PROPOSED DEVELOPMENT OF THE KIRBY HILL MOTORWAY SERVICE AREA (MSA) ON LAND ADJACENT TO THE A1(M), NEAR KIRBY HILL, NORTH YORKSHIRE
ENVIRONMENTAL STATEMENT SCOPING REPORT
APRIL 2017
Chester Office | Well House Barns | Chester Road | B r e t t o n | C h e s t e r | C H 4 0 D H
South Manchester Office | Camellia House | 76 Water Lane | W i l m s l o w | S K 9 5 B B
t 0844 8700 007 | e [email protected]
CONTENTS
1.0 INTRODUCTION AND BACKGROUND ...... 1 1.1 Introduction ...... 1 1.2 The EIA team ...... 2 1.3 The Applicant ...... 2 1.4 Purpose of Scoping ...... 3 1.5 Requirement for EIA ...... 4 1.6 This Document ...... 5 2.0 THE SITE ...... 6 2.1 Site Location and Context ...... 6 3.0 THE PROPOSED DEVELOPMENT...... 8 3.1 Development Description ...... 8 3.2 Alternatives ...... 9 3.3 Risks of Major Accidents and Disasters ...... 9 4.0 EIA METHODOLOGY ...... 12 4.1 Introduction ...... 12 4.2 Determining Impact Significance ...... 13 4.3 Residual Effects and Conclusions ...... 16 4.4 Cumulative Effects ...... 16 5.0 ECOLOGY AND NATURE CONSERVATION ...... 18 5.1 Introduction ...... 18 5.2 Baseline ...... 18 5.3 Potential Effects ...... 19 5.4 Assessment Methodology ...... 20 6.0 LANDSCAPE AND VISUAL IMPACT ...... 21 6.1 Introduction ...... 21 6.2 Baseline ...... 21 6.3 Potential Effects ...... 24 6.4 Assessment Methodology ...... 24 7.0 NOISE AND VIBRATION ...... 26 7.1 Introduction ...... 26 7.2 Baseline ...... 26 7.3 Potential Effects ...... 27 7.4 Assessment Methodology ...... 27
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8.0 AIR QUALITY ...... 30 8.1 Introduction ...... 30 8.2 Baseline ...... 30 8.3 Potential Effects ...... 31 8.4 Assessment Methodology ...... 31 9.0 GROUND CONDITIONS AND HYDROGEOLOGY ...... 35 9.1 Introduction ...... 35 9.2 Baseline ...... 35 9.3 Potential Effects ...... 37 10.0 ARCHAEOLOGY AND CULTURAL HERITAGE ...... 40 10.1 Introduction ...... 40 10.2 Baseline ...... 40 10.3 Potential Effects ...... 41 10.4 Assessment Methodology ...... 41 11.0 SURFACE WATERS AND FLOOD RISK ...... 43 11.1 Introduction ...... 43 11.2 Baseline ...... 43 11.3 Potential Effects ...... 45 11.4 Assessment Methodology ...... 45 12.0 TRAFFIC AND TRANSPORTATION ...... 47 12.1 Introduction ...... 47 12.2 Potential Effects ...... 48 12.3 Assessment Methodology ...... 49 13.0 SOCIO-ECONOMICS ...... 52 13.1 Introduction ...... 52 13.2 Baseline ...... 52 13.3 Potential Effects ...... 53 13.4 Assessment Methodology ...... 53 14.0 AGRICULTURAL LAND USE ...... 55 14.1 Introduction ...... 55 14.2 Baseline ...... 55 14.3 Potential Effects ...... 55 14.4 Assessment Methodology ...... 56 15.0 PROPOSED CONTENTS OF THE ENVIRONMENTAL STATEMENT ...... 57
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FIGURES
Figure 1 Site Location Figure 2 Indicative Site Layout Figure 3a-c Indicative 3D Visualisations Figure 4 Landscape and Visual Viewpoint Locations Figure 5 Noise Receptor and Monitoring Locations Figure 6 Air Quality Study Area
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1.0 INTRODUCTION AND BACKGROUND
1.1 Introduction
1.1.1 This document has been prepared to aid a formal request, under Regulation 13 of the Town and Country Planning (Environmental Impact Assessment) Regulations 2011, to agree the scope of the Environmental Impact Assessment (EIA) that will be prepared to accompany a planning application for the development of a Motorway Service Area (MSA) on land immediately to the east of the A1(M) and north of the B6265, approximately 0.75km to the north- west of Kirby Hill, North Yorkshire.
1.1.2 The Proposed Development would comprise an on-line MSA, which would include an amenity building, fuel filling stations, parking and an abnormal load bay. The main MSA facility would be located entirely on the western side of the A1(M), away from the village of Kirby Hill, but would service both directions of travel on the motorway via a new, dedicated junction with slip roads and an overbridge. The slip roads and junction arrangement serving south bound traffic will necessitate a short realignment (to the east) of the existing A168, on the eastern side of the A1(M).
1.1.3 The Council will be fully aware that proposals for an MSA at Kirby Hill, albeit materially different schemes to that now proposed, have been refused twice by the Secretary of State in 2005 and 2012 on the basis of a planning balance and when set against alternative competing schemes. However, since the 2012 decision was issued new government policy guidance1 on the need for new MSAs has been released. The new guidance makes it clear that the maximum distance between MSAs should be no more than 28 miles.
1.1.4 In the case of the stretch of the A1(M) running through the Council’s administrative area, and on northwards through Hambleton District and Richmondshire etc., there are presently no full MSAs north of Wetherby Services until Durham MSA, a distance of over 60 miles. Even taking into account Leeming Bar Rest Area, that is understood to have an extant MSA planning permission, although would not meet the signing requirements for an MSA as defined in the Circular, the distance from Wetherby MSA to Leeming
1 Department for Transport Circular 02/2013 – The Strategic Road network and the Delivery of Sustainable Development
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Bar Rest Area is 28.8 miles. Applegreen is therefore proposing to develop an MSA at Kirby Hill to meet the established need along this stretch of the A1(M).
1.1.5 This document provides all the information necessary for the relevant planning authority (Harrogate Borough Council) to adopt a Scoping Opinion.
1.2 The EIA team
1.2.1 AXIS is an independent planning and environmental consultancy specialising in environmental impact assessment of major infrastructure projects. AXIS has acted as the project planners and lead consultant / author of this scoping report and has been appointed as lead EIA consultant. AXIS will undertake the landscape & visual assessment and the Socio-Economic assessment and will work alongside a team of other specialist consultants who will assess the potential impacts of the project upon their specific areas of expertise. The team comprises:
Argus– Ecology and Nature Conservation NVC Noise Consultants – Noise and Vibration Smith Grant – Air Quality AECOM – Traffic and Transportation Weetwood and Eastwood & Partners - Surface Waters & Flood Risk AOC – Archaeology and Cultural Heritage Soil Environment Services – Agricultural Land
1.3 The Applicant
1.3.1 Established in 1992, Applegreen PLC is a major petrol forecourt retailer in the Republic of Ireland with a growing presence in the UK and a small presence in the USA. The business employs approximately 3,000 people, and operates over 200 forecourt sites across the Republic of Ireland, the UK, and the USA. Applegreen is the number one MSA operator in the Republic of Ireland where it has a motor fuel market share of approximately 14%.
1.3.2 Applegreen’s growth strategy is focused on acquiring and developing new sites in the markets in which it operates and on upgrading and rebranding existing sites. To this end, the company is presently involved in several new MSA proposals within England.
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1.4 Purpose of Scoping
1.4.1 Environmental Impact Assessment (EIA) is the process culminating in the production of the Environmental Statement (ES). The objective of the process is to identify and evaluate all significant, direct and indirect environmental effects of the Proposed Development, during both construction and operation, on the environment.
1.4.2 Scoping is the process through which the content and extent of matters to be covered by the EIA are identified by considering the potential impacts that could arise from the construction and operation of the Proposed Development.
1.4.3 Only the ‘main’ or significant effects of the development should be subject to full environmental assessment within the ES. Planning Practice Guidance on Environmental Impact Assessment states at Paragraph 035:
“Whilst every ES should provide a full factual description of the development, the emphasis of Schedule 4 is on the “main” or “significant” environmental effects to which a development is likely to give rise. The ES should be proportionate and not be any longer than is necessary to assess properly those effects. Where, for example, only one environmental factor is likely to be significantly affected, the assessment should focus on that issue only. Impacts which have little or no significance for the particular development in question will need only very brief treatment to indicate that their possible relevance has been considered.”
1.4.4 The process of scoping and environmental assessment ensures that mitigation and enhancement measures are considered at an early stage of the design process. It also provides the opportunity for the Council and other consultees to ensure areas of the environment that have the potential to be significantly affected by the Proposed Development are considered within the ES.
1.4.5 The scoping process also helps to identify potential design constraints at the start of the project evolution. This helps to ensure that environmental protection and sustainability are key factors in the final proposed solution.
1.4.6 Although the scoping process is often regarded as a discrete stage it should continue throughout the development of the EIA. It may be necessary to alter the extent of research required for a particular discipline as the understanding
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of the magnitude and significance of an impact is established. This is vital to ensure that resources and efforts are focused on the issues that have the potential to cause the most impact.
1.4.7 This document will be issued to a number of consultees who will be invited to:
comment on the development proposals; the proposed scope of assessment; raise any relevant issues for consideration during the EIA process; and scope out any issues that are considered unlikely to be significant.
1.5 Requirement for EIA
1.5.1 The requirement for EIA was prescribed by European law under Council Directive 85/337/EEC. This Directive has been amended four times, with the latest amendment, the Environmental Impact Assessment (EIA) Directive (2014/52/EU) entering into force on 15 May 2014. The 2014 EIA Directive must be enacted in domestic legislation by the 16 May 2017.
1.5.2 In England, the Directive has been enacted most recently into law by the Town and Country Planning (Environmental Impact Assessment) Regulations 2011 [SI 2011 No. 1824] – referred to hereafter as ‘the EIA Regulations’. Regulations to enact the 2014 EIA Directive have been drafted (Town and Country Planning (Environmental Impact Assessment) Regulations 2017 – hereafter referred to as the ‘draft EIA Regulations’) and are currently passing through the legislative approval process. It is anticipated that these regulations will be enacted in time for the 16 May 2017 deadline.
1.5.3 This Scoping Report has been written in accordance with the current EIA Regulations and as drafted the but cognisant that by the point the planning application is submitted the draft EIA regulations are likely to have been enacted. As such review of the draft EIA Regulations has been undertaken to ensure that the proposed scope is in accordance with the likely requirements of the new regulations.
1.5.4 The EIA Regulations prescribe the types of development for which EIA is mandatory (Schedule 1 development) and others which may require an assessment if they have the potential to give rise to significant environmental impacts (Schedule 2 development).
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1.5.5 MSA’s are included within Schedule 2 of the EIA Regulations, under Part 10(p) as a Motorway Service Areas in excess of 0.5 hectares. The proposed Kirby Hill MSA would be over 0.5 hectares in size and is therefore a Schedule 2 development.
1.5.6 In instances where a development is considered to fall within Schedule 2, the tests set out in Schedule 3 (i.e. the criteria for determining whether Schedule 2 development is EIA development) should be employed to establish if significant environmental effects are likely to arise as a result of the development.
1.5.7 Ordinarily in the case of Schedule 2 development the applicant would carry out formal EIA screening with the local planning authority (LPA) to determine (in accordance with the tests set out within Schedule 3) whether EIA is required. However, due to its scale, nature and surroundings, the Applicant is content that there is a need to fully assess the environmental impacts of the Proposed Development. As a consequence, a Screening Opinion has not been sought from Harrogate Borough Council (HBC) and it is proposed that the Planning Application will be accompanied by an ES.
1.6 This Document
1.6.1 Following on from this Introduction, Chapter 2.0 of the report briefly describes the Site and its surroundings whilst Chapter 3.0 provides a description of the development. Chapter 4.0 outlines the broad principles of the EIA methodology. Chapters 5.0 to 14.0 describe what the Applicant considers to be the main environmental issues that could arise through the construction and operation of the Proposed Development and how they will be assessed. Finally, Chapter 15.0 sets out the proposed structure of the ES.
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2.0 THE SITE
2.1 Site Location and Context
2.1.1 The Site comprises approximately 17 ha of agricultural land immediately adjacent to the A1 (M) and A168 road corridor, approximately 750m to the north- west of Kirby Hill. The Site location is shown on Figure 1.
2.1.2 The southern boundary of the Site is defined by the B6265. The eastern, northern and western boundaries fall within agricultural fields. The Site and most of the surrounding area is used for intensive arable farming.
2.1.3 An established hedgerow, punctuated by occasional mature trees, runs along the western boundary of the Site. The embankments of the B6265 adjacent to the Site are planted with semi-mature woodland, as is the land that lies between the A1(M) and the A168 on the eastern side of the Site.
2.1.4 The B6265 crosses the A1(M) on an overbridge and links into a roundabout junction with the A168 to the immediate east of the A1(M), which includes 10m high lighting columns. To the west of the roundabout the B6265 continues towards the village of Kirby Hill. The A168 runs parallel to the south bound carriageway of the A1(M).
2.1.5 The nearest settlement to the Site is Kirby Hill, 750m to the south-east. Skelton- On-Ure is located 2.2km to the south-west and Marton-le-Moor 1.6km to the north-east. Boroughbridge lies on the River Ure, 2.0km to the south and Ripon is located 7km to the west.
2.1.6 The nearest residential properties comprise a number of houses sitting alongside the B6265 to the west of the Site, with the nearest dwelling (Dale View) circa 250m from the boundary of the Site. This linear ‘settlement’ also includes the Grade II listed Skelton Windmill, which is 630m from the boundary of the Site. The northern edge of Kirby Hill village (circa 750m to the south-east) comprises residential properties, a farm, a church (the Grade 1 listed Church of All Saints) and a caravan park.
2.1.7 Other nearby residential properties are located as follows:
Properties along High Moor Road (High Moor Lodge - 250m to the south) Property off Leaming Road (Providence Lodge - 340m to the south-east)
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2.1.8 Approximately 500m north of the Site is the Highfields Lane overbridge and embankment. Further to the north lies RAF Dishforth, approximately 2.0km from the boundary of the Site.
2.1.9 The Site forms part of an open undulating agricultural landscape characterised by large fields of arable farmland, few hedgerows and trees and scattered farmsteads. The Site’s topography is variable ranging between circa 46m AOD in the north-west, down to circa 35m AOD in the south. To the east of the A1(M) the low-lying gently rolling landscape stretches to the foot of the Hambleton Hills, circa 15km to the east. The land is punctuated by occasional knolls and ridges of higher ground such as at Kirby Hill (43m AOD) and immediately north- east of the Site adjacent to Highfields Lane and the motorway overbridge (40m). To the west of the A1(M) the land rises to 58m AOD behind Skelton Windmill, and to 47m AOD on Langthorpe Moor.
2.1.10 The Site is not directly constrained by any statutory or non-statutory ecological designations nor does it contain, or form part of, any designated heritage asset, such as scheduled monuments and listed buildings.
2.1.11 The closest designated site of nature conservation interest is Bishop Monkton Ings SSSI, which lies 4.3km to the south-west of the Site. The closest designated heritage feature is the Grade 2 listed Skelton Windmill, which is 630m to the west of the Site. There are four designated hertiage assets within the village of Kirby Hill, the most notable being the Grade I listed Church of All Saints.
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3.0 THE PROPOSED DEVELOPMENT
3.1 Development Description
3.1.1 The Proposed Development comprises an on-line MSA. The MSA would be located entirely on the western side of the A1(M), away from the village of Kirby Hill, but would service both directions of travel on the motorway via a new, dedicated junction with slip roads and an overbridge. The slip roads and junction arrangement serving south bound traffic will necessitate a short realignment (to the east) of the existing A168. An indicative layout is illustrated on Figure 2.
3.1.2 The key components of the scheme comprise:
an Amenity Building containing hot and cold food outlets, a shop, lavatories, shower and seating / resting areas. The building would sit under an innovatively designed, sweeping green roof which would assist with assimilating the scheme into its setting; a Fuel Filling Station for cars, vans and small commercial vehicles. This would be located immediately to the east of the Amenity Building, underneath the same green roof; a separate stand-alone Fuel Filling Station for HGVs and coaches; a separate stand-alone Drive through Coffee Shop; parking space provision for in the order of 383 cars (including spaces for disabled users), 82 HGVs, 18 coaches, 10 caravans (including a space for disabled users), and 10 motorcycles. The parking provision would include electric vehicle charging stations. All parking would be free of charge for a minimum of 2 hours and the finalised level of provision would meet the relevant standards for an MSA in this location; an Abnormal Load Bay; and other associated infrastructure including fencing, lighting and signage etc.
3.1.3 The design proposed for the amenity building has been developed to help assimilate the development into the surrounding landscape and mitigate the landscape and visual concerns raised in relation to the previous applications at the Site. The innovative design manipulates current site levels and incorporates, amongst other things, a living green roof to reduce the impact of the scheme within the local landscape. Sketch sections and images of the indicative design proposals are shown on Figures 3a-c.
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3.1.4 A comprehensive landscape scheme would be developed that would utilise ground modelling, specifically lowering site levels within the main Site, and landscape planting to reduce the visual effects of the development. The sensitively designed landscape scheme would reflect the relatively open nature of the local landscape character and maintain the extensive views across the local landscape.
3.1.5 The MSA would be open 24 hours a day, for 365 days of the year.
3.1.6 The Proposed Development would create circa 330 new jobs of which circa 90 would be professional occupations, with the balance being sales and customer service positions.
3.2 Alternatives
3.2.1 The EIA Regulations require the ES to include an outline of the main alternatives considered by the applicant and the reasons they were discounted, taking into account environmental effects.
3.2.2 In the case of the Proposed Development the main topic areas where alternatives will be considered include the following
Alternative Sites; Alternative Provision within the MSA; and Alternative Design Solutions.
3.2.3 For each of the above topics the ES will provide a description of the reasonable alternatives studied by the applicant, which are relevant to the Proposed Development and its specific characteristics, and an indication of the main reasons for selecting the chosen option, including a comparison of the environmental effects.
3.3 Risks of Major Accidents and Disasters
3.3.1 Schedule 4 of the draft EIA Regulations requires “a description of the expected significant adverse effects of the development on the environment deriving from the vulnerability of the development to risks of major accidents and/or disasters which are relevant to the project concerned.”.
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3.3.2 The reference to disasters is made in relation to natural events, as indicated by the preamble to the 2014 Directive (2014/52/EU) which states: “natural disasters (such as flooding, sea level rise, or earthquakes)”. As described later in this report the Site lies within Flood Zone 1, low probability of flooding, and this region of the UK is not considered to be at risk from any other natural events. As such consideration of major disaster is proposed to be scoped out of the ES.
3.3.3 With regard to consideration of major accidents the 2014 Directive describes that: “it is important to consider their [i.e. the Proposed Development] vulnerability (exposure and resilience) to major accidents and/or disasters, the risk of those accidents and/or disasters occurring and the implications for the likelihood of significant adverse effects on the environment.”. As such it is important to consider whether the Proposed Development is likely to be susceptible to a major accident.
3.3.4 The only element of the Proposed Development considered potentially susceptible to a major accident is the petrol filling station. The design, construction and operation of petrol filling stations are subject to a number of regulations designed to reduce the likelihood of accidents occurring to a negligible level. The facility would be required to comply with the following:
The Petroleum (Consolidation) Regulations 2014; The Dangerous Substances and Explosive Atmospheres Regulations 2002; The Control of Substances Hazardous to Health Regulations 2002; and The Environmental Permitting (England and Wales) Regulations 2010.
3.3.5 These regulations are in place to ensure that such facilities do not cause an unacceptable risk to human health or the environment. The safeguards that would be put in place pursuant to these regulations are considered to be sufficiently robust to conclude that it is unlikely that the Proposed Development would be susceptible to, or give rise to, a major accident.
3.3.6 Furthermore, the Proposed Development would not fall within The Control of Major Accident Hazards Regulations 2015, and is therefore not considered likely to result in a major accident within remit of the regulations.
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3.3.7 On this basis it is proposed to scope out consideration of major accidents from the ES.
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4.0 EIA METHODOLOGY
4.1 Introduction
4.1.1 This chapter provides a brief description of the approach to the environmental assessment process and describes the broad principles that will be applied within each technical assessment. Each technical assessment will follow a similar approach as follows:
an introduction describing the basic scope and approach undertaken to the assessment; a description of the methodology applied to the assessment both in terms of any surveys carried out and also the criteria used in the impact assessment, any limitations to the assessments will also be described; a presentation of the baseline conditions relevant to that discipline; an impact assessment that describes the effects that are likely to arise from the Proposed Development. The assessment will include a description of the nature, extent and significance of these effects. The assessment will take into account mitigation measures that have been incorporated into the Proposed Development; a description of mitigation measures will be provided, this will include any enhancement or compensation proposed to either further reduce the negative effects of the development or to provide benefits to the local environment and details of any monitoring arrangements deemed necessary; and finally each chapter will include a section on the residual impacts and conclusions of the assessment. This section will describe the residual effects of the Proposed Development following the implementation of any additional mitigation or enhancement and will summarise the findings of the assessment.
4.1.2 Planning permission is being sought for a permanent development and as such it is proposed that the ES only addresses construction and operational phase effects.
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4.2 Determining Impact Significance
4.2.1 Each of the technical disciplines will describe the predicted environmental effects of the project on the baseline conditions of the Site and the local environment. The assessment will include a description of the nature, extent and significance of these effects. The assessment will take into account any mitigation measures that have been specifically incorporated into the development proposals to reduce the environmental effects of the project.
4.2.2 The EIA regulations do not provide definitive methods for the assessment of significance and a variety of methods are employed within EIAs. The method used to assess the effects will be specific to each discipline. Where available and appropriate the assessments will follow impact assessment criteria and methodology set out by relevant professional institutions e.g. Institute of Ecology and Environmental Management, Landscape Institute etc. Where such guidance is not available or prescriptive methods are not set out by the relevant professional body then assessment criteria will be developed by the technical specialists to enable a clear and structured assessment to be undertaken.
4.2.3 The nature of the effect of the Proposed Development on the environment will, in general, be derived by considering the magnitude of the impact and the sensitivity of the receptor to a change resulting from the project.
4.2.4 Depending on the discipline there will be a number of factors that will need to be taken into account when establishing the type and magnitude of impact, including:
whether the impact is adverse or beneficial; whether it is temporary or permanent; extent or spatial scale of the impact; duration of the impact; whether the effect is reversible; and probability/likelihood of the impact.
4.2.5 Similarly the sensitivity of a receptor will be the function of a number of elements dependent on the discipline and impact being assessed, these could include:
designation and legal status;
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quality; rarity; and ability to adapt to change.
4.2.6 Having established the magnitude of the impact and the sensitivity of the receptor, the level of the effect will then be defined. For some disciplines a matrix will be used to classify the level of effect by correlating magnitude and sensitivity, an example matrix is shown in Table 4.1 below.
Table 4.1 – Example Level of Effect Matrix
Magnitude of Impact
High Medium Low Negligible
Minor to Negligible or High Major Moderate Moderate Minor Minor to Medium Moderate Minor Negligible Moderate Minor to Negligible or Low Minor Negligible Moderate Minor
Negligible or Negligible Negligible Negligible Negligible Minor Receptor Sensitivity
4.2.7 Where a matrix is not used the magnitude of change and the sensitivity of the receptor will be used to make a reasoned judgement to establish the level of the effect and whether it is considered to be significant or not significant. For some topics an environmental risk assessment approach may be used to establish the potential environmental effects of the Proposed Development.
4.2.8 It should be noted that there is no statutory definition of what level of effect is considered to be significant and there is often not a single, definitive, correct answer as to whether an effect is significant or not. However, it is considered that a significant effect is one which is likely to be a key material factor in the decision-making process. A significant effect does not necessarily mean that such an effect is unacceptable to decision-makers. This is a matter to be weighed in the planning balance alongside other factors. What is important is that the likely effects of any proposal are transparently assessed and described in such a way to enable the relevant determining authority to bring a balanced and well-informed judgement to bear as part of the decision-making process.
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4.2.9 Where the findings of an assessment are set out as different levels of effect (e.g. major, moderate, minor, etc) the assessment will clearly set out where an effect is considered to be significant. This approach will be used to assist the decision maker, consultees and other interested parties in establishing the most critical environmental effects of the project.
4.2.10 In all instances the assessment will set out the basis of the judgements made so that the readers of the ES can appreciate the weight attached to the different factors and understand the rationale of the assessment. In this sense the ES clearly explains how the impact significance has been derived.
Mitigation
4.2.11 It is a requirement of the EIA regulations to describe the measures envisaged to prevent, reduce and where possible offset any significant effects on the environment. Mitigation can be achieved in a number of ways as listed below. This approach is often referred to as the mitigation hierarchy with mitigation being selected as high up the hierarchy as possible.
Avoid Reduce Remediate Offset / Compensate
4.2.12 Certain mitigation measures may be incorporated into the Proposed Development as a result of decisions undertaken during the design of the scheme. These measures will be clearly described within the ES.
4.2.13 The mitigation section of each technical chapter will provide a description of additional mitigation and enhancement measures proposed to prevent, reduce or offset adverse effects unavoidable through design, or to provide benefits to the scheme / local environment. An explanation will be provided of how these measures will mitigate / reduce the identified effects of the Proposed Development. The mitigation section will also describe any proposed monitoring arrangements (for example the preparation of a post-project analysis).
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4.3 Residual Effects and Conclusions
4.3.1 This section will provide a textual description of the residual effects of the Proposed Development following the implementation of any additional mitigation or enhancement measures.
4.3.2 The conclusions will summarise the key elements of the assessment and include a statement on whether the Proposed Development is considered likely to result in any significant environmental effects.
4.4 Cumulative Effects
4.4.1 The EIA regulations require that a description of the likely significant effects of the development on the environment should be included in the ES, including cumulative effects. The EIA regulations do not define cumulative effects, however, a commonly accepted description is:
“Impacts that result from incremental changes caused by other past, present or reasonably foreseeable actions together with the project” (European Commission, 1999)
4.4.2 There is no defined methodology in the UK as to how cumulative effects should be assessed. In determining the approach to be adopted reference will be made to the following guidance:
Guidelines for the Assessment of Indirect and Cumulative Impacts as well as Impact Interactions (European Commission 1999); Cumulative Effects Assessment Practitioners Guide (Canadian Environmental Assessment Agency 1999); Guidelines for Environmental Impact Assessment (Institute of Environmental Management and Assessment 2006); The State of Environmental Impact Assessment Practice in the UK (Institute of Environmental Management and Assessment 2011); and Advice note seventeen: Cumulative effects assessment relevant to nationally significant infrastructure projects (The Planning Inspectorate 2015).
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4.4.3 The assessment of cumulative impacts associated with the development will encompass the effects of the proposal in combination with:
existing development, either built or under construction; approved development, awaiting implementation; and proposals awaiting determination within the planning process with design information in the public domain; and major schemes identified in the Local Development Plan.
4.4.4 Projects to be considered for inclusion in a cumulative assessment are major projects that have been granted planning permission and are not yet operational or have yet to be constructed. Major projects are considered to be developments of 10,000m2 in size or greater and projects that have been subject to EIA. Projects that fall outside the above criteria will only be included in the assessment if specifically identified by the Planning Authority or other statutory consultees.
4.4.5 The cumulative effects of operational projects are considered to already form part of the baseline and as such would be assessed within each of the discipline chapters.
4.4.6 Each topic will have a different spatial zone where potential cumulative significant effects could occur. However, a preliminary search area of 5km from the Site has been used to identify potential projects for inclusion within the cumulative effects assessment. A preliminary search of the planning portal on HBC’s and North Yorkshire Council’s website has not identified any projects which fall within the above categories.
4.4.7 As such it is requested that the Council identify any schemes which it considers may result in potential significant cumulative environmental effects with the Proposed Development.
4.4.8 If any projects are identified then information on the environmental effects of these projects will be obtained from the respective ES. Each technical discipline will consider the likelihood of significant cumulative effects initially through a qualitative assessment and if necessary through quantitative modelling. Where significant cumulative effects are identified these will be clearly reported and if possible mitigation measures will be recommended.
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5.0 ECOLOGY AND NATURE CONSERVATION
5.1 Introduction
5.1.1 This section of the report considers the potential for the Proposed Development to give rise to likely significant effects on ecology. It presents ecological baseline information collated to date on habitats and protected species, and identifies statutory and non-statutory nature conservation sites proximate to the development. This preliminary baseline information has informed an assessment of the potential for likely significant effects to arise from the Proposed Development and the key ecological issues and constraints which will need to be taken forward for inclusion and further consideration within the EIA. The requirement to undertake additional supporting surveys is also outlined.
5.2 Baseline
5.2.1 Potential ecological issues have been assessed by a search of the government multi-agency geographic information database (MAGIC) and a data search from North and East Yorkshire Ecological Data Centre (NEYEDC). Aerial and ground level photography were used to initially assess habitats on and adjacent to the Site.
5.2.2 The data search has confirmed that there are no sites of statutory nature conservation interest, ancient woodland sites, or Important Bird Areas within a 2km radius of the Site. A 5km radius Site Check search found one Site of Special Scientific Interest (SSSI).
5.2.3 Bishop Monkton Ings SSSI lies 4.3km to the south-west of the Site boundary and is designated for its diverse range of wetland habitats including species rich marshy grassland, calcareous flushes, wet and dry neutral grassland, and three small areas of broadleaved woodland. Waders including snipe Gallinago gallinago and curlew Numenius arquata breed on the Ings.
5.2.4 Results of the data search from NEYEDC for non-statutory sites identified no locally designated sites or Yorkshire Wildlife Trust Reserves within the 2km search area.
5.2.5 Only one protected species has been recorded within the 2km search area in recent times. Polecat Mustela putorius are afforded protection under Schedule 6 of the Wildlife and Countryside Act 1981 (as amended) which gives them
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protection from being taken or killed in certain ways. Polecat are also listed as a priority species on Section 41 of the Natural Environment and Rural Communities Act.
5.2.6 In addition, MAGIC holds information about one granted Natural England Mitigation Licence which relates to bats 1.7km to the north-west of the Site. The licence relates to the destruction of a resting place of three species of bat (common pipistrelle Pipistrellus pipistrellus, Natterer’s Myotis nattereri and whiskered Myotis mystacinus bats).
5.2.7 From aerial and ground level photography (dated September 2011) habitats on Site appear to be dominated by arable fields bounded by hedgerows with hedgerow trees. To the south of the Site mixed plantation woodland lines the B6265 with further plantation woodland lining the slip road with the A1(M).
5.3 Potential Effects
5.3.1 There are a number of potential ecological effects that could arise from the Proposed Development as follows:
damage to vegetation and plant communities; permanent loss of habitat; habitat fragmentation; disturbance to, injury or direct mortality of protected species; pollution effects; and potential for species loss.
5.3.2 Habitats on Site could support ground nesting birds such as skylark, with further suitable breeding bird habitat present within the hedgerows and to a more limited extent within the plantation woodland for other farmland species.
5.3.3 With regard to bats there are no structures on Site that would provide potential roosting features and trees within the hedgerow, as well as the trees to the east of the A1(M) appear exposed and isolated from good quality foraging habitat. However, hedgerows appear continuous and could provide corridors for local commuting bats. Loss of hedgerow (and hedgerow trees) or light spill onto these features should be considered an ecological constraint.
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5.3.4 There are no ponds or watercourses on the Site that could support amphibians or riparian mammals and the Site is considered unlikely to support reptiles.
5.4 Assessment Methodology
5.4.1 An extended Phase 1 habitat survey and protected species walkover of the Site will be undertaken in the first instance to confirm habitats present and to assess the suitability of the habitats to support protected species.
5.4.2 Habitats present on the Site will be mapped in accordance with Phase 1 conventions. Each habitat compartment will be described in a series of ‘target notes’, which will outline the vegetation present with an indication of the relative abundance of component species. Habitats will be described in the ES, including a detailed target notes and a vascular plant species list.
5.4.3 A preliminary ground level roost assessment will be undertaken to assess the suitability of the Site and the surrounding mature trees to support bats in terms of foraging and roosting habitat. These surveys will be undertaken in accordance with current guidelines (Collins, 2016).
5.4.4 Should any trees or hedgerows be impacted (including light spill) as part of the development then bat surveys may be required.
5.4.5 Breeding bird surveys are likely to be required and this will be confirmed following the habitat survey.
5.4.6 It is considered that completion of the above surveys will provide sufficient information to form the basis of an evaluation and impact assessment. This will be carried out in accordance with current CIEEM (2016) guidance for ecological impact assessment, and will form the Ecology and Nature Conservation section of the Environmental Statement.
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6.0 LANDSCAPE AND VISUAL IMPACT
6.1 Introduction
6.1.1 The Landscape and Visual Impact Assessment (LVIA) will consider the likely significant landscape and visual effects relating to the Proposed Development during its construction and operation.
6.1.2 Landscape and visual effects are separate, although closely related and interlinked issues. As such, the assessments of the effects of the Proposed Development upon the landscape and upon visual amenity will be carried out under separate headings within the LVIA.
6.1.3 The assessment of landscape effects considers the potential effects of the Proposed Development on the landscape as an environmental resource, whereas the visual assessment is concerned with the potential effects that may occur resulting from the Proposed Development upon the population likely to be affected.
6.2 Baseline
Landscape Designations
6.2.1 The nearest statutory landscape designation to the Site is the Nidderdale Area of Outstanding Natural Beauty, which is over 8.5km to the west. At distances of this magnitude, development of the type proposed would not give rise to significant landscape and visual effects. As such, it is proposed that the LVIA will not consider effects upon statutory landscape designations.
6.2.2 HBC does currently maintain a local-level Special Landscape Area (SLA) designation. However, the Site is not located within an SLA, the nearest of which is at the eastern edge of Ripon, approximately 4.5km west of the Site. The SLAs are protected by local planning policy C92 and underpinned by a supporting study3. The wording of policy C9 makes reference to development proposals within the designation boundary only, and the supporting text is clear that the SLAs are intended to protect the setting of the settlements of Harrogate,
2 Harrogate Borough Council. Harrogate District Local Plan (adopted 2001), augmented composite including saved policies, 2009. 3 Harrogate Borough Council, 2016. Review of Local Landscape Designations: Special Landscape Areas 2011: Updated 2016.
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Knaresborough and Ripon. It is clear that the SLA designation would not be materially affected by the Proposed Development, and therefore it is proposed that the LVIA does not consider effects upon SLAs.
Landscape Character
6.2.3 The Harrogate District Landscape Character Assessment4 subdivides the borough into a series of landscape character areas (LCAs). The Proposed Development would be located within LCA 81: Dishforth and surrounding farmland, close to the boundaries with LCA 74: Skelton on Ure rolling farmland and LCA 76: East of Ripon farmland.
6.2.4 Sensitivities and pressures relating to LCA 81 are identified, which include:
Linear planting along the A1(M) and at its junctions does not sit well within this open landscape; Large-scale industrial development has impacted upon the character of this open area which is sensitive to large scale development; and Residential development at Dishforth Airfield5 does not respect vernacular nor landscape characteristics. The harsh line between development and the rural landscape is highlighted by a row of overgrown conifers. This is at odds with the rural character of the area.
6.2.5 The LCA sheet also describes a series of guidelines the aim of maintaining extensive views across and beyond the area, integrating development into the character area, reinforcing the diverse landscape pattern of the field systems and conserving historic features in the landscape.
Visual Baseline
6.2.6 Eight viewpoints are proposed for inclusion in the LVIA. The final viewpoint locations will be determined on-site, ensuring that localised screening features are avoided. It should be noted that the assessment will not be limited to investigation of these viewpoints alone and that the nature of general visibility of the Proposed Development from within the surrounding area will also be described.
4 Harrogate Borough Council, 2004. Harrogate District Landscape Character Assessment. 5 This residential development is approximately 1.5km north of the Site.
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6.2.7 Photomontages and/or other illustrative material will be prepared from specific key locations (but not necessarily from every viewpoint included in the LVIA).
6.2.8 The viewpoints are set out in Table 1 below, with locations indicated on the accompanying Figure 4.
Table 1: Viewpoint Locations
Viewpoint British National Viewpoint Details Grid Co-ordinates6 1. A1 overbridge, 438405, 470015 Representative of views from the north of Site minor road north of the Site 2. Minor road, 439230, 469575 Representative of views from the north-east of countryside east of the A1 Site 3. Millings Lane 439250, 468580 Representative of views from the (near All Saints north-eastern edge of Kirby Hill Church) 4. Leemings Lane, 438820, 468480 Representative of views from edge of Kirby properties at the northern edge of Hill Kirby Hill 5. Ripon Road 438475, 468975 Specific view from the roundabout roundabout 6. Moor Lane 438090, 468460 Representative of views from the countryside south of the Site 7. Junction of 437895, 469210 Representative of views from the High Moor properties on the northern side of the Road with B6265 B6265 8. Minor road west 437285, 469730 Representative of views from the of Site countryside west of the A1
6.2.9 It should be noted that the viewpoint itself is not the receptor; rather it is the people that would be experiencing the view from the viewpoint. Receptors in the vicinity of the Site that are likely to experience views of the Proposed Development include:
Local residents; Users of public rights of way and other routes with public access; and Road users.
6 Approximate co-ordinates are given. Precise locations to be confirmed following agreement of viewpoint locations, and subsequent site visit.
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6.3 Potential Effects
6.3.1 Potentially significant effects could arise from:
the introduction of new access roads and associated earthworks and overbridge; the introduction of new buildings and infrastructure; the introduction of new areas of hardstanding and associated parked vehicles; the introduction of associated lighting; the construction of these various elements; and the influence of these upon the character of the surrounding landscape, and upon views.
6.3.2 Of particular interest will be effects upon those receptors highlighted in previous Appeal Decisions relating to similar development at the Site, including:
The character and appearance of the surrounding landscape; Views from the local road network and the Ripon Road roundabout (a tourist route); Views from properties on Church Lane; Views from properties near Skelton Windmill; Effects of lighting.
6.3.3 As part of the Proposed Development, a landscape scheme will be developed for the Site. This will form an integral part of the overall project design, and will incorporate ‘built-in’ mitigation measures. Additional mitigation of adverse landscape and visual effects identified as part of the assessment process will be set out clearly in the LVIA.
6.4 Assessment Methodology
1.1 The LVIA will be carried out in accordance with a project specific methodology (which will be appended to the ES) prepared in accordance with guidance provided within ‘Guidelines for Landscape and Visual Impact Assessment’ (GLVIA) 3rd edition 2013 (The Landscape Institute and Institute of Environmental Management and Assessment).
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1.2 The LVIA will be informed by both desk and field based studies. The assessment process will follow a standard approach, namely:
the establishment of the baseline conditions i.e. the existing character and sensitivity of the landscape, and the type and sensitivity of visual receptors; the prediction of the magnitude of change that the Proposed Development will bring, allowing for mitigation measures, upon the landscape and upon visual receptors; and an assessment of the significance of effect that would occur, by considering the predicted magnitude of change, together with the sensitivity of the landscape or visual receptor.
6.4.1 In accordance with the guidance set out in GLVIA, the LVIA will adopt an approach proportionate to the likely significant effects of the Proposed Development, and will not seek to provide unnecessary detail. The conclusions of the LVIA will be determined via use of professional judgement, set within a structured assessment framework, and supported by reasoned justification. As noted above, a detailed methodology will form an appendix to the ES.
6.4.2 The proposed study area for the LVIA is approximately 2.5km from the Site boundary in all directions. It is considered that given the size and scale of the Proposed Development, that significant effects would be most likely to occur within this distance.
6.4.3 The LVIA will seek to establish the following:
A clear understanding of the Site and its context, in respect of the physical and perceived landscape and of views and visual amenity; An understanding of the Proposed Development in terms of how this would relate to the existing landscape and views; An identification of likely significant effects of the Proposed Development upon the landscape and upon views, throughout its life-cycle, including cumulative interactions with other developments; Those mitigation measures necessary to reduce/eliminate any potential adverse effect on the landscape or views arising as a result of the Proposed Development; and A conclusion as to the residual likely significant effects of the Proposed Development.
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7.0 NOISE AND VIBRATION
7.1 Introduction
7.1.1 The noise and vibration chapter of the ES will consider the likely noise and vibration effects relating to the Proposed Development on neighbouring sensitive receptors during the construction and operational phases.
7.1.2 This section of the Scoping Report sets out the location of noise sensitive receptors relative to the Site, representative noise monitoring positions for determination of baseline conditions and noise criteria and assessment methodology that would be used to predict the noise effects of the Proposed Development.
7.2 Baseline
7.2.1 The Site is located in a rural area and adjacent to the western side of the A1(M) between junctions 48 and 49 of the Motorway and north-west of the village of Kirby Hill and south-east of the village of Marton-le-Moor. RAF Dishforth is located circa 2km north-east of the Site.
7.2.2 The nearest receptors are located to the west to south-west off the B6265 (Dale View) and High Moor Road (High Moor Lodge). There are additional receptors to the south-east towards Kirby Hill (on the opposite side of the A1(M)), the closest of which is near to the roundabout junction with the A168 (Providence Lodge) off Leeming Lane. Receptors at greater distance (i.e. 1.3km to 1.5km) are located off The Balk at Marton-le-Moor to the north-west and north-east off Boroughbridge Road. Receptor locations are shown on Figure 5.
7.2.3 Given the rural nature of the surrounding area the general background noise environment is likely to be dominated by road noise from the A1(M) and agricultural activities.
7.2.4 The assessment will require a baseline sound study. This would include monitoring over the most sensitive operating period i.e. to include a weekend period (e.g. Friday to Monday) to determine the lowest likely representative baseline sound levels in accordance with BS4142: 2014.
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7.3 Potential Effects
7.3.1 The potential effects likely to arise from the Proposed Development would include:
the direct and temporary effect of construction noise associated with the construction phase of the Proposed Development; the direct and temporary effects of vibration from site preparation and operations. Vibration is not expected to be significant at separation distances greater than around 50m. As such it is proposed to scope this element out of the construction and operational assessment as vibration levels would be imperceptible at the nearest sensitive receptors; the direct and permanent operational noise associated with the Proposed Development. This will include the assessment of vehicle movements on Site, building service noise and any event noise (e.g. door slamming, petrol filling station activities, reversing of HGVs etc.); the direct and in-direct temporary effects of any associated vehicle movements to and from Site during site preparation and direct and permanent operations on the local road network and nearest sensitive receptors during daytime and night-time periods; and potential cumulative operational noise associated with any developments identified during the scoping process.
7.4 Assessment Methodology
7.4.1 Noise monitoring surveys would be undertaken at the nearest sensitive receptors to identify the representative background noise levels around the Site. Six monitoring positions are proposed, as shown on Figure 5. The monitoring locations would be subject to agreement with the relevant landowners. The exact monitoring positions would be agreed with the EHO.
7.4.2 Baseline data would be measured in accordance with guidance found within BS4142: 2014 and BS7445: 2003. It is proposed to undertake fixed sound monitoring at appropriate accessible secure positions. For the more remote receptors roaming manned `spot-check monitoring’ measurements would be carried out during daytime and night-time periods at the sensitive receptors involving sequential readings at each location. Monitoring would be undertaken during suitable weather conditions and would include monitoring during a
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weekend and weekday period to determine typical and representative background sound levels in accordance with BS4142: 2014.
7.4.3 Information on the proposed layout, detail of the likely plant schedule would be gathered. Where appropriate, empirical noise level data would be referred to as obtained from similar facilities and plant operating in the UK.
7.4.4 Noise prediction calculations would be undertaken to determine the cumulative operational effect of the various components of the Proposed Development. This would involve developing a computer-based noise model using software which models noise to ISO9613-2 (likely to be CadnaA). The predicted noise levels would establish the likely impact at the nearest sensitive receptor positions listed above.
7.4.5 Predictions of noise arising from road traffic will be determined from the traffic figures provided in the Transport Assessment in accordance with the methodologies provided within ‘Calculation of Road Traffic Noise’ and the Design Manual for Roads and Bridges 2011 for road traffic impacts.
7.4.6 Construction phase noise predictions will also be undertaken based on historic noise data from sources likely to be used during the construction period. The assessment would use the methodology set out within BS BS5228-1: 2009 `Code of Practice for noise and vibration control on construction and open sites’.
7.4.7 The results of the modelled noise impacts for each of the noise sources would be analysed and assessed against the monitored baseline data. The main noise sources would be assessed in terms of their contribution to noise radiating from the Site at nearest sensitive receptors and results compared with relevant impact criteria.
7.4.8 Where appropriate, noise control measures will be considered to ensure that noise levels are within relevant noise criteria guidance. Recommendations for appropriate noise control will be detailed taking into account best practice.
7.4.9 The assessment of noise would include consideration of the following guidance and standards:
BS4142:2014 `Methods for Rating and Assessing Industrial and Commercial Sound’;
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BS8233:2014 ‘Guidance on sound insulation and noise reduction for buildings’; World Health Organisation (WHO) Guidelines for Community Noise: April 1999; World Health Organisation (WHO) Night Noise Guidelines for Europe: 2009; BS5228:2009 Parts 1 and 2 ‘Code of Practice for Noise and Vibration Control on Construction and Open Sites’; DMRB: Volume 11: 2011; ISO 9613-2: 1996 Acoustics – Attenuation of Sound During Propagation Outdoors. National Planning Policy Framework: 2012; Noise Policy Statement for England (NPSE) March 2010; Institute of Environmental Management and Assessment (IEMA) ‘Guidelines for Noise Impact Assessment’: 2014
7.4.10 In summary, key sensitive receptors would be determined and baseline sound surveys undertaken to inform the noise assessment for the Proposed Development. The assessment of noise will include the following:
background sound measurements at nearest accessible locations relative to nearest sensitive receptors to establish the baseline situation Identification of noise generating activities, such as: o Traffic movements on site; o Noise from fixed operational plant; o Noise from event noise; o Noise from traffic movements off site; and o Construction activities. Calculation of predicted noise levels using a computer model; Identification of mitigation measures to address any significant impacts; and Assessment of any cumulative impacts from permitted development in the vicinity of the Site.
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8.0 AIR QUALITY
8.1 Introduction
8.1.1 The Proposed Development has the potential to affect air quality at sensitive receptors as a result of dust emissions associated with the construction phase, and the increased traffic on local roads during both construction and operational phases.
8.1.2 The Air Quality Chapter of the ES will consider the likely air quality effects relating to the Proposed Development and will identify potential mitigation measures to reduce effects on any sensitive receptors affected.
8.2 Baseline
8.2.1 The MSA is to be located in a rural setting with the nearest concentrated settlement being 750m distant at Kirby Hill to the south-east. Scattered isolated residential properties are located in the general area around the Site, the nearest being the property of Dale View located 250m to the west.
8.2.2 No statutory nature conservation sites have been identified within 2km of the Site.
8.2.3 HBC has declared two Air Quality Management Areas (AQMAs) within its area under its Local Air Quality Management (LAQM) duties. Of these, the closest is within Ripon town centre, about 6.5km to the north-west of the Site7.
8.2.4 HBC undertakes monitoring for nitrogen dioxide (NO2) air quality across the Council area using diffusion tubes. None of these monitoring locations are in the vicinity of the Site. However, reference to predicted background air pollutant concentrations published by Defra8 indicates average concentrations of key potential pollutants in the area to be well below the relevant UK Air Quality Objectives (AQOs)9. Given the nature of the locality, and set-back distance of receptors from the A1(M), local ambient air quality is expected to be good at nearby human and ecological receptors.
7 Harrogate Borough Council (HBC), 2016 Annual Air Quality Status Report (ASR), May 2016 8 http://uk-air.defra.gov.uk/data/lam-background-maps?year=2013 9 Defra, (2007), The Air Quality Strategy for England, Scotland, Wales and Northern Ireland, 2007
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8.3 Potential Effects
8.3.1 The key potential effects that may arise during the construction phase are associated with potential impacts of dust (as both disamenity dust and fine
particulate matter up to 10µm in diameter (PM10)) arising during earthworks and construction activities, and from vehicle track-out, on nearby human and ecological receptors.
8.3.2 Vehicle exhaust emissions (nitrogen oxides (NOx) and PM10 / PM2.5) may also give rise to adverse impacts on any human and ecological receptors lying close to the key access routes during both the construction and operational phases. Given the nature of the Site locality, absence of sensitive receptors in the immediate vicinity of the Site and lack of known local air quality concerns, these potential effects are unlikely to be significant but will subject to assessment within the Air Quality chapter.
8.4 Assessment Methodology
8.4.1 The following will be undertaken to inform the assessment:
site visit to view the Site and surrounding land; identification of potentially sensitive human and ecological receptors; review of Proposed Development information including phasing and expected construction and operational traffic movements; review of baseline conditions, potential local air emissions sources and Defra / HBC air quality data; review of appropriate windrose data (10 years); qualitative construction dust assessment; screening assessment of construction and operational phase vehicle movements; overall assessment of potential impacts on human and ecological receptors and significance of effects; and provision of additional mitigation measures, if deemed necessary.
8.4.2 Baseline data will be gathered through a desk top exercise; it is considered available background air quality data will be suitable to inform the assessment and no additional field work or monitoring is deemed necessary.
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8.4.3 The overall assessment will be undertaken in accordance with the National Planning Policy Framework (NPPF)10 and associated Planning Practice Guidance regarding Air Quality11 which provides guiding principles on how planning can take account of new development on air quality.
8.4.4 The assessment of potential impacts associated with construction dust will be undertaken in accordance with non-statutory guidance provided by IAQM12. This sets out a methodology for assessing potential impacts from dust soiling
and increased ambient PM10 concentrations arising from construction and demolition activities. It also provides recommended mitigation measures for different scale developments and outlines an approach to assessing the overall significance of effects. Conservative screening criteria are provided by the guidance indicating when a construction dust assessment is required. Where sensitive receptors are beyond 350m of a site boundary and 50m of a public highway used by construction vehicles up to 500m of a site entrance, an assessment can be screened out. Based on these criteria a construction dust assessment will be undertaken.
8.4.5 The expected vehicle movements to and from the Site during the construction and operational phases will be reviewed with reference to IAQM guidance13 relating to air quality and planning and DMRB guidance14 relating to air quality and road schemes. This guidance provides indicative criteria in relation to changes in vehicle movements that would indicate the need for detailed assessment with regards to exhaust emissions. Construction phase movements may be along the existing local road network. However, average daily movements are expected to be substantially below the indicative criteria provided by IAQM, and further assessment is unlikely to be necessary.
8.4.6 Vehicle movements at the Site, and to and from the A1(M), during with the operational phase are likely to be substantially above the IAQM indicative
10 Department for Communities and Local Government, National Planning Policy Framework, March 2012 11 Department for Communities and Local Government, Planning Practice Guidance: Air Quality; last updated 06.03.2014 12 Institute of Air Quality Management (IAQM), Guidance on the assessment of dust from demolition and construction, February 2014 13 Institute of Air Quality Management (IAQM), Land-Use Planning & Development Control: Planning for Air Quality, January 2017 14 The Highways Agency (HA), Design Manual for Roads and Bridges (DMRB), Volume II Environmental Assessment, Section 3 Environmental Assessment Techniques, Part 1 HA 2107/07 Air Quality, May 2007 and supplementary Interim Advice Notes
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criteria. However, pollutant concentrations fall rapidly away from the roadside and are expected to return to background levels within 200m of a road source. All customer operational traffic movements to and from the Site are to be via the A1(M) and slip roads and not via the existing local road network. Given the absence of identified sensitive receptors within 200m of the Site and slip roads, detailed assessment incorporating atmospheric dispersion modelling is not considered necessary at this stage. However, should detailed assessment be deemed necessary the full methodology will be agreed with HBC.
8.4.7 Employee and maintenance access will be via an entrance in the south-west corner of the Site and will therefore utilise the local road network. Traffic movements are anticipated to be low. However, these will be reviewed to determine whether any IAQM screening thresholds are exceeded and thus whether a detailed assessment of vehicle emissions is required.
8.4.8 IAQM advises that the overall significance of air quality effects of a Proposed Development should take into a number of factors, including, but not limited to:
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.
8.4.9 Receptors considered in the assessment will comprise human receptors i.e. locations where a person or property may experience adverse impacts of airborne dust or exposure to ambient pollution (e.g. residential, leisure, amenity and sensitive commercial use) and ecological receptors i.e. any sensitive habitat that may be affected by dust soiling or increased ambient pollution (e.g. locations with an international, national or local designation and sensitive habitat features). The sensitivity of the receptors to potential impacts from aerial emissions, whether changes in pollutant concentrations or dust soiling, will be determined as detailed in the relevant guidance described above.
8.4.10 The Study Area will be defined through reference to the IAQM guidance for construction dust and vehicle emissions. The overall area will extend to 350m from the Proposed Development boundary and up to 50m of the route(s) to be
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used by construction traffic up to 500m of the access point(s) as shown in Figure 6.
8.4.11 The operation of on-site plant and machinery (non-road mobile machinery (NRMM)) during the construction phase will also give rise to vehicle exhaust and combustion plant emissions. However, these are typically considered unlikely to result in significant impacts on local air quality6 and given the nature of the locality it is considered that further consideration is not required and these emissions can be scoped out of the assessment.
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9.0 GROUND CONDITIONS AND HYDROGEOLOGY
9.1 Introduction
9.1.1 Soils, geology and hydrogeology play an important role in determining the environmental character of an area. Development schemes can have both direct and indirect effects on geology and groundwater. Existing soil conditions, particularly land contamination, can impose constraints on development. Conversely development can create pathways for the migration of groundwater and contamination, both in the short-term, during construction, and in the long- term during operation. Ground conditions can also introduce physical constraints on the construction of structures (e.g. historic mining, foundations, hard standing, services and excavations).
9.1.2 This section of the scoping report summarises the information gathered to date on the baseline ground conditions of the soil and groundwater at the Site. Using this information the potential for likely significant effects from the Proposed Development during the construction and operational phases is considered.
9.2 Baseline
9.2.1 The following sections briefly summarise the baseline ground conditions at the Site.
Site History
9.2.2 A review of online historic mapping (1853 – 2014) indicates that the majority of the Site has not been subject to development. The only exceptions to this are the formation of Leeming Lane and a farm access track in the east and a small section of the A1(M) and associated embankments in the central area.
9.2.3 Leeming Lane has been present since the earliest mapping (1853) with the A1(M) shown as being developed between 1956 and 1966 with additional more recent changes. The farm access track was created during a period of road realignment between 1994 and 2002 with remnants of the old alignment of Leeming Lane being converted into a farm track.
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Off-Site Historical / Current Land Uses
9.2.4 The surrounding area has been used for mostly agricultural use since the earliest historical mapping (1853) through to the most recent mapping (2014). The only exceptions to this are the road network including the continuation to the north and south of the A1(M) and Leeming Lane and earthworks and embankments associated with the construction.
9.2.5 A suspected pond located approximately 500 m to the south-east may have been infilled between 1977 and 2002. The nearest developments are residential developments located approximately 250 m to the west, south-west, south and south-east. The off-site pond and residential developments will not have any effect on the proposed Site in terms of ground conditions and hydrogeology.
Geology
9.2.6 Published geological information indicates that Made Ground (Landscaped Ground) is present associated with road embankments and earthworks in the vicinity of the Site.
9.2.7 Superficial deposits beneath the Site comprise mixed deposits with the majority of the Site underlain by The Vale of York Formation comprising mostly gravely sand with an area of clay, silt, sand and gravel in the north-east. In the south an area of Alluvium is shown to be present. Available geological information indicates that the superficial deposits are underlain by solid geology comprising the Sherwood Sandstone Group.
9.2.8 Publicly available ground investigation data associated with the construction of the A1(M) shows that the geology in the vicinity of the Site comprised topsoil over possibly Made Ground (comprising clayey sand, probably sandstone fill) to a depth of approximately 3.0 m below ground level. These deposits were underlain by clayey fine sand deposits to a depth of between 5.5 m and 7.8 m below ground level. The superficial deposits were underlain by bedrock deposits comprising highly to completely weathered fine sandstone, proven to a depth of approximately 10 m below ground level.
9.2.9 There are no geological SSSI on or near to the Site.
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Hydrogeology
9.2.10 The majority of The Vale of York superficial deposits are classified as a Secondary (undifferentiated) aquifer. The Alluvium deposits and the gravelly sand deposits of The Vale of York Formations in the north-east are classified as Secondary A aquifers.
9.2.11 The bedrock deposits are classified as Principle Aquifer. These are layers of rock that have high intergranular and/or fracture permeability - meaning they usually provide a high level of water storage. They may support water supply and/or river base flow on a strategic scale. The Site is not located within a Source Protection Zone of a licensed groundwater abstraction. The nearest groundwater abstraction is located 715 m to the south-east and is licensed for spray irrigation use. As such the mapped aquifer classification may not be relevant to the Site specific conditions.
9.2.12 Ground investigations did not encounter shallow groundwater within the superficial deposits or within Made Ground. When boreholes encountered the underlying Sherwood Sandstone Group deposits groundwater was encountered with groundwater levels rising from where encountered at approximate depths of between 5.5 m and 7.8 m to a depth of approximately 2.5 m below ground level.
Hydrology
9.2.13 There are no recorded surface water features within 500 m of the Site. The Site is not located within an area liable to flooding from rivers or the sea although the Site is located within an area of susceptibility of risk from groundwater flooding, although the confidence of this classification is low. Flood risk is considered separately within Chapter 11.0 of this report.
9.3 Potential Effects
9.3.1 There are a number of potential effects that could result from development in relation to contaminated land as follows:
disturbance (e.g. piling) and / or removal of the ground and groundwater which could potentially remove, relocate or mobilise contaminants if present;
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use of plant and equipment during construction which could accidentally leak fuels and oils, introducing contaminants to the ground; storage and use of materials and substances with polluting potential (e.g. fuel and oils) which could be mobilised to ground or controlled waters; and exposure of construction workers to potential contaminated dust during soil removal and transportation activities.
9.3.2 However, the Site has not been subject to historical activities that are likely to have resulted in ground contamination. As such the construction activities are unlikely to result in mobilisation of contaminants or result in any risks to ground workers at the Site.
9.3.3 A Construction Environmental Management Plan (CEMP) would be operated during the construction period, and is likely to be subject to a planning condition. The CEMP would specify how polluting substances (e.g. fuel, oils, chemicals, cement/concrete) should be stored during and if required disposed of during the construction period. The CEMP would also include a protocol for dealing with unexpected contamination if this was identified during the construction works.
9.3.4 In relation to the operational period the facility would be managed in accordance with a Surface Water Management Plan with drainage requirements preventing any accidental spillages of fuels / oil from being discharged to surface water drainage systems. In addition, the requirements of the Petroleum Storage License for underground fuel storage and distribution infrastructure would prevent spillages of fuels from reaching surface water and groundwater and should there be an incident leading to a spillage then this would have procedures that would provide requirements for an appropriate response for and incident. Additionally, fuel storage and distribution infrastructure would be pressure tested as required for leaks enabling an early warning of problems with this element of the facility.
9.3.5 Concrete ground structures would be specified to ensure integrity within the Site specific groundwater conditions. The foundation solutions would also be designed to take into account the relatively high groundwater levels that are likely to be encountered if foundations extend to the underlying bedrock.
9.3.6 There are widespread sand and gravel deposits in the area, within which groundwater may be locally encountered at relatively shallow depths i.e. 2.5 m
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below ground level in the main area of the Site where installation of foundations may be encountered. It is not anticipated that the presence of below ground structures from the Proposed Development would result in any significant effects on the macro groundwater movements due to the relatively small scale of the facility in the context of the wider groundwater environment.
9.3.7 On the basis of the information provided above it is concluded that the Proposed Development is unlikely to result in any significant environmental effects in relation to ground conditions and hydrogeology. The scheme description provided within the ES will describe how a CEMP will be operated during the construction period and ES will also describe the measures employed to safely store potentially polluting substances stored at the Site during the operational period. As such it is proposed to scope out a detailed assessment of effects on ground condition and hydrogeology from the ES. Nonetheless, it should be noted that a Phase 1 Desk Study will be submitted in support of the Planning Application.
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10.0 ARCHAEOLOGY AND CULTURAL HERITAGE
10.1 Introduction
10.1.1 This section of the report outlines the baseline archaeological and cultural heritage conditions at the application Site and considers the likely significant potential effects from the Proposed Development on heritage assets.
10.2 Baseline
10.2.1 Preliminary examination of online resources, including the North Yorkshire Historic Environment Record via Heritage Gateway and the National Heritage List for England indicates that the majority of known assets within the 1km study area are undated cropmarks which have been interpreted as representing various features, including enclosures, trackways, field boundaries and quarries. Some of these features have the potential to be prehistoric in date and a Scheduled prehistoric and Roman settlement site was excavated at a location along the A1(M) north of Brickyard Farm near Langford to the south of the Site. The Roman Road, Leeming Lane, is located to the east of the Site and east of the A1(M) and the A168. Such remains indicate the potential for further remains of a similar date to survive within the Site.
10.2.2 The only Scheduled Monuments within the 3km study area are the aforementioned site of the Roman settlement north of Brickyard Farm and a stone alignment known as the Devil’s Arrows to the east of Boroughbridge. There are 63 Listed Buildings within the 3km study area; all but three of these are Grade II Listed and most are located within the Conservation Area at Boroughbridge. The closest listed building to the Site is Skelton Windmill (Grade II), which is 630m from the boundary of the Site.
10.2.3 The Grade I Listed Church of All Saints is located at Kirby Hill and the Grade I Listed Church of Christ the Consoler is located within the Grade II* Registered Park at Newby Hall; as are the Skelton Lodges which are also Grade I Listed. A small portion of Roecliffe Conservation Area extends to within the 3km of the Site. The Registered Battlefield of the Battle of Boroughbridge which was fought in 1322 is also located within the 3km study area.
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10.3 Potential Effects
10.3.1 Groundworks required for the Proposed Development have the potential to impact directly upon any buried archaeological remains which may be present on the Site. The assessment will therefore assess the potential for hitherto unknown buried remains to survive and the potential for these to be directly affected by the Proposed Development.
10.3.2 Indirect effects can have a variety of forms, if the Proposed Development affects the water table, it could potentially damage the preservation of organic remains within buried archaeological contexts beyond its boundaries. The majority of indirect effects, however, result from changes to the settings of heritage assets and the Proposed Development has the potential to indirectly affect the settings of statutory designated heritage assets including Scheduled Monuments, Listed Buildings, Conservation Areas, Registered Battlefields and Registered Parks and Gardens. All designated heritage assets within 3km of the Site will be identified and those designated assets which could potentially be subject to effects upon their settings will be fully assessed. The assessment will also consider the potential for non-visual settings effects, such as those which could potentially result from elevated traffic, lighting and noise.
10.3.3 Given the planning history of the Site, it is acknowledged that the assets most likely to be subject to indirect effects upon setting will be the Grade I Listed All Saints’ Church, Kirby Hill and the Grade II Listed Skelton Windmill, which are located to the east and west of the Site respectively.
10.4 Assessment Methodology
Baseline Assessment
10.4.1 The primary source of information for the presence and significance of known non-designated historic/archaeological remains in the area will be the North Yorkshire Historic Environment Record. Up to date information on Scheduled Monuments, Listed Buildings, Registered Battlefields and Registered Parks and Gardens along with GIS shapefiles recording their locations and extent will be obtained from Historic England’s Designation Data Download Area. Information on Conservation Areas, including their boundaries and character appraisals will be obtained from HBC.
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10.4.2 All heritage assets within a distance of up to 1km from the Site boundary and all designated heritage assets within a distance of up to 3km from the Site boundary will be identified within the ES. This will allow for an assessment of direct impacts and indirect impacts upon setting. An assessment of the potential for hitherto unknown archaeological remains to survive on the Site will also be made. The need to assess any assets beyond these study areas will be identified through the response to this Scoping Report and other consultation activities.
10.4.3 The ES chapter will fully describe the baseline historic environment conditions, collating the results of desk-based data gathering, map regression, the examination of aerial photographs held by Historic England Archives, Swindon and North Yorkshire HER and a walkover survey. It will identify areas where the Proposed Development may impact upon heritage assets and include a constraints map for direct impacts. The ES chapter will provide and assessment of the identified designated heritage assets in the area surrounding the Site which could be subject to potential effects upon setting.
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11.0 SURFACE WATERS AND FLOOD RISK
11.1 Introduction
11.1.1 The construction and operation of the Proposed Development has the potential to result in effects on Flood Risk, Drainage and Hydrology. This section of the scoping report provides a preliminary characterisation of the surface water features at the Site and identifies the risk of the Site to flooding.
11.1.2 The ES chapter will address the following aspects:
Surface water o Watercourses (rivers and canals) o Reservoirs, lakes and ponds o Wetlands Groundwater Flood risk management Land drainage Wastewater treatment and sewerage infrastructure
11.2 Baseline
Surface Water – Watercourses, reservoirs, lakes, ponds and wetlands
11.2.1 There are no designated main rivers or Water Framework Directive (WFD) defined surface waterbodies located within 2km of the Site or upon which the Proposed Development would impact.
11.2.2 There is a small mapped land drain running adjacent to the eastern boundary of the Site. It is assumed that the land drain currently serves the agricultural land located east. A second small land drain is located approximately 280 m west of the Site, south of the B6265. The drains are not illustrated as falling within the Swale and Ure Internal Drainage Board (IDB) area.
Groundwater
11.2.3 The Site is underlain by the Swale, Ure, Nidd and Ouse (SUNO) Sherwood Sandstone aquifer; this has been assessed under the WFD (Waterbody ID: GB40401G702100).
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11.2.4 The current WFD status of the waterbody is summarised below:
The current overall status is ‘poor’ The current chemical status is ‘poor’ The current quantitative status is ‘good’ The target date for ‘good’ overall and chemical status is 2027
11.2.5 The SUNO Sherwood Sandstone aquifer is protected under the Drinking Water Directive and Nitrates Directive
Flood Risk Management
11.2.6 According to LiDAR data, ground levels on land to the west of the A1 range from approximately 34.5 to 46.0 metres Above Ordnance Datum (m AOD), generally falling to the south-east/east. Ground levels on the land to the east of the A1 are in the region of 35.5 to 39.5 m AOD, generally falling to the south.
11.2.7 The Environment Agency (EA) Flood Map for Planning indicates that the Site is located entirely within Flood Zone 1.
11.2.8 The EA Risk of Flooding from Surface Water map indicates that land in the south-eastern corner of the land to the west of the A1 is at low to medium risk of flooding from surface water. This may be due to water being impounded by the raised A1. There are also some confined areas of low risk in the north and east of the Site.
11.2.9 The British Geological Survey (BGS) Groundwater Flooding Hazard Map indicates that the Site is generally considered to be at low risk of groundwater flooding.
11.2.10 According to the EA Risk of Flooding from Reservoirs map, the Site is not shown to be at risk of flooding from reservoirs.
Land Drainage
11.2.11 The Site is currently greenfield and is therefore not served by a formal drainage system. As described above there is a land drain present to the immediate east of the Site, which may accept flows from some of the land to the east of the A1.
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Infrastructure – Wastewater treatment and sewage
11.2.12 The Site does not currently have a connection to a foul drainage system. However, it is understood that there is a public sewer network within the B6265 which provides an onward connection to Boroughbridge Waste Water Treatment Works (WWTW).
11.3 Potential Effects
11.3.1 The following Proposed Development has the potential to result in the following effects:
The quality of surface water receptors including the land drain running through the east of the Site could be affected by the construction and operation of the MSA and the associated highways works. The quality of groundwater, particularly the SUNO Sherwood Sandstone aquifer could be affected by the construction and operation of the MSA and the associated highways works. Site, buildings and infrastructure could be affected by flood risk. Runoff rates and volumes of surface water could be affected by the construction and operation of the MSA and the associated highways works. Effects on the local foul drainage infrastructure.
11.4 Assessment Methodology
11.4.1 In order to fully assess the effect of the development on flood risk, drainage and hydrology, the following tasks will be undertaken:
Consultation with the Environment Agency, Yorkshire Water, Swale and Ure IDB, North Yorkshire County Council and HBC; An assessment of the impact of the Proposed Development on the relevant surface and ground waterbodies in relation to the quality elements of the Water Framework Directive; Preparation of a Flood Risk Assessment. This will assess the potential risk of flooding to the Site from all sources, and the impact of the proposals on flood risk elsewhere. The Flood Risk Assessment will also assess the existing land drainage arrangements at the Site and identify the potential for any existing surface water regime(s) to be disturbed as a result of the
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Proposed Development. The report will provide a strategy for the disposal and treatment of surface water flows from the Proposed Development; and An assessment of the impact of the development in terms of foul drainage regime requirements.
11.4.2 The significance of any identified effect during both the construction and operational phases will be determined with regard to the status, extent or spatial scale, duration, probability / likelihood and magnitude of the impact and the sensitivity of the receptor.
11.4.3 The significance of the impact will be established through the evaluation of the above elements as informed by the baseline conditions and will ultimately be determined through professional judgement.
11.4.4 The need for any mitigation measures to address adverse effects or enhance positive effects will be considered as appropriate for both the construction and operational phases of the development.
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12.0 TRAFFIC AND TRANSPORTATION
12.1 Introduction
12.1.1 The impact of traffic associated with the Proposed Development will be considered through the preparation of a formal Transport Assessment (TA) report, the key findings of which will inform the assessment of transport related environmental effects within the ES. The TA will represent a technical highways review of the proposals and will include predictions for development related traffic generation and distribution, along with assessments of the ability of the surrounding highway network to accommodate development traffic movements via appraisals of:
link impact / link capacity on the A1(M) motorway; the operation / safety of key network junctions (such as the A168/B6265); and environmental impact criteria.
12.1.2 Pre-application discussions will take place with the following relevant authorities:
Harrogate Borough Council; North Yorkshire County Council – Local Highway Authority; and Highways England.
12.1.3 These discussions will establish the extent of highway network to be assessed and the precise scope of the TA required to understand the traffic and transport implications of the Proposed Development. The scoping process will also agree the Turn In Rates which state what percentage of motorway traffic would use the MSA (based on surveys at adjacent sites and recent MSA applications elsewhere).
12.1.4 The formal TA scoping process will be designed to meet the requirements set out in the ‘National Planning Practice Guidance – Travel Plans, Transport Assessment and Statements’ and the ‘Guidelines for Environmental Assessment of Road Traffic’ produced by the Institute of Environmental Assessment.
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Baseline Conditions
12.1.5 Assessment of the traffic related environmental effects of the Proposed Development will be considered against baseline traffic conditions on the Strategic Highway Network (A1(M) motorway) and local highway network to the Site, as described further in the assessment methodology below. The consideration of baseline conditions will include:
description of local highway network conditions; review of historical Personal Injury Accident records; appraisal of site sustainability; and analysis of baseline traffic levels on the local highway network.
12.1.6 The extent of the highway network to be assessed will be determined during discussions with local highway stakeholders, although it is expected the assessment would be limited to the following links and junctions:
proposed merges and diverges with the A1(M); and link flows on the A1(M) motorway between junctions 48 and 49.
12.1.7 It is considered that an operational assessment of the local road network would not be required as the Site will not lead to a substantial change in traffic flows on the B6265 or A168 except for a small number of staff movements accessing the Site through a proposed rear access off the B6265. This access would be controlled so that it cannot be used by general traffic accessing the A1(M) motorway.
12.2 Potential Effects
12.2.1 Transport-related environmental effects are typically associated with changes in traffic flows on the highway network, both in terms of total number of vehicles and the type of vehicles generated e.g. the proportion of HGVs. Key impact types to be considered in traffic related environmental assessment are as follows:
changes in development traffic impacting on prevailing highway safety conditions, accident risk and, network congestion and delay on key links in the immediate vicinity of the Site and further afield;
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changes in development traffic impacting on other local road network users and the immediate community, resulting in a reduced amenity e.g. community severance, pedestrian delay / intimidation, etc.; and the road safety impact will be considered and will consider the safety benefit of an additional facility where the travelling public from the motorway may rest.
12.2.2 The effect of development traffic on noise at nearby properties and on local air quality will be undertaken within the noise and air quality technical chapters of the ES as described elsewhere in this scoping report.
12.2.3 Transport related environmental effects would vary over the different stages of the development lifetime. Accordingly the assessment of transport related environmental effects will consider:
Construction Traffic Effects – i.e. the extent of additional vehicle movements that would take place to and from Site during the construction phase. It should be noted that any environmental effects associated with construction related traffic are generally only temporary in nature (occurring for the extent of the project construction periods only) and are rarely constant over the full construction period. Operational Traffic Effects – i.e. the day-to-day transport impact of the operation of the Site.
12.3 Assessment Methodology
12.3.1 The transport section of the ES will assess the construction and operational environmental effects of traffic and transportation associated with the Proposed Development. Traffic related environmental impacts will be established via the comparative assessment between the following two core scenarios:
Baseline ‘Do Nothing’ Scenario: Background network traffic + any committed development traffic movements for 2027.; and ‘Do Something’ Scenario: Background network traffic + committed development traffic movements + traffic associated with the Proposed Development for 2027.
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12.3.2 The core assessment of the traffic related environmental effects of the Proposed Development would be undertaken in line with the methodology set out in the IEMA document, ‘Guidelines for the Environmental Assessment of Road Traffic’. The IEMA guidelines suggest the following general rules of thumb when considering the initial appraisal or screening of traffic-related environmental impact, and the identification of where more detailed analysis of specific environmental effects might be required:
Rule 1: include highway links where traffic flows would increase by more than 30% (or the number of heavy goods vehicles would increase by more than 30%); and Rule 2: include any other specifically sensitive areas where traffic flows have increased by 10% or more.
12.3.3 Accordingly, traffic related environmental effects would be established by comparing predicted development-related traffic levels to the key environmental impact thresholds outlined above. The assessment will consider the effects of the construction and operational phases of the proposed MSA development on:
Severance; Driver Delay; Pedestrian delay and amenity; Accidents and safety; and Hazardous loads; and Fear and intimidation.
12.3.4 If the detailed assessment of traffic related operational and environmental effects identifies that a material impact may arise, appropriate physical or operational mitigation measures would be identified and set out within the ES. The residual effects of these measures would then be considered in the context of the identified assessment scenarios.
12.3.5 Impacts of the development-related traffic would be identified in the following categories – Major, Moderate, Minor, Negligible and No Change.
12.3.6 The ES will also summarise the measures proposed in the Framework Travel Plan and would specifically cover staff trips to/from the Site and how these could be made by means other than single occupancy car trips.
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12.3.7 Traffic related noise / vibration and air quality issues would be considered in detail in the sections of the ES specifically dealing with noise and air quality.
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13.0 SOCIO-ECONOMICS
13.1 Introduction
13.1.1 The Socio-Economic Assessment will consider the likely socio-economic effects arising from the Proposed Development during both the construction and operational stages. The main source of effects will be employment generated as part of the Proposed Development, both directly and indirectly, and this will be the focus of the assessment. An overview of other, wider socio-economic effects will also be made.
13.2 Baseline
13.2.1 The assessment will be undertaken via a desk-based study that includes a review of key statistical information. The background information utilised will include data from sources including (as appropriate): 2001 and 2011 Census data; NOMIS data from the Office of National Statistics (ONS); North Yorkshire County Council data; and HBC data.
13.2.2 The practicality of defining the spatial parameters for socio-economic impacts can be complex. As such, the assessment will analyse data available at a variety of spatial levels, depending upon the particular receptor being considered. These will include as appropriate (other levels may also be used):
Local government wards (the Site is located in the Newby ward, close to the Boroughbridge and Wath Vale wards); County and local authorities (North Yorkshire and Harrogate); Yorkshire and the Humber region; England.
13.2.3 The study area for the assessment will be determined via the online mapping resource, Data Shine Commute15 16, which utilises 2011 Census data to identify travel-to-work patterns for particular locations. The mapping is based upon Middle-layer Super Output Areas (MSOAs) identified as part of the Census data. The closest MSOA to the Site is MSOA Harrogate 005, centred on the
15 Data Shine Commute
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village of Boroughbridge, and this will be used as the centre for the study area (i.e. the study area will be based upon travel-to-work data for MSOA Harrogate 005).
13.3 Potential Effects
13.3.1 The Proposed Development has the potential to effect local socio-economic conditions through the following main types of socio-economic impacts:
Direct economic impacts: jobs (typically measured as full time equivalents) and wealth (typically measured as gross value added or GVA17) that are wholly or largely related to the construction (temporary) and operation (permanent) of the Proposed Development. Indirect economic impacts: full-time equivalent jobs and gross value added generated in the economy of the impact area via the supply chain of goods and services which support the direct activities. Induced economic impacts: full-time equivalent jobs and gross value added created by direct and indirect employees’ spending in the impact area. Wider socio-economic impacts: impacts in both the construction and operational phases, including wider construction worker effects in the local area via expenditure; as well as by-products from the process and fiscal benefits to local authorities, via the generation of business rates.
13.4 Assessment Methodology
13.4.1 In undertaking an assessment of the significance of socio-economic effects, it should be noted that there is no standard industry guidance (e.g. from a professional body) to adhere to. Nonetheless, the assessment will be based upon a widely used and accepted methodology. The following sub-sections outline the proposed methodology.
13.4.2 The proposed receptor for the assessment is the performance of the local economy. The following have been identified as socio-economic indicators to inform the assessment of socio economic effects on the identified receptor:
construction sector employment; and rates of employment.
17 Gross value added or GVA is a standard measure of wealth creation used in economic impact assessments.
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13.4.3 The sensitivity of the receptor will be determined, measured by a range of socio- economic indicators compared to the baseline data/policy position. This will take account of the importance attached to the receptor (or indicator) in policy, together with professional judgement relating to the scale of socio-economic challenges (drawing on analysis within the socio-economic baseline).
13.4.4 The magnitude of the change resulting from the Proposed Development will be determined by consideration of the predicted deviation from baseline conditions. Professional judgement will be used in determining the level of magnitude that would upon the receptor.
13.4.5 The sensitivity of the receptor and the magnitude of change will then be considered together to determine the level of effect that would occur. A statement will be made, using reasoned judgement, as to whether the effects on the receptor are significant or not.
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14.0 AGRICULTURAL LAND USE
14.1 Introduction
14.1.1 The Proposed Development is located on agricultural land. As such it is proposed to undertake an assessment of the effects of the scheme on agriculture and agricultural land quality.
14.1.2 This section of the report provides a brief synopsis of the current use of the land and the proposed approach to the assessment that will be included in the ES.
14.2 Baseline
14.2.1 The main MSA facility would be located on land currently used for agriculture on the western side of the A1(M). The DEFRA 1:250 000 Agricultural Land Classification mapping illustrates this area of land as comprising Grade 2 (Very Good) agricultural land. The land is used for arable crop production and recent aerial photos show the land being used for cereal crops and oil seed rape. The Proposed Development would affect 2 agricultural units / fields on the western side of the A1(M).
14.2.2 The land to the east of the A1(M) that would be affected by the Proposed Development comprises a mix of woodland planting, highways land and agricultural land. The DEFRA 1:250 000 Agricultural Land Classification mapping illustrates this area of land as comprising Grade 1 (Excellent) agricultural land. The Proposed Development would potentially affect a four agricultural units / fields on the western side of the A1(M).
14.3 Potential Effects
14.3.1 The Proposed Development has the potential to result in a number of effects to agriculture and agricultural land quality:
Direct loss of productive agricultural land; Indirect loss of productive agricultural land by rendering remaining fields of a size / shape which cannot be economically farmed; Impacts on drainage of adjacent or reinstated land used for agriculture; Impeding access/severance to adjacent agricultural land during construction and/or operation of the Proposed Development.
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Impact of farm businesses through disturbance of operations and/or actions that could affect agri-environmental schemes. Reduction in function / quality of soils temporarily affected by construction works.
14.4 Assessment Methodology
14.4.1 An Agricultural Land Classification Survey will be undertaken in accordance with the Agricultural Land Classification of England and Wales, Guidelines and Criteria for Grading the Quality of Agricultural Land (1996, MAFF). The assessment will involve a desktop survey of soil and geological mapping as well as a soil survey of the Site. Auguring and pitting will be undertaken with logging and laboratory analysis undertaken to the requisite guidelines and standards.
14.4.2 The assessment will also be supported by a Farming Viability Assessment that will examine the impact that the Proposed Development would have on the farms affected. The assessment will consider the structure and use of the land affected by the scheme. Data will be gathered on how the agricultural resource is accessed to ascertain if the construction and operation of the MSA could impact farming operations. Data will also be sourced from the landowners / farmers to understand how any active or planned agri-environment schemes could be affected.
14.4.3 Potential mitigation measures that could be used to reduce or offset potential effects will be described.
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15.0 PROPOSED CONTENTS OF THE ENVIRONMENTAL STATEMENT
15.1.1 The proposed contents and structure of the ES is shown below. It will be produced in four volumes: the first of which is a non-technical summary, the second the main report, the third illustrative figures and the fourth a series of technical appendices containing data and technical assessments undertaken for the ES chapters.
VOLUME 1 - NON-TECHNICAL SUMMARY
VOLUME 2 - ENVIRONMENTAL STATEMENT (MAIN REPORT)
1.0 Introduction 2.0 Scope of the Environmental Impact Assessment 3.0 Alternatives Considered 4.0 Scheme Description and Construction Methods 5.0 Landscape and Visual Assessment 6.0 Ecology and Nature Conservation 7.0 Noise and Vibration 8.0 Air Quality and Human Health 9.0 Surface Waters and Flood Risk 10.0 Traffic and Transportation 11.0 Socio-Economics 12.0 Agricultural Land Use 13.0 Summary of Effects
VOLUME 3 - FIGURES
VOLUME 4 - TECHNICAL APPENDICES
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Figures
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Site Location
Site Boundary
Scale: 1:150,000
Kirby Hill MSA EIA Scoping Report
Figure 1
Site Location
N Scale Date 0 0.5 1 1.5 2 2.5km 1:25,000@A3 April 2017
Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright & database right 2017. All rights reserved. Ordnance Survey Licence number AL 100036678. Q:\1951-2000\2000-01 Kirby MSA\Dwgs\CAD\Scoping\Figure 2 Indicative Site Layout.dwg
1. HGV Parking 2. Caravan Parking 3. Car Parking 4. Coach Parking Area 5. Drive Through Coffee 6. Easy Access Parking 7. HGV / Coaches Fuel Filling 8. Motorcycle Parking 9. Attenuation Basin 10. Dog Exercise Area 11. External break Out Area 12. Play Zone 7 13. Servicing Access 14. Screening using gently graded earthworks 5 15. Main Amenities Building
14 10 2
14
1 4
3
3
6 9 12 11
15 8 14
Kirby Hill MSA 13 EIA Scoping Report
Figure 2
Indicative Site Layout
N Scale Date Not to Scale April 2017 Q:\1951-2000\2000-01 Kirby MSA\Dwgs\CAD\Scoping\Figure 3 Indicative 3D Visualisations.dwg
Kirby Hill MSA EIA Scoping Report
Figure 3a
Indicative 3D Visualisations
Scale Date NA April 2017 Q:\1951-2000\2000-01 Kirby MSA\Dwgs\CAD\Scoping\Figure 3 Indicative 3D Visualisations.dwg
Kirby Hill MSA EIA Scoping Report
Figure 3b
Indicative 3D Visualisations
Scale Date NA April 2017 Q:\1951-2000\2000-01 Kirby MSA\Dwgs\CAD\Scoping\Figure 3 Indicative 3D Visualisations.dwg
Kirby Hill MSA EIA Scoping Report
Figure 3c
Indicative 3D Visualisations
Scale Date NA April 2017 Q:\1951-2000\2000-01 Kirby MSA\Dwgs\CAD\Scoping\Figure 4 Landscape and Visual Viewpoint Locations.dwg
Site Boundary
2 Viewpoint Location
VIEWPOINTS
1. A1 overbridge, north of Site 2. Minor road, north-east of Site 3. MIllings Lane (near All Saints Church) 4. Leeming Lane, edge of Kirby Hill 1 5. Ripon Road roundabout 6. Moor Lane 7. Junction of High Moor Lane 8 with B6265 8. Minor road west of Site 2
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Kirby Hill MSA EIA Scoping Report
Figure 4
Landscape and Visual Viewpoint Locations
N Scale Date 0 500 1000 1500 2000m 1:20,000@A3 April 2017
Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright & database right 2017. All rights reserved. Ordnance Survey Licence number AL 100036678. Q:\1951-2000\2000-01 Kirby MSA\Dwgs\CAD\Scoping\Figure 5 Noise Receptor and Monitoring Locations.dwg
5 6 Fixed Baseline Monitoring Positions
Spot Check Roaming monitoring
Receptors
1. Properties on B6265 2. Properties on High Moor Road 3. Providence Lodge, Leeming Lane 4. Properties on northern boundary of Kirby Hill 5. Properties at Balk Top 6. Properties off The Balk, Marton-le-Moor
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Kirby Hill MSA EIA Scoping Report 4 Figure 5
Noise Receptor and Monitoring Locations
N Scale Date 0 250 500 750 1000m 1:10,000@A3 April 2017
Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright & database right 2017. All rights reserved. Ordnance Survey Licence number AL 100036678. Q:\1951-2000\2000-01 Kirby MSA\Dwgs\CAD\Scoping\Figure 6 Air Quality Study Area.dwg
Study Area Boundary
Sensitive Receptors within the Study Area
Kirby Hill MSA EIA Scoping Report
Figure 6
Air Quality Study Area
N Scale Date 0 250 500 750 1000m 1:10,000@A3 April 2017
Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright & database right 2017. All rights reserved. Ordnance Survey Licence number AL 100036678.