics or elements have been scoped out of the EIA and are therefore not reported in the ES. The following summarises this aspect of the process and the justification for scoping out these topics / elements. The full justification for the ‘scoping out’ of the topics listed can be found in Appendix 1.2: EIA Scoping Report in Volume 2 of this ES. The topics scoped out of further assessment in the ES have not changed following receipt of the Scoping Opinion. 5.4.10 The topics ‘scoped out’ during EIA Scoping are: Socio-economics; Health; Risk of Major Accidents and / or Disasters; Microclimate; Waste and Materials; and Climate Change. Socio-Economics 5.4.11 The EIA Scoping Report included a qualitative assessment of potential socio-economic effects of the construction and operation phase of the Proposed Scheme. This included consideration of effects relating to employment, crime and safety and loss of agricultural land. 5.4.12 The Proposed Scheme results in the loss of approximately 6ha of Grade 2 and 3a agricultural land. This loss is minor in the context of available agricultural land in the surrounding area, and comprises a small portion of the total agricultural holdings of the tenant farmers currently using the land on lease from LCC. Where surrounding fields are used during construction, these will be returned to viable agricultural use post-construction. 5.4.13 As such, effects related to socio-economics during construction and operation were considered insignificant in relation to the Proposed Scheme and were therefore not considered further as part of this ES. Health 5.4.14 A Rapid Health Impact Assessment (RHIA) carried out during EIA Scoping concluded that health impacts relevant to the Proposed Scheme have been considered integral to the design process or part of the assessment for a different technical topic. Where health effects have been considered relevant to other technical chapters, these have been clearly identified within the EIA Scoping Report for inclusion within this ES and are as follows: Chapter 6 – Traffic and Transport considers traffic movements and potential effects on accessibility, active travel and connectivity; Chapter 7 – Noise and Vibration considers effects associated with noise on identified sensitive receptors; Chapter 8 – Air Quality considers effects associated with dust and vehicle emissions on identified sensitive receptors; Chapter 9 – Landscape and Visual considers effects relating to visual amenity on sensitive residential or community receptors and landscaping; Chapter 11 – Biodiversity considers enhancement opportunities for biodiversity; and
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Chapter 12 – Water Quality, Resources and Hydrology considers the Drainage Strategy embedded within the design. 5.4.15 Health impacts relevant to the Proposed Scheme are therefore assessed within the appropriate technical chapters and have not been considered as a standalone topic within this ES. 5.4.16 Further information can be found in the EIA Scoping Report (see Appendix 1.2) Risk of Major Accidents and / or Disasters 5.4.17 Although there is the potential for a wide range of major accidents and / or disasters to occur, the probability, likelihood and frequency is very low, often due to the management of a risk under established legislative requirements or during the design process. Following a qualitative appraisal as part of EIA Scoping, a potential risk of major accidents and / or disasters from release of contamination into controlled waters and injury due to hazardous ground gases and Unexploded Ordnance (UXO) were considered relevant to the Proposed Scheme. As such, the effects have been considered for further assessment within the following chapters: Chapter 12 – Water Quality, Resources and Hydrology; and Chapter 13 – Ground Conditions and Contamination 5.4.18 For completeness, a qualitative review of potential natural disasters was undertaken during EIA Scoping. Following this review, the probability, frequency and likelihood of natural disasters is considered very low and as such, the Proposed Scheme is not considered to influence the likelihood of existing or new receptors experiencing a natural disaster and therefore this issue has been scoped out for further assessment. 5.4.19 Risk of Major Accidents and / or Disasters relevant to the Proposed Scheme is therefore covered in the technical chapters outlined above and has not been included as a standalone topic or technical chapter within this ES. Microclimate 5.4.20 Potential effects of a changing wind environment on pedestrians may be caused by the erection of new buildings / infrastructure but this is dependent upon the height, mass and layout of the structures. Given the height of the terminal building (see Chapter 3 – Description of the Proposed Scheme) and layout of buildings within the nearby surrounding area, the Proposed Scheme is not anticipated to result in changes to the wind environment at the pedestrian level. 5.4.21 Further appraisal of effects related to microclimate considered wind pressure loading on building facades, natural ventilation and overshadowing, all of which will be considered as part of the detailed design of structures and adhere to necessary safety standards and design codes. Given the terminal building is the sole raised infrastructure included as part of the Proposed Scheme, overshadowing will be unlikely due to its position in relation to nearby receptors. The use of landscaping will minimise the prominence of the Proposed Scheme to nearby receptors, with heights and types of planting considered as part of the Landscape Strategy (see Chapter 3 – Description of the Proposed Scheme). Waste and Materials 5.4.22 The Proposed Scheme does not require the demolition of any existing structures with the exception of a 50m stretch of stone wall located on the east of the Site, adjacent to the A61 Harrogate Road. This stone wall will be removed with the potential to reuse the materials to form a new stone wall
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feature at the southern access of the Proposed Scheme (see Chapter 3 – Description of the Proposed Scheme). The appointed Contractor will ensure construction waste is managed and all waste is removed and disposed of off-site to appropriately licenced facilities. Cut and fill will primarily be managed within the Site; should any excess materials arise during construction, these will be disposed of off-site at appropriately licenced facilities. During operation, waste produced will be as a result of users of the Proposed Scheme which will be collected in standard waste bins and join the local refuse collection programme run by LCC. 5.4.23 Due to the assumptions above, and limited waste produced during operation, waste and material effects have been scoped out for assessment within this ES. Climate Change 5.4.24 Schedule 4, Part 5(f) of the EIA Regulations indicates that the EIA process should consider the effect of the Proposed Scheme on climate (i.e. the nature and magnitude of greenhouse gas emissions) and the vulnerability of the project to climate change. At present there is no guidance that determines the necessary assessment process for consideration of impact on the climate. However, IEMA guidance (Ref. 5.4 and Ref. 5.5) recommends that the EIA process should consider the following, with respect to climate change: Greenhouse Gas (GHG) emissions; Climate change resilience; and Climate change adaptation. Greenhouse Gas Emissions 5.4.25 The Proposed Scheme will lead to an overall reduction in vehicle kilometres travelled, for which the associated reduction in GHG emissions will outweigh any emission increases associated with construction (e.g. materials and construction traffic). 5.4.26 A GHG assessment was undertaken to quantify changes in GHG emissions and provide confidence in the nature and significance of any change. A summary is provided below, and further details can be found in Appendix 5.1: Greenhouse Gas Assessment. 5.4.27 Changes in vehicle kilometres travelled1 as a result of the Proposed Scheme is anticipated to result
in a change of -3,072 tCO2e during an assumed 60-year lifespan of the project. Furthermore, the
proposed woodland planting is predicted to sequester 767 tCO2e in this time. In total, these impacts
result in a change of -3,839 tCO2e over the lifespan of the Proposed Scheme. This equates to
0.81% of the total emissions from A roads transport in Leeds in 2017 (475 ktCO2e). In this context, construction emissions will be minor and will not change that the Proposed Scheme overall has a beneficial effect in reducing GHG emissions.
5.4.28 Given the scale of the reduction in GHG emissions in the context of CO2 emissions for transport in Leeds, or as a contribution or reduction to GHG emission budgets (to meet commitments set in the
1 Informed by demand modelling – see Appendix 5.1 for details
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Climate Change Act 2008) changes in greenhouse gas emissions are not considered to be significant and have not been considered further within this ES. Climate Change Resilience 5.4.29 Climate change resilience is defined in IEMA guidance as “a measure of ability to respond to changes that something experiences”. This can apply to both the project and sensitive receptors. 5.4.30 In regard to the resilience of the project, IEMA guidance states this should be a key aspect of the design process and evolution. The Drainage Strategy is designed to accommodate the projected impacts of climate change. Further details can be found in Chapter 3 – Description of the Proposed Scheme, and Chapter 4 – Consideration of Alternatives. 5.4.31 Climate change resilience of sensitive receptors has been addressed within the ES in the relevant technical chapters, including Chapter 11 – Biodiversity and Chapter 12 – Water Quality, Resources and Hydrology, in terms of whether currently available climate projections (UKCOP18) will alter the sensitivity of receptors and / or the magnitude of change identified and the overall significance of effect. 5.4.32 As such, through its consideration elsewhere, climate change resilience is not considered to give rise to significant effects and has therefore not been considered further as a standalone assessment within this ES. Climate Change Adaption 5.4.33 Climate change adaption is defined in IEMA guidance as “the process that a receptor or project has to go through to ensure it maintains its resilience to climate change”. 5.4.34 The ES has reported the design development process and how the Proposed Scheme has incorporated any necessary measures to maintain its resilience to climate change. This includes the Drainage Strategy, which was informed by a Flood Risk Assessment and ensures adaption measures are taken appropriately in light of climate change projections. Further details can be found in Chapter 3 – Description of the Proposed Scheme and Chapter 4 – Consideration of Alternatives. 5.4.35 As such, through its consideration elsewhere, climate change adaption is not considered to give rise to significant effects and has therefore not been considered further as a stand-alone assessment within this ES. 5.5 CONSULTATION 5.5.1 In addition to the formal consultation undertaken in conjunction with the scoping process, technical and public consultation has been undertaken. TECHNICAL CONSULTATION 5.5.2 As part of the EIA process technical consultation with a range of statutory and non-statutory consultees has been ongoing. Details of the technical consultation undertaken for each topic area is provided in the respective chapters. The statutory and non-statutory consultees that have been contacted during the EIA include the following: Leeds City Council; Natural England; and West Yorkshire Archaeology Advisory Service.
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PUBLIC CONSULTATION 5.5.3 In 2018, an initial public consultation was undertaken whereby the public were invited to comment on the concept of introducing a new Park & Ride site at Alwoodley Gates. The public were notified through advertising on social media, real-time information boards, leaflets, engagement with key stakeholders including bus operators and notification to people registered with the Connecting Leeds Commonplace consultation page (online). Comments were provided at specific public engagement events, via email and letter and online via the Connecting Leeds Commonplace website (Ref. 5.6). 5.5.4 A second round of public consultation was undertaken between 11 February and 17 March 2019 where the public were invited to comment on the Proposed Scheme. The aspects of the Proposed Scheme that were presented for comment were: The introduction of a new Park & Ride site; The specific layout and extent of the proposed Site area; Provision of a new primary access road directly from A61 Harrogate Road; and Provision of a secondary access road from the Alwoodley Gates roundabout. 5.5.5 A total of 241 responses were obtained from the various public consultation platforms throughout this consultation period. These comments were recorded and considered in the preliminary design. 5.5.6 A third public consultation event was held on 12 September 2019 at the GSAL. This was supported by an update on the Connecting Leeds Commonplace consultation page, which presented changes to the Proposed Scheme since the last consultation. 5.5.7 Further details of consultation undertaken can be found in the Statement of Community Involvement. 5.5.8 The comments and suggestions from stakeholders and the public have been compiled and considered and, where appropriate, have been incorporated into the emerging design for the Proposed Scheme. 5.6 APPROACH TO THE ASSESSMENT OF THE PROPOSED SCHEME 5.6.1 This section outlines the phases of the Proposed Scheme that have been assessed, together with the approach to the baseline conditions, future baseline conditions, cumulative effects and design tolerances. It also sets out the overarching approach to the EIA, together with project specific requirements for the assessment of effects. 5.6.2 The Proposed Scheme has been assessed against the description, design principles and tolerances and supporting plans as detailed in Chapter 3 – Description of the Proposed Scheme. The maximum extent of the planning application boundary and building footprint / height has been assessed as the worst-case situation (see Figure 1.3: Site Boundary). There is therefore some degree of flexibility to allow the Proposed Scheme to evolve (i.e. reduce in size) if necessary. Some appendices included in Volume 2 of this ES are based upon earlier iterations of the Site Boundary as these were conducted before the field to the west of the Site was omitted from the Site Boundary (as described within paragraph 5.4.5 above). A small area (0.29ha) comprising of hardstanding and grass verge adjacent to the A61 Harrogate Road / GSAL roundabout has also been included within the Site Boundary which was previously excluded at the time when some assessments reported in Volume 2 were undertaken. Whilst his has resulted in minor differences to that upon which the
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assessments reported in Volume 1 have been conducted, these differences have been reviewed and determined to have no implication on the outcome of these assessments in Volume 1. BASELINE SCENARIO 5.6.3 Baseline information (environmental characteristics and conditions) has been collated, based upon surveys undertaken and desk based information available at the time of the assessment. Technical Chapters 6 – 14 provide details of the baseline information and a summary is provided in Chapter 2 – The Existing Site and Surroundings. Any limitations establishing the baseline are described in the relevant technical chapter. 5.6.4 The baseline conditions for the purpose of the ES are as of July 2019. There are slight variances across the ES depending on the use of existing data obtained through other sources and the dates when surveys were undertaken, which represent baseline scenarios earlier or later than July 2019. This has been clearly outlined within the relevant Technical Chapters 6 – 14 where appropriate. The dates of surveys and when data sources have been accessed are also provided within Technical Chapters 6 – 14 where appropriate. 5.6.5 Given the existing use of the Site and the surrounds (see Chapter 2 – The Existing Site and Surroundings) the baseline conditions have largely remained constant during the collation of desk based data and surveys. FUTURE BASELINE 5.6.6 The ES has also taken into consideration how the current baseline conditions may change going forward without the presence of the Proposed Scheme, known as the future baseline. However, it should be noted that the Proposed Scheme has been assessed against the baseline conditions and not against the future baseline conditions as the limitations, necessary assumptions and lack of baseline evidence would not result in a robust assessment. 5.6.7 For some topics, such as traffic and transport, noise and vibration, air quality and landscape and visual, projections are a required part of the methodology. Where data have been obtained and modelling completed as part of the ES (i.e. such as traffic data), this has been clearly outlined within the methodology for the applicable technical chapters. Full details of the methodology and future baseline scenarios are provided in Technical Chapters 6 – 14 as appropriate. PHASES OF THE PROPOSED SCHEME 5.6.8 Consideration has been given to construction and operation of the Proposed Scheme, which is assumed to be implemented over an 18-month period as described in Chapter 3 – Description of the Proposed Scheme. 5.6.9 The construction stage will not involve any phasing; it will instead be delivered as one single construction phase. DESIGN PRINCIPLES AND TOLERANCES 5.6.10 Certain characteristics of the Proposed Scheme will be subject to deviation from Chapter 3 – Description of the Proposed Scheme as a result of detailed design or future decision-making (e.g. bus service procurement). Where this is the case, the applicable element of the Proposed Scheme subject to deviation has been identified in Chapter 3 – Description of the Proposed Scheme. This comprises:
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Routing and frequency of bus services visiting the Park & Ride site; Opening hours; Extent of off-site land required during the construction stage for topsoil storage; and Exact footprint, appearance, height and internal specifications of the terminal building. 5.6.11 For these elements of the Proposed Scheme, Chapter 3 – Description of the Proposed Scheme presents a worse-case scenario. If deviations in elements of the Proposed Scheme are considered to affect the outcome of an assessment, this is noted in Technical Chapters 6 – 14 where this applies. ASSESSMENT CRITERIA 5.6.12 The classification of each effect identified has been assessed based on the magnitude of change (or impact) due to the Proposed Scheme and the sensitivity / value of the affected receptor to change, as well as a number of other factors that are outlined in more detail below. The classification of residual effects has been assessed with regard to the extent to which secondary mitigation measures will avoid, prevent, reduce or, if possible, offset adverse effects or enhance beneficial effects. 5.6.13 The assessment of likely effects for each of the technical topics are presented in Technical Chapters 6 – 14 and have taken into account a number of criteria to determine whether or not the likely effects are significant in terms of the EIA Regulations. Wherever possible and appropriate, the effects have been assessed quantitatively. The following criteria have been taken into account when classifying the likely effects: Relevant legislation and planning policy; International, national, regional and local standards; Likelihood of occurrence of the effect; Geographical extent of effect; Sensitivity and / or value of the receptor; Magnitude and complexity of effect; Whether the effect is temporary or permanent; Duration (short, medium or long-term), frequency and reversibility of effect; Whether the effect is direct or indirect, secondary or transboundary; Inter-relationship between different effects (both cumulatively and in terms of likely effect interactions); and The outcomes of consultations. SENSITIVITY/VALUE OF RECEPTORS 5.6.14 The sensitive receptors considered within the ES are identified within Technical Chapters 6 – 14 and illustrated on Figure 2.2: Key Sensitive Receptors. The sensitivity of these receptors to change is also defined within Technical Chapters 6 – 14 and has been determined where available and appropriate by quantifiable data, the consideration of existing designations and professional judgement. The categories used (high, medium, low, and negligible), unless otherwise stated, are shown in Table 5-3. Where topic specific methodology deviates from this approach, for example as a result of following topic specific guidance, this is set out in the methodology section of the technical chapter.
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MAGNITUDE OF CHANGE 5.6.15 The magnitude of change for each identified effect is predicted as a deviation from the established baseline conditions, as a result of the Proposed Scheme. The magnitude of these changes is also defined within Technical Chapters 6 – 14 and has been determined where available and appropriate by quantifiable data, available appropriate national and international standards or limits (e.g. World Health Organisation (WHO) Limits, European Union (EU) Quality Standards, etc.) and professional judgement. The scale used (large, medium, small, negligible), unless otherwise stated, is shown in Table 5-3. 5.6.16 The magnitude of change identified is based on the peak potential magnitude of change, i.e. the greatest likely magnitude of change that may be experienced by a sensitive receptor (existing or proposed). CLASSIFYING EFFECTS 5.6.17 Determining the classification of effects has been undertaken using professional judgements (assumptions and value systems) that underpin the attribution of significance. Each effect has been assessed against the change of magnitude and the sensitivity of the receptor as shown in Table 5-3.
Table 5-3 - Matrix for Classifying Effects
Value / Sensitivity
High Medium Low Negligible
Large Major Moderate to Minor to Negligible
Major Moderate
Medium Moderate to Moderate Minor Negligible Major
Magnitude Small Minor to Minor Negligible to Negligible Moderate Minor
Negligible Negligible Negligible Negligible Negligible
5.6.18 The terms as used within Table 5-3 have been defined below, applying to both beneficial and adverse effects: Major effect: where the Proposed Scheme could be expected to have a substantial improvement or deterioration on receptors; Moderate effect: where the Proposed Scheme could be expected to have a noticeable improvement or deterioration on receptors; Minor effect: where the Proposed Scheme could be expected to result in a perceptible improvement or deterioration on receptors; and Negligible: where no discernible improvement or deterioration is expected as a result of the Proposed Scheme on receptors. 5.6.19 Unless otherwise stated in the technical chapters of this ES, effects that are classified as minor or above are considered to be significant. Effects classified as negligible are considered to be not significant.
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5.6.20 Where topic specific methodology deviates from this approach, for example as a result of following topic specific guidance, this is set out in the methodology section of the relevant technical chapter. Tables summarising the likely significant effects associated with each technical topic area, required mitigation measures and residual effects are provided at the end of each technical chapter. The tables provide a clear distinction of the type of effect: Beneficial or adverse; Permanent or temporary; Direct or indirect; Short, medium or long-term; Secondary, cumulative or transboundary; and Significant or not significant (if differing from the threshold outlined above). 5.6.21 In terms of the duration of an effect, short-term has been considered as 18 months, a medium-term effect has been considered to be between 18 months and 10 years in duration and a long-term effect has been considered to be greater than 10 years in duration. Any variation to these definitions arising for example from differences in topic methodology or guidance is explained in Technical Chapters 6 – 14. MITIGATION AND MONITORING 5.6.22 Schedule 4, Part 1, Paragraph 7 of the EIA Regulations states that the ES should include: ‘a description of the measures envisaged to avoid, prevent, reduce or, if possible, offset any identified significant adverse effects on the environment and, where appropriate, of any proposed monitoring arrangements (for example the preparation of a post-project analysis). That description should explain the extent, to which significant adverse effects on the environment are avoided, prevented, reduced or offset and should cover both the construction and operational phases’. 5.6.23 In accordance with IEMA ‘Shaping Quality Development’ (Ref. 5.3) and ‘Delivering Quality Development’ (Ref. 5.7) issued in November 2015 and July 2016 respectively, three types of mitigation will be identified and used throughout the ES: Primary mitigation – modifications to the location or design of the Proposed Scheme made during the pre-application phase that are an inherent part of the project; Secondary mitigation – actions that will require further activity in order to achieve the anticipated outcome. These may be imposed through inclusion within the ES; and Tertiary mitigation – actions that would occur with or without input from the EIA feeding into the design process. These include actions that will be undertaken to meet other existing legislative requirements, or actions that are considered to be standard practices used to manage commonly occurring environmental effects. 5.6.24 Primary and tertiary mitigation will be presented as part of Chapter 3 – Description of the Proposed Scheme. Where elements of the Proposed Scheme are considered in the pre-mitigation scenario, i.e. inherent to the project, the relevant elements of the Proposed Scheme have been outlined within the relevant technical chapter. 5.6.25 Secondary mitigation describes actions that will require further activity in order to achieve the anticipated outcome. Examples include additional detailed design, for example to comply with proposed lighting limits or developing a travel plan for the Proposed Scheme.
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5.6.26 Where likely significant adverse effects have been identified in the assessment, measures to avoid, prevent or reduce and, if possible, offset likely significant adverse effects on the environment are described. Monitoring may be required where there are significant adverse residual effects. In some cases, for instance where there is uncertainty of residual effects remain, it may also be appropriate to implement monitoring. 5.6.27 Proposed secondary mitigation and monitoring measures are set out within the technical chapters where necessary. Chapter 3 – Description of the Proposed Scheme sets out the primary and tertiary mitigation required as part of the Proposed Scheme. The mechanism by which the measures are to be secured and implemented and the party responsible for their delivery is also recorded within the Environmental Management Plan (EMP) and appended to this ES (Appendix 3.1, Volume 2). 5.6.28 The purpose of the EMP is to set out the actions needed to manage the likely significant environmental effects of the Proposed Scheme during the construction and operational phases. The EMP is intended to be utilised by LCC Planning as the local planning authority in the formulation of their planning conditions, to ensure they are specific to the Proposed Scheme and that the requirements of the ES are successfully transposed. The EMP should therefore be read in conjunction with this ES. 5.7 CUMULATIVE EFFECTS 5.7.1 Schedule 4, Paragraph 5(e) of the EIA Regulations states that the ES should include a description of the likely significant effects of the development on the environment resulting from: ‘the cumulation of effect with other existing and / or approved projects, taking into account any existing environmental problems relating to areas of particular environmental importance likely to be affected or the use of natural resources.’ 5.7.2 Regulation 4, Paragraph 2(e) refers to the need to assess: ‘the interaction between the factors referred to in sub-paragraphs (a) to (d)’ [where these sub- paragraphs refer to topic-specific factors]. 5.7.3 There is no widely accepted methodology or best practice for assessing cumulative effects although various guidance documents exist. The following approach has been adopted for the assessment of cumulative effects, based on previous experience, the types of receptors being assessed, the nature of the Proposed Scheme, the other developments under consideration and the information available to inform the assessment. The approach was outlined in the EIA Scoping Report (see Appendix 1.2). 5.7.4 Effect interactions, or intra-project effects, are the combined or synergistic effects caused by the combination of effects of the Proposed Scheme on a particular receptor which may collectively cause a greater effect than individually. In-combination, or inter-project effects are the combined effects of the Proposed Scheme on a common receptor together with other developments. 5.7.5 Further details regarding the scope and methodology of the assessment of cumulative effects, the identification of relevant committed developments and a description of those included within the assessment are provided in Chapter 15 – Cumulative Assessment. 5.7.6 As part of the EIA Scoping Opinion request LCC Planning were consulted on the methodology to be used for the cumulative assessment and the other developments to be considered within the
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Cumulative Assessment (full details of which are available in Appendix 1.2: EIA Scoping Opinion). No comments were received on the approach to the cumulative assessment. Further review of LCC’s online planning portal (Ref. 5.8) has been undertaken since EIA Scoping to confirm whether the developments identified in the EIA Scoping Report are still applicable and whether any new developments qualify for consideration. Full details of the assessment of cumulative effects are presented in Chapter 15 – Cumulative Assessment. 5.8 LIMITATIONS AND ASSUMPTIONS 5.8.1 Part 6 of Schedule 4 of the EIA Regulations states that an ES should include: '...details of difficulties (for example technical deficiencies or lack of knowledge) encountered compiling the required information and the main uncertainties involved.’ 5.8.2 Where there are limitations or assumptions used within the EIA these are clearly identified in this ES. Assumptions specific to certain topics have been identified in the appropriate Technical Chapters 6 – 14. 5.9 HABITATS REGULATIONS ASSESSMENT (HRA) AND THE WATER FRAMEWORK DIRECTIVE (WFD) 5.9.1 The Habitats Directive (92 / 43 / EEC) (Ref. 5.9) and transposing UK Regulations (The Conservation of Offshore Marine Habitats and Species Regulations 2017) (Ref. 5.10) requires consenting authorities to decide whether or not a project may have a significant effect on a Natura 2000 site. This process is known as HRA. The overarching aim of HRA is to determine, in view of a site's conservation objectives and qualifying interests, whether a plan, either in isolation and / or in- combination with other plans or projects, is likely to have a significant effect on the integrity of a Natura 2000 ecological site. 5.9.2 There are no designated International or European Sites located within 10km of the Site, with the closest being the Kirk Deighton Special Area of Conservation (SAC) approximately 12km from the Site. The closest site of ecological importance is Eccup Reservoir SSSI, which is designated of national importance due to botanical interests and the presence of wintering Goosander populations that utilise the Eccup Reservoir. 5.9.3 Given the distance from the Site and designated Natura 2000 ecological sites, no significant effects on the integrity of these sites in relation to the Proposed Scheme are considered likely. Furthermore, the findings outlined in Chapter 2 – The Existing Site and Surroundings and Technical Chapters 6 – 14 suggest that the Site and the surrounding land is not functionally linked to habitat for cited species of the Kirk Deighton SAC. As a result, a HRA is not considered to be required in relation to the Proposed Scheme and will not be completed as part of the EIA. Further details on the approach to the assessment of effects on biodiversity is outlined in Chapter 11 – Biodiversity. 5.9.4 The WFD (2000 / 60 / EC) (Ref. 5.11) was transposed into UK legislation by the Water Environment (WFD) Regulations 2017 (Ref. 5.12). The Directive aims to prevent the deterioration of aquatic ecosystems and associated wetlands through reducing pollution of surface and ground water whilst contributing to flood mitigation. Under WFD legislation, no deterioration of waterbodies is permitted. 5.9.5 The Site is not located in or near any statutory main rivers. The closest statutory main river is the River Wharfe, approximately 4.2km north of the Site. The closest water body assessed under the WFD is the Eccup Reservoir approximately 350m north-west of the Site. Due to the proximity of
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Eccup Reservoir and in order to prevent any impacts to the local non-WFD waterbodies, the design of the Proposed Scheme incorporates measures to mitigate any effects on waterbodies, as outlined in Chapter 3 – Description of the Proposed Scheme. Specifically, a Drainage Strategy has been developed, which will be implemented to ensure there is no adverse impact on the quality or quantity of surface water runoff from the Site, and that natural catchment conditions are replicated. The strategy includes capture and treatment of potentially contaminated runoff via a series of sustainable drainage system (SuDS) measures, and controlled release to the wider aquatic environment. Further details on the approach to the assessment of effects on Eccup Reservoir and ordinary watercourses has been considered as part of the assessment outlined in Chapter 12 – Water Quality, Resources and Hydrology and Chapter 13 – Ground Conditions and Contamination of this ES. Where further mitigation has been deemed necessary, this has been reported in the technical chapters above. Through mitigation measures outlined in the Drainage Strategy and inherent to the Proposed Scheme, the Proposed Scheme is not considered to have an effect on the status of affected waterbodies and therefore no standalone WFD assessment has been prepared.
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REFERENCES Ref. 5.1: Town and Country Planning (Environmental Impact Assessment) Regulations 2017. Statutory Instrument 2017 No. 571. Ref. 5.2: Planning Practice Guidance. Available at: https://www.gov.uk/government/collections/planning-practice-guidance Ref. 5.3: IEMA Environmental Impact Assessment Guide to Shaping Quality Development. Ref. 5.4: Institute of Environmental Management and Assessment (2015) Climate Change Resilience and Adaptation. Ref. 5.5: Institute of Environmental Management and Assessment (2017) Environmental Impact Assessment Guide to: Assessing Greenhouse Gas Emissions and Evaluating their Significance. Ref. 5.6: Leeds City Council, West Yorkshire Combined Authority, WSP - Connecting Leeds Commonplace. Available at: https://leedstransport.commonplace.is/ Ref. 5.7: IEMA Environmental Impact Assessment Guide to Delivering Quality Development, July 2016. Ref. 5.8: Leeds City Council, Planning Portal. Available at: https://www.planningportal.co.uk/ Ref. 5.9: Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora. Ref. 5.10: The Conservation of Offshore Marine Habitats and Species Regulations 2017. Statutory Instrument 2017 No. 1013. Ref. 5.11: Directive 2000/60/EC of the European Parliament and of the Council establishing a framework for the Community action in the field of water policy. 22 December 2000. Ref. 5.12: The Water Environment (Water Framework Directive) (England and Wales) Regulations 2017. UK Statutory Instrument 2017 No. 407.
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6
TRAFFIC AND TRANSPORT
PUBLIC
6 TRAFFIC AND TRANSPORT
6.1 INTRODUCTION 6.1.1 This Chapter reports the outcome of the assessment of likely significant effects arising from the Proposed Scheme upon traffic and transport. The focus is on nuisance and disruption caused by construction and operational traffic and improvements to public transport provision. 6.1.2 The Chapter describes the assessment methodology, the baseline conditions of the Site and in the surrounding area, a summary of the likely significant effects, any mitigation measures required to prevent, reduce or offset any significant negative effects, and the likely residual effects after these measures have been employed. 6.1.3 This Chapter (and its associated figures and appendices) is intended to be read as part of the wider Environmental Statement (ES), with particular reference to the introductory Chapters of this ES (Chapters 1 – 5), along with the following Chapters: Chapter 7 – Noise and Vibration; Chapter 8 – Air Quality; Chapter 9 – Landscape and Visual; and Chapter 15 – Cumulative Effects. 6.1.4 This Chapter is supported by a Transport Assessment (TA), submitted as a supporting document to the planning application. 6.2 LEGISLATIVE FRAMEWORK, POLICY AND GUIDANCE LEGISLATIVE FRAMEWORK 6.2.1 The applicable legislative framework is as follows: Traffic Management Act (TMA) 2004 (Ref. 6.1). PLANNING POLICY 6.2.2 Planning policy at the national and local level and its relevance to environmental design and assessment is confirmed in the Planning Statement which accompanies the application and examines the merits of the Proposed Scheme against relevant planning policy. The policy context for land use planning in the UK is set at national level by the National Planning Policy Framework (2019) and at local and district level by the Leeds Core Strategy (adopted November 2014). A list of the planning policy relevant to this Chapter is provided below: Department for Communities and Local Government, National Planning Policy Framework, February 2019 (Ref. 6.2); Leeds City Council, Core Strategy, November 2014 (Ref. 6.3); West Yorkshire Combined Authority, West Yorkshire Transport Strategy, August 2017 (Ref. 6.4); and West Yorkshire Combined Authority, Green Streets Principles for the West Yorkshire Transport Fund, January 2017 (Ref. 6.5). 6.2.3 In addition, this Chapter has been prepared in accordance with the Government’s National Planning Practice Guidance:
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Planning Practice Guidance, Travel Plans, Transport Assessments and Statements in Decision- Taking, March 2014 (Ref. 6.6); and Planning Practice Guidance, Transport Evidence Bases in Plan Making and Decision Taking, March 2015 (Ref. 6.7). GUIDANCE 6.2.4 The following guidance documents have been used during the preparation of this Chapter: Chartered Institution of Highways & Transportation, Manual for Streets, March 2007 (Ref. 6.8); Chartered Institution of Highways & Transportation, Manual for Streets 2, September 2010 (Ref. 6.9); Highways Agency, Design Manual for Roads and Bridges, Volume 10 Environmental Design and Management (1993, amended and updated 1998 / 1999 / 2000 / 2001 / 2003) (Ref. 6.10); Highways Agency, Design Manual for Roads and Bridges, Volume 11 Environmental Assessment Section 3 Parts 8 and 9 (Ref. 6.11); Institute of Environmental Assessment (IEA) (now Institute of Environmental Management and Assessment (IEMA’s)) 'Guidelines for the Environmental Assessment of Road Traffic', 1993 (Ref. 6.12); Institute of Environmental Management and Assessment (IEMA), Guidelines for Environmental Impact Assessment, 2004 (Ref. 6.13); and The Town and Country Planning (Environmental Impact Assessment) Regulations May 2017 (Ref. 6.14). 6.3 CONSULTATION, SCOPE, METHODOLOGY AND SIGNIFICANCE CRITERIA CONSULTATION UNDERTAKEN TO DATE 6.3.1 Table 6-1 provides a summary of the consultation activities undertaken in support of the preparation of this Chapter.
Table 6-1 - Summary of Consultation Undertaken in Support of this Chapter
Body / Organisation Individual / Stat Body / Meeting Dates and other Summary of Organisation forms of Consultation Discussion Outcomes
Leeds City Council Transport Development Pre-application Meeting: To agree the scope, (LCC) Services 17/05/2019 approach and methodology for the TA.
LCC Transport Development Continued email / Various elements of the Services telephone scope and design of correspondence: both site access May 2019 – Present arrangements. SCOPE OF THE ASSESSMENT 6.3.2 A request for a formal EIA Scoping Opinion alongside an EIA Scoping Report was submitted to Leeds City Council (LCC) on 15 May 2019. The EIA Scoping Report and Scoping Opinion is provided in Appendix 1.2 and Appendix 1.3 respectively. This section provides, where necessary, an update on the scope of the assessment and reiterates the evidence base for insignificant effects.
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6.3.3 The comments made within the Scoping Opinion in relation to traffic and transport have been taken into consideration during the assessment. Further details are provided within Table 6-2 and in Chapter 5 – Approach to EIA.
Table 6-2 - Scoping Opinion Comment and Response
Scoping Opinion Comment Summary of Response
LCC recommended to engage with Highways England It is forecast that all the traffic impacts associated to discuss the impact upon the Strategic Road with the Proposed Scheme would occur away from Network in more detail. the Strategic Road Network for which Highways England is responsible. LCC officers can provide additional information A meeting was held with LCC Transport regarding baseline data and the necessary Development Services, on the 17 May 2019, to methodology for the TA. agree the scope, approach and methodology for the TA. EFFECTS CONSIDERED ELSEWHERE WITHIN THE ES 6.3.4 The following effects are not considered to give rise to likely significant effects and therefore have been identified as insignificant and will not be considered within the ES: Nuisance effects (i.e. dust, noise, vibration and visual amenity) upon residential receptors and community receptors (i.e. schools) arising from the movement of temporary and permanent traffic associated with the Proposed Scheme will be considered within Chapter 7 – Noise and Vibration, Chapter 8 – Air Quality, Chapter 9 – Landscape and Visual, Chapter 10 – Cultural Heritage and Chapter 15 – Cumulative Effects. INSIGNIFICANT ENVIRONMENTAL EFFECTS 6.3.5 No insignificant effects have been identified in relation to traffic and transport. LIKELY SIGNIFICANT ENVIRONMENTAL EFFECTS 6.3.6 The following effects are considered to have the potential to give rise to likely significant effects on receptors in the Study Area and have therefore been considered within the ES. Construction Phase Nuisance and disruption to users of the local road network due to additional temporary traffic and diverted routes. Operation Phase Nuisance and disruption to users of the local road network due to changes in traffic levels; and Improved public transport provision and connectivity to Leeds City Centre. EXTENT OF THE STUDY AREA 6.3.7 The extents of the Study Area for the purposes of this assessment and the accompanying TA were agreed in discussions with LCC as per Table 6-2. A transport model has been created to assess the effects of the Proposed Scheme on the highway network, as described in paragraphs 6.3.16 to 6.3.20 below. This transport model was used to understand changes in traffic flows with regard to IEMA criteria (Ref. 6.12) and therefore the links considered for detailed consideration.
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METHOD OF BASELINE DATA COLLATION 6.3.8 The analysis has been informed by the following data: A Desk Study comprising traffic injury collision data and traffic data; and Assessment modelling. DESK STUDY 6.3.9 A desk study was undertaken as part of the TA to inform baseline conditions for this Chapter. This desk study included the following: Review of the existing local and strategic road network, Public Right of Way (PRoW) and non- designated public routes within the Study Area. This utilised Ordnance Survey mapping and WSP’s internal iGIS system; Review of pedestrian access to and from the Site. PRoW and non-designated public routes have been ascertained with reference to OS mapping and LCC’s ‘definitive map’ (Ref. 6.15) of PRoW; Identification of the local cycle network and pedestrian / cycle catchment within the Study Area. The cycle network has been determined with reference to interactive mapping held on the Sustrans website (Ref. 6.16) and a review of LCC’s ‘definitive map’; Review of public transport accessibility within the Study Area. This has included a review of public transport routes and timetables which have been sourced from respective bus operator websites; and A review of the distribution of all modes of travel has been undertaken using the information presented within the TA to understand the existing local travel patterns (percentage of traffic on the approaching corridors) heading into Leeds City Centre. PERSONAL INJURY COLLISION DATA 6.3.10 Personal Injury Collision (PIC) data has been provided by LCC for the surrounding highway network comprising of the A61 Harrogate Road, Wigton Lane and Alwoodley Lane near the Proposed Scheme. The PIC data is for the latest full 5-year period (05 May 2014 to 05 May 2019), within the vicinity of the development area, further details of the assessment can be found within the TA. TRAFFIC DATA 6.3.11 WSP commissioned a classified traffic turning count at the two existing junctions; Alwoodley Lane / A61 Harrogate Road signalised crossroads and the A61 Harrogate Road / The Grammar School at Leeds (GSAL) roundabout. 6.3.12 The A61 Harrogate Road / GSAL roundabout turning counts were undertaken for a three-day period from Tuesday 20 March 2018 to Thursday 22 March 2018, between 07:00 and 19:00. 6.3.13 Additionally, a number of Automatic Traffic Counters (ATC)s were laid on the surrounding highway network over a two-week period between Tuesday 20 March 2018 to Monday 2 April 2018, to record daily traffic flows and observe fluctuations in it. 6.3.14 The ATCs were positioned at the following locations, as shown in Figure 6.1: ATC Locations: 1) A61 Harrogate Road, 55m south of A659 Harewood Avenue; 2) A61 Harrogate Road, 400m north of Alwoodley Lane; 3) Wigton Lane, 35m west of Alwoodley Gates;
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4) A61 Harrogate Road, 115m south of Alwoodley Lane; and 5) Alwoodley Lane, 30m west of Sovereign Court. 6.3.15 The peak hours were identified from the survey data as between 07:30-08:30 and 15:40-16:40. Total vehicles and a percentage of HGVs during these hours were obtained. ASSESSMENT MODELLING 6.3.16 The assessment presented in this Chapter has been based on a network model created and run within the latest version of the VISSIM modelling software package (10.00.07). This model has been used to reflect the interaction and potential impact from one junction to another, where the junctions are closely spaced (notably between the A61 Harrogate Road / GSAL roundabout and A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction). The software provides a microscopic, time step and behaviour based simulation model developed to model urban traffic and public transit operations. The model covers the following junctions in the network as shown in Figure 6.2: VISSIM Model Links: A61 Harrogate Road / GSAL roundabout; A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction; A61 Harrogate Road / Sandmoor Avenue priority junction; A61 Harrogate Road / Sandmoor Drive priority junction; and A61 Harrogate Road / Sandmoor Lane priority junction. 6.3.17 Three network variations have been modelled for each assessment year for the Study Area within the Modelling Options Appraisal Report, which are described below: Do Minimum (DM) – this network variation describes the network in 2021 and 2036 prior to the introduction of the Proposed Scheme; Do Something A (DSA) – the DSA network variation describes the network in 2021 and 2036 with the introduction of the Proposed Scheme; and Do Something B (DSB) - the DSB network variation describes the network in 2021 and 2036 with all the additions mentioned in the DSA plus addition of bus activated part-time signal at the A61 Harrogate Road / The GSAL roundabout in the A61 Harrogate Road south approach and a bus lane within the Proposed Scheme. DSB2 includes a reflection of behaviour following the arrival of a bus with a higher number of vehicles leaving the Site at once. 6.3.18 The model has been used to reflect the network peak hours, as described in paragraph 6.3.15. The model has been calibrated using the Manual Classified Count traffic surveys and validated using queue-length surveys and video recordings. 6.3.19 Global Measure of Effectiveness outputs were obtained from the model and provide an assessment of the operational performance of the overall network for the Do Minimum and Do Something scenarios. The network consists of the following routes which have been used to calulate respective car journey times on individual routes: Northbound (A61 Harrogate Roade) – from the A61 Harrogate Road / Sandmoor Lane junction northbound along the A61 Harrogate Road until the end of the model link north of the Site; Southbound (A61 Harrogate Road) – southbound along the A61 Harrogate Road towards the A61 Harrogate Road / Sandmoor Lane junction; Alwoodley Lane – Alwoodley Lane eastbound to the A61 Harrogate Road / Alwoodley Lane / Wigton Lane;
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The Grammar School – the GSAL access road to the A61 Harrogate Road / Alwoodley Lane / Wigton Lane; and Wigton Lane – Wigton Lane westbound to the A61 Harrogate Road / Alwoodley Lane / Wigton Lane junction. 6.3.20 From this, the global measure of effectiveness outputs are presented for the overall network as follows: Average Travel Time (seconds); Average Speeds (mph); Average Delay (average vehicle seconds); and Total Vehicles. ASSESSMENT METHODOLOGY 6.3.21 A qualitative assessment of effects on motorised and non-motorised users has been undertaken in accordance with PPG (Ref. 6.6 and Ref. 6.7), IEMA’s 'Guidelines for the Environmental Assessment of Road Traffic' (Ref. 6.12) and the principles set out in DMRB (Ref. 6.11). 6.3.22 These guidance documents note a number of factors which need to be considered, including noise, dirt and air quality. As such factors are considered elsewhere within the ES (as outlined in paragraph 6.3.4) consideration of these is excluded from this Chapter. This Chapter focuses on the increase in traffic on the network during the construction and operational phase and associated changes of nuisance and disruption to non-motorised and motorised vehicle users (i.e. pedestrians and cyclists), and changes to provision of public transport. 6.3.23 The assessment of the likely significant environmental effects of traffic and transportation requires a number of stages, including: Determination of the existing traffic levels and characteristics (see Section 6.4); Determine the time period suitable for assessment (see paragraph 6.3.25 below); Identify the geographical boundaries of assessment (see paragraph 6.3.32); Evaluate the relevant assessment criteria: • See paragraph 6.3.34 for criteria relating to effects of nuisance and disruption during construction and operation; • See paragraph 6.3.49 for criteria relating to effects on public transport provision; Determine significance of effect prior to the implementation of secondary mitigation; Consider secondary mitigation; and Evaluate the residual effect. ASSESSMENT YEARS AND FUTURE TRAFFIC GROWTH 6.3.24 It is anticipated that construction would commence in 2020, and last for approximately 70 weeks. As such, an opening and assessment year of 2021 has been adopted for this assessment. This scenario is considered to remain valid within the lifetime of the consent, including in circumstances that the opening year be delayed to 2022 or 2023; no significant change in traffic that would affect the outcomes of the assessment are anticipated in this time. 6.3.25 It is assumed that there will be growth in the level of background traffic which uses the surrounding highway network, in the opening and assessment year of 2021 (without the Proposed Scheme). This growth is associated with assumed committed developments in the area and assumptions on travel
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behaviour change in the future. The traffic growth factors have been agreed with by LCC for the Proposed Scheme. The approved rates of 1% per year (as defined by formula 1.01YEAR PERIOD) has been applied for the three-year horizon period between 2018 and 2021 to the base survey data. The existing bus flows are assumed to remain the same in the 2021 future year scenario, therefore the growth factor has not been applied to the bus flows. 6.3.26 Whilst these growth factors make allowance for planned development growth within an area, as agreed within the original scoping process with LCC, to provide a robust assessment, the traffic associated with nearby committed developments, summarised below have also been included within the analysis for the Proposed Scheme: 17/02536/FU – GSAL, A61 Harrogate Road; 17/04351/LA (2021) – East Leeds Orbital Route; and 18/06617/FU – Leeds Golf Centre, Wike Ridge Lane.
6.3.27 Consideration of 17/02536/FU (GSAL, A61 Harrogate Road) is on the basis that 320 students and 40 members of staff have been relocated to GSAL campus from the Headingley site. 6.3.28 The TA outlines the programme for the Proposed Scheme and the key stages. This Chapter therefore considers the following baseline: 2018 – Existing Baseline; 2021 – Future Baseline (Without Proposed Scheme, including Committed Developments); and 2021 – Opening Year (With Proposed Scheme, including Committed Developments). 6.3.29 For the purposes of this Chapter, the assessment considers the difference between the 2021 opening year (with scheme) against the predicted 2021 future baseline. 6.3.30 As part of the modelling work it is assumed that the Proposed Scheme would be at design year capacity from the opening year (2021). 6.3.31 The modelling work does not consider a future year assessment scenario. Given the nature of the Proposed Scheme, there is not anticipated to be a significant change in traffic flows in future years to that presented for the opening year. As such, it is considered there is not a need to assess a future year assessment scenario. GEOGRAPHICAL BOUNDARIES OF ASSESSMENT 6.3.32 The effect of increased traffic volumes has been initially based upon Rules 1 and 2 taken from the IEMA guidelines (Ref. 6.12) and used to determine which links within the Study Area should be considered for detailed assessment. The Rules are as follows: 1) Include highway links where traffic flows (or HGV flows) are predicted to increase by more than 30%; and 2) Include any other specifically sensitive areas where traffic flows (or HGV flows) are predicted to increase by 10% or more. 6.3.33 Based on the criteria above, Table 6-3 presents the links that have been considered for detailed assessment. These links are illustrated on Figure 6.1: ATC Locations.
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Table 6-3 – Identified Links for Detailed Assessment
Link Identity
1 A61 Harrogate Road, A659 Harewood Avenue to Wike Lane.
2 A61 Harrogate Road, A61 Harrogate Road / GSAL roundabout to Fortshot Lane.
3 Wigton Lane, A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction to Alwoodley Gates. 4 A61 Harrogate Road, A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction to A61 Harrogate Road signalised ‘U-turn’ facility. 5 Alwoodley Lane, Sandmoor Avenue to A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction. ASSESSSMENT CRITERIA – NUISANCE AND DISRUPTION 6.3.34 In accordance with the IEMA guidance (Ref. 6.12), the following criteria have been considered in the assessment of nuisance and disruption effects on motorised and non-motorised road users during the construction and operation phases: Severance; Driver stress and delay; Pedestrian delay; Pedestrian and cyclist amenity; Fear and Intimidation; and Accident and Road Safety. 6.3.35 Table 6-4 indicates how these assessment criteria relate to different modes of transport.
Table 6-4 - Relevance of Assessment Criteria to Modes of Transport
Mode of Transport Assessment Criteria CAR BUS CYCLE WALK
Severance ✓ ✓
Driver delay ✓ ✓ ✓
Pedestrian delay ✓
Pedestrian and cycle amenity ✓ ✓ ✓
Fear and intimidation ✓ ✓ ✓
Accidents and safety ✓ ✓ ✓ ✓
6.3.36 Effects on motorised road users were assessed at ‘Links’ in the traffic data for severance, pedestrian delay and amenity, and fear and intimidation. Driver delay was assessed using ‘junctions’ in the traffic data.
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6.3.37 An assessment of the current pedestrian and cycle environments has been undertaken through audits of each; a Pedestrian Environment Review System (PERS) for the former and a Cycling Level of Service (CLoS) for the latter. Further details can be found in the TA. Severance 6.3.38 Severance is defined in the IEMA guidelines (Ref. 6.12) as the, ‘perceived division that can occur within a community when it becomes separated by a major traffic artery. The term is used to describe a complex series of factors that separate people from places and other people. Severance may result from the difficulty of crossing a heavily trafficked road or a physical barrier created by the road itself. It can also relate to quite minor traffic flows if they impede pedestrian access to essential facilities’. IEMA guidelines (Ref. 6.12) suggest that a 30%, 60% and 90% increase in traffic flows will result in a slight (i.e. small), moderate (i.e. medium), and substantial (i.e. large) change in severance respectively. Baseline Annual Average Daily Traffic (AADT) traffic flows have been used as the basis of this assessment. Driver Stress and Delay 6.3.39 Driver Stress, as outlined in the DMRB (Ref. 6.11), is defined as: “…the adverse mental and physiological effects experienced by a driver traversing a road network.” Driver Stress comprises of three core elements: frustration, fear of potential accidents and uncertainty relating to the route being followed. It is recognised that the weight of each factor varies depending on the individual driver. For example, those who drive for commuting purposes will often have a higher stress threshold, due to route experience and knowledge, compared to those who may only drive on a route occasionally for leisure purposes. 6.3.40 Driver stress thresholds differ for single carriageway roads, dual carriageway roads and motorways, but for the purposes of this assessment only single carriageway roads have been considered, as outlined in Table 6-5.
Table 6-5 - Driver Stress for Single Carriageway Roads
Average Journey Speed Km/hr Average Peak Hourly Flow per Lane (Units) Under 50 50-70 Over 70
Over 800 High* High High
600-800 High Moderate Moderate
Under 600 High Moderate Low
6.3.41 A network model has been created and run within the latest version of the VISSIM modelling software package (10.00.07) in the TA to test the impact of the Proposed Scheme at the key intersections contained within the scope of this study. 6.3.42 Driver delay has been considered through the outputs of the junction modelling software, which calculates the operational performance of the junction in terms of the average travel time (seconds), average speed (mph), average delay (seconds) and total vehicles across the network for the 2021 Future Baseline scenario.
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Pedestrian Delay 6.3.43 Few quantitative methods of assessing pedestrian delay exist. IEMA guidelines (Ref. 6.12) suggest “…a lower threshold of 10 seconds delay to 40 seconds delay, for a link with no crossing facilities”, it further advises that the lower threshold equates to a two-way flow of approximately 1,400 vehicles in the peak periods. However, the guidance also recommends that assessments should be based on the professional judgement of the assessor rather than specific thresholds to determine if there is significant pedestrian delay. Nonetheless, the thresholds described in the guidance will be used to inform the assessment. 6.3.44 DMRB (Ref. 6.11) sets out a procedure to determine predicting changes in journey lengths and patterns for non-motorised users. Figure 1 within DMRB (Ref. 6.11) has been used to calculate the appropriate definitions for each magnitude of impact, as shown in Table 6-5. when considering factors such as average journey speeds for each user (pedestrian, cyclist and equestrians) too. Pedestrian and Cyclist Amenity 6.3.45 Pedestrian and cyclist amenity is broadly defined as the relative pleasantness of a journey and is affected by traffic flow, traffic composition, footway and cycleway widths and their separation from traffic. This potentially significant effect is a broad assessment category which also encompasses fear, intimidation and exposure to noise and air pollution. A tentative threshold for judging the significance of changes in pedestrian and cyclist amenity is described as instances where total traffic flow or its HGV component halves or doubles. As outlined in paragraph 6.3.4, this Chapter does not consider changes in noise, air quality or visual amenity; these effects are considered in Technical Chapters 7 – 9 of this ES. Fear and Intimidation 6.3.46 There is neither formal guidance nor a consensus on the thresholds for the assessment of the level of fear and intimidation experienced by pedestrians. The IEMA guidance (Ref. 6.12) states “whilst this danger has been recognised as an important environmental impact for many year, there is no commonly agreed threshold for estimating levels of danger, or fear and intimidation, from known traffic and physical conditions.” However, the degree of fear and intimidation experienced is generally dependent on traffic volumes, composition and the presence of protection such as wide footways or guardrails. IEMA guidance (Ref. 6.12) suggests the use of degree of hazard thresholds as set out in Table 6-6 in order to assess fear and intimidation in the first instance, although it is not prescriptive and IEMA also advises that an element of professional judgement should be applied, where appropriate. Accidents and Road Safety 6.3.47 The IEMA guidelines (Ref. 6.12) state that an assessment of road safety on the surrounding highway network should be undertaken based on recent collision records. 6.3.48 An assessment of the latest five-year period of PIC data has been conducted and can be found in greater detail within the TA. The IEMA guidelines (Ref. 6.12) state that “professional judgement will be needed to assess the implications of local circumstances, or factors which may elevate or lessen risks of accidents, e.g. junction conflicts.”
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ASSESSSMENT CRITERIA – PUBLIC TRANSPORT PROVISION 6.3.49 The potentially significant environmental effects relating to improved public transport provision and connectivity to Leeds City Centre are considered qualitatively by this Chapter. The following criteria have been considered in the assessment of effects relating to public transport provision on residents and commuters during the operational phase: Level of service and frequency – this considers changes in bus frequency and quality of bus service in comparison to the existing situation as outlined in Section 6.4. Given the operator and service to utilise the Proposed Scheme is not yet known, the assessment considers the minimum and maximum level of service and frequency as outlined in Chapter 3 - Description of the Proposed Scheme; Level of facilities – consideration is given to the standard of facilities provided by the Proposed Scheme in comparison to the existing situation; and Predicted usage levels - consideration is given to proposed usage as informed by demand modelling, against existing levels of usage as outlined in Section 6.4. SIGNIFICANCE CRITERIA 6.3.50 The significance level attributed to each effect has been assessed based on the magnitude of change due to the Proposed Scheme and the sensitivity of the affected receptor, as well as a number of other factors that are outlined in more detail in Chapter 5 – Approach to EIA. The sensitivity of the affected receptor is assessed on a scale of high, medium, low and negligible, and the magnitude of change is assessed on a scale of large, medium, small and negligible, as set out in Chapter 5 – Approach to EIA. 6.3.51 Whilst the significance ratings in Table 5-3 in Chapter 5 – Approach to EIA have been used, it is not prescriptive and professional judgement has been applied, where appropriate. 6.3.52 The IEMA guidelines (Ref. 6.12) set out a number of criteria by which the magnitude of change of effects relating to nuisance and disturbance can be measured. These are outlined below in Table 6- 6. Many of the criteria do not provide specific thresholds by which such changes can be measured, and as a result, the changes have been measured qualitatively throughout the rest of this Chapter, where necessary.
Table 6-6 - Magnitude of Change Criteria
Definition of Change by Criteria Magnitude of Change Criteria Severance Driver Delay Pedestrian Ped / Cycle Fear & Accidents & Delay Amenity Intimidation Safety
Large 90% Decrease in 90% 90%+ 1800+ 30% (Positive) decrease in average decrease in decrease in decrease in decrease in traffic vehicle delay traffic traffic average 18 traffic volumes of 20+ volumes volumes or hour traffic volumes seconds more direct volumes or traffic free more direct alternative traffic free route alternative route provided provided
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Definition of Change by Criteria Magnitude of Change Criteria Severance Driver Delay Pedestrian Ped / Cycle Fear & Accidents & Delay Amenity Intimidation Safety
Medium 60%-90% Decrease in 60%-90% 60%-90% 600-1800 20%-30% (Positive) decrease in average decrease in decrease in decrease in decrease in traffic vehicle delay traffic traffic average 18 traffic volumes of 10-20 volumes volumes or hour traffic volumes seconds traffic free volumes or alternative traffic free route alternative route provided provided Small 30%-60% Decrease in 30%-60% 30%-60% 300-600 5%-20% (Positive) decrease in average decrease in decrease in Decrease in decrease in traffic vehicle delay traffic traffic average 18 traffic volumes of 5-10 volumes volumes hour traffic volumes seconds volumes Negligible Less than Change in Less than Less than Less than 300 Less than 5% 30% change average 30% change 30% change change in change in in traffic vehicle delay in traffic in traffic average 18 traffic volumes of less than 5 volumes volumes hour traffic volumes seconds volumes. An average 18- hour HDV flow of less than 1,000. Small 30%-60% Increase in 30%-60% 30%-60% 300-600 5%-20% (Adverse) increase in average increase in increase in increase in increase in traffic vehicle delay traffic traffic average 18 traffic volumes of 5-10 volumes volumes hour traffic volumes seconds volumes Medium 60%-90% Increase in 60%-90% 60%-90% 600-1800 20%-30% (Adverse) increase in average increase in increase in increase in increase in traffic vehicle delay traffic traffic average 18 traffic volumes of 10-20 volumes volumes hour traffic volumes seconds volumes Large 90% Increase in 90% 90%+ 1800+ increase 30% increase (Adverse) increase in average increase in increase in in average 18 in traffic traffic vehicle delay traffic traffic hour traffic volumes volumes of 20+ volumes volumes volumes seconds 6.3.53 The magnitude of effect relating to public transport provision has been assessed qualitatively based on professional judgement with regard to the assessment criteria set out in paragraph 6.3.49. EFFECT SIGNIFICANCE 6.3.54 Table 5-3 in Chapter 5 – Approach to EIA establishes how the magnitude of change combined with the sensitivity of the receptor determines the effect significance. However, this is not prescriptive and professional judgement has been applied, where appropriate.
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6.3.55 The following terms have been used to define the significance of the effects identified and apply to both beneficial and adverse effects: Major effect: where the Proposed Scheme could be expected to have a considerable effect (either positive or negative) on motorised users and non-motorised users of the surrounding highway network, PRoW and non-designated public routes; Moderate effect: where the Proposed Scheme could be expected to have a noticeable effect (either positive or negative) on motorised users and non-motorised users of the surrounding highway network, PRoW and non-designated public routes; Minor effect: where the Proposed Scheme could be expected to result in a small, barely noticeable effect (either positive or negative) on motorised users and non-motorised users of the surrounding highway network, PRoW and non-designated public routes; and Negligible: where no discernible effect is expected because of the Proposed Scheme on motorised users and non-motorised users of the surrounding highway network, PRoW and non- designated public routes. 6.3.56 As set out in Chapter 5 – Approach to EIA, effects that are classified as minor or above are considered to be significant. Effects classified as below minor are considered to be not significant. 6.4 BASELINE CONDITIONS EXISTING BASELINE CONDITIONS 6.4.1 The existing baseline conditions are described below. Surrounding Highway Network 6.4.2 The Site will be accessed from the A61 Harrogate Road, which near the Site, runs broadly in a south to north direction between the signalised junction with Alwoodley Lane to a simple priority T-junction with Wike Lane. Adjacent to the Site, it is a single-carriageway two-way road which is typically around 7.3m wide, and benefits from variable width 0.5m-1.0m footway on the western kerbside. The A61 Harrogate Road operates under a 30mph speed limit and ‘double white’ lines are used to separate traffic and prohibit overtaking. The A61 Harrogate Road is subject to a 24-hour ‘Clearway’ Traffic Regulation Order (TRO) restriction, which prevents vehicles from stopping at any time. An on-carriageway advisory cycle lane is available in the southbound direction at the A61 Harrogate Road / GSAL roundabout, where a designated left turn lane for GSAL (Wigton Approach) begins. There are two informal crossing points along Harrogate Road near the Site, located on the northern and southern approaches of the A61 Harrogate Road / GSAL roundabout, which are both formed of a pedestrian refuge island with dropped kerbs and tactile paving. The A61 Harrogate Road is an important regional route and connects Harrogate and Leeds City Centre. 6.4.3 To the south of the Site, Wigton Approach is a single carriageway two-way road which is typically around 11.0m wide. Wigton Approach is a non-through route for traffic and only provides access to GSAL. 6.4.4 Alwoodley Lane is a single carriageway two-way road, where opposing traffic flows are separated by a variable 2.0m-3.5m diagonal white lines (hatched markings) bounded by broken lines along much of its length. On the approach to A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction, there are two lanes travelling eastbound and one lane travelling westbound. At this location, the carriageway is approximately 10.0m in width, with variable 1.0m-2.0m wide street-lit footways along both sides. However, to the west of Sovereign Crescent the footway discontinues
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along the northern kerbside. The route operates under a 40mph speed limit. Formal signal controlled crossings are provided on the Alwoodley Lane approach to the A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction, which have dropped kerbs and tactile paving. Near the A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction, Alwoodley Lane is subject to a 24-hour ‘Clearway’ TRO restriction, which prevents vehicles from stopping at any time. Whilst, further to the west, Alwoodley Lane is subject to a single yellow line TRO which restricts parking between 07:00-09:00 and 15:00-17:00 Monday to Friday. The existing TROs alleviate the problems that would be associated with on-street parking. An on-carriageway advisory cycle lane is available in the eastbound direction on the approach to the signalised junction. 6.4.5 Wigton Lane forms the eastern approach of the A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction (right turn manoeuvres are not permitted). Wigton Lane is a single carriageway two-way road which is typically around 7.3m-10.0m in width, with variable 1.0m-2.0m wide street-lit footways along both sides. The route operates under a 40mph speed limit. Formal staggered signal controlled crossings are provided on the Wigton Lane approach to the A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction, which have dropped kerbs and tactile paving. Near the A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction, Wigton Lane is subject to a 24-hour ‘Clearway’ TRO restriction, which prevents vehicles from stopping at any time. Public Transport Provision Level of Service and Frequency 6.4.6 The level of service and frequency of existing bus services in the area local to the Site are summarised in Table 6-7 below.
Table 6-7 - Local Bus Services
Service Route Daytime Mon- Sunday Evening Mon- Sunday Sat Sat
36 (Transdev) Harrogate – Every 10 Every 20 Every 30 Every hour Leeds City minutes minutes minutes to 1 (Ref. 6.17) Centre hour
7 (First) Primley Park– Every 15 Every 30 Every 30 Every 30 Leeds Infirmary minutes minutes minutes minutes (Ref. 6.18) Street
781 (Yorkshire Leeds – Otley Once a day Once a day No service No service Tiger) (Ref. 6.19)
X7 (First) Leeds – Mon-Fri. Six No service No service No service Alwoodley services in AM Gates peak to Leeds, and 5 services to Alwoodley in PM peak.
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Service Route Daytime Mon- Sunday Evening Mon- Sunday Sat Sat
Every 15 – 30mins in those times.
48 (First) Morley – Every hour No service No service No service Wigton Moor (approx.)
6.4.7 An existing Park & Ride facility is located in north-Leeds at King Lane, approximately 2.3km from the Site. This site has a limited capacity of 155 spaces and has an average journey time into Leeds City Centre of approximately 30mins. Waiting facilities comprise two sheltered bus stops. 6.4.8 The closest railway station to the Site is Headingley Train Station which is located approximately 6.7km to the south of the Site. The station has 11 free parking facilities and is a local transport hub, with services running to a number of regional locations which include Leeds, Harrogate and York. Other local stations in north-Leeds include Cross Gates, Horsforth and Burley Park. Existing Facilities 6.4.9 There are a number of bus stops located within 500m of the Site. The nearest of these are located 300m south of the Site on the A61 Harrogate Road. The southbound stop benefits from facilities including a shelter, seating and timetable information and currently serves the number 36 bus service. The nearest number 7 bus service is located 1.3km south on Primley Park Avenue and has timetable information but no shelter or seating. Level of Usage 6.4.10 2011 census travel-to-work data (for people working in central Leeds) is summarised in Table 6-8 below. The table illustrates how respondents whose place of work was one of the census Medium Super Output Areas (MSOAs) in central Leeds (namely numbers 55, 63, 64, 71, 75, 82, 85, 86, 111, 112) travelled to work from various origins zones (i.e. the districts of Harrogate and Leeds, and relevant MSOAs within them). It can be seen that bus usage in the MSOA Leeds 006 was very low compared to the Leeds average, despite the absence of train as a viable alternative mode. Meanwhile, use of the bus to access work in central Leeds was also lower than the Harrogate District average for MSOA Harrogate 021, with the much higher train patronage being attributable to the convenience of Pannal Station for residents of Pannal and Burn Bridge.
Table 6-8 - 2011 Census Travel-to-Work Data (to Central Leeds)
Origin Description Total Train Bus, Driving a Passenger Other Minibus Car or in a Car or or Coach Van Van
Leeds 006 Harewood, 735 0.4% 9.8% 80.1% 6.3% 3.4% East Keswick, East Rigton, Collingham
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Origin Description Total Train Bus, Driving a Passenger Other Minibus Car or in a Car or or Coach Van Van
Leeds 012 Alwoodley 942 0.6% 20.7% 69.0% 5.9% 3.7% Gates, King Lane
Leeds 015 Alwoodley, 1,087 0.1% 25.2% 64.5% 6.7% 3.5% Wigton Moor
Leeds (Total) 103,086 4.8% 25.8% 43.5% 6.5% 19.4%
Harrogate Follifoot, 167 18.0% 0.6% 77.2% 3.0% 1.2% 012 Forest Moor
Harrogate Pannal Ash, 368 26.1% 7.9% 62.2% 1.4% 2.4% 020 Harlow Carr, Rossett Green
Harrogate Burn Bridge, 278 19.4% 2.9% 72.7% 2.5% 2.5% 021 Pannal, Kirkby Overblow, Spofforth
Harrogate District (Total) 3,618 22.6% 6.5% 65.7% 3.0% 2.2% Walking and Cycling Links 6.4.11 There are no National Trails, Sustrans Cycle Routes or PRoW within the Site. Further afield, Bridleway Harewood 18, also the West Yorkshire Cycle Route: Bramhope 4 Sustrans Local Route, is located to the north of the Site (along the southern border of Harewood House Registered Park and Garden). Both the West Yorkshire Cycle Route and PRoW run in a north-west to south-east direction from Eccup Reservoir. The West Yorkshire Cycle Route crosses the A61 Harrogate Road and continues east adjacent to GSAL before joining Wigton Lane. The PRoW is a public bridleway which links several sections of public footpath that border the north, south and east of Eccup Reservoir. 6.4.12 There are a series of informal but well used paths within the woodland area that surrounds the Site to the north, west and south. These informal paths lead off from Public Footpaths that border the Eccup Reservoir. Furthermore, there are several other PRoWs within Alwoodley which provide commuting / leisure and recreational access for residents and visitors. There is a network of road routes which cyclists can use available around the Site, providing convenient links to / from the Proposed Scheme. Accidents and Road Safety 6.4.13 A review of the records has indicated that a total of 16 incidents were recorded of which: None were documented as being fatal in severity; 4 were documented as being serious in severity; and 12 were documented as being slight in severity.
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6.4.14 A summary of the incidents statistics is presented at Table 6-9.
Table 6-9 - Incident Summary (05 May 2014-05 May 2019)
Severity 5 May 5 May 5 May 5 May 5 May 5 Year 12 Month 2014 - 4 2015 - 4 2016 - 4 2017 - 4 2018 - 4 Period Average May 2015 May 2016 May 2017 May 2018 May 2019
FATAL 0 0 0 0 0 0 0
SERIOUS 1 1 0 1 1 4 1
SLIGHT 3 5 4 0 0 12 2
TOTAL 4 6 4 1 1 16 3
6.4.15 Furthermore, a breakdown showing incidents involving non-motorised users is outlined below: 0 were documented as involving pedestrians; 2 were documented as involving cyclists; and 0 were documented as involving horse-riders. 6.4.16 The number of incidents during the 5-year period for the area extent shown is low. Across the Study Area a total of 16 PICs have been recorded, equating to an average of approximately 3 incidents per year. Table 6-9 demonstrates that 12 (75%) of the incidents were classified as slight in severity and the remaining 4 (25%) were classified as serious. There were no reported fatalities recorded over the preceding 5-year period under consideration. 6.4.17 Table 6-9, also, demonstrates that between 2014 and 2019 (for the full year periods) there has been an overall decline in the number of incidents occurring. 6.4.18 The PIC records clearly demonstrate that there are no incident blackspots on the local highway network surrounding the Site. The PIC records show that most incidents were caused because of driving with undue care and attention and cannot be attributed to inadequate highway design on any part of the network under consideration within the Study Area. Baseline Traffic Flows 6.4.19 The proposed southern Site access currently serves four properties to the north (those fronting the A61 Harrogate Road), and one to the south (Villa Picano) of the western arm. Traffic generation data from these properties is unavailable. 6.4.20 The 85th Percentile 7-Day Week Speed Results from the ATCs are presented in Table 6-10.
Table 6-10 - Existing Baseline 85th Percentile 7-Day Week Speed Results
Link Identity Northbound Speed Southbound Speed (mph) (mph)
1 - A61 Harrogate Road, A659 Harewood Avenue to 32.9 37.1 Wike Lane.
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Link Identity Northbound Speed Southbound Speed (mph) (mph)
2 - A61 Harrogate Road, A61 Harrogate Road / 43.5 41.2 GSAL roundabout to Fortshot Lane. 3 - Wigton Lane, A61 Harrogate Road / Wigton Lane 37.4 (Eastbound) 38.5 (Westbound) / Alwoodley Lane signalised junction to Alwoodley Gates. 4 - A61 Harrogate Road, A61 Harrogate Road / 35.7 34.8 Wigton Lane / Alwoodley Lane signalised junction to A61 Harrogate Road signalised ‘U-turn’ facility. 5 - Alwoodley Lane, Sandmoor Avenue to A61 35.0 37.2 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction. 6.4.21 This Chapter includes a comparison between the 2018 Existing Baseline traffic flows, the 2021 Future Baseline traffic flows (without the Proposed Scheme), as shown in Table 6-11 for the AADT. In addition, this Chapter includes a comparison between the 2018 Existing Baseline Junction Capacity and 2021 Future Baseline Junction Capacity, as shown in Table 6-11. FUTURE BASELINE CONDITIONS 6.4.22 It is envisaged that in the absence of the Proposed Scheme, the baseline conditions would be expected to remain relatively constant from a traffic and transport perspective. However, as stated earlier, it is assumed that there will be growth (cumulating at 1% per year) in the level of background traffic which uses the surrounding highway network, in the opening and assessment year of 2021 (without the Proposed Scheme). This growth is associated with assumed committed developments in the area and assumptions on travel behaviour change in the future. 6.4.23 By applying the relevant growth factor and committed development traffic flows to the 2018 Existing Baseline traffic flows presented in the TA, the 2021 Future Baseline traffic flows (without the Proposed Scheme) are derived, as shown in Table 6-11 for the AADT.
Table 6-11 – Future Baseline 24-hour AADT Traffic Flows (without the Proposed Scheme)
Link Identity 2018 Existing 2021 Future Baseline Baseline
1 - A61 Harrogate Road, A659 Harewood Avenue to Wike 14199 17590 Lane. 2 - A61 Harrogate Road, A61 Harrogate Road / GSAL 14857 18261 roundabout to Fortshot Lane. 3 - Wigton Lane, A61 Harrogate Road / Wigton Lane / 6663 6795 Alwoodley Lane signalised junction to Alwoodley Gates. 4 - A61 Harrogate Road, A61 Harrogate Road / Wigton 18682 25031 Lane / Alwoodley Lane signalised junction to A61 Harrogate Road signalised ‘U-turn’ facility. 5 - Alwoodley Lane, Sandmoor Avenue to A61 Harrogate 5865 5981 Road / Wigton Lane / Alwoodley Lane signalised junction.
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6.4.24 The predicted two-way 24-hour AADT link flows on the surrounding highway network at 2018 base year and 2020 start of an anticipated 70-week construction plan are summarised in Table 6-12, together with the predicted percentage changes.
Table 6-12 - 24 Hour AADT link flows & Percentage Change – Construction Year
2018 Existing 2020 Construction Year Percentage Change Baseline Baseline Link Identity Total Total Total Vehicles HDV Vehicles HDV Vehicles HDV
1 - A61 Harrogate 14199 47 14340 47 +1% No Change Road, A659 Harewood Avenue to Wike Lane. 2 - A61 Harrogate 14857 60 15004 61 +6% <1% Road, A61 Harrogate Change Road / GSAL roundabout to Fortshot Lane. 3 - Wigton Lane, A61 6663 13 6729 14 +1% <1% Harrogate Road / Change Wigton Lane / Alwoodley Lane signalised junction to Alwoodley Gates. 4 - A61 Harrogate 18682 255 18867 258 +1% <1% Road, A61 Harrogate Change Road / Wigton Lane / Alwoodley Lane signalised junction to A61 Harrogate Road signalised ‘U-turn’ facility. 5 - Alwoodley Lane, 5865 7 5923 7 +1% No Change Sandmoor Avenue to A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction. 6.4.25 In addition to increased traffic flows on the surrounding highway network, it is expected that there would also be increases in pedestrian and cycle flows in the area due to developments at GSAL (in the absence of the Proposed Scheme), though there is no data available to determine what level of increase this may be. 6.4.26 The Global Measure of Effectiveness outputs have been obtained from the model based on the individual results from modelled routes identified in paragraph 6.3.19. Table 6-13 illustrates these four outputs from the VISSIM model; the average travel time (seconds), average speed (mph), average delay (seconds) and total vehicles across the network for the 2021 Future Baseline scenario (Without / With Proposed Scheme). The outputs are indicative of the overall network
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modelled, based on the averages taken from the individual routes (including future bus service operations to / from the Proposed Scheme).
Table 6-13 – Network Performance Results during the AM and PM Peak Hours – Without / With Proposed Scheme
Do Something B (DSB) 2021 Future Do Minimum (DM) 2021 Future Baseline Baseline Parameter
AM PM AM PM
Average Travel 212 133 208 129 Time (seconds) Average Speed 13 21 13 21 (mph) Average Delay 115 34 113 34 (seconds) Total Vehicles 4279 3469 4408 3542 6.4.27 The future baseline may also be influenced by further development, beyond those committed developments referenced in paragraph 6.3.26 above. Of particular relevance is Site Allocation HG2-26 located south-west of the Site. No application has yet been submitted for this allocation and as such it is not considered a ‘committed development’ and therefore has not been considered within future baseline flows upon which the effect of the Proposed Scheme is assessed. Potential in- combination effect of potential future development of this allocated Site on shared traffic and transportation receptors is instead considered in Chapter 15 – Cumulative Effects. 6.5 SENSITIVE RECEPTORS 6.5.1 The following sensitive receptors have been assessed within this Chapter: Motorised users of the surrounding highway network, including vehicle drivers and public transport users; Non-motorised users of the surrounding highway network, PRoW and non-designated public routes, including pedestrians, cyclists and equestrians (and vulnerable groups); and Residents and commuters. 6.5.2 A number of receptors have been identified in the vicinity of the Site potentially susceptible to the effects of the Proposed Scheme. The effects of the Proposed Scheme on severance, pedestrian delay, pedestrian / cycle amenity and fear and intimidation are measured as a change in traffic flow along modelled links in the vicinity of the Site as per Table 6-6. 6.5.3 All key sensitive receptor locations are shown on Figure 2.2: Key Sensitive Receptors. 6.6 RELEVANT ELEMENTS OF THE PROPOSED SCHEME AND ESTABLISHING THE PRE-MITIGATION SCENARIO CONSTRUCTION STAGE 6.6.1 The following measures / elements, as outlined in Chapter 3 – Description of the Proposed Scheme are considered relevant to the assessment of the likely significant environmental effects in relation to traffic and transport:
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Construction Access / Haulage Routes, Parking and Traffic: • The number of construction vehicles (including private car trips from the workforce as well as HGV movements) will depend on the size and number of vehicles operated by the contractor; and • It is anticipated that there will be on average less than 75 vehicles accessing the Site within a 24hr period which are expected to travel to / from the Site using the A61 Harrogate Road and Outer Ring Road (A6120). Traffic Management Requirements: • Appropriate signing of the delivery route(s) to ensure vehicles use the approved route to and from the Site; • A local off-site depot location may be used to temporarily store materials, reduce the number of trips required and control the timing of deliveries to the Site and to ensure that vehicles are not required to wait on the public highway before entering the Site; • Temporary traffic management for short periods when delivery of abnormal / oversized loads may cause obstruction to the public highway; • Design of the Site access(es) to ensure that vehicles have appropriate visibility upon leaving the Site; and • Supply chain engagement to ensure that delivery drivers are briefed in advance of the correct access / egress requirements for the Site. All deliveries are made within the agreed working hours of the Site. OPERATION STAGE BUS ROUTING AND FREQUENCY 6.6.2 The bus operator and service to serve the Proposed Scheme has not yet been agreed and will be subject to competitive tender. Therefore, for assessment purposes, assumptions have been made to present a ‘max-use’ routine scenario. 6.6.3 It has been assumed that the Proposed Scheme will be served by a combination of the following bus services: An existing bus service (No.36) which runs along the A61 Harrogate Road would be re-routed to divert through the Proposed Scheme. It is assumed that this service would comprise of 1 bus arriving every 10 minutes for both directions of route. This would be a total of 12 buses per hour; and An existing bus service (No.7) which currently serves residential areas between Leeds City Centre and the north of the city would be extended and re-routed through the Proposed Scheme. It is assumed that this service would comprise of 1 bus arriving at the Proposed Scheme every 15 minutes before leaving for Leeds City Centre. This would be a total of 4 buses per hour. 6.6.4 As such, it is anticipated that the maximum bus frequency will be 16 buses visiting the Proposed Scheme within an hour (12 of those buses are already existing on the A61 corridor). 6.6.5 Deviations from the routine 16 buses an hour may occur for the following reasons: Proposed Scheme served by a single bus service or different combination - through procurement of the bus service for the Proposed Scheme may instead be served by either:
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• The No. 36 bus only; • The No. 7 bus only but with increased frequency (1 bus every 10 minutes); or • Both the No. 36 and No. 7 (but the No. 7 serves the Site only in the peak hour); and The Proposed Scheme is used to facilitate buses for events (e.g. the Harrogate Show) in addition to routine Park & Ride services. Such use would be irregular and short-term. 6.6.6 In any of these situations the Proposed Scheme is expected to provide 1 bus service to Leeds City Centre every 10 minutes at a minimum (6 buses per hour). TRAFFIC AND JUNCTION CAPACITY ANALYSIS 6.6.7 The Proposed Scheme is forecast to generate 2,498 two-way vehicle movements during a 24-hour period. 6.6.8 Traffic flows on the operational Park & Ride accesses were calculated using known peak hour flows (AM / PM) on the surrounding road network, to which a factor was applied to convert to 18-hour Annual Average Weekday Traffic (AAWT) and 24-hour AADT. This assumes the Park & Ride is operating at design year capacity from opening year. This approach was taken to provide a robust, worst-case prediction in the absence, at the time, of any data relating to the likely use profile of the Proposed Scheme. 6.6.9 However, subsequent to the preparation of this assessment, data from Temple Green Park & Ride has become available that suggests that AADT / AAWT for the operational Park & Ride accesses is in reality likely to be much lower than data used in this assessment indicates. Arrival and departure patterns at Temple Green Park & Ride suggest usage relates almost exclusively to commuting (i.e. general traffic arrives in the AM peak and leaves in the PM peak), and the daily number of vehicles using the Park & Ride would be 106% of the number of spaces. On this basis, it is predicted that a more realistic AADT and AAWT (not including bus trips) for the Proposed Scheme would be 1066. The AADT / AAWT values used in this assessment therefore present a ‘worst-case’ picture of traffic flows within the Site that in reality is not likely to reflect anticipated usage patterns. Data relating to morning and evening peak anticipated traffic flows can be found in the TA. 6.6.10 It has been calculated that of the total traffic accessing the Site, 85% of the figure represents existing traffic on the surrounding highway network and the remaining 15% would be new trips on the network. Demand Forecasting has been undertaken, in which it was established what the likely traffic distribution to the Proposed Scheme would be. More detail regarding traffic distribution and generation methodology is provided within Chapter 6.0 of the TA. 6.6.11 The predicted two-way 24-hour AADT link flows on the surrounding highway network (including the vehicular flows forecast to be generated by committed developments) at 2021 opening year both without and with the Proposed Scheme are summarised in Table 6-14 together with the predicted percentage changes.
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Table 6-14 – 24-hour AADT link flows & Percentage Change – Design Year
2021 Opening Year 2021 Opening Year Baseline (without Baseline (with Percentage Change Proposed Scheme) Proposed Scheme) Link Identity Total Total Total Vehicles HDV Vehicles HDV Vehicles HDV
1 - A61 Harrogate 17590 48 17776 48 +1% No Change Road, A659 Harewood Avenue to Wike Lane. 2 - A61 Harrogate 18261 62 17184 62 -6% No Change Road, A61 Harrogate Road / GSAL roundabout to Fortshot Lane. 3 - Wigton Lane, A61 6795 14 6875 14 +1% No Change Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction to Alwoodley Gates. 4 - A61 Harrogate 25031 260 24220 260 -4% No Change Road, A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction to A61 Harrogate Road signalised ‘U-turn’ facility. 5 - Alwoodley Lane, 5981 7 6061 7 +1% No Change Sandmoor Avenue to A61 Harrogate Road / Wigton Lane / Alwoodley Lane signalised junction.
6.7 ASSESSMENT OF EFFECTS, MITIGATION AND RESIDUAL EFFECTS CONSTRUCTION PHASE
Table 6-15 - Significant effects during construction
Effect Assessment Discussion stage Nuisance and It is anticipated that there will be on average less than 75 vehicles disruption to Description of accessing the Site within a 24hr period which are expected to travel users of the pre-mitigation to / from the Site using the A61 Harrogate Road and Outer Ring local road significant Road (A6120). This would comprise an increase of less than 1% network due to effect over predicted existing traffic flows in the 2020 construction year additional baseline (see Table 6-12) on all modelled links on the A61 temporary Harrogate Road adjacent to the Site (Links 1, 2 and 4). There is a traffic and potential that a small portion of traffic (anticipated to be <10%) will
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Effect Assessment Discussion stage diverted utilise other routes (such as Alwoodley Lane, Wigton Lane, Kings routes. Lane and Wike Ridge Lane) to access the Site during construction. It is assumed that construction traffic would initially enter the Site from the existing access off the A61 Harrogate Road / GSAL roundabout. In later phases, construction traffic would also enter via the proposed northern access. Appropriate traffic management will be implemented to ensure the safety of road users, and this will be outlined within a Construction Traffic Management Plan (CTMP). The sensitivity of motorised and non-motorised users on the links within the vicinity of the Site is medium due to their transient nature. Severance: Given that the vehicle trip generation associated with the peak of the construction phase of the Proposed Scheme is anticipated to be less than 1% of construction traffic routes, all changes in AADT flows will be below 30% (as per Table 6-6), and the magnitude of change is therefore negligible for motorised and non-motorised users of all links. Therefore, there is likely to be an indirect, temporary, short-term effect of severance on motorised and non- motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Driver stress: Applying Table 6-5 for all links included in the Study Area, it is clear that there are existing high degrees of driver stress on the surrounding highway network. Given that the vehicle trip generation associated with the peak of the construction phase of the Proposed Scheme is anticipated to be less than 1% of construction traffic routes, all changes in AADT flows will be below 30% (as per Table 6-6), Given that all changes in AADT flows are below 30% (as per Table 6-6), the magnitude of change is negligible for motorised users of all links. Therefore, there is likely to be an indirect, temporary, short-term effect of driver stress on motorised and non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Driver delay: Given that the vehicle trip generation associated with the peak of the construction phase of the Proposed Scheme is anticipated to be less than 1% of construction traffic routes, it is considered that the magnitude of change is negligible. Therefore, there is likely to be an indirect, temporary, short-term effect of driver delay on motorised and non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Pedestrian delay: All changes in AADT flows as a result of construction traffic are below 30%. While it is anticipated that footpaths on the A61 Harrogate Road in the vicinity of the Site will be temporarily closed for short-periods during the construction phase, when such restrictions are in place, agreed diversions will be put in place that are considered only a negligible delay to pedestrians. Therefore, it
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Effect Assessment Discussion stage is considered by professional judgement that the magnitude of change of pedestrian delay along all links will be negligible. Therefore, there is likely to be an indirect, temporary, short-term effect of pedestrian delay on non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Pedestrian and cyclist amenity: The PERS audit identified that there are an acceptable number of informal and formal crossing facilities on the surrounding highway network, which serve pedestrian desire lines. The crossing facilities provide safe and convenient opportunities for pedestrians to cross all links in the Study Area without being delayed, because of construction traffic from the Proposed Scheme. All changes in AADT flows as a result of construction traffic are below 30%. Therefore, there is likely to be an indirect, temporary, short-term effect on pedestrian and cyclist amenity for non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Fear and Intimidation: Changes in average traffic flow over 18-hours as a result of traffic flows will be less than 600 vehicles per hour on all links, and average 18-hour HDV flows will be less than 1000. There is also anticipated to be no increase in average speeds over an 18-hour period owing to the construction phase of the development. Therefore, there is likely to be an indirect, temporary, short-term effect of fear and intimidation on non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Accidents and Road Safety The existing road network adjacent to the Site is currently not an incident blackspot. Traffic management controls as outlined in Chapter 3 – Description of the Proposed Scheme will be implemented to ensure the safety of road users. With implementation of these controls, and given the anticipated low volume of construction traffic in the context of existing traffic flows, it is considered by professional judgement that the magnitude of change of accidents and road safety along all links will be negligible. Therefore, there is likely to be an indirect, temporary, short-term effect on accidents and road safety on motorised and non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures.
Secondary No significant effects are predicted and as such no secondary Mitigation mitigation is proposed.
Residual No further mitigation is proposed. As such, the sensitivity of effects and motorised and non-motorised users of the road network is medium monitoring and the magnitude of change for all criteria remains negligible. Therefore, an indirect, temporary, short-term residual effect on
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Effect Assessment Discussion stage motorised and non-motorised users of the road network of negligible significance (not significant) will remain for all criteria.
OPERATIONAL PHASE
Table 6-16 - Significant effects during operation
Effect Assessment Discussion stage The Proposed Scheme is forecast to generate 2,498 two-way vehicle movements during a 24-hour period, which is reflective of the proposed opening / closing time for the Proposed Scheme. As outlined in paragraph 6.6.9 however, two-way vehicle movements are more likely to be closer to 1066 two-way vehicle movements in a 24-hour period based on usage patterns of other Park & Rides in Leeds. It has been calculated that of the total traffic accessing the Site, 85% of the figure represents existing traffic on the surrounding highway network and the remaining 15% would be new trips on the network. It is forecast that the total volume of new traffic travelling through the Alwoodley Lane / A61 Harrogate Road signalised crossroads would be low. The traffic flows on Links 2 and 4 reduce by 6% and 4% respectively. The increase in traffic flow on Links 3 and 5 will be approximately 1%. However, it is considered that most of trips to the Proposed Scheme are existing on these links, and only the turning proportions at the signalised junction will change and, therefore, the impact will be negligible. Nuisance and disruption to Description of During the AM peak hour, it is forecast that between 947 – 1710 users of the pre-mitigation vehicles movements are entering the A61 Harrogate Road / GSAL local road significant roundabout to travel northbound on the A61 Harrogate Road, which network due to effect equates to between 16 – 29 vehicles per minute. This movement blocks the exit of vehicles leaving the Proposed Scheme. The high changes in traffic levels. volume of traffic flow on the circulatory carriageway of the roundabout causes vehicles and citybound buses exiting the Proposed Scheme to be delayed. During the PM peak hour, it is forecast that between 1019 – 1321 vehicles movements are entering the A61 Harrogate Road / GSAL roundabout to travel northbound on the A61 Harrogate Road, which equates to between 17 – 22 vehicles per minute. This movement blocks the exit of vehicles leaving the Proposed Scheme. The high volume of traffic flow on the circulatory carriageway of the roundabout causes vehicles and citybound buses exiting the Proposed Scheme to be delayed. Part-time traffic signals at the southern access junction will however control the high volume of traffic flow along the A61 Harrogate Road northbound and allow citybound buses to exit the Proposed Scheme with limited delay, during peak periods. A vehicle detection system will be used to detect a citybound bus. The traffic signal will also be linked to Alwoodley Lane / A61 Harrogate Road signalised crossroad, so that the traffic flows can be coordinated between the two sets of signals. As the part-time signals are only activated when a bus is required to
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Effect Assessment Discussion stage exit in peak hours, the delays to general road users are considered negligible. VISSIM modelling of the area has indicated that delays to traffic would vary by 2 seconds and so would not be noticeable by drivers. The sensitivity of motorised and non-motorised users on the links within the vicinity of the Site is medium due to their transient nature. Severance: As stated earlier, Table 6-14 shows the percentage change in AADT flows for all links included in the Study Area for the traffic flows associated with the 2021 opening and assessment year both without and with the Proposed Scheme. Table 6-14, also, demonstrates that the average percentage change across modelled links is forecast to be -2%. Given that all changes in AADT flows are below 30% (as per Table 6-6), the magnitude of change is negligible. Therefore, there is likely to be an indirect, temporary, short-term effect of severance on motorised and non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Driver stress: Applying Table 6-6 for all links included in the Study Area, it is clear that there are existing high degrees of driver stress on the surrounding highway network. As stated earlier, Table 6-14 shows the percentage change in AADT flows for all links included in the Study Area for the traffic flows associated with the 2021 opening and assessment year both without and with the Proposed Scheme. Table 6-14, also, demonstrates that the average percentage change across the Study Area is forecast to be -2%. Given that all changes in AADT flows are below 30% (as per Table 6-6), the magnitude of change is negligible. Therefore, there is likely to be an indirect, permanent, long-term effect of driver stress on motorised and non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Driver delay: As stated earlier, Table 6-13 illustrates the predicted change (seconds) in Driver Delay on the surrounding junctions between the 2021 opening and assessment year both with and without the Proposed Scheme. Table 6-13 shows the forecast DM and DSB 2021 Network Performance Results during the AM and PM peak hours. When compared to DSB2, the AM peak has an average delay of 113 seconds and PM peak has an average delay of 34 seconds. With the implementation of the Proposed Scheme there is forecast to be a reduction of two seconds in average delay during the AM peak hour and no difference during the PM peak hour. The magnitude of change is therefore considered to be negligible. As a result, there is likely to be an indirect, permanent, long-term effect of driver delay on motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures which is not exacerbated with the implementation of the Proposed Scheme.
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Effect Assessment Discussion stage Pedestrian delay: All changes in AADT flows as a result of operational traffic are below 30%, and no changes to existing footways are proposed. Therefore, it is considered by professional judgement that the magnitude of change of pedestrian delay along all links will be negligible. Therefore, there is likely to be an indirect, permanent, long-term effect of pedestrian delay on non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Pedestrian and cyclist amenity: The PERS audit identified that there are an acceptable number of informal and formal crossing facilities on the surrounding highway network, which serve pedestrian desire lines. The crossing facilities provide safe and convenient opportunities for pedestrians to cross all links in the Study Area without being delayed, because of the traffic forecasted from the Proposed Scheme. All changes in AADT flows as a result of operational traffic are below 30%. Therefore, there is likely to be an indirect, permanent, long-term effect on pedestrian and cyclist amenity for non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures. Fear and Intimidation: As shown in Table 6-14, it is projected that the average net change traffic flow over a 24-hour period between the 2021 Baseline (Without Proposed Scheme) and 2021 Baseline (With Proposed Scheme) for each link in the Study Area will be less than 600 vehicles per hour. In addition, the average net change in traffic flow across the full Study Area over a 24-hour period is forecast to reduce by 1541 vehicle movement, resulting in a net betterment. There is also anticipated to be no increase in average speeds over a 24-hour period owing to the operational phase of the development. Therefore, there is likely to be an indirect, permanent, long-term effect of fear and intimidation on non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures Accidents and Road Safety: 6.7.1 The existing road network adjacent to the Site is currently not an incident blackspot. The change in vehicles numbers using the road network as a result of the development is less than 1%, but on most links there is a reduction of traffic flow, which demonstrates that there is unlikely to be an increase in accidents on the highway. The TA further concludes the Proposed Scheme does not increase the likelihood of accidents. Therefore, it is considered by professional judgement that the magnitude of change of accidents and road safety along all links will be negligible. Therefore, there is likely to be an indirect, temporary, short-term effect of accidents and road safety on non-motorised users of the local road network of negligible significance (not significant) prior to the implementation of mitigation measures.
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Effect Assessment Discussion stage
Secondary No significant effects are predicted and as such no secondary Mitigation mitigation is proposed.
No further mitigation is proposed. As such, the sensitivity of Residual motorised and non-motorised users of the road network is medium effects and and the magnitude of change for all criteria remains negligible. monitoring Therefore, an indirect, temporary, short-term residual effect on motorised and non-motorised users of the road network of negligible significance (not significant) will remain for all criteria.
As outlined in Section 6.4, there are several existing bus services available to residents and commuters in north-Leeds and Harrogate. The closest railway station to the Site within north-Leeds is located at Headingley, and has only 11 parking spaces. The existing Park & Ride in north-Leeds at King Lane has only 155 parking spaces and bus services from this facility have a typical journey time into Leeds City Centre of 30mins. Waiting facilities also comprise only two sheltered bus stops, making this facility less attractive to potential users. There is, therefore, a large residential catchment area between these two railway lines in north-Leeds and further afield (outside the main urban area) with limited sustainable transport options. This is reflected in low levels of bus usage as demonstrated in Table 6-8. The sensitivity of residents and commuters is medium with consideration of the socio-economic profile of north-Leeds and Harrogate, and the availability of alternative transport modes. Level of service and frequency:
Improved The bus operator and service to serve the Proposed Scheme has public not yet been agreed and will be subject to competitive tender. Description of transport However, for the purposes of assessment it is assumed that pre-mitigation provision and minimum level of provision would be that the Proposed Scheme is significant connectivity to served by an existing bus service (such as the No.36) with a service effect Leeds City each way every 10mins. An additional service to this may be added Centre. to serve the Proposed Scheme, which it is assumed as a maximum would provide an additional service every 15mins during peak hours. Should the Proposed Scheme be served only by an existing service, the magnitude of change of the level of service and frequency of public transport provision would not change and as such there would be a negligible magnitude of change. Should additional services however be procured to serve the Proposed Scheme in addition to an existing service, it is considered there would be a small magnitude of change. Therefore, there is likely to be a direct, permanent, long-term effect on the level of service and frequency of public transport provision for residents and commuters of negligible to minor beneficial significance (significant) prior to the implementation of mitigation measures. Level of facilities: New facilities will be provided at the terminus building, including a heated waiting area, toilets, accessible toilet, baby-changing
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Effect Assessment Discussion stage facilities, changing space, office / kitchen for staff, service areas, switch room, bicycle storage and mobility scooter storage, ticket machines and real-time information boards. This presents a major improvement over existing facilities available for residents and commuters in north-Leeds, which currently is limited to on-road bus stops with variable provision of shelters or seating and no toilet facilities. Given the limited capacity of King Lane Park & Ride and lack of express bus service, and lack of rail stations with parking in north-Leeds, the provision of 500 parking spaces on a key arterial route to Leeds City Centre with regular bus service presents a major improvement in the level of public transport facilities in north- Leeds. The magnitude of change is therefore considered to be large beneficial. Therefore, there is likely to be a direct, permanent, long- term effect on the level of facilities of public transport provision for residents and commuters of major beneficial significance (significant) prior to the implementation of mitigation measures. Predicted usage levels: Demand forecasting undertaken for the Site has suggested that the Proposed Scheme is likely to attract approximately 200-300 daily users in opening year, which is anticipated to increase to approximately 500 daily users in later years. Given low levels of public transport usage in north-Leeds, this predicted uptake is considered to have a small to medium beneficial magnitude of change on public transport usage. Therefore, there is likely to be a direct, permanent, long-term effect on the predicted usage of public transport by residents and commuters of minor to moderate beneficial significance (significant) prior to the implementation of mitigation measures.
Secondary No further mitigation is proposed. Mitigation No further mitigation is proposed. As such, the sensitivity of Residual residents and commuters users is medium, and the magnitude of effects and change, following mitigation, remains small to medium. Therefore, a monitoring direct, permanent, long-term residual effect on the provision of public transport for residents and commuters of minor to moderate beneficial significance (significant) will remain for all criteria.
6.8 LIMITATIONS AND ASSUMPTIONS 6.8.1 The following limitations and assumptions have been used in this assessment: Validity of baseline data - the baseline data and survey data have been obtained from recognised sources and methodologies with locations and types of surveys agreed with LCC in advance. In this sense, there are only limited limitations to their use. The traffic survey data is considered representative of current conditions; Traffic flows on the operational Park & Ride accesses were calculated using known peak hour flows (AM / PM) on the surrounding road network, to which a factor was applied to convert to 18- hour AAWT and 24-hour AADT. This assumes the Park & Ride is operating at design year capacity from opening year. This approach was taken to provide a robust, worst-case prediction
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in the absence, at the time, of any data relating to the likely use profile of the Proposed Scheme. However, subsequent to the preparation of this assessment, data from Temple Green Park & Ride has become available that suggests that AADT / AAWT for the operational Park & Ride accesses is in reality likely to be much lower than the data used in this assessment indicates. Arrival and departure patterns at Temple Green Park & Ride suggest usage relates almost exclusively to commuting (i.e. general traffic arrives in the AM peak and leaves in the PM peak), and the daily number of vehicles using the Park & Ride would be 106% of the number of spaces. On this basis, it is predicted that a more realistic AADT and AAWT (not including bus trips) for the Proposed Scheme would be 1066. The AADT / AAWT values used in this assessment therefore present a ‘worst-case’ picture of traffic flows within the Site that in reality is not likely to reflect anticipated usage patterns. Data relating to morning and evening peak anticipated traffic flows can be found in the TA; Predicted growth factors - the traffic growth factors have been agreed with by LCC for the Proposed Scheme. The approved rates have been applied for the three-year horizon period between 2018 and 2021 to the base survey data; Bus routing and frequency - the bus operator and service to serve the Proposed Scheme has not yet been agreed and will be subject to competitive tender. Therefore, for assessment purposes, assumptions have been made to present a ‘minimum-use’ and ‘max-use’ routine scenario; and The exact vehicle arrival / departure patterns to the Proposed Scheme are unknown - modelling work undertaken has been based upon assumptions. For the purposes of this assessment and, to ensure robustness in the methodology which derived subsequent traffic data, it has been assumed that the peak hours of operation at the Proposed Scheme will correspond to the surrounding highway network. 6.9 SUMMARY 6.9.1 This Chapter has considered the likely significant effects arising from the Proposed Scheme on traffic and transport during the construction and operation phases of the development. 6.9.2 During the construction phase of the works, vehicle trip generation associated with the peak of the construction phase of the Proposed Scheme is anticipated to be less than 1% of construction traffic routes. With consideration of this low level of construction traffic and other considerations such as the implementation of traffic management controls, effects relating to all relevant criteria during the construction phase are of negligible significance. 6.9.3 During the operational phase of the works, it has been demonstrated that for all receptor links included in the Study Area, the average percentage change between the traffic flows associated with the 2021 Baseline (Without Proposed Scheme) and 2021 Baseline (With Proposed Scheme), is forecast to a be -2%. It is considered that due to the nature of the Proposed Scheme, existing trips to / from the city centre along the A61 corridor will be diverted to the Site. The traffic flows on Links 2 and 4 reduce by 6% and 4% respectively. The increase in traffic flow on Links 3 and 5 will be approximately 1%, however it is considered that most of trips to the Proposed Scheme are existing on these links, and only the turning proportions at the signalised junction will change Changes in AADT flows are predicted to be below 30%. Given consideration of this and other relevant criteria, the Proposed Scheme has a negligible effect on nuisance and disruption to motorised and non- motorised road users.
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6.9.4 The Proposed Scheme has beneficial effects in relation to public transport provision. Depending on whether additional bus services are procured further to use of the Proposed Scheme by an existing bus service, the Proposed Scheme would have a beneficial effect on the level of service and frequency of negligible to minor significance. Substantial new facilities are provided for residents and commuters in an area in which facilities are currently limited or of low quality. Therefore, the Proposed Scheme is considered to have a major beneficial effect on the level of facilities. Levels of public transport usage are also anticipated to increase from opening year through to future years as a result of the Proposed Scheme, and as such there is anticipated to be a minor to moderate beneficial effect on predicted usage levels of public transport. 6.9.5 Table 6-17 provides a summary of the traffic and transport effects.
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Table 6-17 - Summary of Effects Table for Traffic and transport
Description of Effects Receptor Significance and Nature of Summary of Significance and Nature Effects Prior to Secondary Secondary of Residual Effects Mitigation Mitigation
Construction Phase
Nuisance and disruption to users of the local road Motorised and non- Severance: N/A Severance: network due to additional temporary traffic and motorised users. Negligible Negligible diverted routes. T / I / ST T / I / ST Driver Stress: Driver Stress: Negligible Negligible T / I / ST T / I / ST Driver Delay: Driver Delay: Negligible Negligible T / I / ST T / I / ST Pedestrian Delay: Pedestrian Delay: Negligible Negligible T / I / ST T / I / ST Pedestrian and Cyclist Amenity: Pedestrian and Cyclist Amenity: Negligible Negligible T / I / ST T / I / ST Fear and Intimidation: Fear and Intimidation: Negligible Negligible T / I / ST
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Description of Effects Receptor Significance and Nature of Summary of Significance and Nature Effects Prior to Secondary Secondary of Residual Effects Mitigation Mitigation
T / I / ST
Operational Phase
Nuisance and disruption to users of the local road Motorised and non- Severance: N/A Severance: network due to changes in traffic levels. motorised users. Negligible Negligible P / I / LT P / I / LT Driver Stress: Driver Stress: Negligible Negligible P / I / LT P / I / LT Driver Delay: Driver Delay: Negligible Negligible P / I / LT P / I / LT Pedestrian Delay: Pedestrian Delay: Negligible Negligible P / I / LT P / I / LT Pedestrian and Cyclist Amenity: Pedestrian and Cyclist Amenity: Negligible Negligible P / I / LT P / I / LT Fear and Intimidation: Fear and Intimidation: Negligible Negligible P / I / LT
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Description of Effects Receptor Significance and Nature of Summary of Significance and Nature Effects Prior to Secondary Secondary of Residual Effects Mitigation Mitigation
P / I / LT
Improved public transport provision and Residents and Level of service and frequency: N/A Level of service and connectivity to Leeds City Centre. Commuters frequency: Negligible to Minor Negligible to Minor + / P / I / LT + / P / I / LT Level of facilities: Level of facilities: Major Major + / P / I / LT + / P / I / LT Predicted usage levels: Predicted usage levels: Minor to Moderate Minor to Moderate + / P / I / ST/LT + / P / I / LT
Key to table: + / - = Beneficial or Adverse P / T = Permanent or Temporary, D / I = Direct or Indirect, ST / MT / LT = Short Term, Medium Term or Long Term, N/A = Not Applicable
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REFERENCES Ref. 6.1: Traffic Management Act (TMA) 2004. Available at: http://www.legislation.gov.uk/ukpga/2004/18/pdfs/ukpga_20040018_en.pdf Ref. 6.2: Department for Communities and Local Government (DCLG) (2019) The National Planning Policy Framework. DCLG, London. Ref. 6.3: Leeds City Council, 2014, The Leeds Core Strategy. Available at: https://www.leeds.gov.uk/Local%20Plans/Adopted%20Core%20Strategy/Adopted%20Core%20Strat egy%20Final%20Nov%202014.pdf Ref. 6.4: West Yorkshire Combined Authority, 2017, West Yorkshire Transport Strategy Ref. 6.5: West Yorkshire Combined Authority, 2017, Green Streets Principles for the West Yorkshire Transport Fund. Available at: https://www.kirklees.gov.uk/beta/white-rose-forest/pdf/principles.pdf Ref. 6.6: Planning Practice Guidance, Travel Plans, 2014, Transport Assessments and Statements in Decision-Taking. Available at: https://www.tfwm.org.uk/media/1467/wcce-e2-3-travel-plans- transport.pdf Ref. 6.7: Planning Practice Guidance, 2015, Transport Evidence Bases in Plan Making and Decision Taking. Available at: https://www.gov.uk/guidance/transport-evidence-bases-in-plan-making-and- decision-taking Ref. 6.8: Chartered Institution of Highways & Transportation, 2017, Manual for Streets. Ref. 6.9: Chartered Institution of Highways & Transportation, 2010, Manual for Streets 2. Available at: http://bailey.persona-pi.com/Public-Inquiries/Corby/core-documents/nr_90.pdf Ref. 6.10: Highways Agency, 1993 (amended and updated 1998 / 1999 / 2000 / 2001 / 2003) Design Manual for Roads and Bridges, Volume 10 Environmental Design and Management Ref. 6.11: Highways Agency, 1993 (amended and updated 1998 / 1999 / 2000 / 2001 / 2003) Design Manual for Roads and Bridges, Volume 11 Environmental Assessment Section 3 Parts 8 and 9 Ref. 6.12: Institute of Environmental Assessment (IEA) (now Institute of Environmental Management and Assessment (IEMA’s)) 1993, 'Guidelines for the Environmental Assessment of Road Traffic'. Ref 6.13: Institute of Environmental Management and Assessment (IEMA), 2004, Guidelines for Environmental Impact Assessment. Ref 6.14: The Town and Country Planning, 2017 (Environmental Impact Assessment) Regulations. Available at: http://www.legislation.gov.uk/uksi/2017/571/contents/made Ref 6.15: LCC Definitive Map of PRoW, 2019. Available at: https://leedscc.maps.arcgis.com/apps/webappviewer/index.html?id=fef90bd138bf48e19e3076a8136 6d3d3 Ref 6.16: Sustrans (National Cycle Network Interactive Map), 2019, Available at: https://osmaps.ordnancesurvey.co.uk/52.57958,-2.38691,7 Ref 6.17: Harrogate Bus Company, 2019, Available at: https://www.transdevbus.co.uk/harrogate/ Ref 6.18: First Group Leeds, 2019, Available at: https://www.firstgroup.com/leeds
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Ref 6.19: Yorkshire Tiger, 2016, Available at: https://www.yorkshiretiger.co.uk/wp- content/uploads/2018/02/781.pdf
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7
NOISE AND VIBRATION
PUBLIC
7 NOISE AND VIBRATION
7.1 INTRODUCTION 7.1.1 This Chapter reports the outcome of the assessment of likely significant effects arising from the Proposed Scheme upon noise and vibration sensitive receptors. The focus is on the likely significant environmental effects on noise and vibration sensitive receptors such as dwellings immediately surrounding the Proposed Scheme. 7.1.2 The Chapter describes the assessment methodology, the baseline conditions of the Site and the surrounding area, a summary of the likely significant effects, any mitigation measures required to prevent, reduce or offset any significant adverse effects, and the likely residual effects after these measures have been employed. 7.1.3 This Chapter (and its associated figures and appendices) is intended to be read as part of the wider Environmental Statement (ES), with particular reference to Chapter 3 - Description of the Proposed Scheme and Chapter 15 - Cumulative Effects. 7.1.4 This Chapter is necessarily technical in nature so to assist the reader, a glossary of terminology relating to noise and vibration is provided within Appendix 7.1: Glossary of Acoustic Terminology. 7.2 LEGISLATIVE FRAMEWORK, POLICY AND GUIDANCE LEGISLATIVE FRAMEWORK 7.2.1 The applicable legislative framework is as follows: European Commission (2014) Environmental Impact Assessment Directive (EIA) 2014/52/EU (Ref 7.1); Control of Pollution Act 1974 (Ref. 7.2); and Environmental Protection Act 1990 (as amended) (Ref. 7.3). PLANNING POLICY 7.2.2 Planning policy at the national and local level and its relevance to environmental design and assessment is confirmed in the Planning Statement which accompanies the application and examines the merits of the Proposed Scheme against relevant planning policy. A list of the planning policy relevant to this Chapter is provided below: National Planning Policy Framework (NPPF), 2019 (Ref. 7.4); Noise Policy Statement for England (NPSE), 2010 (Ref. 7.5); and Leeds Core Strategy Adopted November 2014 (Ref. 7.6). GUIDANCE 7.2.3 The following guidance documents have been used during the preparation of this Chapter: British Standard 5228-1:2009+A1:2014 Code of practice for noise and vibration control on construction and open sites – Part 1: Noise (Ref. 7.7); British Standard 5228-2:2009+A1:2014 Code of practice for noise and vibration control on construction and open sites – Part 2: Vibration (Ref. 7.8);
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British Standard 8233:2014 Guidance on sound insulation and noise reduction for buildings (Ref. 7.9); World Health Organisation (WHO) Guidelines for Community Noise (1999) (Ref. 7.10); British Standard 4142:2014 +A1 2019 Methods for rating and assessing industrial and commercial sound (2014) (Ref. 7.11); Design Manual for Roads and Bridges (DMRB), Volume 11, Environmental Assessment (1993 and subsequent amendments) (Ref. 7.12); Calculation of Road Traffic Noise (CRTN) (1988) (Ref. 7.13); ISO 9613:1996: Acoustics – Attenuation of sound during propagation outdoors (Ref. 7.14); Bayerisches Landesamt fur Umwelt (LfU) (2007) Parking Area Noise. Revised Edition 6 (Ref. 7.15); and Noise Advisory Council (NAC) (1978) A Guide to measurement and prediction of the equivalent continuous sound level Leq, report by a working party for the technical sub-committee of the council (Ref. 7.16). 7.3 CONSULTATION, SCOPE, METHODOLOGY AND SIGNIFICANCE CRITERIA CONSULTATION UNDERTAKEN TO DATE 7.3.1 Table 7-1 provides a summary of the consultation activities undertaken in support of the preparation of this Chapter.
Table 7-1 - Summary of Consultation Undertaken in Support of this Chapter
Body / Organisation Individual / Stat Meeting Dates and Summary of Outcome of Body / Other Forms of Discussions Organisation Consultation
Leeds City Council Simon Clothier 29 March 2019 - Assessment scope was (LCC). Telephone conversation discussed and agreed along between Lee Hadden with assessment (WSP) and Simon Clothier methodologies and the (LCC) to discuss scope of sensitive receptors to be the noise and vibration considered. The conversation assessment. was summarised within a follow-up email.
LCC Simon Clothier 14 May 2019 – Email from Discussions surrounded the Nicola Bolton (WSP) to requirement and possibilities Simon Clothier (LCC) for the baseline noise survey discussing baseline noise to be undertaken at the survey options with earliest opportunity due to the reference to the summer imminent closure of the local closure of the nearby Grammar School for summer Grammar School. holidays.
LCC Simon Clothier 14 June 2019 – It was suggested by Simon Telephone conversation Clothier that LCC would between Nicola Bolton undertake the baseline survey (WSP) and Simon Clothier and that WSP would provide a (LCC). LCC suggested method statement setting out
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Body / Organisation Individual / Stat Meeting Dates and Summary of Outcome of Body / Other Forms of Discussions Organisation Consultation that they would undertake the requirements for the the baseline noise survey. survey.
LCC Simon Clothier 14 June 2019 – Email Setting out the survey from Nicola Bolton (WSP) locations and brief scope and technical requirements for the baseline noise survey.
LCC Simon Clothier 18 June 2019 - Email from Email setting out available Simon Clothier (LCC) noise measurement equipment and associated technical capabilities.
LCC Simon Clothier 18 June 2019 – Email Providing baseline noise from Nicola Bolton (WSP) survey method statement.
LCC Simon Clothier 9 June 2019 – Email from Providing baseline noise Simon Clothier (LCC) measurement data.
LCC Simon Clothier 9 June 2019 – Telephone It was agreed that more conversation between baseline noise measurement Nicola Bolton (WSP) and data would be required Simon Clothier (LCC) to covering more sensitive discuss and agree the periods of the day evening and requirement for additional night. baseline noise measurement data.
LCC Simon Clothier 12 July 2019 – Email from Providing further baseline Simon Clothier (LCC) noise measurement data and stating that additional measurements were to be undertaken.
LCC Simon Clothier 23 August 2019 – Email Providing additional baseline from Simon Clothier measurement data. (LCC) SCOPE OF THE ASSESSMENT 7.3.2 A request for a formal EIA Scoping Opinion alongside an EIA Scoping Report was submitted to LCC on 15 May 2019. The EIA Scoping Report and Scoping Opinion is provided in Appendix 1.2 and Appendix 1.3 respectively. This section provides, where necessary, an update on the scope of the assessment and reiterates the evidence base for insignificant effects. 7.3.3 The comments made within the Scoping Opinion in relation to Noise and Vibration have been taken into consideration during the assessment. Further details are provided within Table 7-2 and in Chapter 5 – Approach to EIA.
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Table 7-2 - Scoping Opinion comment and response
Scoping Opinion comment Summary of response
LCC Environmental Health Officer – “This team Assessment will follow approach as defined in the discussed with WSP the topics of air quality, noise Scoping Report and as discussed during and artificial lighting arising from the construction consultation. and operation of the proposed park & ride site prior to the drafting of the EIA scoping report. We are satisfied that the necessary criteria and parameters for assessment are included in the report.”
EFFECTS CONSIDERED ELSEWHERE WITHIN THE ES 7.3.4 The following effects are considered elsewhere in the ES: Effects in relation to noise and vibration on ecological receptors (including designated ecological sites, habitats and protected / notable species) are considered within Chapter 11 – Biodiversity. INSIGNIFICANT ENVIRONMENTAL EFFECTS 7.3.5 The following effects are not considered to give rise to likely significant effects and therefore have been identified as insignificant and are not considered within this ES: Potential effects of noise generated by vehicular movements along the A61 Harrogate Road and surrounding road network from construction site activity are considered to be not significant. Within Chapter 3 – Description of the Proposed Scheme, it is stated that it is anticipated that there will be on average less than 75 vehicles accessing the Site within a 24hr period which are expected to travel to / from the Site using the A61 Harrogate Road and Outer Ring Road (A6120). These additional HGV vehicle movements to and from the Site are minimal in the context of the existing traffic flows on the surrounding local road network. Traffic data figures for this section of road, as presented within Chapter 6 – Traffic and Transport, show approx. 14,476 Annual Average Weekday Traffic (AAWT). Although there will be an increase in the percentage of HGV’s on the surrounding local road network, the potential changes to existing road traffic noise at noise sensitive receptors from construction phase development generated traffic, if any, are expected to be insignificant and will not be considered further within this ES; and Given the nature of the Proposed Scheme, it is not expected that levels of vibration during the operational phase will be significant at the identified sensitive receptors. New and well maintained road surfaces are expected to be free from irregularities. Significant groundborne vibration levels are therefore not expected. Therefore, effects from operational vibration are expected to be insignificant and will not be considered further within this ES. LIKELY SIGNIFICANT ENVIRONMENTAL EFFECTS 7.3.6 The following are considered to have the potential to give rise to significant effects and have therefore been considered within the ES. Construction Phase Disturbance to sensitive receptors from the generation of noise and vibration from on-site activities during the construction phase.
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Operation Phase Increase in noise from development generated road traffic movements on the local road network immediately surrounding the Proposed Scheme, including the A61 Harrogate Road immediately to the east; Disturbance to sensitive receptors from noise generated from vehicular movements within the Proposed Scheme including bus arrivals and departures; and Disturbance to sensitive receptors from noise generated by fixed plant within the Proposed Scheme. EXTENT OF THE STUDY AREA 7.3.7 The Study Area considered for the purpose of the noise and vibration assessment consists of the Site itself (as shown on Figure 1.3: Site Boundary), noise and vibration sensitive receptors immediately surrounding the Site (i.e. residential dwellings), and sensitive receptors located adjacent to the local road traffic network local to the Site (i.e. that applied within the Transport Assessment (TA)). METHOD OF BASELINE DATA COLLATION DESK STUDY 7.3.8 A desk based review of online mapping was undertaken to determine the local noise sensitive receptors and also the potential dominant noise sources present within the vicinity of the Site. On this basis, baseline noise measurement locations were appropriately targeted. BASELINE NOISE SURVEY 7.3.9 To determine the baseline noise levels, present at the Site and at locations representative of a sample of existing noise sensitive receptors, an environmental noise survey was conducted within the vicinity of the Site. Three baseline noise surveys have been undertaken by Simon Clothier and Tim Summers of LCC Environmental Health department. The first survey was undertaken on 21 June 2019 between the hours of approximately 12:00 to 16:15. The baseline noise survey included attended short-term measurements at the following locations (see also Figure 7.1: Noise Survey Measurement Locations): Location 1a – Within the front garden of a dwelling fronting onto the A61 Harrogate Road immediately to the south-east of the Proposed Scheme. The microphone was mounted at a distance of 3m from the western kerb of the A61 Harrogate Road at approximately 1.5m above ground level and in free-field conditions. Full line of sight to Harrogate Road was achieved over the garden fence of 541 Harrogate Road. Baseline noise levels were dominated by road traffic from the A61 Harrogate Road; Location 2 – Within the rear garden of a dwelling on Wigton Grove with no intervening structures between the measurement location and the Site. The microphone was located in free-field conditions at approximately 1.5m above ground. There was no direct line of sight between the measurement location and road traffic noise sources. Noise levels observed at this location were influenced by road traffic and also natural sources such as bird song; and Location 3 – External to the garden area of The Lodge to the north-west of the Site. The microphone was located in free-field conditions at approximately 1.5m above ground level. Noise levels observed at this location were influenced by birdsong and intermittent vehicle and foot traffic to and from Eccup Reservoir. Distant road traffic noise was also present.
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7.3.10 A further noise survey was undertaken between 14:00 on 12 July 2019 and 19:00 on 14 July 2019 at two locations representative of the closest dwellings on Harrogate Road to the Site. Continuous unattended measurements were undertaken during this period at the following locations: Location 1a – Within the front garden of a dwelling on Harrogate Road (see detailed description above); and Location 1b – To the rear of a dwelling on Harrogate Road within free-field conditions at a height of approximately 1.5m above ground and within the acoustic shadow of Harrogate road due to the presence of intervening dwellings. Baseline noise levels predominantly consisted of screened road traffic noise and natural noise sources such as birdsong. 7.3.11 It is noted that this survey was undertaken when The Grammar School at Leeds (GSAL) was closed for the summer holidays. It is expected that activities associated with the GSAL would have the potential to influence baseline noise levels during the core school day only (approximately 08:30 until 16:00) with noise levels present during more sensitive early morning, evening, night-time and weekend periods not being influenced by the operation of the GSAL. It is also expected that, during the core school day periods, measurements undertaken when the school is closed are likely to be lower rather than higher than those present when the school is open. It is therefore considered that such measurements provide a robust basis for assessment. 7.3.12 Additional site visits and baseline noise measurements were undertaken on 23, 24 and 25 July and 1 August 2019. Attended short-term measurements were undertaken during daytime, evening and night-time periods at the following locations: Location 3 – External to the garden area of The Lodge to the north-west of the Site (see above for detailed description); Location 4a – Positioned at a distance of approximately 6m to the north of Harrogate Road within the vicinity of Millfield Farm to the north of the Site. The microphone was located in free-field conditions at a height of approximately 1.5m above ground level. Baseline noise levels predominantly consisted of road traffic noise from Harrogate Road; and Location 4b – Positioned to the front of Millfield Farm at a distance of approximately 60m to the north of Harrogate Road. The microphone was located in free-field conditions at a height of approximately 1.5m above ground. Baseline noise levels predominantly consisted of road traffic noise from the A61 Harrogate Road and natural sources such as birdsong. 7.3.13 Details of the sound level monitoring equipment used during the survey are presented in Table 7-3.
Table 7-3 - Survey Measurement Equipment Details
Measurement Location Equipment Make and Model Serial Number
Location 1a, Location 3 Sound Level Meter Norsonic 139 1392770 Location 4a Pre-amplifier Nor-1207 20299
Microphone Nor-1227 170601
Calibrator 01dB Cal21 34593295
Location 1b, Location 4b Sound Level Meter Norsonic 139 1392771
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Measurement Location Equipment Make and Model Serial Number
Pre-amplifier Nor-1207 20300
Microphone Nor-1227 170604
Calibrator 01dB Cal21 34593295
Location 2 Sound Level Meter Casella Cel 633C 821819
Pre-amplifier CEL 495 3079
Microphone CEL 251 2049
Calibrator 01dB Cal21 34593295
7.3.14 The sound level meters were calibrated before and after measurements, with no significant calibration drifts recorded. All sound level meters had been calibrated to traceable standards within the preceding two years and the field calibrators within the preceding 12 months. 7.3.15 Weather conditions prevailing during the noise surveys are summarised within Table 7-4.
Table 7-4 - Summary of Baseline Noise Survey Weather Conditions
Date Summary of conditions
21 June 2019 Dry, sunny, 17oC, southerly breeze 2m/s
12 July 2019 Dry, Sunny, light westerly breeze; 3m/s. Temp 12-21oC Rainfall from 6pm to midnight
13 July 2019 Precipitation from 12am and 1am and from 6pm to end of day, light westerly breeze; 3m/s. Temp 12-21oC
14 July 2019 Precipitation from 12am and 1am and from 3am to 5am, south- westerly breeze; 3m/s. Temp 12-18oC
23 July 2019 Dry, sunny, temp 22oC, southerly wind, 1m/s
24 July 2019 Dry, sunny, temp 23oC, southerly wind, 2m/s
25 July 2019 Dry, temp 17oC, no wind.
01 August 2019 Dry, sunny, 18oC, westerly breeze, 2m/s ASSESSMENT METHODOLOGY Noise modelling 7.3.16 Employing 1m Lidar Digital Terrain Model (DTM) data for the Site and immediate surrounding area, a detailed noise model has been produced using the computer-based CadnaA® noise modelling package. Initially all topographic data was incorporated into the noise model after which the 2D design of the Proposed Scheme was overlaid onto the existing topography.
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7.3.17 The noise model has been used to predict opening year average case daytime, peak daytime 1-hour
and night-time LAFmax noise levels associated with the operation of the Proposed Scheme. This includes noise levels associated with on-site operations and those associated with the A61 Harrogate Road. 7.3.18 The noise model has been generated based on the results of the baseline noise survey, historic source noise measurement data applicable to bus and car park operations, proposed site layout details, and provided typical operational details including road traffic movement data. The approach to the preparation of the detailed noise model is summarised as follows: The noise model was set to apply the ISO 9613 Acoustics – Attenuation of sound during propagation outdoors (Ref. 7.14) noise prediction methodology. By default, this methodology predicts the noise level that would be generated downwind from the source in question (wind direction within an angle of +/- 45 degrees of the direction connecting the source and receiver, with wind blowing from the source); The model was set to apply the CRTN calculation methodology applicable to existing road traffic noise sources; Plans of the proposed Site layout and surrounding area were calibrated into the noise model based on known Ordnance Survey grid reference points; Given the suburban / rural nature of the Site, ground conditions, other than roads and buildings and the Proposed Scheme itself, have been set to fully absorptive. Roads and buildings have been set as being reflective; Existing and proposed buildings (terminal building) which would provide screening to receptors were incorporated as reflective façades with heights based on information from street scene photography and that provided within the proposed layout drawings and Chapter 3 – Description of the Proposed Scheme; The model was set to include second order reflected noise from solid structures; Noise levels generated by baseline do-minimum road traffic movements on the existing road network surrounding the Site have been incorporated into the noise model using 2021 do minimum (year of completion without the Proposed Scheme) Annual Average Weekday 18hour traffic data provided as part of the TA and reflecting the existing road layout; Noise levels generated by daytime post-development road traffic movements on the A61 Harrogate Road immediately surrounding the Site have been incorporated into the noise model using 2021 (year of completion) - with development Annual Average Weekday 18hour traffic data provided as part of the TA and reflecting the post development road layout as presented within the Site masterplan drawings; Available operational data has been combined with source noise data presented within Appendix 7.2: Sound Source Data obtained from the WSP in-house database of source noise levels to generate a set of operational noise levels applicable to on-site bus and car operations. Individual sources were included within the model incorporating bus arrivals, buses pulling away, bus air brakes, bus doors opening and closing and buses idling; Noise sources representing the proposed bus and car parking activities were positioned such as to appropriately represent the Proposed Scheme layout; Noise levels generated by the access roads have been modelled based on the number of vehicles using the Site (including cars and buses) in any given 16-hour and peak 1-hour daytime period;
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For cars using the Site access during the peak 1hour period, the noise level prediction methodology presented within the Noise Advisory Council, A Guide to Measurement and
Prediction of the Equivalent Continuous Sound Level Leq (Ref. 7.16), has been used; For cars using the Site access road during a typical 16hour day, the noise level prediction methodology presented within CRTN has been used and a -2dB correction has been applied to
the calculated LA10, 18h using standard methodologies and practices to generate the LAeq, 16h; There are no specific UK guidelines for predicting noise from the operation of car parking areas, where traffic speeds and flows are relatively low. Therefore, the noise generated by the car parking movements has been predicted adopting the methodology and guidance provided in the LfU (2007) Parking Area Noise study (Ref. 7.15). The CadnaA® noise modelling software directly
implements this calculation method and produces noise levels in the LAeq noise index;
For the assessment of individual noisy events during the night-time, LAFmax noise levels have been incorporated into the noise model using WSP library data for buses at a bus interchange and cars
in car parks. These include LAFmax levels for vehicle pass-bys, door slams, vehicles arriving and departing, air brakes, alarms and raised voices; and Receptor locations have been incorporated to represent the closest existing noise sensitive receptors and most exposed facades to the Proposed Scheme at heights of 1.5 and 4.0m above ground, reflective of ground floor and first floor levels respectively. 7.3.19 A number of assumptions have been made in order to quantify the likely noise levels which may occur during the operational phase of the Proposed Scheme. These assumptions have been formed based on provided information and from observations made and experience gained from other similar projects. These assumptions are as follows: Each bus movement (incorporating arrival and departure) within the Site will include noise associated with its arrival, use of air brakes, doors opening and closing, engines idling and pulling away (including use of air brakes). Based on the Proposed Scheme design, it is evident that buses will not need to turn around within the Site, therefore noise levels associated with buses manoeuvring / turning have not been included. Although a turning area has been included for in the central landscaping area, this will be used in the case of emergencies only; Bus movements will be double deck vehicles employing diesel engines; Buses will remain within their stands with engines idling for a maximum of 2 minutes, after which engines will be turned off. An idling duration of 2 minutes has therefore been applied for each bus arrival; Bus doors will open and close once for each bus movement / arrival; Based on the CadnaA® noise model adopting the LfU Parking Area Noise study, it has been assumed that there will be 4.8 car movements per parking space per day (07:00 – 23:00 hours) and 0.48 movements per parking space during the night-time (23:00 – 07:00 hours). Based on assumptions for the Proposed Scheme, it is expected that 2 movements per space per day may be more realistic of a typical day, however, for the purpose of this assessment, 4.8 movements have been applied to generate a robust worst-case assessment; It is assumed that car parking operations would be spread evenly over the extent of the car parking provision. This is in fact likely to represent a worst case given that users of the Park & Ride are likely to give preference to those spaces closest to the terminal building and at greater distance from local receptors compared to those located towards the perimeter of the parking area; and
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General Arrangement drawings are not yet available with 3D detail. It has therefore been necessary to place the 2D design, including changes to the existing A61 Harrogate Road and the Site access alignments on top of existing topography. The influence of proposed landscaping has therefore not been included within the assessments. CONSTRUCTION PHASE Construction noise 7.3.20 At this stage, full details of construction activities, methods and timescales are not available for the Proposed Scheme. The assessment of potential effects therefore relies on outline construction information available at this stage. To adequately assess the potential effects and associated mitigation measures, it is appropriate to undertake a quantitative assessment based on a number of informed worst-case assumptions. Assumed construction stages and associated operations and plant to be employed have been determined with consideration given to the information provided within Chapter 3 – Description of the Proposed Scheme. It is therefore considered that the adopted assessment approach is proportionate to the current stage of the Proposed Scheme. 7.3.21 The following activities within each phase of the construction programme have been considered as part of the construction phase assessment to ensure that the potential effects to sensitive receptors are considered appropriately: Enabling works – creation of temporary site accesses, establishment of temporary cabins, temporary drainage, establishment of temporary compound, and validation of ground conditions; and Main Construction Phase - earthworks and reprofiling, road construction works, building foundations works and building construction. 7.3.22 The assessment of predicted construction noise for the above activities has been undertaken, taking into account the guidance set out in the NPSE as well as that presented within BS5228 Part 1: Noise. 7.3.23 Part 1 of BS 5228 contains guidance on the prediction and assessment of noise levels from the operation of fixed and mobile noise sources found on construction and open sites. It provides source sound level data for various machinery and tasks associated with the construction phase of a site. Construction Vibration 7.3.24 The assessment of construction related vibration associated with working areas has involved: Identification of areas where potentially significant vibration generative activities may be required; Calculation of possible ground-borne vibration levels associated with identified activities; Determination of a distance buffer within which significant adverse effects are predicted; Identification of vibration-sensitive receptors within the identified distance buffer(s); and Identification of mitigation as appropriate. 7.3.25 The calculation and assessment of potential construction vibration effects has been undertaken following the guidance presented within BS 5228-2 and other guidance documents referenced therein.
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OPERATIONAL PHASE Road Traffic Noise Level Changes – A61 Harrogate Road 7.3.26 Given the nature of the Proposed Scheme, it is possible that associated changes in road traffic movements and composition on the A61 Harrogate Road within the vicinity of the Site will result in changes in road traffic noise levels at receptors local to the Site. 7.3.27 The northern (secondary) Site access will include alterations to the layout of the A61 Harrogate Road, with associated road markings at the proposed northern access road. This junction is sufficiently removed from existing noise sensitive receptors such that associated noise level changes are not expected to be experienced. 7.3.28 The southern Site access will be via the A61 Harrogate Road / GSAL roundabout which will be signalised for northbound traffic to allow buses to exit the southern access of the Park & Ride. This signalisation will be applicable to peak times only and will not be operational outside of peak periods of operation. 7.3.29 In the case of the southern access, which is near to existing noise sensitive receptors, vehicles traveling in both directions (north and southbound) on the A61 Harrogate Road will be either slowing or accelerating to / from the existing roundabout. The existing daytime ambient noise climate at the aspects of the nearest noise sensitive dwellings fronting the A61 Harrogate Road will be dominated by contributions from engine, exhaust and vehicle transmission noise. With the proposed southern Site access in place there is not likely to be a change in the contribution from road traffic noise at these aspects of the closest noise sensitive receptors. When the proposed southern site access is in use, vehicles will be slowing to a stop and then accelerating away just as they would in the baseline situation. 7.3.30 For short periods of the day when the junction will be signalised, based on limited information available with respect to the potential effect of signalised junctions on road traffic noise levels, it is possible that the implementation of the signalised traffic control will result in a change in road traffic noise levels at the closest residential dwellings to the junction, due to vehicles decelerating and accelerating. The precise effect of the signalised junction when in operation will be dependent upon a number of factors including the frequency and length of signal changes. Given that, in the baseline situation, traffic approaching the roundabout in many cases are likely to come to a stop before accelerating away, it is expected that the junction signalisation is not likely to result in a significant change in this regard. Coupled with the traffic signals being operated only during peak periods, it is not expected that the introduction of traffic signals will result in significant changes to noise levels experienced during a typical day. Road Traffic Noise Level Changes on the Existing Network 7.3.31 Local road traffic noise levels arising from the existing road network may change as a result of traffic generated by the Proposed Scheme. The results of the TA have been used as the basis for assessing such noise level changes. 7.3.32 A number of committed developments have been included within the analysis of traffic data for the Proposed Scheme as detailed in Chapter 6 – Traffic and Transport. These committed developments have been agreed with LCC during the Scoping process and are as follows: 17/02536/FU - The Grammar School at Leeds, A61 Harrogate Road; 17/04351/LA (2021) - East Leeds Orbital Route; and
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18/06617/FU - Leeds Golf Centre, Wike Ridge Lane. 7.3.33 These developments are included in both the ‘with’ and ‘without’ Proposed Scheme traffic data. 7.3.34 Road traffic noise calculations have been carried out in accordance with the CRTN, being undertaken for a notional receptor location 10m from the edge of the carriageway of each road considered. A notional receptor has been used because the change in traffic noise level adjacent to any given road will be the same at all distances where noise from that route is dominant. Traffic
noise calculations have been undertaken to establish the change in the daytime LA10,18hr noise level. 7.3.35 Predictions have been undertaken for the following scenarios: 2021 year of completion without Proposed Scheme; 2021 year of completion with Proposed Scheme; 2036 year of completion +15 years without Proposed Scheme; and 2036 year of completion +15 years with Proposed Scheme. 7.3.36 The assessment considers the following comparisons: A - completion year (2021) with Proposed Development v completion year (2021) without the Proposed Development; B - completion year +15 years (2036) without the Proposed Development v completion year (2021) without the Proposed Development; and C - completion year +15 years (2036) with the Proposed Development v completion year (2021) without the Proposed Development. 7.3.37 The assessment has been undertaken broadly drawing upon the guidance presented within the DMRB HD 213/11 (Ref. 7.12) and adopting the classification of noise impacts associated with short- term and long-term changes in noise levels, as set out in DMRB HD213/11 (Ref. 7.12) Tables 3.1 and 3.2. On-site operation of vehicles 7.3.38 The detailed 3D CadnaA® noise model has been used to calculate operational noise level changes generated by on-site Park & Ride operations including the use of the access roads, movement of buses and car parking operations. Calculations have been undertaken to determine resulting noise levels predicted at the existing noise sensitive locations closest to the Site. 7.3.39 The information provided and used to inform the assessment represents the Proposed Scheme when fully operational and includes the following: Car parking provision for up to 500 cars and 6 motorcycle bays; Primary access to the Park & Ride from the existing A61 Harrogate Road junction with the GSAL. Used to both access and egress the Site; Secondary access to the Park & Ride from the north-eastern corner of the Site onto the A61 Harrogate Road. Used to both access and egress the Site; A bus stop located outside the terminal building within a layby and another located on the bus- only primary road for buses travelling towards Harrogate; Southbound buses will enter the Site via the northern (secondary) access and will egress via the southern access; Northbound buses would access via the southern (primary) access and exit via the northern (secondary access);
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Buses accessing via the northern access will use the primary road to access the bus stop within the layby in front of the terminal building; Buses accessing via the southern access will use the primary road to access the bus stop located near the terminal building; Although a turning area is included within the central landscaping area, buses will only turn in this area in emergencies. Normal operations will not require buses to turn; General traffic will not be permitted within the bus only area of the primary access road; Based on provided bus movement data, 37% of buses will use the northern access and 63% will use the southern access. There will be 16 two-way movements in a peak hour (6 two-way movements via the northern access every hour and 10 two-way movements via the southern access every hour). Peak hour bus flows are therefore 12 movements on northern access and 20 movements on southern access; There will be 104 two-way bus movements during a typical 18hour period (06:00 – 00:00) with 37% using the northern access and 63% using the southern access; In 2021 (Year of Opening) it is anticipated that 172 private vehicle trips to the Proposed Scheme will occur during the AM peak hour (07:30 to 08:30) and that 2227 will occur in a typical Annual Average Weekday 18-hour period; The operational hours are anticipated to be 05:30 – 00:00 Sunday to Friday and on Saturdays 05:30 to 03:30; and Movements applicable to the night-time period (23:00 – 07:00) are not available but are expected to be minimal. 7.3.40 Traffic flows on the operational Park & Ride accesses were calculated using known peak hour flows (AM / PM) on the surrounding road network, to which a factor was applied to convert to 18-hour AAWT. This assumes the Park & Ride is operating at design year capacity from opening year. This approach was taken to provide a robust, worst-case prediction in the absence, at the time, of any data relating to the likely use profile of the Proposed Scheme. 7.3.41 However, subsequent to the preparation of this assessment, data from Temple Green Park & Ride has become available that suggests that AAWT for the operational Park & Ride accesses is in reality likely to be much lower than data used in this assessment indicates. Arrival and departure patterns at Temple Green Park & Ride suggest usage relates almost exclusively to commuting (i.e. general traffic arrives in the AM peak and leaves in the PM peak), and the daily number of vehicles using the Park & Ride would be 106% of the number of spaces. On this basis, it is predicted that a more realistic AAWT (not including bus trips) for the Proposed Scheme would be 1066. The AAWT values used in this assessment therefore present a ‘worst-case’ picture of traffic flows within the Site that in reality is not likely to reflect anticipated usage patterns. Data relating to morning and evening peak anticipated traffic flows can be found in the TA. 7.3.42 The layout of the Proposed Scheme is presented within the Proposed Park & Ride General Arrangement (LPTIP1-WSP-APR-APR-DR-CH-GA_03_). 7.3.43 It is noted that there may be deviations from the routine 16 buses per hour. However, based on provided information, the above assumed usage is considered to present a reasonable operational scenario upon which to base the daytime noise assessment. 7.3.44 The following assessment scenarios have been considered: Scenario 1 – daytime typical 16-hour day (07:00 – 23:00);
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Scenario 2 – day-time peak hour (8:00 – 09:00); and
Scenario 3 – night-time peak LAFmax events. 7.3.45 Night-time operational data is currently not available for the Proposed Scheme, however, operational data applicable to the Temple Green Park & Ride site has been provided. In the absence of data specific to the Proposed Scheme, the Temple Green data has been considered in order to approximate the possible usage and associated noise levels for a worst-case night-time hour for the Proposed Scheme. The Temple Green site has 1000 car parking spaces and therefore has double the capacity of the Proposed Scheme. The peak operational night-time hour for the Temple Green site sees 90 one-way movements between 06:00 and 07:00. Allowing for the difference in capacity, assuming all other variables to be equal, this would relate to 45 visitor movements in the same hour for the Proposed Scheme, spread between the northern and southern Site accesses. These movements have been considered in combination with 16 one-way bus movements in the hour, again spread between the northern and southern accesses. This is considered to represent a more typical case which can be reasonably expected for the worst-case
night-time hour. Predicted LAeq noise levels from the Proposed Scheme alone applicable to this assumed night-time scenario are low, such that they are below the adopted LOAEL criteria range (see Table 7-10). Exceedance of the LOAEL at these receptors is therefore not expected to result
from the operation of the Proposed Scheme. Given the low LAeq,1h noise levels predicted from the Proposed Scheme during the night, it is expected that maximum noise levels associated with instantaneous noise events would be the greatest constraint upon the Proposed Scheme at night. Such events are those which may be associated with potential night-time sleep disturbance. The assessment of night-time operational noise levels is therefore focused on the consideration of noise levels applicable to instantaneous noise events such as car door slams, individual vehicle pass by events on the Site access roads and the use of bus air brakes. Noise levels applicable to such noise
sources have been assessed based on the LAFmax parameter. 7.3.46 The assessment of night-time operational noise levels is focused on the consideration of noise levels applicable to instantaneous noise events such as car door slams, individual vehicle pass by events on the Site access roads and the use of bus air brakes. Noise levels applicable to such noise
sources have been assessed based on the LAFmax parameter. 7.3.47 Operational noise levels have been predicted at a sample of the closest sensitive receptors to the Site for each of the above scenarios. On-Site Fixed Plant 7.3.48 As part of the Proposed Scheme, it is expected that there will be the need for fixed plant items such as toilet extracts and condensers incorporated to support the operation of the amenities building. It is also evident that the Proposed Scheme will include 25 electrical charging bays. Such plant items have the potential to generate noise levels experienced at local noise sensitive receptors. At this stage however, details of the proposed type, number and precise location or the nature of associated operations and plant are not available. In the absence of detailed information, it is appropriate to specify noise control limits to which any plant should conform. This approach has been adopted for the purpose of this assessment, whereby the guidance presented within BS4142 has been utilised to derive an appropriate set of noise control limits.
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7.3.49 The BS4142 assessment method enables Rating Level criteria applicable to noise generating
activities to be specified relative to typical background LA90,T sound levels experienced at specific receptors under consideration. On this basis, within BS 4142 it is stated: ‘Where a rating level does not exceed the background sound level, this is an indication of the specific source having a low impact, depending on context.’ SIGNIFICANCE CRITERIA 7.3.50 The significance level attributed to each effect has been assessed based on the magnitude of impact / change due to the Proposed Scheme and the sensitivity of the affected receptor, as well as a number of other factors that are outlined in more detail in Chapter 5 – Approach to EIA. The sensitivity of the affected receptor is assessed on a scale of high, medium, low and negligible, and the magnitude of impact / change is assessed on a scale of large, medium, small and negligible, as set out in Chapter 5 – Approach to EIA. 7.3.51 Whilst the significance ratings in Chapter 5 – Approach to EIA have been used, it is not prescriptive and professional judgement has been applied, where appropriate. 7.3.52 The criteria for determining the sensitivity of receptors are outlined in Table 7-5.
Table 7-5 - Criteria for Sensitivity of Receptors
Sensitivity Criteria
High Receptors where people or operations are particularly susceptible to noise and / or vibration, e.g. dwellings, hospitals, Schools, care homes.
Medium Receptors where people or operations are susceptible to noise and / or vibration, e.g. hotels, offices, restaurants.
Low Receptors where people / operations are not significantly susceptible to noise and / or vibrations, e.g. factories and working environments with existing levels of noise.
Negligible Buildings / areas which are not occupied.
7.3.53 The closest receptors to the Proposed Scheme are residential, for which ‘High’ receptor sensitivity has been applied. 7.3.54 The impact magnitude has been determined drawing upon the applicable guidance in each case. 7.3.55 For the purpose of the noise and vibration assessments, effects of Moderate and Major are considered to be significant, effects of Negligible and Minor are considered not significant. 7.3.56 Separate to the requirement of EIA to determine significant effects as discussed above, noise related planning policy also references the need to consider significance in terms of Effect Levels (the NOAEL, LOAEL and SOAEL descriptors as described within the NPSE). The impact magnitude scales presented in the following subsections therefore also detail how the NOAEL, LOAEL and SOAEL descriptors have been applied within the assessment as part of testing policy requirements of the NPSE.
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CONSTRUCTION NOISE 7.3.57 For construction noise, the impact magnitude and effect level criteria have been determined based on the margin by which predicted construction noise levels will comply with or exceed the receptor construction noise assessment criteria when determined following the ABC assessment method as detailed within BS5228-1. 7.3.58 Table 7-6 details the resulting impact magnitude and effect level criteria that have been applied.
Table 7-6 - Construction Noise Impact Magnitude and Effect level criteria
Construction noise level (x) (LAeq,T DB Impact Magnitude Effect Level free-field)
x< Existing LAeq,T noise level Negligible NOAEL
Existing LAeq,T noise level ≤ x < Receptor ABC Small to Medium LOAEL to SOAEL assessment criteria
Receptor ABC criteria ≤ x Medium to Large SOAEL CONSTRUCTION VIBRATION 7.3.59 For construction vibration, the impact magnitude and effect level criteria have been determined according to the guidance contained within BS5228-2 for human perception. 7.3.60 Table 7-7 details the resulting impact magnitude and effect level criteria that have been applied.
Table 7-7 - Construction Vibration Impact Magnitude and Effect Level Criteria
Vibration level (x) (PPV/MM/S) Impact Magnitude Effect Level
x<0.3 Negligible NOAEL
0.3< x < 1.0 Small to Medium LOAEL to SOAEL
1.0 < x Medium to Large SOAEL Road Traffic Noise Level Changes on the Existing Unaltered Network 7.3.61 For development generated traffic noise, the impact magnitude criteria have been determined based upon the classification scales presented within the DMRB. The terminology within the scale has been updated to reflect that being used in this assessment. The resulting impact magnitude criteria are detailed within Table 7-8.
Table 7-8 - Magnitude of Impact Criteria – Operational Road Traffic
Short-Term Noise Change Long-Term Noise Change DB Impact Magnitude LA10,18h DB LA10, 18h
0.0 – 0.9 0.0 – 2.9 Negligible
1.0 – 2.9 3.0 – 4.9 Small
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Short-Term Noise Change Long-Term Noise Change DB Impact Magnitude LA10,18h DB LA10, 18h
3.0 – 4.9 5.0 – 9.9 Medium
5.0+ 10+ Large 7.3.62 The effect levels have been determined based on the absolute road traffic noise levels in accordance with the scale presented in Table 7-9.
Table 7-9 - Operational Road Traffic Effect Level Criteria
External daytime facade noise level (DB LA10,18h) Effect level
x < 54.5 dB1 NOAEL
54.5 dB ≤ x < to 67.5 dB LOAEL to SOAEL
67.52 dB ≤ x SOAEL
1 Equivalent to a criterion of to 50dB LAeq,16h free-field, detailed within World Health Organisation and BS8233 guidance for external living spaces. 2 The level, when rounded to the nearest whole dB, that equals the ‘specified level’ as defined within the Noise Insulation Regulations 1975, and which is one of the qualifying criteria for the provision of noise insulation measures, or a grant in respect thereof, under these regulations. On-site Operation of Vehicles 7.3.63 The magnitude of impact criteria presented within Table 7-8 applicable to road traffic noise level changes on the existing road network are also relevant to the assessment of on-site operational vehicles. However, given that receptor locations / facades expected to be subject to the greatest effects are removed / facing away from existing road traffic noise sources, the specific criteria applicable to LOAEL and SOAEL levels are lower than those presented within Table 7-9. 7.3.64 The following effect levels have been adopted:
Table 7-10 - Operational Road Traffic Effect Level Criteria – On-Site Sources
External Daytime Free- External Night-time External Night-Time Effect Level Field Noise Level Free-Field Noise LAFmax (Free Field) (dB LAeq, 16h) Level (dB LAeq, 8h)
x < 50[1] X< 40[3] x < 57[5] NOAEL
50 ≤ x < 55[2] 40 ≤ x < 55[4] 57 ≤ x < 62[6] LOAEL to SOAEL
55 ≤ x 55 ≤ x 62 ≤ x SOAEL
Notes: [1] The daytime LOAEL is based on the onset of moderate community annoyance (ref. WHO Guidelines for Community Noise)
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[2] The daytime SOAEL is based on the onset of serious community annoyance (ref. WHO Guidelines for Community Noise) [3] The night-time LOAEL is defined in the WHO Night Noise Guidelines for Europe [4] The night-time SOAEL is equivalent to the levels above which cardio vascular health effects became the major public health concern (ref. WHO Night Noise Guidelines for Europe)
[5] The night-time LOAEL for LAFmax is equivalent to 45dB LAFmax inside assuming 12 dB reduction from a partially opened window (ref WHO guidelines for community noise 1999)
[6] The night-time SOAEL for LAFmax is equivalent to 50 dB LAFmax assuming 12 dB reduction from a partially opened window.
On-Site Fixed Plant 7.3.65 The following magnitude of impact scale has been adopted for the assessment of noise from fixed mechanical and electrical plant items. This has been derived adopting the guidance contained within BS4142:2014 +A1 2019 (Ref. 7.11).
Table 7-11 - Magnitude of Impact Criteria – Noise from Fixed Plant Items
Difference Between Rating Level (LAR,TR) and Magnitude of Impact Background Level (LA90)
≥+10 Large
+5 to +10 Medium
0 to +5 Small
<0 Negligible
+ indicates rating level above background noise level 7.3.66 - indicates rating level below background noise level
7.3.67 Note: where low background levels dictate a design target of 35 dB LArTr which can be met, this indicates negligible effects
7.3.68 In accordance with the guidance presented within BS4142, when determining appropriate Rating Level design criteria, the collected background measurement data has been analysed to derive
typical daytime and night-time background LA90,T levels applicable at adopted assessment locations. 7.3.69 Where existing background sound levels are very low, which if considered in isolation would lead to an unnecessarily low Rating Level criteria, cognisance has been given to the BS4142 guidance requiring consideration to context. In this case, Rating Level criteria have been set with due consideration to absolute noise levels. For locations with background sound levels below 35 dB, an
absolute Rating Level criterion of 35 dB LAr,Tr has been adopted. Where noise levels are not expected to exceed this level, effects of negligible magnitude will be registered. EFFECT SIGNIFICANCE 7.3.70 The following terms have been used to define the significance of the effects identified and apply to both beneficial and adverse effects:
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Major effect: where the Proposed Scheme could be expected to have a considerable effect (either beneficial or adverse) on local noise and vibration sensitive receptors; Moderate effect: where the Proposed Scheme could be expected to have a noticeable effect (either beneficial or adverse) on local noise and vibration sensitive receptors; Minor effect: where the Proposed Scheme could be expected to result in a small, barely noticeable effect (either beneficial or adverse) on local noise and vibration sensitive receptors; and Negligible: where no discernible effect is expected as a result of the Proposed Scheme on local noise and vibration sensitive receptors. 7.4 BASELINE CONDITIONS 7.4.1 The Site is located immediately to the west of the A61 Harrogate Road and north of Wigton Grove. The closest houses to the Site are located immediately to the east on the western side of the A61 Harrogate Road. Properties on Wigton Grove are also located in close proximity to the Site. Millfield House is located at greater distance to the north of the Site and there is an isolated dwelling located immediately to the east of Eccup Reservoir. 7.4.2 For areas remote from existing road traffic routes, existing baseline noise and vibration levels are expected to be relatively low. As well as road traffic noise from the A61 Harrogate Road, other local roads in the area, such as Alwoodley Lane and Wigton Lane are expected to contribute to the noise environment within the vicinity of the Site. 7.4.3 The GSAL is located to the east of the Site at the end of Wigton Approach. It is possible that road traffic associated with the operation of the GSAL will influence road traffic noise levels on the A61 Harrogate Road at the start and end of the school day during term time. 7.4.4 Although road traffic noise dominates the baseline noise environment, it is expected that noise levels will also be influenced by noise generated by local farming activities. NOISE SURVEY 7.4.5 A summary of the measured noise levels recorded during the baseline noise surveys is presented within Tables 7-12 to 7-15.
Table 7-12 - Summary of Attended Baseline Noise Measurement Results (21/06/2019), Free Field, dB
Measurement Date Measurement Start Measurement LA10,T LAEQ,T LA90,T Location Duration (HH:MM)
1a – Harrogate 21 June 12:06 01:00 75 70 48 Road (front 2019 aspect) 13:06 01:00 75 71 49
14:06 01:00 76 71 51
2 Wigton 21 June 13:04 01:00 - 44 40 Grove (rear 2019 garden) 14:04 01:00 - 47 40
15:04 01:00 - 46 40
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Measurement Date Measurement Start Measurement LA10,T LAEQ,T LA90,T Location Duration (HH:MM)
3 The Lodge 21 June 14:31 01:00 - 55 42 2019
Table 7-13 - Summary of Unattended Baseline Noise Measurement Results at ML1, Harrogate Road (12-14/07/2019) Free Field, dB
Measurement Date Period Measurement LA10,T LAEQ,T Representat LAFMAX 3 Location Duration ive LA90,T (HH:MM)
1a – Harrogate 12 July Day 09:00 1 67 63 48 - Road (front 2019 aspect) Night 08:00 59 56 29 84
13 July Day 16:00 66 63 49 - 2019 Night 08:00 61 58 35 82
14 July Day 11:00 67 63 49 - 2019
1b – Harrogate 12 July Day 09:00 - 49 40 - Road (rear 2019 aspect) Night 08:00 - 43 30 70
13 July Day 16:00 - 49 41 - 2019 Night 08:00 - 44 27 67
14 July Day 11:00 2 - 50 41 - 2019
1 Measurement started at 14:00 hours 2 Measurement ended at 18:00 hours 3 For the purpose of this assessment, statistical analysis of the background sound levels has been undertaken in accordance with the example method set out in Section 8.1 of BS 4142 to establish the most regular occurring background sound level rounded to the nearest whole number. Time periods of 1-hour for the day and 15-minutes for the night-time have been adopted.
Table 7-14 - Summary of Attended Baseline Noise Measurement Results at ML3, The Lodge (23-25/07/2019), Free Field, dB
Measurement Date Measurement Measurement LAEQ,T LA90,T LAFMAX Location Start Duration (HH:MM)
3 – The Lodge) 23 July 2019 16:00 01:00 58 37 -
24 July 2019 19:00 01:00 61 34 -
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Measurement Date Measurement Measurement LAEQ,T LA90,T LAFMAX Location Start Duration (HH:MM)
25 July 2019 02:00 00:15 34 30 82
02:15 00:15 35 30
02:30 00:15 32 29
02:45 00:15 35 30
Table 7-15 - Summary of Attended Baseline Noise Measurement Results at ML4, Millfield Farm (01/08/2019), Free Field, dB
Measurement Date Measurement Measurement LAEQ,T LA10 Representative 1 Location Start Duration LA90,T (HH:MM)
4a – 6m from 01 09:32 01:00 74 78 55 carriageway edge August of Harrogate 2019 10:32 01:00 73 78 Road 11:42 01:00 74 78
4b – At 01 09:42 01:00 57 - 50 residential August dwellings of 2019 10:42 01:00 57 - Millfield Farm 11:42 01:00 57 -
1 For the purpose of this assessment, statistical analysis of the background sound levels has been undertaken in accordance with the example method set out in Section 8.1 of BS 4142 to establish the most regular occurring background sound level rounded to the nearest whole number. 7.4.6 For measurement locations ML1 and ML4 the representative background sound level where stated,
has been derived by determining the most commonly occurring LA90,T value during the day and night- time periods. These have been used to set the fixed plant and operations criteria at the closest existing noise sensitive receptors. FUTURE BASELINE 7.4.7 It is envisaged that in the absence of the Proposed Scheme, the baseline noise environment may be subject to change due to the influence of natural traffic growth. This is reflected in the opening and future year do-minimum road traffic flows. It is also possible that technological influences such as the increased use of electric vehicles will also influence future baseline noise levels. 7.5 SENSITIVE RECEPTORS 7.5.1 The following sensitive receptors have been assessed within this Chapter: Existing residential properties immediately east of the Site on the A61 Harrogate Road (Assessment Location A);
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Existing residential properties immediately south of the Site located between Sovereign Court, Wigton Grove and the A61 Harrogate Road / Wigton Approach junction (Assessment Location B); Existing single residential property (The Lodge) to the north-west of the Site located on the east edge of Eccup Reservoir (Assessment Location C); Existing residential properties to the north of the Site at Millfield Farm located adjacent to the A61 Harrogate Road (Assessment Location D); and Existing noise sensitive receptors located adjacent to the local road traffic network. 7.5.2 All key sensitive receptor locations are shown on Figure 2.2: Key Sensitive Receptors. 7.6 RELEVANT ELEMENTS OF THE PROPOSED SCHEME AND ESTABLISHING THE PRE-MITIGATION SCENARIO CONSTRUCTION STAGE Construction Noise 7.6.1 The following measures / elements, as outlined in Chapter 3 – Description of the Proposed Scheme are considered relevant to the assessment of the likely significant environmental effects in relation to noise and vibration: Principal application Site construction works. 7.6.1 At this stage, full details of construction activities and methods are not available for the Proposed Scheme. The assessment of potential effects therefore relies on the outline construction information available at this stage as presented within Chapter 3 – Description of the Proposed Scheme. To adequately assess the potential effects and associated mitigation measures, it is appropriate to undertake a quantitative assessment based on a number of reasonable worst-case assumptions. A set of informed assumptions of expected construction stages and associated operations and plant to be employed have been generated with consideration given to the details presented within Chapter 3 – Description of the Proposed Scheme and drawing from professional experience gained from other similar infrastructure projects. It is therefore considered that the adopted assessment approach is proportionate to the current stage of the Proposed Scheme. 7.6.2 The following activities have been considered as part of the construction phase assessment to ensure that the potential effects on sensitive receptors are considered appropriately: Enabling Works; Earthworks; Road Construction; Building Foundations; and Building Construction. 7.6.3 The details of the construction noise assumptions and the source of the information used in the construction noise calculations have been generated based on information provided within Chapter 3 – Description of the Proposed Scheme as well as experience gained from other similar projects. 7.6.4 The location of construction activities has been informed by the details presented within Chapter 3 – Description of the Proposed Scheme. As a worst case, noise levels have been predicted over acoustically hard ground. In reality, it is expected that the intervening ground between construction noise sources and local sensitive receptors will be acoustically soft, thus leading to lower levels than those predicted.
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7.6.5 At this stage, it is considered appropriate to adopt a cautious approach to the assessment whereby no screening between construction works and nearby sensitive receptors has been considered; the actual topography and intervening structures, in some cases, would, to some extent, reduce the potential impacts from noise. 7.6.6 Notwithstanding the assumptions that have been made, the approach to the assessment is considered proportionate and suitable for the objective of identifying where a significant effect might arise as a result of construction noise. 7.6.7 Core daytime construction working hours adopted for the purpose of the construction noise assessment are 07:30 and 18:00 on weekdays and 08:00 to 12:30 on Saturdays. No working is anticipated on Sundays and Bank Holidays and deliveries will not be permitted before 07:00 in the morning or after 16:00. 7.6.8 Embedded mitigation for the Principal Application Site construction works has been considered. The Site will be registered with the Considerate Constructors Scheme and the environmental management of the construction works for the Proposed Scheme will be delivered through the development of a Construction Environmental Management Plan (CEMP). Each of these provisions are discussed in more detail within Chapter 3 – Description of the Proposed Scheme. 7.6.9 The proposed CEMP will outline noise mitigation measures and the application of Best Practice Means of construction, as outlined in BS 5228-1:2009+A1:2014 'Code of practice for noise and vibration control on construction and open sites - noise'. Mitigation measures which would be considered include using quiet construction methods, where possible, locating plant and equipment away from noise sensitive properties, erecting hoarding, screens or barriers, limiting hours of construction, and ongoing monitoring and liaison with the local community and LCC. Given that precise details of such measures cannot be provided at this stage, it is difficult to incorporate these within noise level predictions, therefore, the adopted assessment approach is expected to represent a worst case. Construction Vibration 7.6.10 It is not expected that piling will be required during the construction phase. As a worst case, it has been assumed that vibratory rollers will be used during earthworks and access road construction operations. An assessment of vibration from this source has therefore been undertaken. 7.6.11 The calculation method adopted from BS5228-1 for the prediction of groundborne vibration from vibratory rollers has been undertaken for the worst-case phase of operation when plant is in its start- up and run-down phase. Levels of vibration generated by rollers during steady state operation are generally significantly lower than during their start-up and run down. Operation 7.6.12 The operational elements of the Proposed Scheme which have the potential to cause noise and vibration effects are: Operational road traffic noise on existing noise sensitive receptors; Operational vehicles within the Site; and Fixed Plant associated with the Proposed Scheme. 7.6.13 A description of the Proposed Scheme is contained in Chapter 3 – Description of the Proposed Scheme. The key aspects of the Proposed Scheme which inform the assessment are the new and
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altered physical infrastructure created by the Proposed Scheme, and the changes in traffic flow, speed and composition brought about by the Proposed Scheme. 7.6.14 For the assessment of road traffic noise, traffic data for the do-minimum and do-something scenarios, for the opening year (2021) and design year (2036) have been taken from the TA. 7.6.15 Details of fixed plant required to support the amenities building (e.g. toilet extractors and condensers) the proposed type, number and precise location or the nature of associated operations and activities are not available. In the absence of detailed information, it is suitable to specify appropriate noise control limits to which any plant should conform. No Public Address & Voice Alarm (PAVA) systems will be fitted to the terminal building or elsewhere within the Proposed Scheme. 7.7 ASSESSMENT OF EFFECTS, MITIGATION AND RESIDUAL EFFECTS CONSTRUCTION PHASE Construction Noise 7.7.1 As part of the Proposed Scheme the following works have the potential to influence the associated noise and vibration assessments: Enabling Works – including creation of temporary access and internal estate roads, establish site cabins, securement of site, formation of temporary drainage, establish construction compound and validation of ground conditions; and Main Construction Phase – Topsoil removal, diversion of utilities, earthworks and re-profiling, formation of site wide drainage features, construction of infrastructure and landscaping. 7.7.2 The assessment considers the activities that are likely to fall into one of the two main phases above. These activities will be undertaken in a broadly sequential manner although there is likely to be some overlap between each stage, and the different working areas (i.e. phases may be progressed concurrently): Stage 1: Enabling Works; Stage 2: Earthworks; Stage 3: Road Construction; Stage 4: Building Foundations; and Stage 5: Building Construction. 7.7.3 An estimate of the likely significant effects of noise from the construction activities has been made for a sample of local receptors in the vicinity of the Site. The predictions are based on the methodology contained within BS 5228-1:2009+A1 2014 and are in terms of the Equivalent
Continuous Sound Level, LAeq,T over the core working day. The predictions are worst case in that it is assumed that any secondary measures have not been implemented. 7.7.4 Predictions have been undertaken for each of the five stages presented above based on the assumed typical plant types, numbers and utilisation (the percentage of time plant is actually operating during the working day – the ‘on-time’) which are presented within Chapter 3 – Description of the Proposed Scheme, Table 3-4. 7.7.5 For the purpose of these predictions, it is assumed that the intervening ground between the noise sources and the receivers will be acoustically hard, such that there will be no attenuation of sound due to ground absorption. Given the greenfield nature of the Site, however, it is evident that this is
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unlikely for the majority of the construction phase. Other assumptions which have been made with respect to the construction noise predictions are: No screening has been included; Source and receptors have both been taken to be 1.5m high; and Meteorological conditions have been taken to be “neutral”. 7.7.6 With respect to the geographical location of the plant, and to present a reasonable worst-case scenario for each stage, the noisiest plant item has been assumed to operate at the closest possible point to each assessment location and the remaining plant to operate at the centre point of the nearest proposed working area to the assessed receptors. 7.7.7 In practice, the plant items identified for each stage will move around the Site, operating at different times, for different durations and at different locations on any one day for the duration of the works. As a consequence, noise levels at any receptor may vary quite considerably day-on-day. 7.7.8 The location of each land use area has been assumed based on information contained within the Proposed Park & Ride General Arrangement (LPTIP-WSP-APR-APR-DR-CH-GA_03_) and Figure 3.1: Intended Compound Layout. Given that the majority of intensive activities are to be undertaken within the areas marked on these plans, it is considered appropriate that the construction phase noise assessment be based on these plans. For enabling works (Stage 1), plant associated with these activities are assumed to be located in the south and north of the Site. For the construction of internal roads, it is assumed that associated works may be undertaken at any location where roads are proposed. 7.7.9 The predictions have been undertaken for four worst case assessment locations as described below. These assessment locations A to D are shown in Figure 7.2: Construction and Fixed Plant Assessment Locations: Assessment Location A – residential properties immediately east of the Site on the A61 Harrogate Road; Assessment Location B – residential properties immediately south of the Site located at Sovereign Court and Wigton Grove; Assessment Location C – residential property (The Lodge) to the north-west of the Site located on the east edge of Eccup Reservoir; and Assessment Location D – residential properties to the north of the Site at Millfield Farm located adjacent to the A61 Harrogate Road. 7.7.10 Table 7-16 sets out the predicted worst case unmitigated construction noise levels for each assessment location identified above.
Table 7-16 - Predicted unmitigated ‘Worst’ case construction works noise levels – Façade
LAeq,10hours dB
Worst case Predicted construction Noise Levels, LAEQ,T DB Assessment Location Stage 1 Stage 2 Stage 3 Stage 4 Stage 5
A – residential receptors 71 74 72 63 66 east of the Site on the A61 Harrogate Road
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Worst case Predicted construction Noise Levels, LAEQ,T DB Assessment Location Stage 1 Stage 2 Stage 3 Stage 4 Stage 5
B - residential properties 63 67 71 57 60 immediately south of the Site C - residential property 53 54 49 47 51 (The Lodge) D - residential properties to 56 56 55 51 54 the north of the Site at Millfield Farm 7.7.11 Based on the predicted construction noise levels presented within Table 7-17 and adopting the criteria presented within Table 7-6, the following magnitude of impact for construction noise are
predicted at each Assessment Location. These are based on the existing LAeq,T noise levels and the relevant ABC Threshold category defined in accordance with BS5228: 2009 + A 2014 Section E3.2.
Table 7-17 - Magnitude of Impact for ‘Worst’ Case Construction Noise Relevant Existing Worst case construction Magnitude of Impact ABC Assessment L AEQ,T Threshold Location Noise category levels, DB Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 DB A – residential 49 65 Large Large Large Medium Large receptors east of the Site on the A61 Harrogate Road B - residential 46 65 Medium Large large Medium Medium properties immediately south of the Site C - residential 55 65 Negligible Negligible Negligible Negligible Negligible property (The Lodge) D - residential 57 65 Negligible Negligible Negligible Negligible Negligible properties to the north of the Site at Millfield Farm 7.7.12 It is evident from Table 7-17 that, based on a worst-case assessment, impact magnitudes ranging from negligible to large are predicted. Where impacts of large magnitude are predicted, the SOAEL is also predicted to be exceeded. 7.7.13 Based on the magnitude of impact assessment presented within Table 7-17, Table 7-18 presents the corresponding significance of effects applicable to residential receptors of high sensitivity.
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Table 7-18 - Predicted Significance of Effect for Unmitigated ‘Worst’ Case Construction Works Noise Levels
Worst case construction Significance of effect Assessment Location Stage 1 Stage 2 Stage 3 Stage 4 Stage 5
A – residential receptors Major Major Major Moderate Major east of the Site on the A61 Harrogate Road B - residential properties Moderate Major Major Moderate Moderate immediately south of the Site C - residential property Negligible Negligible Negligible Negligible Negligible (The Lodge) D - residential properties Negligible Negligible Negligible Negligible Negligible to the north of the Site at Millfield Farm 7.7.14 For Assessment Location A when considering a worst-case, the sensitivity of the receptor will be high, and the magnitude of impact will be medium for stage 4 and large for all other stages of construction. Therefore, there is likely to be a direct, temporary, short-term effect of Moderate to Major adverse significance prior to the implementation of mitigation measures. 7.7.15 For Assessment Location B when considering a worst-case, the sensitivity of the receptor will be high, and the magnitude of impact will be medium to large. Therefore, there is likely to be a direct, temporary, short-term effect of Moderate and Major adverse significance prior to the implementation of mitigation measures. 7.7.16 At Assessment Locations C and D, it is anticipated that the sensitivity of the receptors will be high, and the magnitude of impact will be negligible throughout all stages of construction. Therefore, there is likely to be a direct, temporary, short-term effect of Negligible significance prior to the implementation of mitigation measures. Secondary Mitigation / Enhancement 7.7.17 Safeguards exist to minimise the effects of construction noise, these include: The various EC Directives and UK Statutory Instruments that limit noise emissions of a variety of construction plant; and The powers that exist for local authorities under Sections 60 and 61 of the Control of Pollution Act 1974 (Ref. 7.2) to control noise from construction sites. 7.7.18 The adoption of Best Practicable Means (BPM), as defined in Section 72 of the Control of Pollution Act 1974 (Ref. 7.2), is usually the most effective means of controlling noise from construction sites. Measures to be included within the CEMP will include but not be restricted to the following: All plant brought on to Site should comply with the current EC / UK noise limits applicable to that equipment or should be no noisier than would be expected based on the noise levels quoted in BS 5228; Any compressors brought onto the Site to be silenced or sound reduced models fitted with acoustic enclosures;
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All pneumatic tools to be fitted with silencers or mufflers; Care to be taken when erecting or striking scaffolds to avoid impact noise from banging steel. All operatives undertaking such activities to be instructed on the importance of handling the scaffolds to reduce noise to a minimum; Care to be taken when unloading vehicles to minimise noise. Delivery vehicles to be routed so as to minimise disturbance to local residents. Delivery vehicles to be prohibited from waiting within or in the vicinity of the Site with their engines running; All plant items to be properly maintained and operated according to manufacturers’ recommendations in such a manner as to avoid causing excessive noise; Items of plant operating intermittently should be shut down in the periods between use; Electrically powered plant should be preferred, where practicable to mechanically powered alternatives; Careful selection of construction methods and plant should be investigated and utilised; All plant to be sited so that the effect of noise at nearby noise-sensitive properties is minimised; Where practicable, works (including deliveries) would be programmed to avoid working outside of normal working hours; and Temporary acoustic barriers and other noise containment measures such as screens and acoustic hoarding at the Site boundary should be erected where appropriate to minimise noise breakout and reduce noise levels at potentially effected receptors. 7.7.19 Through the provisions of the Section 60 and 61 of the Control of Pollution Act 1974 (Ref. 7.2), LCC have means of controlling construction noise where they consider that an unacceptable noise nuisance is being generated, or could be generated by the works. 7.7.20 Given that detailed information regarding precise construction activities to be undertaken along with locations of such activities are not currently available, it is not possible, at this stage, to fully assess the likely noise reductions which can be achieved by the proposed mitigation measures. Residual Effects 7.7.21 With respect to screening alone, as stated within BS5228-1, “if there is a barrier or other topographic feature between the source and the receiving position, assume an approximate attenuation of 5 dB when the top of the plant is just visible to the receiver over the noise barrier, and of 10 dB when the screen completely hides the sources from the receiver”. 7.7.22 With appropriate mitigation in place, including compliance with a CEMP and the implementation of suitably placed local screening, a combined reduction in noise of as much as 10dB may reasonably be achieved. This reduction in noise is a reasonable estimate and assumes that multiple measures are applied including site hoarding / temporary screening, using well maintained, quieter and / or silenced plant, turning off engines when not in use, and locating noise and vibration generative plant away from sensitive receptors. 7.7.23 With this mitigation in place, it is expected that the threshold of effect in accordance with national policy will generally be below the SOAEL and for Assessment Locations C and D would be below the point at which LOAEL applies. However, short term exceedances of the SOAEL may still be possible at Assessment Locations A and B, although such exceedances are expected to be unlikely and where they do occur, limited in duration. It is therefore also expected that impacts of medium magnitude or less will prevail for the majority of the construction works, with the potential for impacts
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of large magnitude to occur for short durations when intensive works are undertaken at the closest point to Assessment Locations A and B. 7.7.24 The sensitivity of the closest noise sensitive receptors to the Site is high, therefore, there is likely to be a direct, temporary, short-term effect of Negligible to Moderate adverse significance for the majority of the construction phase following the implementation of mitigation measures. Effects of Major adverse significance may however still have the potential to be experienced for limited durations at the closest receptors to the Site when intensive works are undertaken at the closest points to these receptors. CONSTRUCTION VIBRATION 7.7.25 Ground borne vibration levels have been calculated for worst case operations in accordance with the applicable formulae contained in BS 5228-2 Table E.1. 7.7.26 Calculations have been undertaken for the use of vibratory rollers which may be used during road and car park construction works. This is considered to represent a worst-case activity. 7.7.27 Such calculations have been performed to determine the distance buffer within which vibration levels may reach 0.3mm/s PPV (applicable to the LOAEL) and 1.0mm/s PPV (applicable to the SOAEL).
Table 7-19 - Predicted PPV Zones for Use of Vibratory Rollers
Construction activity PPV>0.3 MM/S Zone, M PPV >1.0MM/S Zone, M
Vibratory rollers 60 23
Note: Assumes 2 drums, 0.4mm amplitude, drum width of 1.3m, e.g. small ride on roller Calculations incorporate a 5% chance of exceeding the criteria and are applicable to the start up and run down of machinery. During steady state operation, vibration levels would be lower. 7.7.28 It should be noted that the assessment presented within Table 7-19 is general in nature and is not specific to any one site, but does provide an appropriate basis for assessment based on recognised and accepted standards and techniques. In reality it is likely that working practices and ground conditions would result in lower vibration levels and thus smaller zones. 7.7.29 Furthermore, there may be a variety of different potential vibration generating activities employed other than the vibratory rollers considered. However, the vibration levels and associated distances can be used to determine the possible distances at which significant adverse effects could be registered (within an associated confidence limit). 7.7.30 Based on the Proposed Park & Ride General Arrangement (LPTIP-WSP-APR-APR-DR-CH- GA_03_), it is possible that, at worst, significant construction activities could take place at distances of approximately 35m from the closest existing sensitive receptors to the Site (Assessment Locations A and B). Therefore, no dwellings fall within the zone within which vibration PPV levels of above 1.0mm/s may be experienced as applicable to vibratory rollers. 7.7.31 At worst when works are at their closest points to these receptors vibration levels associated with worst case activities above 0.3mm/s PPV but below 1.0mm/s PPV may be experienced. The effect level therefore has the potential to be between LOAEL and SOAEL.
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7.7.32 Table 7-20 presents the associated predicted magnitudes of impact at the closest existing sensitive receptors.
Table 7-20 - Predicted Magnitude of Impact of Groundborne Vibration from Vibratory Rollers
Assessment Location Magnitude of Impact
A – residential receptors east of the Site on the A61 Small to Medium (0.3>1.0 mms-1 PPV) Harrogate Road
B - residential properties immediately south of the Small to Medium (0.3>1.0 mms-1 PPV) Site
C - residential property (The Lodge) Negligible (<0.3 mms-1 PPV)
D - residential properties to the north of the Site at Negligible (<0.3 mms-1 PPV) Millfield Farm 7.7.33 Table 7-21 presents the corresponding significance of effects applicable to residential receptors of high sensitivity.
Table 7-21 - Predicted Significance of Effect for Unmitigated ‘Worst’ Case Groundborne Vibration from Vibratory Rollers
Assessment Location Worst case Significance of Effect
A – residential receptors east of the Site on the A61 Moderate Harrogate Road
B - residential properties immediately south of the Moderate Site
C - residential property (The Lodge) Negligible
D - residential properties to the north of the Site at Negligible Millfield Farm
7.7.34 For Assessment Locations A and B when considering a worst-case when plant operates at its closest point to the receptors, the sensitivity of the receptor will be high, and the magnitude of impact will be medium at worst. Therefore, it is possible that there will be a direct, temporary, short- term effect of Moderate adverse significance prior to the implementation of mitigation measures. 7.7.35 For Assessment Locations C and D when considering a worst-case, it is anticipated that the sensitivity of the receptor will be high, and the magnitude of impact will be negligible. Therefore, there is likely to be a direct, temporary, short-term effect of Negligible significance prior to the implementation of mitigation measures. Secondary Mitigation / Enhancement 7.7.36 The mitigation measures presented within paragraphs 7.7.17 to 7.7.20 are also pertinent to the mitigation of construction generated vibration, and would be adhered to at all times.
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7.7.37 Where reasonably practicable, those activities which by their very nature, can impart significant levels of vibration into the ground, should be substituted with alternatives that generate less vibration. If alternative plant cannot be sourced, then efforts should be made to minimise use of such plant. 7.7.38 BPM should be adopted with respect to construction generated vibration and associated activities. In particular, all plant items are to be properly maintained and operated according to manufacturers’ recommendations in such a manner as to avoid causing excessive vibration, whilst careful consideration should be given to the methods of work. 7.7.39 Mitigation measures and appropriate operating considerations will be incorporated within the CEMP in order that the effects of groundborne construction vibration can be controlled wherever practically possible. Residual Effects 7.7.40 In general, residual effects are expected to be insignificant for the majority of the construction phase. Where the use of heavy duty activities such as vibratory rollers is undertaken within less than approximately 60m from sensitive dwellings, depending on the duration of such operations, it is possible that significant adverse effects may still occur. It is noted however that such effects are temporary in nature and of short duration. Where heavy duty activities such as the use of vibratory rollers can be operated at their start-up and run-down phase away from the Site boundaries and existing vibration sensitive receptors in accordance with BPM, the threshold of effect in accordance with national policy is likely to be less than LOAEL and the resulting magnitude of impact would be negligible. The sensitivity of existing receptors is high and therefore, direct, temporary, short-term effects of Negligible significance would occur following the implementation of mitigation measures. 7.7.41 Although unlikely, in the event that it is necessary that heavy duty activities are undertaken at the closest proposed working areas to existing vibration sensitive receptors (35m from existing sensitive receptors), impacts of Small to Medium magnitude may still occur, thus leading to effects of Moderate adverse significance following the implementation of mitigation. Such activities, if they do occur, are expected to be infrequent and of short duration. OPERATIONAL PHASE Road Traffic Noise Level Changes on the Existing Unaltered Network 7.7.42 The predicted changes in road traffic noise for existing roads are shown in Table 7-22. This table shows the following comparisons / assessments and includes for the committed developments considered within the traffic data (see paragraph 7.3.32).
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Table 7-22 - Predicted Changes in Road Traffic Noise Levels Resulting from the Proposed Scheme, dB
DB Change A DB Change B DB Change C
Receptor 2021 with 2036 without 2036 with development – 2021 development – 2021 development – 2021 without development without development without development [A] [B] [C] A61 Harrogate Road, 0.0 0.6 0.7 55m south of A659 Harewood Avenue A61 Harrogate Road, -0.3 0.6 0.4 400m north of Alwoodley Lane Wigton Lane, 35m west 0.3 0.6 0.9 of Alwoodley Gates A61 Harrogate Road, -0.1 0.6 0.4 115m south of Alwoodley Lane Alwoodley Lane, 30m 0.4 0.6 0.9 west of Sovereign Court 7.7.43 It can be seen from Table 7-22, Column A, that for all routes noise level changes of less than +1dB are predicted to arise as a result of the Proposed Scheme in the year of completion. For the A61 Harrogate Road, north and south of Alwoodley Lane a beneficial change in road traffic noise level is predicted. 7.7.44 It can also be seen that for all routes, noise level changes of less than +1dB are predicted to arise as a result of the Proposed Scheme in the future assessment year. 7.7.45 Drawing upon the criteria presented in Table 7-8, the magnitude of impact / change is predicted to be negligible. The sensitivity of dwellings fronting all local road traffic routes presented within Table 7-22 is considered to be high, therefore, there is likely to be a direct, permanent, long-term effect on dwellings fronting all local road traffic routes, of Negligible significance prior to the implementation of mitigation measures. 7.7.46 Given that negligible noise level changes are predicted, it is unlikely that there will be a significant shift in effect levels applicable at receptors in terms of the NPSE NOAEL, LOAEL and SOAEL criteria presented within Table 7-10. Secondary Mitigation / Enhancement 7.7.47 Given that the predicted significance of effects are negligible, secondary mitigation is not warranted. Residual Effects 7.7.48 Given that consideration to mitigation measures is not considered warranted, the predicted direct, permanent, long term residual effect on the residential receptors of Negligible significance would remain.
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ON-SITE OPERATION OF VEHICLES 7.7.49 Table 7-23 presents the assessment of on-site noise levels applicable to Scenario 1 (typical 16-hour day 07:00 – 23:00) and Table 7-24, presents the assessment for Scenario 2 (daytime peak 1-hour) for the assessment locations as shown on Figure 7.3: Operational Noise Assessment Locations. Table 7-23 - Predicted Changes in Noise Levels Resulting from the Proposed Scheme – Scenario 1, dB
Assessment Location Existing Daytime Daytime With DB Change LAEQ,16h DB (free- Scheme LAEQ,16h DB field) (free-field)
E – 539/541 Harrogate Road 43 45 +2 east of the Site
F - 535/537 Harrogate Road 45 46 +1 east of the Site
G – Villa Picanto south of the 58 – 60 58 - 60 0 southern Site access
H – 8 Wigton Grove south of the 48 48 0 Site
I – 14 Sovereign Court south of 47 48 +1 the Site
Note 1: Predicted levels are free-field at 1m from the façade of dwellings and at 1.5m above ground Note 2: Existing Daytime LAeq, 16h noise levels represent modelled noise levels
Table 7-24 - Predicted Changes in Noise Levels Resulting from the Proposed Scheme – Scenario 2, dB
Assessment Location Existing Daytime Daytime With DB Change LAEQ,16h DB (free- Scheme worst case field) LAEQ,1h DB (free-field)
E – 539/541 Harrogate Road 43 46 +3 east of the Site
F - 535/537 Harrogate Road 45 48 +3 east of the Site
G – Villa Picanto south of the 58 – 60 58 - 60 0 southern Site access
H – 8 Wigton Grove south of the 48 50 +2 Site
I – 14 Sovereign Court south of 47 49 +2 the Site
Note 1: Predicted levels are free-field at 1m from the façade of dwellings and at 1.5m above ground
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Assessment Location Existing Daytime Daytime With DB Change LAEQ,16h DB (free- Scheme worst case field) LAEQ,1h DB (free-field)
Note 2: In the absence of available data upon which the existing daytime LAeq, 1h applicable to the worst- case with Scheme hour can be determined, the assessment has been considered against existing modelled LAeq, 16h noise levels. 7.7.50 The predicted night-time noise levels from instantaneous noisy events are presented within Table 7-
25 and are based on the LAFmax parameter.
Table 7-25 - Predicted LAFmax Events at Representative Assessment Locations
Assessment Location Night-time LAFMAX (free field)
E – 539/541 Harrogate Road east of the Site 48
F - 535/537 Harrogate Road east of the Site 54
G – Villa Picanto south of the southern Site access 55
H – 8 Wigton Grove south of the Site 56
I – 14 Sovereign Court south of the Site 54
Note: Predicted levels are free-field at 1m from the façade of dwellings and at 4.0m above ground 7.7.51 From Table 7-23 and Table 7-24 it can be seen that for all Assessment Locations, the predicted ‘with development’ noise levels during the daytime 16-hour do not exceed the LOAEL threshold presented in Table 7-10 as a result of the Proposed Scheme. Noise levels above the LOAEL are predicted at Assessment Location G, however, this exceedance is due to existing road traffic noise and is not predicted to increase due to the Proposed Scheme. 7.7.52 For Scenario 1 (typical 16 hour (07:00 – 23:00) operational day), noise level changes of no greater than 2dB are expected, drawing upon the criteria presented in Table 7-8, the magnitude of impact / change is predicted to be small at worst. 7.7.53 For Scenario 2 (day-time peak hour) a +3dB change is predicted at Assessment Locations E and F. At all other locations, predicted noise level changes do not exceed +2dB. It should be noted however that the worst case 1 hour with development noise levels have been compared against the
existing LAeq, 16h modelled noise levels when arriving at this change. In reality, it is possible that the
existing LAeq applicable to the worst-case hour, given that it is applicable to the rush hour period,
may be higher than the LAeq, 16h. In such an instance the predicted change can reasonably be expected to be less than +3dB for this comparison. 7.7.54 For the night-time assessment of instantaneous events it is evident that the LOAEL threshold of
57dB LAFmax outside will not be exceeded. 7.7.55 Based on the results presented within Table 7-23 and drawing upon the criteria presented in Table 7-8, for a typical 16-hour operational day, the magnitude of impact / change is predicted to be small at worst. The sensitivity of dwellings is considered to be high, therefore, there is likely to be a direct,
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permanent, long-term effect on dwellings of Minor to Negligible adverse significance prior to the implementation of mitigation measures. 7.7.56 When considering the worst-case operational hour, it is evident that the magnitude of impact is predicted to be small to none. Considering this along with other contextual factors, given that for receptors at which noise level increases are predicted, the applicable facades are not expected to experience noise levels above the LOAEL, it is considered that the predicted significant effects of Minor to Negligible adverse significance remain unchanged. 7.7.57 For the night-time assessment of instantaneous LAFmax events the LOAEL threshold of 57.0dB LAFmax outside is not predicted to be exceeded. The magnitude of impact is therefore expected to be negligible. The sensitivity of dwellings is considered to be high, therefore, there is likely to be a direct, permanent, long-term effect on dwellings of Negligible significance prior to the implementation of mitigation measures. Secondary Mitigation / Enhancement 7.7.58 The assessment of the on-site operation of vehicles has identified that for the closest and most exposed existing dwellings to the Site, the significance of effect is expected to be minor. Given that, only small noise level increases are predicted for the majority of properties and that operational noise levels applicable at exposed facades at which noise level changes are predicted are below the LOAEL, it is considered that mitigation is not warranted. Residual Effects 7.7.59 Given that consideration to mitigation measures is not considered warranted, the predicted direct, permanent, long term residual effect on the residential receptors of Minor to Negligible significance would remain. ON-SITE FIXED PLANT 7.7.60 Criteria have been determined in accordance with the methodology contained within BS4142: 2014. These criteria have been stated at Rating Levels (i.e. the level to be achieved after application of corrections for any acoustic characteristics), such that any specific acoustic character associated with the plant under assessment would be fully accounted for at the time of ensuring or testing compliance. 7.7.61 Design criteria have been derived for the following Assessment locations, based on the obtained baseline measurement data, as follows: Assessment Location A – residential properties immediately east of the Site on the A61 Harrogate Road - Design criteria derived based on Measurement Location 1b; Assessment Location B – residential properties immediately south of the Site located at Sovereign Court and Wigton Grove - Design criteria derived based on Measurement Location 2 Daytime / Measurement Location 1b Night-time; Assessment Location C – residential property (The Lodge) to the north-west of the Site located on the east edge of Eccup Reservoir - Design criteria derived based on Measurement Location 3; and Assessment Location D – residential properties to the north of the Site at Millfield Farm - Design criteria derived based on Measurement Location 4b Daytime / Measurement Location 1b Night- time.
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7.7.62 On the basis of the above, and considering the outcome of consultation, it is expected that at each assessment location, the combined noise level from all plant and equipment associated with the Proposed Scheme should be designed to meet Rating Level design criteria in line with those presented in Table 7-26.
Table 7-26 - Proposed Plant Rating Level Design Criteria, Free-field, dB
Assessment Location Period Typical LA90,T Rating Level Design Criteria 1 A – residential receptors Day (07:00 – 23:00) 40 40 east of the Site on the A61 Harrogate Road Night (23:00 – 07:00) 27 35
B - residential properties Day (07:00 – 23:00) 40 40 immediately south of the Site Night (23:00 – 07:00) 27 35
C - residential property Day (07:00 – 23:00) 34 5 (The Lodge) Night (23:00 – 07:00) 29 35
D - residential properties Day (07:00 – 23:00) 50 50 to the north of the Site at Millfield Farm Night (23:00 – 07:00) 27 35
1 For locations with background sound levels below 35dB, an absolute Rating Level criterion of 35dB LAr,Tr has been adopted. Where noise levels are not expected to exceed this level, impacts of negligible magnitude will be registered 7.7.63 The above Rating Level design criteria apply at 3.5m from the façade of any noise sensitive receptor (Free-Field). 7.7.64 Through the careful design and specification of plant and equipment it is expected that it could be ensured that the above Rating Level limits would not be exceeded. 7.7.65 Assuming that, through careful design of the Proposed Scheme it is ensured that the derived criteria are not exceeded, the sensitivity of existing receptors will be high and the magnitude of impact will be Negligible. Therefore, it is predicted that direct, temporary, long term effects on existing receptors of Negligible significance will occur. 7.7.66 Guidance on how these criteria can be ensured is outlined under the mitigation / enhancement section below. Secondary Mitigation / Enhancement 7.7.67 It is assumed that the specification and location of any plant and equipment is sufficiently flexible to ensure suitably quiet plant can be procured, and / or mitigation options can be investigated, to ensure compliance with the recommended design criteria. Similarly, it is expected that the specification of buildings and / or enclosures and compounds housing plant and equipment is sufficiently flexible to enable acoustic mitigation to be built into the design of the proposed noise generative uses.
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7.7.68 The recommended design criteria for noise generative plant items / equipment are applicable to the total noise from the simultaneous operation of all noise sources associated with the Proposed Scheme. As such, noise emissions from individual activities or items of plant will need to be lower than the given criteria; although, the exact design target for each individual item of plant will be dependent upon its type, noise characteristics, location, etc. 7.7.69 Once the detailed nature of fixed plant is confirmed, prior to their procurement, installation and operation, noise from their operation will be reconsidered and an appropriate noise mitigation scheme devised and incorporated into the detailed design to ensure that the recommended criteria as presented within Table 7-26 can be complied with. It is expected that the requirement for such further appraisal will be secured through the provision of an appropriately worded planning condition, which will stipulate the derived noise level limits (see Table 7-26) for compliance with. The subsequent associated noise assessment would be submitted to LCC for their approval. 7.7.70 During progression of the detailed design, consideration will be given to the following with the aim of minimising likely adverse noise effects through mitigation by design: Appropriate placing of any service areas such that they are remote from or acoustically screened from noise sensitive receptors; Considerate design and layout of buildings and enclosures / compounds containing noise generative plant and equipment; and Procurement of appropriate plant items and equipment paying due regard to stated noise emissions. Residual Effects 7.7.71 The proposed acoustic design criteria have been derived with the aim of appropriately minimising the likelihood of adverse effects. Compliance with these criteria will be ensured through an appropriately worded planning condition. The magnitude of impact following mitigation will therefore be negligible. 7.7.72 The sensitivity of existing receptors will be high and the magnitude of impact following mitigation will be negligible. Therefore, it is predicted that direct, temporary, long term effects on existing receptors of Negligible significance will be present following implementation of mitigation measures. 7.8 LIMITATIONS AND ASSUMPTIONS 7.8.1 The baseline noise survey has been undertaken during the School Holiday period. It is possible therefore that measured noise levels in the vicinity of the existing road network could differ during term time when traffic flows are potentially affected by school traffic. However, in terms of the assessments of construction noise, and the setting of fixed plant design criteria which have adopted the baseline noise measurement data, it is expected that had school traffic been present this would only have served to increase the daytime baseline conditions, leading to higher and therefore less stringent noise criteria. Undertaking the baseline noise survey during school holidays has therefore led to the completion of worst-case assessments. 7.8.2 It is expected that the influence of the school will only be applicable to the school daytime period. Measurements undertaken outside of this period (e.g. at night) are not expected to have been affected.
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7.8.3 Given the outline nature of the application, details of the construction methods to be utilised on-site are not known fully at this time. However, where possible the assumptions made in relation to construction methods and programmes are realistic and deliverable. Consequently, assumptions have been made regarding likely construction activities, plant and operational characteristics based on the outline information which has been made available within Chapter 3 – Description of the Proposed Scheme and based on experience gained when undertaking similar assessment work for other sites. The conclusions drawn from this assessment provide sufficient information at this stage to inform the likely effects that may arise. 7.8.4 The assessment of vibration from construction activities on nearby vibration-sensitive receptors has been undertaken based on vibration levels associated with groundborne vibration generative construction activities likely to take place at the Site. It is possible that activities other than that presented may take place. The conclusions drawn from this assessment provide sufficient information at this stage to inform the likely effects that may arise based upon activities similar to those proposed on-site. 7.8.5 The assessment of development generated road traffic noise on the existing road network is based on notional receptor locations at 10m from the road links considered. This is considered sufficient because it is the change in noise levels that is assessed (not the absolute level), and this change would remain at different distances where noise from the route under consideration is dominant. The accuracy of these assessments is also dependent upon assumptions applied during the generation of the traffic data. 7.8.6 The assessment of the on-site operation of vehicles has included for the proposed alignment as presented within Proposed Park & Ride General Arrangement (LPTIP1-WSP-APR-APR-DR-CH- GA_03_) and the information provided in Chapter 3 – Description of the Proposed Scheme. Currently, details regarding the vertical alignment and elevations of any potential landscaping have not been included within the assessment. The potential acoustic screening effects of such features have therefore not been accounted for, representing a worst-case. 7.8.7 The assessment of noise disturbance to sensitive receptors from noise generated by fixed plant within the Proposed Scheme focuses on best practice layout and operational measures for inclusion within the detailed Scheme design. The final plant and plant designs are not currently available, so the assessment has determined appropriate noise criteria to be designed to and has demonstrated how compliance with these criteria would be ensured through the use of an appropriately worded planning condition. 7.9 SUMMARY 7.9.1 The noise environment present within and surrounding the Site predominantly consists of road traffic noise from the existing local road network including the A61 Harrogate Road. Noise from natural sources such as bird song and rustling vegetation is also present. There are a number of noise and vibration sensitive receptors located within the vicinity of the Site including: Residential properties immediately east of the Site on the A61 Harrogate Road; Residential properties immediately south of the Site located between Sovereign Court, Wigton Grove and the A61 Harrogate Road / Wigton Approach junction; A single residential property (The Lodge) to the north-west of the Site located on the east edge of Eccup Reservoir;
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Residential properties to the north of the Site at Millfield Farm located adjacent to the A61 Harrogate Road; and Dwellings adjacent to the existing wider road network. 7.9.2 Consideration has been given to the potential noise and vibration effects associated with the construction and operational phases of the Proposed Scheme on existing noise and vibration sensitive receptors. 7.9.3 With respect to noise generated during the construction phase, it is expected that the threshold of effect in accordance with national policy will generally be below the SOAEL. However, short-term exceedances of the SOAEL, though unlikely, may still be possible at the closest receptors to the Site when intensive activities are undertaken towards the Site boundaries closest to these receptors. Such exceedances, where present, would however be limited in duration. Effects of Negligible to Moderate adverse significance are therefore predicted for the majority of the works, with the potential for effects of Major adverse significance to occur for limited durations when intensive works are undertaken at the closest point to local sensitive receptors. Such impacts would be short term, temporary and local. 7.9.4 In terms of vibration during construction activities, where heavy duty activities such as the use of vibratory rollers can be operated away from the Site boundaries and existing sensitive receptors (at a distance of greater than 60m), the threshold of effect in accordance with national policy would be at or below the NOAEL and effects of Negligible significance are therefore likely. Where activities are undertaken at closer distances, significant adverse effects still may occur. 7.9.5 The assessment of potential road traffic noise level changes from development generated traffic on the unaltered road network has identified effects of Negligible significance in the short and long term for all assessed traffic links. 7.9.6 The assessment of the on-site operation of vehicles has identified effects of Negligible to Minor adverse significance at the closest noise sensitive receptors (i.e. those immediately east and south of the Site), during the daytime and night-time periods. In accordance with national policy, predicted with development levels are below the defined LOAEL. 7.9.7 The assessment of potential noise effects associated with the operation of proposed fixed plant has identified that, compliance with an appropriate planning condition stipulating appropriately derived noise level limits not to be exceeded, residual effects of Negligible significance are predicted. 7.9.8 Table 7-27 contains a summary of the likely significant environmental effects of the Proposed Scheme in relation to noise and vibration.
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Table 7-27 - Summary of Effects Table for Noise and Vibration
Description of Effects Receptor Significance and Nature of Summary of Secondary Significance and Nature of Effects Prior to Secondary Mitigation Residual Effects Mitigation
Construction Phase Accordance with EC / UK Disturbance to sensitive Closest dwellings to the Site. Negligible to Major - / D / T / Majority of works: Statutory Instruments. receptors from noise ST Adoption of BPM and inclusion Negligible to Moderate - / D / T generated by on-site of such measures within a / ST construction activities CEMP. Worst case intensive operations at closest Site boundary to receptors: Negligible to Major - / D / T / ST
Disturbance to sensitive Closest dwellings to the Site Negligible to Moderate - / D / T Operating activities to be Negligible / D / T / ST receptors from vibration / ST considered in line with BPM Intensive operations at closest generated by on-site and detailed within CEMP. proposed working areas to construction activities existing sensitive receptors: Negligible to Moderate - / D / T / ST
Operational Phase
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Description of Effects Receptor Significance and Nature of Summary of Secondary Significance and Nature of Effects Prior to Secondary Mitigation Residual Effects Mitigation
Disturbance to sensitive Existing noise sensitive Negligible / D / P / LT N/A Negligible / D / P / LT receptors from road traffic receptors located close to the noise on the unaltered road existing road network network.
Disturbance to sensitive Closest existing residential Minor to Negligible / - / D / P / None Minor to Negligible / - / D / P / receptors from the on-site receptors to the Proposed LT LT operation of vehicles Scheme
Disturbance to sensitive Closest existing residential Negligible / D / P / LT Further analysis and Negligible / D / P / LT receptors from noise receptors to the Proposed (assuming criteria are met). assessment to ensure generated by fixed plant within Scheme criteria are met. the Proposed Scheme Procurement of suitably quiet plant.
Adoption of considerate layout and design.
Key to table: + / - = Beneficial or Adverse P / T = Permanent or Temporary, D / I = Direct or Indirect, ST / MT / LT = Short Term, Medium Term or Long Term, N/A = Not Applicable
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REFERENCES Ref. 7.1: European Commission (2014) Environmental Impact Assessment Directive 2014/52/EU. Ref. 7.2: HM Government (1974), Control of Pollution Act 1974. Ref. 7.3: HM Government (1990), Environmental Protection Act 1990. Ref. 7.4: Department for Communities and Local Government (2019) National Planning Policy Framework [online] Available at: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachme nt_data/file/810197/NPPF_Feb_2019_revised.pdf Ref. 7.5: Department for Environment, Food and Rural Affairs (2010) Noise Policy Statement for England. Ref. 7.6: Leeds City Council (2014) Leeds Core Strategy, Adopted November 2014. Ref. 7.7: The British Standards Institution (2014), BS 5228-1:2009+A1:2014 Code of practice for noise and vibration control on construction and open sites. Part 1: Noise. Ref. 7.8: The British Standards Institution (2014), BS 5228-2:2009+A1:2014 Code of practice for noise and vibration control on construction and open sites. Part 2: Vibration. Ref. 7.9: The British Standards Institution (2014) BS 8233: Guidance on Sound Insulation and Noise Reduction for Building (BS 8233). Ref. 7.10: World Health Organisation (WHO)1999. Guidelines for Community Noise. Ref. 7.11: The British Standards Institution (2019) BS 4142:2014 + A1 2019 Methods for Rating and Assessing Industrial and Commercial Sound (BS 4142). Ref. 7.12: The Highways Agency, Scottish Government, Welsh Assembly Government and the Department for Regional Development Northern Ireland (2011), Design Manual for Roads and Bridges, Volume 11, Section 3, Part 7, HD 213/11 revision 1. Noise and Vibration. Ref. 7.13: Department of Transport and Welsh Office (1988) Calculation of Road Traffic Noise. Ref. 7.14: ISO 9613:1996: Acoustics – Attenuation of sound during propagation outdoors. Ref. 7.15: Bayerisches Landesamt fur Umwelt (LfU) (2007) Parking Area Noise. Revised Edition 6. Ref. 7.16: Noise Advisory Council (NAC) (1978) A Guide to measurement and prediction of the equivalent continuous sound level Leq, report by a working party for the technical sub-committee of the council.
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8
AIR QUALITY
PUBLIC
8 AIR QUALITY
8.1 INTRODUCTION 8.1.1 This Chapter reports the outcome of the assessment of likely significant effects arising from the Proposed Scheme upon air quality. The focus is on the likely significant environmental effects on sensitive receptors generated during the construction and operational phases of the Proposed Scheme. 8.1.2 The Chapter describes the assessment methodology, the baseline conditions at the Site and in the surrounding area, a summary of the likely significant effects, any mitigation measures required to prevent, reduce or offset any significant adverse effects, and the likely residual effects after these measures have been employed. 8.1.3 This Chapter (and its associated figures and appendices) is intended to be read as part of the wider Environmental Statement (ES). 8.1.4 This Chapter is necessarily technical in nature so to assist the reader, a glossary of terminology relating to air quality is provided within Appendix 8.1: Glossary of Air Quality Terminology. 8.2 LEGISLATIVE FRAMEWORK, POLICY AND GUIDANCE LEGISLATIVE FRAMEWORK 8.2.1 The applicable legislative framework is as follows: 2008 Ambient Air Quality Directive (Ref. 8.1); Air Quality (England) Regulations 2000 (Ref. 8.2); Air Quality (England) (Amendment) Regulations 2002 (Ref. 8.3); Air Quality Standards Regulations 2010, as amended 2016 (Ref. 8.4); 2017 Air Quality Plan (Ref. 8.5); UK Air Quality Strategy 2007 (Ref. 8.6); and Environmental Protection Act 1990 (Ref. 8.7). PLANNING POLICY 8.2.2 Planning policy at the national and local level and its relevance to environmental design and assessment is confirmed in the Planning Statement which accompanies the application and examines the merits of the Proposed Scheme against relevant planning policy. A list of the planning policy relevant to this Chapter is provided below: National Planning Policy Framework (2019) (Ref. 8.8); Leeds Core Strategy (Ref. 8.9); and West Yorkshire Low Emissions Strategy (Ref. 8.10). GUIDANCE 8.2.3 The following guidance documents have been used during the preparation of this Chapter: Department for the Environment, Food and Rural Affairs (Defra) (2018) Local Air Quality Management (LAQM) Technical Guidance TG16 (Ref. 8.11);
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Institute for Air Quality Management (IAQM) Environmental Protection UK (EPUK) (2017) Land- Use Planning & Development Control: Planning for Air Quality (Ref. 8.12); and IAQM (2014) Guidance on the Assessment of Dust from Demolition and Construction (Ref. 8.13). 8.3 CONSULTATION, SCOPE, METHODOLOGY AND SIGNIFICANCE CRITERIA CONSULTATION UNDERTAKEN TO DATE 8.3.1 Table 8-1 provides a summary of the consultation activities undertaken in support of the preparation of this Chapter.
Table 8-1 – Summary of Consultation Undertaken in Support of this Chapter
Body / Individual / Stat Meeting Dates and Other Forms Summary of Outcome of Organisation Body / of Consultation Discussions Organisation
Leeds City Air Quality Scoping report submitted to LCC Air quality officer generally agreed Council (LCC) Officer which included a proposed with proposed methodology. methodology for an air quality Details on full response are assessment. provided in Table 8-2. Comments on scoping report received on 19/06/2019.
LCC Richard Email consultation to obtain 2018 diffusion tube data for LCC Crowther additional local monitoring data. was provided via email. Team Leader (Environmental Advisory) SCOPE OF THE ASSESSMENT 8.3.2 A request for a formal EIA Scoping Opinion was submitted alongside an EIA Scoping Report to LCC on 15 May 2019. The EIA Scoping Report and Scoping Opinion are provided in Appendix 1.2 and Appendix 1.3 respectively. This section provides, where necessary, an update on the scope of the assessment and reiterates the evidence base for insignificant effects. 8.3.3 The comments made within the Scoping Opinion in relation to air quality have been taken into consideration during the assessment. Further details are provided within Table 8-2 and in Chapter 5 – Approach to EIA.
Table 8-2 - Scoping Opinion Comment and Response
Scoping Opinion Comment Summary of Response
Potential mitigation measures have been Generally acceptable subject to the following points: discussed and considered in this assessment. A commitment made / consideration given to A damage cost calculation has been carried out, mitigation of any negative impacts arising as a full details of which are included in Appendix result of the scheme; and 8.4: Operational Phase Assessment. The Park & Ride scheme would likely constitute a ‘major’ development for the purposes of the West
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Scoping Opinion Comment Summary of Response
Yorkshire Air Quality and Emissions Technical Planning Guidance (Ref 8.20) (part of the West Yorkshire Low Emission Strategy, Ref 8.10). As such a cost damage calculation should also be incorporated as part of the EIA to calculate the appropriate level of mitigation required for the increase in vehicle emissions on the wider road network resulting from the scheme. EFFECTS CONSIDERED ELSEWHERE WITHIN THE ES 8.3.4 This Chapter covers all identified air quality effects. No identified air quality effects will be considered elsewhere in the ES. INSIGNIFICANT ENVIRONMENTAL EFFECTS 8.3.5 The following insignificant effects have been identified and will not be considered within the ES. A factual evidence base has been provided below to support this:
Effects of construction phase traffic emissions (oxides of nitrogen (NOx, including nitrogen dioxide
(NO2)) and particulate matter (PM10, PM2.5)) on local air quality – The construction programme will last for 15 months with traffic management to enable construction site access from the existing access from the A61 Harrogate Road / Wigton Approach junction. The maximum daily construction related vehicle (Heavy Duty Vehicle (HDV) and Light Duty Vehicle (LDV)) movements during this period are predicted to be 75 2-way trips over a 24-hour period. This is below the criterion (100 HDV average daily movements) at which further air quality assessment is deemed to be required of the respective vehicle emissions, as defined in guidance from the EPUK/IAQM (Ref. 8.12). Therefore, the effects of construction traffic emissions on local air quality are expected to be insignificant and will not be considered further within the ES. Effects of construction and operation phase emissions at designated sites (ecological receptors) – Guidance provided by Design Manual for Roads and Bridges (DMRB) (Ref. 8.14) states that all designated sites within 200m of the Site and/or any affected road should be included in the assessment of air quality impacts. Eccup Reservoir Site of Special Scientific Interest (SSSI) (the nearest designated site) is located more than 200m from the Proposed Scheme and affected road network. Therefore, the effects of construction and operation phase emissions on the Eccup Reservoir SSSI are expected to be insignificant and will not be considered further within the ES. LIKELY SIGNIFICANT ENVIRONMENTAL EFFECTS 8.3.6 The following effects are considered to have the potential to give rise to likely significant effects and have therefore been considered within the ES. Construction Phase Dust soiling and human health impacts at identified sensitive receptors due to additional, temporary emissions of construction dust. Operation Phase Changes in local concentrations of air pollutants due to exhaust emissions from traffic utilising the Site and local road network. The pollutants of main concern with respect to human health, which
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have been considered in this assessment, comprise nitrogen dioxide (NO2) and particulate matter
with a mean aerodynamic diameter of 10 micrometers (µm) and under (PM10) and 2.5µm and
under (PM2.5). METHOD OF BASELINE DATA COLLATION Desk Study 8.3.7 The 2018 Air Quality Annual Status Report (ASR) (Ref. 8.15) published by LCC was reviewed to establish baseline air quality conditions within the immediate vicinity of the Proposed Scheme. The
ASR provides the annual mean NO2, PM10 and PM2.5 monitored levels at the respective monitoring sites for the previous five years (2013 – 2017) within and near to the Proposed Scheme. In addition to the ASR, 2018 monitoring results were provided via email by the LCC Team Leader (Environmental Advisory), Richard Crowther2. These monitoring data were also used to enable model verification and adjustment as part of the atmospheric dispersion modelling study outlined below.
2 8.3.8 Background NO2, PM10 and PM2.5 pollutant concentrations corresponding to the 1km grid squares covering the associated link roads and identified sensitive receptor locations were obtained from Defra’s published national pollutant mapping data (Ref. 8.16) for use in the air quality assessment. SITE VISIT AND SURVEYS 8.3.9 For the purpose of this assessment, no site visit or surveys were required. ASSESSMENT METHODOLOGY Construction Phase Assessment 8.3.10 Dust comprises particles typically in the size range 1-75μm in aerodynamic diameter and is created through the action of crushing and abrasive forces on materials. The larger dust particles fall out of the atmosphere quickly after initial release and therefore tend to be deposited close to the source of emission. Dust, therefore, is unlikely to cause long-term or widespread changes to local air quality; however, its deposition on property and cars can cause ‘soiling’ and discolouration. This may result in complaints of nuisance through amenity loss or perceived damage caused, which is usually temporary.
8.3.11 The smaller particles of dust (PM10) represent only a small proportion of total dust released; this
includes a finer fraction, PM2.5. As these particles are at the smaller end of the size range of dust particles, they settle more slowly and remain suspended in the atmosphere for a longer period of time than the larger dust particles. They can, therefore, be transported by wind over a wider area.
PM10 and PM2.5 are small enough to be drawn into the lungs during breathing, which in sensitive members of the public could have an impact on health. However, according to the IAQM guidance (Ref. 8.13), the majority of fugitive particulate emissions arising from construction sites are expected
2 Email received on the 12th April 2019
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to relate to the coarser fractions (i.e. PM2.5-10) with just 10-15% expected to comprise PM2.5. The
IAQM guidance, therefore, focusses on PM10 for the purposes of assessment. 8.3.12 An assessment of the likely significant impacts on local air quality due to the generation and
dispersion of dust and PM10 during the construction phase has been undertaken using the relevant assessment methodology published by the IAQM, the available information for the Proposed Scheme and professional judgement.
8.3.13 The IAQM methodology (Ref. 8.13) assesses the risk of potential dust and PM10 impacts from the following four sources: demolition; earthworks; general construction activities and track-out. It considers the nature and scale of the activities undertaken for each source and the sensitivity of the
area to an increase in dust and PM10 levels to assign a level of risk. Risks are described in terms of there being a low, medium or high risk of dust impacts. Once the level of risk has been ascertained, then Site specific mitigation proportionate to the level of risk is identified, and the significance of residual effects determined. A summary of the IAQM assessment methodology is provided in Appendix 8.2: Construction Methodology and Assessment. Operational Phase Assessment Atmospheric Dispersion Modelling 8.3.14 The operational phase assessment focussed on the potential impacts to local air quality associated with the expected change in vehicle flows and associated emissions resulting from the operation of the Proposed Scheme. The following scenarios were assessed, for which traffic data were provided, to facilitate atmospheric dispersion modelling of vehicle emissions using Cambridge Environmental Research Consultants (CERC) Atmospheric Dispersion Modelling System for Roads (ADMS-Roads) v4.1.1 model: Baseline & Model Verification Year (2018); Opening Year Without Proposed Scheme (2021); Opening Year With Proposed Scheme (2021); Design Year Without Proposed Scheme (2036); and Design Year With Proposed Scheme (2036). 8.3.15 A summary of the traffic data provided by the project transport consultants (WSP) for each of the above scenarios is presented in Appendix 8.3: Dispersion Model Approach and Verification. It includes details of the Annual Average Daily Traffic (AADT) flows, vehicle speeds (km/h) and the percentage of HDVs applicable to the local road network in each scenario. Traffic speeds were reduced at junctions in line with guidance provided in LAQM.TG16 (Ref. 8.11), and using professional judgement. 8.3.16 The traffic flows for the ‘without Proposed Scheme’ scenarios include for existing (2018) and future (2021 and 2036) baseline flows, but do not include any contribution to road traffic from the Proposed Scheme itself. The traffic flows for the ‘with Proposed Scheme’ scenarios account for the baseline flows in addition to the change in vehicle flows arising from the operation of the Proposed Scheme. Vehicle Emissions Inventories
8.3.17 The traffic data were used to develop emissions inventory databases for each pollutant (NOx, PM10
and PM2.5) and scenario using the Defra Emissions Factors Toolkit (EFT) version 9.0 (Ref. 8.17). This accounts for traffic flow characteristics, including:
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Road type (e.g. urban, rural, motorway); Total vehicle flow by link (AADT); Percentage of HDVs per link; and Average link speed (km/h). 8.3.18 In addition to vehicle emissions from the local road network, vehicle emissions from within the proposed park & ride area were included in the ‘with Proposed Scheme’ model scenario. The Proposed Scheme will provide a total of 500 parking spaces, meaning vehicle emissions from on- site traffic (car and bus) movements and ‘cold start’ engine emissions from within the Site have the potential to contribute to local pollutant concentrations at identified sensitive receptors. The proposed car park area was modelled as an area source of emissions within ADMS-Roads. 8.3.19 As there is currently no car parking activity at the existing Site, the ‘baseline’ and ‘without Proposed Scheme’ scenarios do not include car park emissions. The proposed car park emissions calculations in the ‘with Proposed Scheme’ scenario modelling are described in Appendix 8.3: Dispersion Model Approach and Verification. 8.3.20 The emissions database outputs for each scenario provided road link-specific pollutant emission rates (g/km/s), which were input to the ADMS-Roads model to enable prediction of pollutant concentrations at identified sensitive receptor locations. In addition, the following model inputs were required: Geometry of each affected road link; Hourly sequential meteorological data obtained from Leeds Bradford Airport for 2018; and Coordinates of each identified sensitive receptor at which the model calculated pollutant concentrations. Model Verification 8.3.21 Verification of the ADMS-Roads model outputs was undertaken through comparing the annual mean
NO2 base year (2018) model outputs with the LCC NO2 monitoring data at the respective monitoring locations. This enabled appropriate model adjustment factors, derived with reference to LAQM.TG16 (Ref. 8.11), to be applied to model outputs to ensure the performance of the dispersion model was suitable within the context of the available monitoring data.
8.3.22 Verification of PM10 and PM2.5 has been completed using the same factor determined through
verification of NO2 concentrations, in accordance with LAQM.TG16 technical guidance (Ref. 8.11),
which states “…In the absence of any PM10 data for verification, it may be appropriate to apply the
road-NOx adjustment to the modelled road-PM10.” 8.3.23 Further detailed information of the modelling process, input data and the model verification and adjustment procedure is presented in Appendix 8.3: Dispersion Model Approach and Verification. Pollution Climate Mapping (PCM) Compliance Assessment 8.3.24 The latest national modelling undertaken by Defra to assess compliance with EU limit values (Ref. 8.18) includes a section of the A61 Harrogate Road, directly adjacent to the Site (as shown in Figure 8.1: Site Location and Local Authority Monitoring). Further details on PCM links are discussed in paragraph 8.4.10.
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Valuing Impacts on Air Quality: Damage Cost Calculation 8.3.25 Due to the size and nature of the Proposed Scheme, a calculation of ‘damage costs’ has been undertaken following the methodology detailed within Defra’s guidance on valuing impacts on air quality (Ref. 8.19), with reference to the West Yorkshire Air Quality and Emissions Technical Planning Guidance (Ref. 8.20), which forms part of the overarching Low Emissions Strategy (Ref. 8.10).
8.3.26 The methodology for the calculation of damage costs accounts for the vehicle emissions of NOX,
PM10 and PM2.5 generated by the Proposed Scheme operation. The damage costs per tonne of NOX
and PM10 used in the assessment (based on 2018 values) are as follows:
NOX - £10,699 per tonne generated by the operation of the Proposed Scheme (Road Transport – Central Estimate);
PM10 - £136,842 per tonne generated by the operation of the Proposed Scheme (Road Transport – Central Estimate); and
PM2.5 - £203,331 per tonne generated by the operation of the Proposed Scheme (Road Transport – Central Estimate).
8.3.27 The value used for NOX, PM10 and PM2.5 was taken from Table 3 of Defra’s guidance on valuing
impacts on air quality (Ref. 8.19). The values for NOX, PM10 and PM2.5 represent the ‘Transport Average’ as this is the category within the Defra guidance considered most representative of the emissions generated by the Proposed Scheme.
8.3.28 Opening year (2021) emissions of NOX, PM10 and PM2.5 (tonnes/year), for use within the operational phase damage cost calculation, have been calculated based on an average of 2,802 vehicle trips (including 304 buses) per day generated by the Proposed Scheme, travelling at an average speed of 50km/h over an average distance of 10km (Ref. 8.21). For the reasons set out in Appendix 8.3: Dispersion Model Approach and Verification, this number of vehicle trips presents a worst case.
The EFT v9.0 (Ref. 8.17) was used to determine annual NOx and PM10 mass emissions. 8.3.29 Emissions were calculated for the opening year of the Proposed Scheme (2021) and multiplied by five to provide the road transport emissions increase attributed to the Proposed Scheme over a five- year assessment period, which enables the damage cost calculation total to be derived. The result is used to inform the suitable level of corresponding mitigation measures. Full results of the damage cost calculations are included Appendix 8.4: Operational Phase Assessment. SIGNIFICANCE CRITERIA 8.3.30 The significance level attributed to each effect has been assessed based on the magnitude of change due to the Proposed Scheme and the sensitivity of the affected receptor, as well as a number of other factors that are outlined in more detail in Chapter 5 – Approach to EIA. The sensitivity of the affected receptor is assessed on a scale of high, medium, low and negligible, and the magnitude of change is assessed on a scale of large, medium, small and negligible, as set out in Chapter 5 – Approach to EIA. 8.3.31 Whilst the significance ratings in Table 5-3 in Chapter 5 – Approach to EIA have been used, it is not prescriptive and professional judgement has been applied, where appropriate. 8.3.32 Determining the sensitivity of receptors is based upon baseline conditions. The criteria for determining the sensitivity of receptors for the construction phase of development is outlined in Table 8-3. For the operational phase, receptors are simply classed as “sensitive” or “not sensitive.”
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This is primarily based on the short and long-term air quality objectives and is detailed in Section 8.5.
Table 8-3 - Criteria for Sensitivity of Receptors (applied to Construction Phase only)
Sensitivity Criteria
High Dust Soiling Surrounding land where: - Users can reasonably expect enjoyment of high level amenity; or - The appearance, aesthetics or value of their property would be diminished by soiling; or - The people or property would reasonably be expected to be present continuously, or at least regularly for extended periods, as part of the normal pattern of use of the land. Indicative examples include dwellings, museums and other culturally important collections, medium and long term car parks and car showrooms.
Health Effects of PM10 Locations where members of the public are exposed over a time period relevant to the air quality objective for PM10. Indicative examples include residential properties. Hospitals, schools and residential care homes should also be considered as having equal sensitivity to residential areas for the purposes of this assessment.
Medium Dust Soiling Surrounding land where: - Users would expect to enjoy a reasonable level of amenity, but would not reasonably expect to enjoy the same level of amenity as in their home; or - The appearance, aesthetics or value of their property could be diminished by soiling; or - The people or property wouldn’t reasonably be expected to be present here continuously or regularly for extended periods as part of the normal pattern of use of the land. Indicative examples include parks and places of work.
Health Effects of PM10 Locations where the people exposed are workers, and exposure is over a time period relevant to the air quality objective for PM10. Indicative examples include office and shop workers, but will generally not include workers occupationally exposed to PM10, as protection is covered by Health and Safety at Work Legislation.
Low Dust Soiling Surrounding land where:
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Sensitivity Criteria
- The enjoyment of amenity would not reasonably be expected; or - Property would not reasonably be expected to be diminished in appearance, aesthetics or value by soiling; or - There is transient exposure, where people or property would reasonably be expected to be present only for limited periods of time as part of the normal pattern of use of the land. Indicative examples include playing fields, farmland, footpaths, short term car parks and roads.
Health Effects of PM10 Locations where human exposure is transient. Indicative examples include public footpaths, playing fields, parks and shopping streets.
Negligible N/A
8.3.33 Determining the magnitude of change relates to whether the Proposed Scheme will result in changes to local air quality at an identified receptor and the scale of these effects. For the construction phase assessment, the approach to determining the magnitude of change is based on identifying the potential risk of dust deposition and / or human-health impacts associated with each construction activity, as outlined in paragraph 8.3.13. 8.3.34 For the operational phase, the criteria for magnitude of change in local air quality are outlined in Table 8-4. The change criteria are based on Table 6.3 from the IAQM Planning Guidance (Ref. 8.12)
Table 8-4 – Criteria for Magnitude of Change
% Change in concentration relative to Air Quality Assessment Level Long Term Average (AQAL) Concentration at Receptor in Assessment Year 1 2-5 6-10 >10
75% or less of AQAL* Negligible Negligible Small Medium
76-94% of AQAL Negligible Small Medium Medium
95-102% of AQAL Small Medium Medium Large
103-109% of AQAL Medium Medium Large Large
110% or more of AQAL Medium Large Large Large
* AQAL is treated as being equivalent to the respective annual mean objective as set by the Air Quality Strategy
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8.3.35 The EPUK/IAQM guidance (Ref. 8.12) notes that the criteria in Table 8-4 should be used to describe impacts at individual receptors and should be considered as a starting point to make a judgement on significance of effects, as other influences may need to be accounted for. The EPUK/IAQM guidance states that the assessment of overall significance should be based on professional judgement, taking into account several factors, including: The existing and future air quality in the absence of the development; The extent of current and future population exposure to the impacts; and The influence and validity of any assumptions adopted when undertaking the prediction of impacts. 8.3.36 The EPUK/IAQM guidance states that for most road transport related emissions, long-term average concentrations are the most useful for evaluating the impacts. The guidance does not include criteria
for determining the significance of the effect on hourly mean NO2 concentrations or daily mean PM10
concentrations. The significance of effects of hourly mean NO2 and daily mean PM10 concentrations arising from the operational phase have therefore been determined qualitatively using professional judgement and the principles described above. EFFECT SIGNIFICANCE 8.3.37 The following terms have been used to define the significance of the effects identified and apply to both beneficial and adverse effects: Major effect: where the Proposed Scheme could be expected to have a considerable effect (either positive or negative) on human health at relevant sensitive receptors; Moderate effect: where the Proposed Scheme could be expected to have a noticeable effect (either positive or negative) on human health at relevant sensitive receptors; Minor effect: where the Proposed Scheme could be expected to result in a small, barely noticeable effect (either positive or negative) on human health at relevant sensitive receptors; and Negligible: where no discernible effect is expected as a result of the Proposed Scheme on human health at relevant sensitive receptors. 8.3.38 Further information on sensitive receptors is discussed in Section 8.5. 8.3.39 As set out in Chapter 5 – Approach to EIA, effects that are classified as minor or above are considered to be significant. Effects classified as below minor (i.e. negligible) are considered to be not significant. 8.4 BASELINE CONDITIONS REVIEW & ASSESSMENT OF AIR QUALITY 8.4.1 LCC has declared six Air Quality Management Areas (AQMA’s) within their administrative area as a consequence of their local air quality review and assessment work. These AQMA’s are located over 6km from the Site. Traffic generated by the Proposed Scheme is not expected to have any impact on traffic flows within any LCC AQMA. As such, the Proposed Scheme will not impact on pollutant concentrations within these AQMA’s. Given the above, the overall impact of the Proposed Scheme on LCC AQMA’s is expected to be negligible and won’t be assessed further in this report.
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LOCAL EMISSION SOURCES 8.4.2 The Site is located in an area where air quality is mainly influenced by emissions from road transport using the A61 Harrogate Road. BACKGROUND AIR QUALITY DATA
8.4.3 Background pollutant concentrations for NO2, PM10 and PM2.5 were obtained from Defra’s national background maps for the 1 km x 1 km grid square encompassing the Site. Data were obtained for the baseline year (2018), current year (2019) and opening year 2021, as summarised in Table 8-5. All of the annual mean background concentrations are well below the relevant Objectives.
Table 8-5 – Background Concentrations (µg/m3)
3 3 3 NO2 (µg/m ) PM10 (µg/m ) PM2.5 (µg/m ) Grid Square (OS Grid Reference) 2018 2019 2021 2018 2019 2021 2018 2019 2021
430500, 441500 10.0 9.6 8.9 10.1 10.0 9.7 6.8 6.7 6.5
431500, 441500 10.9 10.5 9.7 11.0 10.8 10.6 7.1 6.9 6.8
431500, 440500 12.9 12.4 11.4 10.5 10.3 10.1 7.2 7.1 6.9
Air Quality 40 40 25 Objective
LOCAL AUTHORITY MONITORING
8.4.4 LCC operates eleven continuous automatic monitoring locations. Annual mean NO2, PM10 and PM2.5 concentrations recorded at the monitors located within 7km of the Site are included in Table 8-6.
Table 8-6 – LCC Automatic Monitoring Data (µg/m3)
Annual Mean Concentrations Distance from (µg/m3) Site ID Type Site Location Application Site (km) 2015 2016 2017
NO2
A3 Kerbside Headingley 5.7 40 40 35 AURN
A1 Urban Leeds Centre 6.7 31 33 32 Centre AURN
A22 Roadside Abbey Road 7.0 - - 45
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Annual Mean Concentrations Distance from (µg/m3) Site ID Type Site Location Application Site (km) 2015 2016 2017
PM10
A3 Kerbside Headingley 5.7 18 19 17 AURN
A1 Urban Leeds Centre 6.7 16 17 14 Centre AURN
PM2.5
A3 Kerbside Headingley 5.7 13 11 10 AURN
A1 Urban Leeds Centre 6.7 11 10 10 Centre AURN
8.4.5 The data from Table 8-6 show that Annual mean NO2 concentrations in 2017 exceed the Air Quality Standard (AQS) objective at one of the three sites (A22), Leeds Centre Automatic Urban Rural
Network (AURN). There are no recorded exceedances of the PM10 or PM2.5 objective at any monitors within 7km of the Site. 8.4.6 All continuous monitors operated by LCC are located towards the city centre and are at least 5.7km from the Site. As such, none of the continuous monitors are considered to be representative of conditions at the Site, which is located to the north of Leeds in relatively suburban area.
8.4.7 LCC also undertakes diffusion tube monitoring of NO2 at various locations throughout the city.
Annual mean NO2 concentrations from monitors located within 3km of the Site are included in Table 8-7 and their locations shown in Figure 8.1: Site Location and Local Authority Monitoring.
Table 8-7 – LCC Diffusion Tube Data (µg/m3)
NO2 Annual Mean Concentrations Distance from (µg/m3) Site ID Type Site Location Application Site (km) 2016 2017 2018
375 Roadside Brookside 0.4 - - 17.8
374 Roadside Brookside 0.4 - - 19.8
385 Roadside Sandringham 1.5 - - 27.3 Way
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NO2 Annual Mean Concentrations Distance from (µg/m3) Site ID Type Site Location Application Site (km) 2016 2017 2018
278 Roadside 960 Scott Hall 2.1 - 19 - Road
343 Roadside Stainbeck Lane 2.3 - - 34.9*
Air Quality Objective 40
*Data capture <70% 8.4.8 The most recent concentrations from monitoring in 2018 show that the Objective for annual mean
NO2 has not been exceeded at any diffusion tube within 3km of the Application Site. 8.4.9 Diffusion tube 375 is the closest monitoring site to the Application Site and is also adjacent to the A61 Harrogate Road (like the Site). It is therefore considered to be most representative of conditions at the Site and surrounding area. The most recent results from 2018 report an annual mean concentration below 50% of the respective objective. POLLUTION CLIMATE MODEL LINKS
8.4.10 The current year at time of assessment (2019) and opening year (2021) annual mean NO2 concentrations from the PCM modelling of the A61 Harrogate Road are presented in Table 8-8.
Table 8-8 – DEFRA National Modelling Results for Roadside Annual Mean NO2 Concentrations (µg/m3) at the A61 Harrogate Road
3 NO2 Annual Mean Concentrations (µg/m ) Road Census Point ID 2019 2021
A61 Harrogate 36619 25 22 Road
8.4.11 The results from Table 8-8 show that roadside annual mean NO2 concentrations from the A61 Harrogate Road, adjacent to the Application Site, are well below the annual mean limit value, with a headroom of approximately 45% in the opening year of the Proposed Scheme. As such, the potential impacts of the Proposed Scheme on PCM links will not affect compliance with the EU Directive 2008/50/EC (Ref. 8.1) for this link and will not be considered further in this assessment. SUMMARY 8.4.12 The Proposed Scheme is not located within or nearby an AQMA. Monitoring data from Table 8-7
indicates that NO2 concentrations from diffusion tubes nearest to the Application Site are all below the annual mean objective. Similarly, Defra’s PCM roadside air pollution modelling (Table 8-8)
predicts that existing and future levels of NO2 will remain well below the respective limit value.
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8.4.13 The council undertakes PM10 and PM2.5 monitoring at automatic monitoring stations within the city (Table 8-6); however, these monitors are located over 5km from the Application Site. Defra’s background pollutant data Table 8-5 show that concentrations are expected to remain well below their respective annual mean objectives. 8.4.14 Overall, existing local air quality at and in proximity to the Application Site is considered to be good. 8.5 SENSITIVE RECEPTORS 8.5.1 Sensitive locations are places where the public or sensitive ecological habitats may be exposed to pollutants resulting from activities associated with the Proposed Scheme. These will include
locations sensitive to an increase in dust deposition and PM10 exposure as a result of on-site construction activities, and locations sensitive to exposure to gaseous pollutants emitted from the exhausts of operational traffic associated with the Proposed Scheme. CONSTRUCTION PHASE 8.5.2 The IAQM (Ref. 8.13) construction phase air quality assessment focusses on the following sensitive locations: ‘human receptors’ within 350m of the Site boundary, or within 50m of the route(s) used by construction vehicles on the public highway, up to 500m from the Site entrance(s). 8.5.3 It is within these distances that the impacts of dust soiling and increased particulate matter in the ambient air will have the greatest impact on local air quality at sensitive receptors. There were no ecologically sensitive locations identified within 50m of the Application Site boundary and thus ecological impacts were scoped out of the assessment. OPERATIONAL PHASE 8.5.4 In terms of locations that are sensitive to pollutants emitted from vehicles on the local road network, these will include places where members of the public are likely to be regularly present over the period of time prescribed in the Air Quality Strategy. For instance, on a footpath where exposure will be transient (for the duration of passage along that path) comparison with a short-term standard (i.e. 1 hour mean) may be relevant. At a school or adjacent to a private dwelling, where exposure may be for longer periods, comparison with a long-term standard (such as 24 hour mean or annual mean) may be more appropriate. 8.5.5 To complete the assessment of operational phase impacts, a number of receptors representative of locations of relevant public exposure were identified at which pollution concentrations were predicted. Receptors have been identified adjacent to the roads that are likely to experience the
greatest change in traffic flows or composition, and therefore the greatest impact in terms of NO2,
PM10, and PM2.5 concentrations, as a result of the Proposed Scheme. 8.5.6 Details of the identified sensitive receptors included in the operational phase assessment are summarised in Table 8-9 and depicted on Figure 8.2: Modelled Receptors. All receptors were modelled at 1.5m above the ground level to be representative of “breathing height”.
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Table 8-9 – Operational Phase Modelled Receptors
Coordinates Receptor Location X Y
R1 A61 Harrogate Road - Residential 431206 440989
R2 Wigton Grove – Residential 431192 440880
R3 Keplestone Mews – Residential 431223 440830
R4 Harrogate Road – Residential 431168 440754
R5 Alwoodley Lane – Residential 430618 440738
R6 Sovereign Court – Residential 43114 440746
R7 Alwoodley Gates – Residential 431322 440660
R8 Wigton Lane – Residential 431241 440739
R9 Sandmoor Lane – Residential 430971 440223
R10 Alwoodley Chase – Residential 431096 440425
R11 Alwoodley Lane – Residential 431135 440706
R12 Millfield House – Residential 431432 441401
8.5.7 In addition to the receptors, a uniform Cartesian grid originating at X-Y coordinate 430960, 440860 and ending at 431360, 441260 was modelled. The grid was modelled at 5m resolution and at 1.5m above ground level, covering the entirety of the Car Park as well as nearby residential dwellings adjacent to the A61 Harrogate Road and Wigton Grove. 8.6 RELEVANT ELEMENTS OF THE PROPOSED SCHEME AND ESTABLISHING THE PRE-MITIGATION SCENARIO CONSTRUCTION STAGE 8.6.1 The following measures / elements, as outlined in Chapter 3 – Description of the Proposed Scheme are considered relevant to the assessment of the likely significant environmental effects in relation to Air Quality: Site clearance and preparation; Preparation of temporary access / egress to the Site and haulage routes; Earthworks; Materials handling, storage, stockpiling, spillage and disposal;
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Movement of vehicles and construction traffic within the Site (including excavators and dumper trucks); Vehicle movements (HDV & LDV); Exhaust emissions from Site plant, especially when used at the extremes of their capacity and during mechanical breakdown; Construction of buildings, roads and areas of hardstanding alongside fabrication processes; Internal and external finishing and refurbishment; and Site landscaping after completion. OPERATION 8.6.2 The following measures / elements, as outlined in Chapter 3 – Description of the Proposed Scheme are considered relevant to the assessment of the likely significant environmental effects in relation to Air Quality: The Proposed Scheme will provide up to 500 car parking spaces, including 25 electrical charging bays; Proposed Scheme car park layout and site access as shown on LPTIP1-WSP-APR-APR-DR- CH-GA_03_; Vehicular access and internal vehicular circulation as described in Chapter 3 – Description of the Proposed Scheme; It is assumed that all buses serving the Proposed Scheme will be Euro 6 diesel double-decker buses. Traffic changes associated with the Proposed Scheme are predicted to be as per the traffic data outlined in Appendix 8.3: Dispersion Model Approach and Verification. The operational hours of the Proposed Scheme are unknown at this time but at this stage, is anticipated to be open to users 05:30 – 00:00 (midnight) Sunday to Friday and on Saturdays 05:30 to Sunday 03:30; and Bus use - For the two access roads (North and South), the only HDV use is by buses. It is understood that a maximum of 16 buses will visit the Site every hour. The operating hours for the Proposed Scheme change throughout the week; however, on average the Proposed Scheme will operate 19 hours per day. Using this figure, a maximum of 304 buses will access the Site every day (estimated to be split evenly between the two access roads). 8.7 ASSESSMENT OF EFFECTS, MITIGATION AND RESIDUAL EFFECTS CONSTRUCTION PHASE Table 8-10 – Significant Effects During Construction
Assessment Discussion Effect stage Description of The construction stage of the Proposed Scheme will involve activities Dust soiling at pre-mitigation identified that have the potential to generate dust relating to earthworks, effects sensitive construction and trackout. Such dust deposition on property and cars associated receptors due can cause ‘soiling’ and discolouration. This may result in complaints with fugitive to additional, dust emissions of nuisance through amenity loss or perceived damage caused, temporary from which is usually temporary. emissions of construction construction The magnitude of change from dust arising from earthworks, phase dust. activities construction and trackout sources during the construction phase are
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Assessment Discussion Effect stage predicted to be medium, small and large respectively. No demolition activities will occur at the Site as part of the construction phase. The closest sensitive receptors to the Site are the residential receptors on Harrogate Road which are within 20m of the Site boundary. Given the prevailing westerly and south-westerly wind direction, receptors to the north-east and east of the development are also likely to be affected by construction generated dust. As such, it is considered that the sensitivity of the Study Area to dust soiling impacts is medium. Overall there is a medium risk of off-site dust soiling impacts during construction of the Proposed Scheme. Full details of the construction phase assessment are included in Appendix 8.2: Construction Methodology and Assessment. The sensitivity of human receptors within 350m is medium and the magnitude of change, prior to mitigation, is medium. Therefore, there is likely to be a direct, temporary, short-term effect on human receptors within 350m of moderate adverse significance (significant), prior to the implementation of mitigation measures. Full details on the appropriate mitigation measures required for a Secondary Mitigation moderate adverse impact (medium risk site) are included in Appendix 8.2. These measures are all typical for a development of
this nature and are consistent with the IAQM guidance (Ref. 8.13). The sensitivity of human receptors within 350m is medium and the Residual effects and magnitude of change, following mitigation, is negligible. Therefore, monitoring there is likely to be a direct, temporary, short-term residual effect on human receptors within 350m of negligible significance following the
implementation of mitigation measures. The construction stage of the Proposed Scheme will involve activities that have the potential to generate dust relating to earthworks, construction and trackout. The magnitude of change from dust arising from earthworks, Description of construction and trackout sources during the construction phase are Impacts on pre-mitigation human health predicted to be medium, small and large respectively. No demolition effects of identified activities will occur at the Site as part of the construction phase. associated sensitive with fugitive The results of the construction phase assessment indicate that the receptors due particulate to additional, sensitivity of the Study Area to human health impacts is low; this is (PM10) temporary primarily based on the relatively low background PM10 concentrations emissions from emissions of at the Site (Table 8-5). Overall there is a low risk of off-site impacts construction construction phase on human health impacts during construction of the Proposed dust. activities Scheme. Full details of the construction phase assessment are included in Appendix 8.2. The sensitivity of human receptors within 350m is small and the magnitude of change, prior to mitigation, is small. Therefore, there is likely to be a direct, temporary, short-term effect on human receptors
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Assessment Discussion Effect stage within 350m of minor adverse significance (significant), prior to the implementation of mitigation measures. Full details on the appropriate mitigation measures required for a Secondary Mitigation minor adverse impact (low risk site) are included in Appendix 8.2. These measures are all typical for a development of this nature and are consistent with the IAQM guidance (Ref. 8.13). The sensitivity of human receptors within 350m is small and the Residual magnitude of change, following mitigation, is negligible. Therefore, effects and monitoring there is likely to be a direct, temporary, short-term residual effect on human receptors within 350m of negligible significance following the
implementation of mitigation measures.
OPERATIONAL PHASE
Table 8-11 – Significant Effects During Operation
Assessment Discussion Effect stage The predicted pollutant concentrations for all scenarios at each of the modelled discrete sensitive receptor locations included in the atmospheric dispersion modelling study are tabulated in Appendix 8.4: Operational Phase Assessment. The below provides a summary of these results, focussed on each of the assessed air pollutants – NO2, PM10, and PM2.5. Short-term mean air pollutant concentrations within the Site are predicted to be currently well below the respective air quality objectives for NO2, PM10, and PM2.5. As such, the Site is considered suitable for the proposed land use. Predicted concentrations currently also do not exceed the annual mean objectives for NO2, Increase in Description of PM10, and PM2.5 at any of the eleven modelled receptors. local levels of pre-mitigation 3 air pollutants significant The AQS Objective for annual mean NO2 concentrations is 40µg/m . at existing effect In both the anticipated opening year (2021) and design year (2036) sensitive of the Proposed Scheme, in both the ‘with’ and ‘without’ development
receptors scenarios, there are predicted to be no exceedances of the annual mean objective for NO2. The highest annual mean concentrations are predicted to occur at receptor R4, where the predicted concentrations are 22.3µg/m3 in both the ‘without Proposed Scheme’ and ‘with Proposed Scheme’ scenarios. The greatest increases in annual mean NO2 as a result of the Proposed Scheme is anticipated to be 0.29µg/m3 at R1 (residential properties on A61 Harrogate Road) in the opening year. The greatest increase in the annual mean NO2 in the design year (2036) is (+0.14µg/m3) at R1. There is therefore a negligible magnitude of change in NO2 concentrations in both the opening year and design year (2036), with reference to the EPUK/IAQM guidance.
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Assessment Discussion Effect stage
The AQS objective for annual mean PM10 concentrations is a 3 3 concentration of 40µg/m and for PM2.5 is 25µg/m . The greatest increase in annual mean PM10 as a result of the Proposed Scheme being in operation is anticipated to be a change of +0.04µg/m3 at receptors R1, R6 and R8. The greatest increase in annual mean PM2.5 concentrations as a result of the Proposed Scheme being in operation is +0.02µg/m3 which occurs at several receptors in both the opening and design year. There is therefore a negligible magnitude of change in both PM10 and PM2.5 concentrations in both the opening year and design year (2036), with reference to the EPUK/IAQM guidance. Furthermore, in both the opening and design year, receptors R9 and R10 are predicted to experience a reduction in annual mean air quality concentrations. This improvement in local air quality is due to the reduction in traffic flows along the A61 Harrogate Road, as a result of the Proposed Scheme. The Proposed Scheme also includes 25 electric charging bays have been allocated which equates to 5% of the total spaces. This exceeds the minimum threshold of 2% as stated in the West Yorkshire Low Emissions Strategy (Ref. 8.10). While the impact of this on the emission characteristics of vehicles using the Proposed Scheme has not been considered in the modelling, it is anticipated that this will encourage the use of electric vehicles for Park & Ride and therefore reduce the likely change in pollutant concentrations at adjacent receptors. On the basis of the above, there is likely to be a direct, permanent, long-term effect on modelled residential receptors of negligible significance (not significant) prior to the implementation of mitigation measures. Although the impacts of the operational phase of the Proposed Scheme are negligible, a damage cost calculation has been carried out to value the potential impact on air quality that the Proposed Scheme could have. The results are presented in Appendix 8.4. The impacts of the Proposed Scheme on pollutant concentrations at Secondary existing and proposed sensitive receptors is predicted to be Mitigation negligible when assessed with reference to the IAQM guidance (Ref. 8.12) and thereby does not warrant the need for secondary mitigation. Residual As no secondary mitigation is required, residual effects are not effects and expected to change i.e. there is likely to be a direct, long-term effect monitoring on existing and proposed sensitive receptors of negligible significance.
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8.8 LIMITATIONS AND ASSUMPTIONS 8.8.1 With respect to the operational phase assessment and completion of atmospheric dispersion modelling, there are uncertainties associated with both measured and predicted concentrations. The model (ADMS-Roads) used in this assessment relies on input data (including predicted traffic flows), which also have uncertainties associated with them. The model itself simplifies complex physical systems into a range of algorithms. In addition, local micro-climatic conditions may affect the concentrations of pollutants that the ADMS-Roads model will not take into account. 8.8.2 In order to reduce the uncertainty associated with predicted concentrations, model verification has been carried out following guidance set out in LAQM.TG16 (Ref. 8.11). As the model has been verified against local monitoring data and adjusted accordingly, there can be reasonable confidence in the predicted concentrations. See Appendix 8.3: Dispersion Model Approach and Verification for more detail on the model verification completed for this study. 8.8.3 Several assumptions have been made when calculating the specific park & ride car park emissions, including distance travelled, average speeds and operating hours. In terms of operating hours, emissions have been modelled for a period of 24 hours per day, which is conservative as the actual operating hours will be less than this. Further details on the calculations process and assumptions of the car park emissions are included in Appendix 8.3. 8.8.4 The damage cost calculations also incorporate several assumptions including estimates of distance travelled within the car park and average speeds. Furthermore, the five year calculation does not account for the reduction in emissions on roads that are predicted be the EFTv9.0. Further details on the damage cost calculation process are included in paragraph 8.3.25 and Appendix 8.3. 8.9 SUMMARY BASELINE 8.9.1 A review of the LCC local authority LAQM reports identified that the Proposed Scheme is not located within, or nearby an AQMA. Local council air quality monitoring surveys demonstrate no monitored
exceedances of the annual mean Objective for NO2 from diffusion tubes within 3km of the Application Site. A review of background air quality, based on Defra background pollution maps,
demonstrates that levels of NO2, PM10 and PM2.5 are well below the respective air quality objective values within the Study Area. CONSTRUCTION PHASE ASSESSMENT 8.9.2 A qualitative assessment of the potential impacts on local air quality from construction activities has been completed for the Proposed Scheme using the IAQM methodology (Ref. 8.13) and can be seen in Appendix 8.2: Construction Methodology and Assessment. 8.9.3 This identified that there is a medium risk of dust soiling impacts and a low risk of impact to human
health at identified sensitive receptors with respect to changes in particulate matter (PM10) concentrations due to construction activities, prior to mitigation measures being applied. 8.9.4 However, through good site practice and the implementation of the appropriate mitigation measures,
as detailed in Appendix 8.2, the effect of dust and PM10 releases would be significantly reduced.
The residual effects of dust and PM10 emissions generated by construction activities on air quality, including emissions to air from construction vehicles and plant, are considered to be negligible (not significant).
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OPERATIONAL PHASE ASSESSMENT 8.9.5 The operational phase assessment has demonstrated that the Proposed Scheme would not result in
any exceedances of the annual mean objectives for NO2, PM10 or PM2.5 in any of the modelled scenarios. Overall the Proposed Scheme is predicted to cause a negligible increase in pollutant concentrations at identified sensitive receptors, resulting in no significant effect. Furthermore, air quality within the Application Site is not predicted to exceed the relevant short-term objectives and as such the Application Site is considered suitable for the proposed land use. 8.9.6 Although no specific air quality mitigation is required, a damage cost calculation has been carried out to value the potential impact on air quality that the Proposed Scheme could have. Furthermore, 25 electric charging bays have been allocated at the Proposed Scheme which equates to 5% of the total spaces. This exceeds the minimum threshold of 2% as stated in the West Yorkshire Low Emissions Strategy (Ref. 8.10). 8.9.7 Table 8-12 below presents a summary of the air quality effects.
ALWOODLEY GATES PARK & RIDE PUBLIC | WSP Project No.: 70041226 | Our Ref No.: LPTIP1-WSP-APR-APR-RP-LE-ES_VOL1 August 2020 LEEDS CITY COUNCIL Page 198 of 499
Table 8-12 – Summary of Effects Table for Air Quality
Description of Effects Receptor Significance and Nature of Summary of Secondary Significance and Nature of Effects Prior to Secondary Mitigation Residual Effects Mitigation
Construction Phase
Dust Soiling Existing high sensitive Moderate IAQM mitigation measures as Negligible receptors – residential described in Appendix 8.2 - / T / D / ST T / D / ST dwellings
Impacts to Human Health Existing high sensitive Minor IAQM mitigation measures as Negligible receptors – residential described in Appendix 8.2 T / D / ST T / D / ST dwellings
Operational Phase
Increase in local levels of air Existing high sensitive Negligible None Negligible pollutants at existing sensitive receptors – residential P / D / LT P / D / LT receptors dwellings
Key to table: + / - = Beneficial or Adverse P / T = Permanent or Temporary, D / I = Direct or Indirect, ST / MT / LT = Short Term, Medium Term or Long Term, N/A = Not Applicable
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REFERENCES Ref. 8.1: European Parliament (2008) Council Directive 2008/50/EC on Ambient Air Quality and Cleaner Air for Europe. Ref. 8.2: The Air Quality (England) Regulations 2000. 2000 SI 2000/928. London: HMSO. Ref. 8.3: The Air Quality (England) (Amendment) Regulations 2002. 2002 SI 2002/3043 London: HMSO. Ref. 8.4: The Air Quality Standards (Amendment) Regulations 2016. 2016 SI 2016/1184 London: HMSO. Ref. 8.5: Department for Environment Food and Rural Affairs (Defra) and Department for Transport (Dft) (2017). UK Plan for tackling roadside nitrogen dioxide concentrations. Ref. 8.6: Department for Environment, Food and Rural Affairs (Defra) and the Devolved Administrations (2007). The Air Quality Strategy for England, Scotland, Wales and Northern Ireland (Volumes 1 and 2). Ref. 8.7: Environmental Protection Act 1990. Part III Statutory Nuisances: England and Wales, Section 79. Ref. 8.8: Department for Communities and Local Government (2019) National Planning Policy Framework [online] Available at: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/8 10197/NPPF_Feb_2019_revised.pdf Ref. 8.9: Leeds City Council. Leeds Core Strategy (2014). Ref. 8.10: West Yorkshire Low Emissions Strategy 2016 to 2021. Delivering Cleaner Air for All in West Yorkshire (2016). Ref. 8.11: Defra (2018) Part IV The Environment Act 1995 and Environment (Northern Ireland) Order 2002 Part III, Local Air Quality Management Technical Guidance LAQM.TG16. Ref. 8.12: Environmental Protection UK and Institute of Air Quality Management (Version 1.2 Updated January 2017). Land Use Planning & Development Control: Planning for Air Quality. Ref. 8.13: Institute of Air Quality Management (Version 1.1 Updated June 2016). Guidance on the Assessment of Dust from Demolition and Construction. Ref. 8.14: Design Manual for Roads and Bridges. Volume 11, Section 3, Part 1, HA207/07 Air Quality (2007). Ref. 8.15: Leeds City Council. 2018 Air Quality Annual Status Report, June 2018 Ref. 8.16: Defra National Pollutant Mapping Data, 2017. Available at: https://uk- air.defra.gov.uk/data/laqm-background-maps?year=2017 Ref. 8.17: Emission Factor Toolkit. Available at https://laqm.defra.gov.uk/review-and- assessment/tools/emissions-factors-toolkit.html Ref. 8.18: Defra National Modelling, 2017. Available at: https://uk- air.defra.gov.uk/library/no2ten/2019-no2-pm-projections-from-2017-data
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Ref. 8.19: Defra Air Quality Damage Cost Guidance, January 2019. Available at: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/7 70576/air-quality-damage-cost-guidance.pdf Ref. 8.20: West Yorkshire Air Quality & Emissions Technical Planning Guidance. Ref. 8.21: National Transport Survey UK, average distance travelled.
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