Port and Western Gateway Infrastructure Scheme Environmental Statement Addendum

June 2013

Port Salford and Western Gateway Infrastructure Scheme

Environmental Statement Addendum

Contents

1. Introduction

2. Site Description

3. Amended Development Proposals

4. Planning Policy Context

5. Alternatives

6. Ground Engineering and Construction

7. Water Quality

8. Traffic and Transport

9. Air Quality

10. Noise and Vibration

11. Nature Conservation

12. Landscape and Visual Amenity

13. Archaeology

14. Heritage Features

15. Agricultural Land Quality

16. Socio-Economic

17. Hazard and Risk

18. Overall Conclusions

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1. Introduction

Introduction

1.1. In August 2009 planning permission (Ref: 03/47344/EIAHYB) was granted by Salford City Council (SCC) on behalf of Peel Investments (North) Ltd, for the development of the Port Salford (PS) multimodal freight interchange including rail served distribution warehousing, rail link and sidings, intermodal and ancillary facilities and strategic road improvements (referred to as the Western Gateway Infrastructure Scheme (WGIS)).

1.2. The proposals were accompanied by a comprehensive Environmental Impact Assessment.

1.3. The WGIS and Port Salford proposals have now received a significant award from the Regional Growth Fund and are listed within Government’s National Infrastructure Plan 2011 in recognition of the economic benefits that the scheme will deliver.

1.4. In September 2012 two further permissions were granted to cover minor amendments to the approved alignment. At the same time the opportunity was taken to amend planning conditions to facilitate a phased approach and update policy references. The two permissions are:

I) 12/61611/EIAHYB Application to vary or remove a number of conditions attached to planning permission 03/47344/EIAHYB; and II) 12/61631/EIA Construction of a highway in connection with the re-alignment of the Western Gateway Infrastructure Scheme (WGIS) and planning application 12/61611/EIAHYB.

1.5. An Environmental Statement (ES) Addendum (February 2012) updating the original Environmental Impact Assessment was submitted alongside the two applications. A further update Addendum was submitted in December 2012 in support of an application dealing with further amendments to the A57 road alignment (12/62701/EIAHYB).

1.6. The first phase of the Port Salford/WGIS scheme, known as Part WGIS, which includes improvements to the strategic road network is now on site and is expected to be completed in 2014.

1.7. Since the original consent was granted, Network Rail has determined that the design of the rail link between the to main line and the consented multi-modal freight transfer interchange at Port Salford should allow for Overhead Line Electrification (OLE). The consented alignment does not allow for this and cannot be amended to accommodate it because of the constraints imposed by the protected flight envelopes of Barton Aerodrome, the levels of the A57 link road and permissible rail gradients. As a result it has become necessary to amend the alignment of the rail link by moving it eastwards. The proposed new alignment satisfies all the restrictions imposed by the above constraints.

1.8. A further S73 planning application is therefore necessary to take account of this change. This application seeks to amend Condition 4 of planning permission 12/61611/EIAHYB, which sets out a list of approved plans, in order to incorporate new plans showing the revised rail alignment.

1.9. The February 2012 ES Addendum has been reviewed and updated to take account of the proposed change to the rail alignment and is submitted with this application.

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1.10. The only Chapter which has required significant change is Chapter 10 Noise and Vibration. The revised chapter has been prepared by RPS. The revisions to the chapter take account of the fact that the proposed amended alignment is closer to existing noise and vibration sensitive receptor (NSRs) than the consented alignment. They also provide an update in relation to changes in national planning policy arising from the National Planning Policy Framework (NPPF) and revisions in relevant British Standards (BS).

1.11. The revised Chapter 10 concludes that the results of the assessment indicate that the environmental noise and vibration effects associated with the construction and operation of the re-aligned rail link will be no greater than those determined for the consented scheme. The residual effects are of negligible significance. Furthermore the assessment has also considered the construction and operational noise limits contained within the conditions attached to the extant planning consent and determined that the proposed scheme is likely to comply with these.

1.12. The overall conclusion of the review of the ES Addendum is that there are no significant environmental effects arising from the revised proposals that have not already been assessed.

Proposed Changes

1.13. The proposed amendment to the rail alignment covers the Port Salford rail link to the Liverpool Manchester main line. It is shown on drawing ref. MMD-293621-Z-SK-00-XX-11050 P6 which provides a comparison between the original (consented) alignment and the proposed amended alignment.

1.14. Under the 2011 Regulations1, Regulation 8 requires the Local Planning Authority to screen subsequent applications to determine whether further environmental information is required. In this case, the applicant is providing a voluntary Environmental Statement (ES) Addendum to the existing Environmental Statement, as already amended by the Addendum of February 2012.

1.15. This ES Addendum will assess any environmental effects that may arise as a result of the changes to the previously approved scheme. It should be read alongside the original ES and the February 2012 Addendum.

Structure of the ES Addendum

1.16. The ES Addendum is prepared in accordance with Schedule 4 of the Town and Country Planning (Environmental Impact Assessment) Regulations 2011. The Addendum is structured as follows;

 Section 2 describes the application site  Section 3 describes the proposed amendments to the scheme  The subsequent sections of the addendum consider whether the proposed amendments give rise to further environmental effects that must be assessed

1 S3 of The Town and Country Planning (Environmental Impact Assessment) Regulations 2011

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Availability of ES Addendum

1.17. The ES addendum can be viewed using the Council’s public access system on their website or can be obtained in hardcopy by writing to the LPA at the following address:

Urban Vision Partnership Ltd Emerson House Albert Street Eccles M30 0TE

http://publicaccess.salford.gov.uk/publicaccess/

Review Process

1.18. The original ES Chapters, as updated by the February 2012 ES Addendum, have been reviewed to determine whether the minor changes proposed are likely to give rise to significant environmental effects that have not already been assessed.

1.19. The result of this process is that the following chapter has been updated:

Chapter 10: Noise and Vibration.

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2. Site Description

2.1. The application site is entirely within the red line set out in the original August 2009 Planning permission (03/47344/EIAHYB) and concerns the proposed amended alignment of the rail link between the Port Salford multi-modal freight interchange and the Liverpool to Manchester main line.

2.2. The consented rail link runs in a north-west to south-east direction through an open, undeveloped corridor between Barton Aerodrome in the west and the residential development at around Trident Road and Proctor Way in the east.

2.3. To the south is the A57 Liverpool Road, the realignment of which is part of the Part WGIS works which are currently on site and are expected to be completed in 2014.

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3. Amended Development Proposals

3.1. The amended development proposals are shown on the following plan:

MMD-293621-Z-SK-00-XX-11050 P6

3.2. The consented alignment does not allow for OLE as now required by Network Rail. OLE imposes additional height requirements due to the nature of the structures required to carry the overhead lines. The consented alignment could not accommodate this additional height without intruding into the protected flight envelope for aircraft taking off from Barton Aerodrome. This could not be resolved by deepening the cutting of the consented alignment as this would result in the maximum gradient for the rail line being exceeded because of the need to connect to two fixed points: the existing Chat Moss Line and the railway bridge over the realigned A57. A steeper rail gradient would be unacceptable because it would:

 Increase the braking with consequent increase in noise from the brakes and wagons buffering;

 Increase the engine noise when the train pulls up the grade;

 Increase the required activity at the head shunt as more wagons would need to be locked off. This would increase the amount of time that an engine is required to idle at the head shunt

3.3. To overcome these problems the proposed rail alignment runs some 25m to the east of the consented alignment. The new alignment allows al the constraints relating to the aerodrome flight envelopes rail gradient and A57 levels to be resolved, as is shown by Section A-A on drawing MMD-293621-Z-SK-00-XX-11050 P6.

3.4. The ES Addendum of February 2012 has been reviewed in relation to the proposed amended alignment. This exercise determined that the only issue that needed to be reassessed was Noise and Vibration.

3.5. The proposed alignment brings the rail link closer to the houses at Trident Road and Proctor Way. The shortest distance to the nearest residential property under the consented scheme is 70m whereas that for the proposed alignment is 45m.

3.6. However, the proposed alignment also allows for a higher acoustic wall (6m compared with 4.5m) and the creation of a landscaped bund to act as a screen.

3.7. The Noise and Vibration Assessment of the proposed alignment undertaken by RPS concludes that, for the construction phase, the overall environmental effect arising from noise and vibration would be no greater than that determined for the consented scheme in the ES. With regard to the operation of the railway, the noise levels at the nearest residential properties are expected to be 5 to 13 dB lower than those determined for the consented scheme in the ES. This is due to the noise attenuation provided by the proposed noise barrier (acoustic wall). The overall environmental effect arising from noise and vibration associated with the operation of the proposed alignment would be lower than that that determined for the consented scheme.

3.8. The Assessment also demonstrates that the noise limits contained within Conditions 20 and 22 will be satisfied.

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4. Planning Policy Context

Introduction

4.1. Relevant planning policy was reviewed in Section 5 of the original 2003 ES and updated in the February 2012 Addendum. Set out below is a further update to take account of the current planning policy position.

National Planning Policy Framework

4.2. The NPPF was published on 27 March 2012 with the intention of streamlining the planning system and providing for new housing, jobs and infrastructure whilst protecting the environment. At its heart is a presumption in favour of sustainable development. This focuses on encouraging economic growth through the creation of jobs and prosperity, the coordination of development and the provision of infrastructure.

4.3. The NPPF promotes sustainable transport, paragraph 32 recommends that all development which generates significant amounts of movement is to be supported by a Transport Statement.

4.4. The NPPF encourages good design in developments, paragraph 64 states that permission should be refused for development of poor design which fails to take up the opportunities available for improving the character and quality of an area and the way it functions.

4.5. The protection of the natural environment is an important aim of the NPPF. Paragraph 109 states that the “...planning system should contribute to and enhance the natural and local environment”. This includes preventing both new development and existing development from contributing to unacceptable levels of soil, air, water or noise pollution or land instability.

4.6. The NPPF deals with noise and vibration at paragraph 123. This is discussed in more detail at Section 10 of this Addendum.

City of Salford Unitary Development Plan 2004-2016 (June 2006)

4.7. The following ‘saved’ policies of the Unitary Development Plan (UDP) are relevant to the development.

4.8. The site is allocated as the Barton Strategic Regional Site, where Policy E1 applies. This permits the development of the site for a multimodal freight interchange, incorporating rail and water-based freight-handling facilities, and a rail link to the Manchester-Newton-le-Willows- Liverpool railway line. The Policy also allows for the development of a mix of light and general industry, warehouse and distribution, and ancillary office and other uses as well as the Salford City sports Stadium and appropriate enabling development The Policy requires any development on the site to inter alia:

 make an appropriate and proportional contribution to the provision of road infrastructure and services required to enable the development of the whole site;

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 Minimise any adverse impact on visual amenity, and, in particular on views and vistas within the area;

 Support the enhancement of the Liverpool Road corridor between Eccles and ;

 maintain the overall nature conservation interest of the site and, where practicable, retain and improve the wildlife corridor along Salteye Brook;

 have no unacceptable impact on local environmental quality, making adequate and appropriate provision for landscaping, noise mitigation, and lighting control;

4.9. The Policy justification notes that the development of the site will generate a significant number of jobs (paragraph 8.5).

4.10. The proposed amended alignment of the rail link accords with these provisions and there will be no material difference in terms of its impact on the issues identified above compared with the alignment consented under planning permissions 12/61611/EIAHYB and 12/61630EIA.

4.11. Other relevant policies include the following:

Policy EN9 Wildlife Corridors

Policy EN12 Important Landscape Features

Policy EN 17 Pollution Control (including noise and vibration)

Policy EN 18 Protection of Water Resources

Policy EN 23 Environmental Improvement Corridors

Policy ST 13 Natural Environmental Assets

Policy ST 14 Global Environment

Policy DES7 Amenity of Users and Neighbours

4.12. The consented scheme accords with the provisions of these policies and, as the proposed minor change to the alignment is not materially different in terms of its impact, the scheme remains in full accord with the relevant policies.

Emerging Planning Policy

Local Plan

4.13. In November 2012 the City Council decided to withdraw its Core Strategy which had been in preparation since 2007 and had been submitted for Public Examination. The Council has decided that it will now produce a Local Plan. The Local Plan will set out the spatial strategy for the future development of the City, and will contain strategic policies and site allocations.

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4.14. The Local Plan will eventually replace the saved policies of the Unitary Development Plan, and will be the main planning document for the City. The Council is currently scoping the approach to preparing the Local Plan, and how it will involve communities and stakeholders in shaping its production. The first stage of public consultation and engagement is anticipated to commence in Spring 2013.

4.15. The Local Plan is therefore at a very early stage and there are, as yet, no policies or proposals against which the current application could be assessed.

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5. Alternatives

5.1. In accordance with Schedule 4 of the Regulations2, an assessment of the main alternatives studied by the applicant has been undertaken to consider the environmental effects of those alternatives.

5.2. The main findings of this assessment are included within the Environmental Statement Supplement (December 2005) considered during the determination of the original planning application and remain the same with the exception of the new A57 alignment incorporated in planning permissions 12/61611/EIAHYB and 12/61631/EIA .

5.3. The proposed new rail alignment provides an alternative to the consented alignment which is no longer a feasible option following the decision by Network Rail requiring the rail link to incorporate provision for overhead line electrification.

5.4. Variations of the new alignment have be appraised but the proposed alignment is the only one which satisfies all the constraints including the flight envelopes, rail gradients and the need to connect to the Liverpool-Manchester main line and the future rail bridge over the A57 realignment. It also allows the inclusion of a higher acoustic wall than the consented alignment, together with a landscaped bund which will ensure that noise and vibration levels experienced at the nearest residential properties are no worse than for the consented scheme.

2 Common to both the 1999 and 2011 Regulations

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6. Ground Engineering and Construction

Introduction and Approach

6.1. An assessment of the scheme changes set out in Section 3 in relation to Ground Engineering and Construction has been undertaken to establish whether the conclusions on likely significant impacts and mitigation need to be modified.

Assessment of Impacts and Mitigation

6.2. In respect of ground engineering and construction, the baseline position remains unaltered. The proposed changes do not give rise to any additional environmental effects from those identified in the original chapter. No further or different mitigation is required.

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7. Water Quality

Introduction and Approach

7.1. An assessment of the scheme changes set out in section 3 in relation to Water Quality has been undertaken to establish whether the conclusions on likely significant impacts and mitigation need to be modified.

Assessment of Impacts and Mitigation

7.2. In respect of Water Quality, the baseline position remains unaltered. The proposed changes do not give rise to any adverse environmental effects from those identified in the original chapter. No further or different mitigation is required.

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8. Traffic and Transport

Introduction and Approach

8.1. An assessment of the scheme changes set out in section 3 in relation to Traffic and Transport has been undertaken to establish whether the conclusions on likely significant impacts and mitigation need to be modified.

Assessment of Impacts and Mitigation

8.2. In respect of Traffic and Transport, the baseline position remains unaltered. The proposed changes do not give rise to any additional environmental effects from those identified in the original chapter. No further or different mitigation is required.

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9. Air Quality

Introduction and Approach

9.1. An assessment of the scheme changes set out in section 3 in relation to Air Quality has been undertaken to establish whether the conclusions on likely significant impacts and mitigation need to be modified.

Assessment of Impacts and Mitigation

9.2. The proposed changes do not give rise to any additional environment effects from those identified within the original chapter.

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10. Noise and Vibration

Introduction and Approach

10.1. This chapter provides an addendum to Volume II, Chapter 10 (Noise and Vibration) of the Environmental Statement (ES) previously produced for the Port Salford/Western Gateway Infrastructure Scheme (WGIS) development (GMA Planning, 2004). Since the production of the ES in 2004, and the granting of planning permission, the approved alignment of the rail freight link between the Manchester to Liverpool main line and the consented proposed multi-model freight transfer interchange at Port Salford has been amended. Therefore, this addendum report is submitted in support of a new planning application for the realigned the rail link (as shown on Drawing MMD-293621-Z-SK-00-11050_P6-11050-P6). The alignment of the rail link is constrained by the protected flight envelopes of Barton Aerodrome, the A57 Liverpool Road, permissible rail gradients and the residential properties of Trident Road and beyond.

10.2. Noise and vibration can have a significant effect on the environment and on the quality of life enjoyed by individuals and communities. The aims of national noise policy are to avoid, mitigate and minimise significant adverse impacts on health and quality of life and, where possible, contribute to the improvement of health and quality of life. Such aims should be achieved through the effective management and control of environmental, neighbour and neighbourhood noise within the context of Government policy on sustainable development.

10.3 The key aspects with regards to noise and vibration for this project are considered to be:

 Construction Effects: noise and vibration from plant and activities associated with the construction of the railway on existing noise and vibration sensitive receptors (NSRs) including changes in road traffic flow characteristics on the local road network associated with construction traffic; and

 Operational Effects: noise and vibration from the railway on existing NSRs including changes in railway traffic flow characteristics on the local rail network.

10.4. This assessment has been based upon the significance criteria adopted for the consented development, which are described in the ES. The updated assessment has considered changes in national planning policy arising from the National Planning Policy Framework (NPPF) and revisions in British Standards (BS) relevant to the assessment of noise and vibration effects of the construction and operation of railways to determine whether these criteria remain appropriate for the assessment of the realigned railway route provided herein. This ES addendum chapter has been prepared by RPS.

10.5. The assessment also refers to the construction and operational noise limits contained within the Conditions attached to the planning consent [i]. The noise limits are relative to the baseline noise levels at NSRs. RPS has undertaken comprehensive baseline noise surveys in accordance with a methodology agreed with the Port Salford Noise and Vibration Steering Group (PSNVSG), which includes representatives of Salford City Council (SCC) and Council (TC), community representatives and Ward members. Details of the methodology and results are provided in the RPS reports ‘Baseline Survey Methodology’ [ii] and ‘Baseline Report’ [iii].

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Policy and Standards

National Planning Policy Framework

10.6. The National Planning Policy Framework (NPPF) [iv], published in March 2012, sets out the Governments planning policies for . The document revokes and replaces Planning Policy Guidance Note 24 ‘Planning and Noise (PPG 24) [v], which is referred to in Chapter 11 of the ES.

10.7. The NPPF does not contain any specific noise policy, or noise limits except in relation to noise from mineral workings but it provides a framework for local people and local authorities to produce their own local and neighbourhood plans, which reflect the needs and priorities of their communities. In Section 11, ‘Conserving and enhancing the natural environment’, paragraph 123 relates to noise and states:

‘123. Planning policies and decisions should aim to:

 avoid noise from giving rise to significant adverse impacts27 on health and quality of life as a result of new development;

 mitigate and reduce to a minimum other adverse impacts27 on health and quality of life arising from noise from new development, including through the use of conditions;

 recognise that development will often create some noise and existing businesses wanting to develop in continuance of their business should not have unreasonable restrictions put on them because of changes in nearby land uses since they were established;28 and

 identify and protect areas of tranquillity which have remained relatively undisturbed by noise and are prized for their recreational and amenity value for this reason.

27 See Explanatory Note to the Noise Policy Statement for England (Department for the Environment, Food and Rural Affairs).

28 Subject to the provisions of the Environmental Protection Act 1990 and other relevant law.’

10.8. The first bullet point refers to ‘significant adverse impacts’ which relates to the Significant Observed Adverse Effect Level (SOAEL) described in the Explanatory Note to the Noise Policy Statement for England (NPSE) [vi] although the term ‘effect’ is used instead of the term ‘impact’ although these have been deemed to be interchangeable in this context. Therefore, given the comments above on the NPSE with regard to assessment methods and criteria, the current content of the NPPF does not require any change in previously adopted approaches.

10.9. On the basis of the above, the publication of the NPPF and revocation of PPG 24 does not have a material effect on the assessment criteria previously adopted for the consented development and, hence, remain appropriate for the assessment of the realigned railway route provided herein.

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Salford UDP

Policy EN 17 Pollution Control

10.10. The policy states that development proposals that would be likely to cause or contribute towards a significant increase in pollution to the air of by reason of noise, odour artificial light or vibration, will not be permitted unless they include mitigation measures commensurate with the scale and impact of the development. When assessing such proposals, particular regard will be had to the proximity of development and its effect on environmentally sensitive uses such as houses.

British Standard 5228 ‘Code of practice for noise and vibration control on construction and open sites’, 2009

10.11. British Standard (BS) 5228 ‘Code of practice for noise and vibration control on construction and open sites’ [vii & viii] is a two part standard which supersedes BS 5228 parts 1 to 3 and 5, 1997, and BS 5228 part 4, 1992. The 2009 version of the standard does not provide noise and vibration criteria. However, example noise criteria are provided in BS 5228 part 1 (2009) Annex E and example vibration criteria are provided in BS 5228 part 2 Annex B (2009).

10.12. The example construction noise and vibration criteria contained in the Annexes to the current version of BS 5228 include the criteria described in Chapter 10 of the ES. On this basis, the construction noise and vibration criteria adopted for the consented development is considered to be commensurate with current practice. 10.13. On the basis of the above, the supersession of BS 5228 does not have a material effect on the assessment criteria previously adopted for the consented development and, hence, remain appropriate for the assessment of the realigned railway route provided herein.

Planning Conditions

10.14. The planning consent for the scheme has two conditions attached that relate to noise and vibration from the rail link. Condition 20 relates to construction noise and vibration; Condition 22 relates to operational noise and vibration. Conditions 20 and 22 are reproduced below.

Condition 20: Construction Noise and Vibration Management and Modelling Plan

20. No part of the development shall commence until a noise and vibration management and monitoring plan relating to the control of noise and vibration from construction of that phase of the development, including any piling operations has been discussed with the Port Salford Noise and Vibration Steering Group (which shall meet with, as a minimum, representatives of the two local authorities (Salford and Trafford), community representatives and Ward Members) and submitted to and approved in writing by the Local Planning Authority. The plan shall have regard to the recommendations contained within BS 5228. All approved measures identified within the Plan shall be implemented and maintained throughout the duration of the works they mitigate during the construction phase.

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Noise from the construction, clearance and site remodelling phases of the development (specified as Site Noise) (LAeq,.T) shall not exceed a noise level of 70 dB LAeq(1hour) at any time on Monday to Friday 08:00 to 18:00 hours and Saturday 08:00 to 14:00 hours and LAeq,.T shall not exceed the existing background level (LAeq,T) at any time, at any point 1 metre from the boundary of any noise sensitive properties. The existing background noise levels must be agreed at noise sensitive properties with the Local Planning Authority prior to the commencement of any development works on the site. The Plan shall include a Noise Monitoring Protocol detailing the monitoring to be undertaken to show that the LAeq,.T levels are not exceeded.

The Noise and Vibration Management and Monitoring Plan for Construction, including clearance and site remodelling phases, shall define the responsibilities for managing noise and vibration emissions, the mitigation measures proposed, the methodology for specifying and procuring quiet plant and equipment, the methodology for the verification of noise emission levels from plant and equipment and consultation and reporting processes on matters of noise and vibration between the developer, the Local Planning Authority and the public. The Plan shall also include issues such as site notices which advise the general public of contact names and numbers both during and out of hours in the event of noise issues and include information exercises such as but not exclusively leaflet drops.

Reason: To safeguard the amenity of residents and having regard to Policies DES7 and EN17 of the City of Salford Unitary Development Plan.

Condition 22: Operational Noise and Vibration Management and Modelling Plan Noise mitigation design

22. A noise and vibration management and monitoring Plan relating to the control of noise and vibration from the operation of the Port Salford development in total (other than highway works but including the rail link, sidings and on site marshalling activities) shall be discussed with the Port Salford Noise and Vibration Steering Group (which shall meet with, as a minimum, representatives of the two local authorities (Salford and Trafford), community representatives and Ward Members) and submitted to and approved in writing by the Local Planning Authority (LPA). The Plan shall include an implementation programme and shall be implemented in accordance with that timetable and maintained at all times.

The Plan shall ensure that the noise emitted from site activities (including the rail link, sidings and on site marshalling activities) shall not exceed the existing LAeq (1 hour) between the hours of 0700 to 2300 and shall not exceed the existing LAeq (5 mins) by -5 dB between the hours of 2300 to 0700 at the nearest noise sensitive properties.

The scheme shall include a Noise Monitoring Protocol detailing the monitoring to be undertaken to show that the LAeqT levels are not exceeded.

The existing LAeqT noise levels must be agreed at noise sensitive properties with the Local Planning Authority prior to the commencement of any development on site.

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The Noise Management Plan for the operation of the facility shall define the responsibilities for managing noise and vibration emissions, the mitigation measures proposed may, include details of a landscape bund to the A57 (Liverpool Road), barriers to the new rail link and barriers to the and Langland Drive, the methodology of specifying and procuring quiet plant and equipment, the methodology for the verification of noise emission levels from plant and equipment, and the construction and reporting processes on matters of noise and vibration between the operator of the development, the Local Planning Authority and the public. The Noise Management Plan should also include issues such as site notices which advise the general public of contact names and numbers during and out of hours in the event of noise problems and include information exercises such as leaflet drops.

Reason: To safeguard the amenity of residents and having regard to Policies DES7 and EN17 of the City of Salford Unitary Development Plan.

10.15. It is noted that the noise limit for daytime construction activities contained within Condition 20 is higher than the threshold of significant construction impact adopted for the ES of the consented scheme. The ES and planning conditions do not propose thresholds of significance or limits for vibration during the construction or operation of the rail link.

Assessment of Effects

Construction of the Railway

10.16. The re-aligned route is closer to NSRs than the consented route. The shortest distance between routes and NSRs is approximately 70 m for the consented route and 45 m for the re-aligned route at the section of the routes which pass Trident Road and Proctor Way. Considering purely distance, noise impacts at these NSRs will be up to 2 dB higher than those presented in the ES for the consented scheme.

10.17. The ES reports significant impacts at the closest NSRs in Peel Green (which include Trident Road and Proctor Way) for the consented scheme. On this basis, whilst the construction of the re-aligned scheme would be expected to slightly increase noise emissions at NSRs, the significance of the impacts would not be different to those determined in the ES for the consented scheme.

10.18. In paragraph 10.56 of the ES, the assessment determines the environmental effect not to be significant due to the limited quantum of affected NSRs and limited duration of the works. The works associated with the re-aligned scheme would not be of increased duration nor affect a greater quantum of NSRs.

10.19. On the basis of the above, the overall environmental effect arising from noise and vibration associated with the construction of the re-aligned Port Salford railway route would be no greater than that determined for the consented scheme assessed in the ES.

10.20. On the basis of the assessment of construction noise provided in the ES for the consented scheme, the daytime noise levels at NSRs in Trident Road and Proctor Way would not be expected to exceed 70 dB LAeq,1 h, which is commensurate with the requirements of Condition 20.

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Operation of the Railway

10.21. The re-aligned route is closer to NSRs than the consented route. However, the section of the re-aligned route that is closest to Peel Green is within a cutting and the current proposals include a landscaped bund on land in-between the route and the closest NSRs in Peel Green (Trident Road and Proctor Way). Therefore, although closer to NSRs the noise attenuation provided by the cutting and landscaping is expected to result in lower noise levels at the NSRs than those predicted for the consented scheme.

10.22. Two noise models of the rail link were built using WS Atkins NoiseMap software implementing Calculation of Rail Noise (CRN) [ix]. One model replicated the consented scheme and was used to validate the model by comparison with the results provided in the ES. The second model was of the re-aligned route and included the vertical alignment and 6 m high noise barrier that is adjacent (to the east of) the rail link.

10.23. The models predicted the noise levels at NSRs in Trident Road and Proctor Way in terms of the overall 18-hour daytime period (06:00 to 00:00 hours) and overall 6-hour night-time (00:00 to 06:00 hours) for comparison with the noise levels reported in the ES; and in terms of the ‘worst-case’ (i.e. noisiest) 1-hour period within the daytime (07:00 to 23:00 hours) and 5-minute period within the night-time (23:00 to 07:00 hours) for comparison with the noise limits contained within Condition 22.

10.24. The assumptions on rail activity for the rail link were consistent with those for the ES and are summarised below:

 Each train comprises 1 x Class 66 (or equivalent) locomotive and 30 x wagons.

 Mean speed on rail link of 30 mph.

During the daytime:

 8 trains arrive (main line to depot) and 8 trains leave (depot to main line) under full power between 06:00 and 00:00 hours.

 1 train arrives (main line to depot) and 1 train leaves (depot to main line) under full power during the worst-case 1-hour period between 07:00 and 23:00 hours.

During the night-time:

 8 trains arrive (main line to depot) and 8 trains leave (depot to main line) under full power between 00:00 and 06:00 hours.

 1 train leaves (depot to main line) under full power during the worst-case 5-minute period between 23:00 and 07:00 hours.

10.25. The results of the assessment of the re-aligned route, which includes a noise barrier and landscaping bund, are provided in Table 10.1.

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Table 10.1: Results of Noise Model of Re-Aligned Rail Link

Daytime Night-time

Worst-case Overall Worst-case Overall hour Level 5-minute Level

(07:00 to (06:00 to (23:00 to (00:00 to 23:00 00:00 07:00 06:00 hours) hours) hours) hours)

LAeq,5 min NSR LAeq,1 h (dB) LAeq,18 h (dB) (dB) LAeq,6 h (dB)

86 to 96 Proctor Way (W) 39 38 38 40

86 to 96 Proctor Way (W) 39 39 38 40

86 to 96 Proctor Way (W) 40 39 39 41

5 Proctor Way (W) 38 38 37 39

5 Proctor Way (S) 35 34 33 36

3 Proctor Way (S) 34 34 33 36

1 Proctor Way (S) 34 33 33 35

17 Trident Road (W) 36 35 35 37

15 Trident Road (W) 34 34 33 35

13 Trident Road (W) 35 34 33 36

11 Trident Road (W) 35 35 34 36

9 Trident Road (W) 36 35 35 37

22 Port Salford & WGIS ES Addendum Rail Realignment June 2013

Daytime Night-time

Worst-case Overall Worst-case Overall hour Level 5-minute Level

(07:00 to (06:00 to (23:00 to (00:00 to 23:00 00:00 07:00 06:00 hours) hours) hours) hours)

LAeq,5 min NSR LAeq,1 h (dB) LAeq,18 h (dB) (dB) LAeq,6 h (dB)

7 Trident Road (W) 36 36 35 38

5 Trident Road (W) 37 36 36 38

3 Trident Road (W) 37 36 36 38

1 Trident Road (W) 37 37 36 38

2 Trident Road (W) 36 36 35 37

4 Trident Road (S) 36 35 34 37

10.26. The results for the consented scheme were reported in the ES as follows:

 5 Proctor Way - Daytime 44 dB LAeq 18h; Night-time 48 dB LAeq 6h

 1 Trident Road - Daytime 43 dB LAeq 18h; Night-time 45 dB LAeq 6h

10.27. With reference to Table 10.1, the noise levels at NSRs due to the operational rail link are expected to be approximately 5 to 13 dB lower than those determined for the consented scheme assessed in the ES. This is due to the noise attenuation provided by the proposed noise barrier.

10.28. On the basis of the above, the overall environmental effect arising from noise and vibration associated with the operation of the re-aligned Port Salford railway route would be lower than that determined for the consented scheme assessed in the ES.

10.29. Noise limits for the operation of the rail link contained within Condition 22 a dependent upon the baseline noise levels at NSRs. RPS undertook baseline surveys at 5 Proctor Way and 3 Trident Road in September and October 2012 in accordance with a methodology agreed with PSNVSG to provide the baseline noise levels for the discharge of Conditions 20 and 22.

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10.30. Baseline noise levels vary throughout the daytime and night-time. PSNVSG has confirmed that the baseline noise levels (1-hour periods between 07:00 and 23:00 hours and 5-minute periods between 23:00 and 07:00 hours) should not be averaged to produce single noise limits for the daytime and night-time periods. Therefore, the noise limits at NSRs are determined as time-dependent range. Baseline data and consequent Condition 22 noise limits determined in accordance with the requirements of PSNVSG are provided in Figures 10.1 and 10.2 for 5 Proctor Way and 3 Trident Road, respectively.

Figure 10.1: Baseline Noise Survey Results and Condition 22 Noise Limit at Proctor Way

5 Proctor Way - Condition 22

80

70

60

50

40 LAeq,T, LAeq,T, dB 30

20

10

0 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 Time 05/10/2012 06/10/2012 07/10/2012 08/10/2012 09/10/2012 10/10/2012 11/10/2012 12/10/2012 13/10/2012 14/10/2012 15/10/2012 Condition 22

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Figure 10.2: Baseline Noise Survey Results and Condition 22 Noise Limit at Trident Road

3 Trident Rd - Condition 22 80

70

60

50

40

LAeq,T, LAeq,T, dB 30

20

10

0 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 Time 11/09/2012 12/09/2012 13/09/2012 14/09/2012 15/09/2012 16/09/2012 17/09/2012 18/09/2012 19/09/2012 20/09/2012 21/09/2012 22/09/2012 23/09/2012 24/09/2012 Condition 22

10.31. Condition 22 noise limits for Proctor Way and Trident Road are summarised as:

Proctor Way:

 Daytime 53 - 63 dB LAeq 1h; and,

 Night-time 40 - 51 dB LAeq 5-min.

Trident Road:

 Daytime 56 - 64 dB LAeq 1h; and,

 Night-time 44 - 54 dB LAeq 5-min.

10.32. The results of the model of the re-aligned scheme indicate that the noise limits contained within Condition 22 are expected to be achieved at all NSRs and all time periods. Noise levels from the operational rail link are predicted to be 13 to 29 dB and 1 to 19 dB below the noise limit at Proctor Way during the daytime and night-time respectively. Noise levels from the operational rail link are predicted to be 19 to 30 dB and 8 to 21 dB below the noise limit at Trident Road during the daytime and night-time respectively.

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Mitigation and Residual Effects

10.33. The results of the assessment indicate that the environmental noise and vibration effects associated with the construction and operation of the re-aligned rail link will be no greater than those determined for the consented scheme. On the basis that the significance of effects determined for the consented scheme were considered acceptable, no mitigation is necessary to reduce the significance of noise and vibration effects. Therefore, the residual effects are as described above, which are of negligible significance.

10.34. The results of the assessment indicate that the noise limits contained within Conditions 20 and 22 will be achieved based upon the assumptions made. On this basis no mitigation is required to comply with the planning consent.

Summary

10.35. This ES addendum report is submitted in support of a new planning application for the realigned the rail link (as shown on Drawing MMD-293621-Z-SK-00-11050_P6-11050- P6). The addendum has considered changes in national planning policy arising from the NPPF and revisions in British Standards relevant to the assessment of noise and vibration effects of the construction and operation of railways and determines that the significance criteria adopted in the ES for the consented scheme remain appropriate for the assessment of the realigned railway route provided herein.

10.36. The results of the assessment indicate that the environmental noise and vibration effects associated with the construction and operation of the re-aligned rail link will be no greater than those determined for the consented scheme. The residual effects are of negligible significance.

10.37. The assessment has also considered the construction and operational noise limits contained within the Conditions attached to the planning consent and determined that the proposed scheme is likely to comply with these.

RPS QMS (to be deleted from submitted addendum)

Prepared by: Toby Dudman Principal Acoustic

BEng(Hons) MIOA Consultant

Reviewed & checked Stephen Scott Senior Acoustic by: MEng(Merit) MIOA Consultant

Authorised by: Phil Evans Senior Director - Acoustics BSc(Hons) MSc FGS MIOA

Date of issue: 06 March 2013

Revision: 0

26 Port Salford & WGIS ES Addendum Rail Realignment June 2013

Project number JAK7000

Document file path: O:\Jobs_6001-7000\7000k\Del3_ES_Rail\7000k_ESaddendum_acoustics_rev0_20130305.docx

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11. Nature Conservation

Introduction and Approach

11.1. The ES Addendum of February 2012 included a new chapter on Nature Conservation which took account of the first amendment to the alignment of the A57. This represented an Addendum to Volume II, Chapter 11 (Ecology) of the Environmental Statement (ES) previously produced for the Port Salford/Western Gateway Infrastructure Scheme (WGIS) development (GMA Planning, 2004) That February 2012 version has been reviewed in the light of the proposed amendment to the rail alignment proposed by the current planning application.

11.2. The conclusion of that review is that the amended alignment proposed does not alter the overall outcome of the ecological impact assessment which is that that there will be no residual impacts on nature conservation as a result of the scheme, assuming the mitigation described in paragraphs 11.112 to 11.119 of the February 2012 ES Addendum is followed. No further or different mitigation is required.

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12. Landscape and Visual Amenity

Introduction and Approach

12.1. An assessment of the scheme changes set out in section 3 in relation to Landscape and Visual Amenity has been undertaken to establish whether the conclusions on likely significant impacts and mitigation need to be modified.

Assessment of Impacts and Mitigation

12.2. In respect of Landscape and Visual Amenity, baseline conditions have altered following the original (2003) assessment as a result of the stadium construction. This does not alter the overall assessment and the proposed change to the rail alignment does not give rise to any additional environmental effects from those identified in the original chapter. No further or different mitigation is required.

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13. Archaeology

Introduction and Approach

13.1. The ES Addendum of February 2012 included a new chapter on Archaeology which took account of the first amendment to the alignment of the A57.

13.2. An assessment of the scheme changes set out in section 3 in relation to Archaeology has been undertaken to establish whether the conclusions on likely significant implications and mitigation need to be modified.

13.3. The conclusion is that there are no significant environmental effects that have not already been assessed. No further or different mitigation is required.

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14. Heritage Features

Introduction and Approach

14.1. An assessment of the scheme changes set out in section 3 in relation to Heritage has been undertaken to establish whether the conclusions on likely significant impacts and mitigation need to be modified.

Assessment of Impacts and Mitigation

14.2. In respect of heritage, the baseline conditions have not altered. The proposed changes do not give rise to any additional environmental effects from those identified in the original chapter. No further or different mitigation is required.

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15. Agricultural Land Quality

Introduction and Approach

15.1. An assessment of the scheme changes set out in section 3 in relation to Agricultural Land Quality has been undertaken to establish whether the conclusions on likely significant and mitigation need to be modified.

Assessment of Impacts and Mitigation

15.2. In respect of Agricultural Land Quality, the baseline position remains unaltered. The proposed changes do not give rise to any additional environmental effects from those identified in the original chapter. No further or different mitigation is required.

32 Port Salford & WGIS ES Addendum Rail Realignment June 2013

16. Socio-Economic

Introduction and Approach

16.1. An assessment of the scheme changes set out in section 3 in relation to Socio- Economic factors has been undertaken to establish whether the conclusion on likely significant impact and mitigation need to be modified.

Assessment of Impacts and Mitigation

16.2. In respect of baseline conditions, the only significant change in circumstances relates to the receipt of Regional Growth Funding to ensure the scheme is delivered. This will undoubtedly have a more significantly beneficial impact upon the proposals as the delivery of jobs is now more certain. No further or different mitigation is required.

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17. Hazard and Risk

Introduction and Approach

17.1. An assessment of the scheme changes set out in section 3 in relation to Hazard and Risk has been undertaken to establish whether the conclusions on likely significant impacts and mitigation need to be modified.

Assessment of Impacts and Mitigation

17.2. In respect of Hazard and Risk, the baseline position remains unaltered. The proposed changes do not give rise to any additional environmental effects from those identified in the original chapter. No further or different mitigation is required.

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18. Overall Conclusions

18.1. The proposed change to the alignment of the rail link has been made necessary by the decision by Network Rail to require provision to be made for OLE. This cannot be made on the consented alignment without intruding into the protected aircraft take-off envelope or unacceptably steepening the rail gradient.

The proposed alignment satisfies these constraints whilst at the same time ensuring that the effect on the nearest residential properties due to noise and vibration is no greater than for the consent scheme.

18.2. The conclusions in the original (2003) assessment, as updated by the February 2012 ES Addendum have been reviewed in the light of the proposed minor change to the development proposals and they remain valid.

The only chapter that has required significant revision is Chapter 10 Noise and Vibration. This concludes that the noise and vibration effects associated with the construction and operation of the re-aligned rail link will be no greater than those determined for the consented scheme. The residual effects are of negligible significance.

The assessment has also considered the construction and operational noise limits contained within the Conditions attached to the planning consent and determined that the proposed scheme is likely to comply with these.

18.3. Overall, therefore, there are no significant environmental effects arising from the proposed changes to the approved scheme.

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References

i The Council of the City of Salford. Decision Notice, Planning Permission 03/47344/EIAHYB, 04 August 2009. ii RPS. Noise and Vibration Management Plan. Baseline Survey Methodology. WGIS Port Salford. On Behalf of Peel Developments Ltd. 03 August 2012. iii RPS. Noise and Vibration Management Plan. Baseline Report. WGIS Port Salford. On Behalf of Peel Developments Ltd. 01 March 2013. iv Department for Communities and Local Government. National Planning Policy Framework: HMSO. March 2012. v Department of the Environment. Planning Policy Guidance: Planning and Noise (PPG 24). HMSO. 1994. vi Department for Environment, Food and Rural Affairs. Noise Policy Statement for England. Defra. 2010. vii British Standards Institution. British Standard 5228: Code of practice for noise and vibration control on construction and open sites. Part 1: Noise. 2009. viii British Standards Institution. British Standard 5228: Code of practice for noise and vibration control on construction and open sites. Part 2: Vibration. 2009. ix Department of Transport. Calculation of Railway Noise. HMSO. 1995.

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