ENVIRONMENTAL STATEMENT Non-Technical Summary
PHX-RDG-XX-XX-RP-T-00004
Prepared for Contact Britishvolt Jenny Henderson Principal Planner
Prepared by Guy Wakefield Ridge and Partners LLP Partner
Version Control VERSION DATE DESCRIPTION CREATED BY REVIEWED BY APPROVED BY
P01 Feb 2021 Environmental Statement Non- JH EW/GW GW Technical Summary
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Table of Contents
1. INTRODUCTION 3 2. APPROACH TO EIA 4 3. SITE AND SURROUNDING AREA 7 Site Location and Description 7 Surrounding Area 8 Planning History 9 4. DESCRIPTION OF DEVELOPMENT 10 Introduction 10 Battery Processing 10 Design and Layout 10 Parking, Access and Servicing 12 Landscape and Ecological Strategy 12 Development Programme and Construction Methodology 13 5. ASSESSMENT OF ALTERNATIVES 15 Introduction 15 The ‘Do Nothing’ Scenario 15 Alternative Sites 15 Alternative Site Layouts/Design 16 6. PLANNING POLICY CONTEXT 18 7. ECOLOGY AND NATURE CONSERVATION 19 8. LANDSCAPE AND VISUAL IMPACT 22 9. TRANSPORT AND ACCESS 24 10. NOISE 25 11. AIR QUALITY 29 12. SOCIO-ECONOMICS 31 13. CLIMATE CHANGE 33 Emissions Reduction 33 Climate Change Adaptation 34 14. MAJOR ACCIDENTS AND DISASTERS 35 15. CUMULATIVE EFFECTS 36 16. SUMMARY 37
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1. INTRODUCTION
1.1 This Non-Technical Summary (NTS) describes in non-technical language the likely significant environmental effects in relation to the full planning application for the erection of a Battery Manufacturing Plant together with associated development (‘the Proposed Development’) at the Former Coal Stocking Yard, Cambois (‘the Site’) which has been submitted on behalf of Britishvolt (‘the Applicant’).
1.2 The Site of the Proposed Development is located on previously developed land that was formerly used for the storage of coal for the former Blyth Power Station.
1.3 The Proposed Development is for a new battery manufacturing plant, with associated landscaping and parking. The Proposed Development comprises of an advanced manufacturing building (known as the ‘Gigaplant’) with supporting ancillary buildings and structures for the production of cutting- edge green battery cells.
1.4 Britishvolt is Britain’s foremost investor in battery technologies. It is dedicated to supporting the future of electrified transportation and sustainable energy storage, producing world-leading lithium- ion battery technologies.
1.5 An Environmental Impact Assessment (EIA) has been undertaken by Ridge and Partners LLP and a team of competent experts, to assess the environmental effects of the Proposed Development. The EIA is reported within an Environmental Statement (ES) which has been prepared in line with the EIA Regulations1. The purpose of the ES is to identify the likely significant effects that the Proposed Development may have on the environment and setting out how they can be avoided or reduced. This NTS sets out the key issues and findings of the ES in an accessible format for the wider audience.
1.6 The ES comprises: • Volume 1: Main Text • Volume 2: Figures • Volume 3: Technical Appendices
1.7 The ES and this NTS accompany a suite of documents that together support the full planning application submitted to the Local Planning Authority, Northumberland County Council (NCC).
1 Town and Country Planning (Environmental Impact Assessment) Regulations 2017 (as amended) PHX-RDG-XX-XX-RP-T-00004 Page 3 of 37
2. APPROACH TO EIA
2.1 An EIA identifies the likely significant environmental effects of a proposed development on the environment, and where relevant, outlines mitigation measures that would either avoid, minimise or offset any negative (adverse) effects.
2.2 An EIA scoping exercise was undertaken to establish the ‘scope’ (content) of the EIA and identify the issues which required detailed consideration in the ES. Given the issues regarding confidentiality at the time, an Informal Scoping Note was submitted to NCC in October 2020. An Informal Scoping Response was received from the LPA in January 2021. The Applicant has taken on board the advice received from the LPA and statutory consultees during pre-application discussions and within the Informal Scoping Response; these have been used to inform the following topics which are likely to provide potential significant environmental impacts, and have been included as part of the ES: • Ecology and Nature Conservation • Landscape and Visual Impact • Transport and Access • Noise • Air Quality • Socio-Economics • Climate Change • Major Accidents and Disasters
2.3 The scoping exercise concluded that the Proposed Development is not likely to give rise to significant environmental effects in respect of Archaeology and Cultural Heritage; Lighting; Hydrology and Flood Risk; Ground Conditions; and Coal Mining and Minerals. These topics were therefore not considered further in the ES.
2.4 For the topics included, the ES includes a description of the ‘baseline condition’ which is the existing environmental characteristics for each individual topic. Where relevant, the ‘future baseline’ (how the baseline environment may change in the absence of the Proposed Development) is also set out.
2.5 Each topic identifies sensitive receptors, which includes existing residents and businesses, construction workers, nature conservation sites, habitats and species, pedestrians, cyclists and road users, amongst others.
2.6 Each topic assessment then measures whether environmental effects on those receptors are significant using standards or codes of practice and expert judgement.
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2.7 The ES considers potential effects during both the construction and operational phase of the development.
2.8 The overall level of the effect (i.e. whether it is significant or not) is described in each of the technical chapters, determining whether those effects are direct, indirect, secondary, cumulative, transboundary, short-term, medium-term or long-term, permanent or temporary, positive or negative. The overall significance is then assessed by determining: • Whether the actual change taking place (magnitude) is major, moderate, low or negligible; and • Whether the sensitivity or value of the receptor is high, moderate, low or negligible.
2.9 The overall effect of significance is based on the interaction between magnitude and sensitivity, whereby the effects can be beneficial (positive), adverse (negative) or negligible (neutral). Overall, the effects, are defined as follows: • Major (adverse or beneficial) – where the development would cause significant deterioration (or improvement) of the existing environment; • Moderate (adverse or beneficial) – where the development would cause noticeable deterioration (or improvement) to the existing environment; • Minor (adverse or beneficial) – where the development would cause perceptible deterioration (or improvement) to the existing environment; • Negligible – no discernible improvement or deterioration to the existing environment.
2.10 Unless specified within the Technical Chapter, if the effect falls into the category of either ‘moderate’ or ‘major’, it is considered significant in EIA terms.
2.11 If adverse effects are identified, then mitigation measures have been put in place where practicable to reduce that impact. The extent of the mitigation measures and how these will be effective is discussed within each of the technical chapters. ‘Residual effects’ are those that remain after mitigation measures have been implemented.
2.12 The EIA Regulations also require assessment of any potentially significant effects of the development that may arise cumulatively (when combined with) other major development with planning permission or under construction in the local area. The sites to be considered were agreed with NCC and are identified on the below plan.
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Figure 1: Cumulative Sites
2.13 The ES also considers the effects that have arisen from individual effects of the Proposed Development interacting (e.g. traffic, noise and air quality). These interactions are considered in Chapter 15 of this NTS.
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3. SITE AND SURROUNDING AREA
Site Location and Description
3.1 The Site of the Proposed Development is 92.2 ha of previously developed land that was formerly used for the storage of coal for the former Blyth Power Station.
3.2 The Site comprises generally of large areas of tarmac and other features associated with the handling of the coal. The site consists of flat, low-lying land with exception to two Pulverised Fuel Ash (PFA) mounds located in the north east of the site which rise up to 12m AOD and 24m AOD. The land is generally open apart from a number of scattered trees and scrub across the low-lying ground. Trees on the western slopes of the PFA mounds were planted approximately 20 years ago and are well established. Tree belts are found in the south-west of the site enclosing an area of 1930’s housing off Harbour View.
3.3 Other localised features include a railway line to the north of the site which continues south along the eastern boundary, albeit this section is now disused. A bridge over the railway to the east of the site provides a connection to the village of Cambois. Two water courses are found within the site, Maw Burn and Cow Gut, which flow in a west to east direction, and are mainly culverted. A line of electricity transmission pylons crosses the Site generally along its western boundary in a north-south direction.
3.4 There are several access points to the Site, 1 to the north-west, and 3 along the southern boundary. The main access is in the south east corner of the Site, with a further access close to the dwellings on Wilson Avenue, and an alternative off the mini roundabout on Brock Lane (although this is partly blocked).In terms of Public Rights of Way (PRoW), Wansbeck Public Footpath No 59 is located to the south-east of the Site, adjacent to the site boundary. It follows the Site boundary north-south, with a small element within the site boundary before it crosses the railway line to the east. Wansbeck Public Footpath No 62 is situated to the south-west of the Site, and is accessed north of the existing housing development, before heading west and north-west through the wooded area along the edge of the Site. This connects to Wansbeck Public Footpath 54 to the north-west of the site which runs through the adjacent industrial estate to Wembley Gardens.
3.5 The majority of the Site is bounded by 2.4-metre-high palisade fencing.
3.6 The Site does not fall within the boundaries of any European, National or Local ecological designated sites. However, the Site is close to the following statutory designated sites are located on the coastline to the east of the site: • Northumbria Coast Special Protection Area (SPA)
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• Northumberland Marine SPA • Northumberland Shore Site of Special Scientific Interest (SSSI) • Northumbria Coast Ramsar • Berwick to St Mary’s Marine Conservation Zone (MCZ) • Coquet to St Mary’s MCZ
3.7 The Site is also close to the non-statutory designated site: Northumberland Marine Blyth Estuary Local Wildlife Site as well as the locally important bird sites: Wansbeck Estuary and Castle island.
3.8 The majority of the Site is located in Flood Zone 1, with a small parcel in the south east corner within Flood Zone 2.
3.9 There are no statutory heritage designations within the site boundary. The only designated assets within the vicinity of the Site are the Grade II listed West Staithes and the Grade II listed Cambois War Memorial.
3.10 The Site is located within a Coal Mining Risk Assessment Area.
3.11 Within current adopted planning policy, the Site is located within the Cambois Zone of Economic Opportunity, and a small parcel of land in the south west corner of the Site is safeguard for parks and open space.
3.12 In emerging planning policy, the Site is located within the Blyth Strategic Employment Area, a mineral safeguarding area and as existing a small parcel of land in the south west corner of the Site is protected for open space.
Surrounding Area
3.13 There are pockets of residential development situated to the south-west, north-east, and south-east of the Site. The settlement of Cambois is found running along the coastline, generally to the east of the site. The majority of houses are Victorian/Edwardian terraces originally provided for workers of the coal industry associated with Cambois Colliery, now disused. Cambois Primary School is located east of the site off Cowgate.
3.14 Other uses surrounding the site include a greyhound racing track and allotments to the north-east, a motor cross track to the west, and the recently constructed Convertor Station for the North Sea Link (NSL) Project to the south-west.
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3.15 Despite the above uses, the Site is located in a predominantly industrial and commercial area which has historically been a focus for industry, including the former Blyth Power Station and industries associated with the River Blyth and the port.
Planning History
3.16 The site has been subject to a number of planning applications, mainly relating to its previous use. However, none are directly relevant to this EIA.
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4. DESCRIPTION OF DEVELOPMENT
Introduction
4.1 The Proposed Development (the ‘Proposed Development’) for the purposes of the application and the ES is as follows:
Full planning application for the erection of a battery manufacturing plant with ancillary offices, together with associated development and infrastructure works (including site preparation works, ground modelling, drainage, landscaping, vehicular access, cycle and pedestrian access, parking provision, substation and other associated works). The battery manufacturing plant is also referred to as the ‘Gigaplant’.
Battery Processing
4.2 The proposed Gigaplant will produce world class lithium-ion batteries. The first phase of the facility is proposed to be operational by 2023 and at full capacity by 2028. Once at full capacity, the Gigaplant will have a production capability of 30GWh. This equates to approximately 300,000 electric vehicles battery packs each year for the UK automotive industry.
4.3 Battery processing involves the use of hazardous substances and that this will be controlled by COMAH (Control of Major Accident Hazards). This is a separating licensing process.
Design and Layout
4.4 The Site will be occupied by a main manufacturing building (the Gigaplant) and a number of ancillary buildings.
4.5 The main manufacturing building is located to the north of the Site and has a footprint of approximately 256,000sqm. The building itself measures 553 metres by approximately 460 metres and has a maximum height of 28 metres. 6 flues will extend beyond the ridge height of the building by 10.5 metres.
4.6 The external facades of the building will be constructed of metal composite cladding comprising a dark band at ground level with a lighter band above, with areas of glazing.
4.7 The logistics zone is proposed to the north of the building. This consists of a 50-metre-wide concrete service yard adjacent to the inbound and outbound areas of the building. The HGV unloading process is both dock levellers and side unloading. With dock leveller the external levels will be lowered to
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provide level access from trailers. For the side unloading, high speed vehicular doors are provided for forklift access.
4.8 To the north of the logistics yard is a service area containing the waste and recycling building and sprinkler tanks. The waste and recycling building will process the commercial waste from the factory. Front of house waste will be dealt with at a local bin store for scheduled collection within the front of house area.
4.9 Gate houses are proposed to the HGV entrance and staff/visitor entrance.
4.10 A sub-station to serve the development is located close to the southern boundary of the Site, adjacent to the visitor gate house.
4.11 The Gigaplant will be constructed in three phases moving from east to west across the Site and will allow Britishvolt to fit out the building as battery production increases across the Site. Table 4.1 provides a breakdown of the building footprint across all three phases:
Table 4.1 – Proposed Footprint Area Phase 1 (m2) Phase 2 (m2) Phase 3 (m2) Total (m2) Ground Floor 91,388 82,477 82,477 256,314 Upper Levels 4,324 2,837 2,896 10,058 Second Floor Process Area 43,523 35,455 35,455 113,434 Office/ Ancillary 5,290 5,290 Waste and Recycling Compound 640 640 Logistics Gate House 67 67 Visitor Gate House 150 150 Total: 386,953
4.12 To the south of the proposed Gigaplant, there are some areas shown which will remain undeveloped as part of the Proposed Development. The majority of this land is allocated for employment development in the adopted and emerging Local Plan, and there is potential for its future development. It is anticipated that this land will be developed for businesses linked to or supplying goods to the Gigaplant; however, this future development would be the subject of future planning application/s which would be assessed on their merits and also subject to EIA Screening and/or Scoping.
4.13 The existing public open space to the north of Northfield, along the southern boundary will be retained in its current form.
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Parking, Access and Servicing
4.14 Three vehicular entrances are proposed into the Site. To the south of Site, there is a logistics entrance proposed which would come off the existing roundabout serving Brock Road located in the south west corner of the Site. In the south-east corner of the Site is the proposed visitor and staff entrance which is accessed off Brock Lane. In the north-west corner of the Site, is a proposed emergency access point. This will be secured by a gate to ensure that vehicles do not use this access unless in an emergency.
4.15 The internal arrangement of the roads has been carefully designed to try and minimise likely conflicts between HGV’s, visitor/staff cars and pedestrians and includes segregation of HGVs and cars and a one-way system.
4.16 The main pedestrian and cycle access will be from the visitor/ staff entrance in the south-east corner of the Site. A walkway/ cycle lane is proposed to run adjacent to the access road providing a clear and direct access to the front of house area. A second pedestrian access is over the existing bridge and former railway line to the east of the Site. A pedestrian gate will be provided and a clear footpath link to the front of house area. An additional cycle and pedestrian link is provided to the north-west of the site, which follows the northern boundary of the Site to the front of house area.
4.17 As part of the Proposed Development it is anticipated that a 900m long section of improvement to the existing footway along Brock Lane will be delivered to provide continuous cycle and footway provision for users of the site and nearby residents.
4.18 A total of 1,124 car parking spaces, and 122 covered cycle parking spaces are proposed as part of the Proposed Development. 6% of the parking spaces, (68 number) will be dedicated for disabled use. 6% of the parking spaces, (68 number) will have active electric charging points and a further 182 spaces will have passive electric charging point facilities.
4.19 The PRoWs that cross the site will be retained in their current position. There is one point where the south-west PRoW will need to cross the logistics access and it is proposed to incorporate dropped kerbs and tactile paving at this location.
Landscape and Ecological Strategy
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4.20 The landscape strategy includes provision of four character areas. Recharge: Park is located outside the front of house area and provides meeting spaces for visitors and staff. The Ecology Battery is located along the eastern boundary of the site and has restricted access to encourage biodiversity to thrive. The Shingle Flats is the area for car parking, and ‘Faraday’ Field is to the west of the site and proposes planting and landforms, which will not only screen the site from views but also provide biodiversity enhancements.
4.21 In the short-term, the south eastern corner of the Site is proposed to be retained in its current form to provide ecological mitigation. As part of the mitigation for the proposed development, there is a proposal for offsite mitigation and habitat creation to be provided at Potland Burn to the west of Ashington; this is explained in more detail in Chapter 7.
Development Programme and Construction Methodology
4.22 The Proposed Development will be constructed in three phases over several years, beginning operation in 2023 after completion of Phase 1. The intention is for Phase 2 to be operational by 2025, and Phase 3 by 2028. All three phases will be construed during the initial construction period, but the fitout will be staggered to allow Britishvolt to react to the developing battery production approaches, and utilise the most cutting edge technology, at each stage of fitout. Construction of the Proposed Development is anticipated to commence in Autumn 2021, subject to gaining planning permission. The construction process including the completion of Phase 1 to operation, and development of Phase 2 and 3 to superstructure, is expected to be completed by 2023.
4.23 A number of the construction activities will overlap and be undertaken concurrently. April 2022 to June 2022 is the peak period for construction activity.
4.24 A detailed Construction Environmental Management Plan (CEMP) will be prepared prior to construction which will set out the principles and measures that contractors should adhere to on site to minimise and mitigate environmental impact that may arise during the construction period. This will include measures aimed at reducing dust and noise nuisance. The preparation of a CEMP is an established method of managing environmental effects resulting from construction works and will be secured by planning condition.
4.25 A Construction Traffic Management Plan (CTMP) will also be prepared which will set out measures for managing and mitigating construction vehicle activity into and out of the site , to ensure safety of other road users and to protect the environment.
4.26 Construction activities on site will be managed to reduce the level of waste generated. A Site Waste Management Plan (SWMP) will be prepared as part of the CEMP which will set out control measures
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to ensure that waste generated from the construction of the Proposed Development is kept to a minimum.
4.27 Likely significant environmental issues associated with the enabling, demolition and construction works, and measures identified to mitigate these effects are discussed within each Technical Chapter (Chapter 7- 14).
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5. ASSESSMENT OF ALTERNATIVES
Introduction
5.1 The EIA Regulations requires that an ES includes ‘a description of the reasonable alternatives (for example in terms of development design, technology, location, size and scale) studied by the developer, which are relevant to the proposed project and its specific characteristics, and an indication of the main reasons for selecting the chosen option, including a comparison of the environmental effects.’
5.2 This Chapter outlines the main alternatives of the scheme considered by the Applicant and key reasons as for proceeding with the Proposed Development. The alternatives that have been considered in this chapter include: • The ‘Do Nothing’ Scenario • Alternative Sites • Alternative Designs
The ‘Do Nothing’ Scenario
5.3 The ‘Do Nothing’ scenario would result in the Site remaining in its present condition. In this scenario, the baseline conditions identified within this ES would remain largely as described, and the effects identified during the construction and operational phases of development would not arise.
5.4 However, the ‘No Development’ scenario is not considered a reasonable alternative given that the Site is allocated as a strategic employment site in the current development plan, with a view to this status continuing in the replacement Local Plan that is currently in the advanced stages of preparation.
Alternative Sites
5.5 Britishvolt engaged with the Department for International Trade and the Advanced Propulsion Centre (APC) to identify a shortlist of appropriate sites. Four sites were selected including land in Durham, Northumberland, Somerset and South Wales. These sites were assessed in more detail using a number of criteria. The Site was finally selected as the preferred location, based on a number of opportunities, either now or in the future: • Size of Site - Approximately 92 hectares of which a large proportion is developable; • Topography - Relatively flat site which can facilitate a large building. Remodelling and cut and fill relatively straightforward on this site.
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• Ground Conditions – good ground conditions. • Power Infrastructure - Significant power supply available due to close proximity of National Grid and Northern Powergrid assets. • Renewable Energy – The Site is in close proximity to the landing point of the EDF Offshore Demonstrator and other potential sources of renewable energy. • Rail – The Site benefits from access to two existing rail spurs which link to the local branch line and then connect to the Network Rail national network. • Sea Port - There is entry via a service corridor to Ash Barge Dock and Battleship Wharf Quays with deep-water and jack up barge capability. Access is available to the Port of Blyth and North Sea basin. • Road - The Site is well connected to the A189 dual carriageway which connects to the A19 and then the A1(M). • Availability of local workforce – The proposed use complements existing local specialisms and those of the North East region and strengthens the region’s advanced manufacturing and automotive capabilities. The Proposed Development also aligns with local strategic ambitions and objectives.
Alternative Site Layouts/Design
5.6 The approach to the design has evolved throughout the pre-application process. This section summarises how the design of the Proposed Development has evolved and how environmental considerations have influenced the final design.
5.7 Given the scale of the Site and its complex history, at the outset of the development a number of key constraints were identified. This includes: • Electrical transmission towers and cables in the south-west of the Site and easements required; • PFA Mounds in the east of the Site; • Existing ponds and water courses (Maw burn and Cow gate) that cross the Site; • Ash ponds in south east of the Site; • PRoW within the Site; • Adjacent land uses, namely residential and a school adjacent to the Site, and potential requirements for mitigation; and • Areas of vegetation.
5.8 Following the constraints analysis, a number of Process Layouts were produced based on the Applicant’s brief, and a model was used to develop the most efficient design for the Site, taking into account the above constraints. In all model options, the main building was located towards the
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north of the Site, where the largest potential development area can be achieved between the PFA mounds and the pylons. However, various options for the shape of the building were presented.
5.9 Discussions were undertaken with the technical team and Applicant as part of an iterative process, and the design of the Gigaplant building, and its supporting infrastructure, has been tailored for the process to ensure optimal process and site efficiency. A value engineering exercise was also undertaken which had the effect of reduced building massing, footprint and complexity to develop the most efficient solution, whilst still meeting the operational requirements of Britishvolt.
5.10 During the process of refining the design of the Proposed Development, a degree of layout evolution has occurred in response to environmental considerations. This evolution has been informed by both the Applicant’s aspirations for the Site, as well as continuous engagement from the technical team, with the aim of avoiding and minimising adverse effects through design. Key design decisions and influences include: • Public Rights of Way • Location of Substation • Ecological Mitigation Requirements • Landscape Design • Access and Movements • Location of Services
5.11 The Design and Access Statement, submitted as part of the planning application documentation, explains the scheme’s evolution.
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6. PLANNING POLICY CONTEXT
6.1 The Site sits within the constituency of Northumberland County Council, and its relevant development plan comprises: • ‘Saved’ policies of the Wansbeck District Local Plan (July 2007) • Northumberland Minerals Local Plan (March 2000)
6.2 In terms of adopted policy, Policy EMP3 of the Wansbeck District Local Plan designates the land at Cambois (which the Site is located in) as a Zone of Economic Opportunity for development by businesses requiring large sites in non-estate locations. This policy identifies that proposals for employment development in classes B1, B2 and B8 will be permitted subject to a number of criteria.
6.3 The emerging Northumberland Local Plan was submitted to the Secretary of State in May 2019 and is currently undergoing examination. Once adopted, the Northumberland Local Plan will replace the ‘saved’ policies of the Wansbeck Local Plan and the other Local Plans within the former Northumberland Districts. It will cover the period to 2036. At the current time and given the outstanding matters it is considered that only limited weight can be given to the policies within this plan.
6.4 Policy ECN 2 relates to the Blyth Estuary Strategic Employment Area and allocates the site ‘Land at Blyth Estuary’ as a 'Strategic Employment Area'. This Policy looks to prioritise industrial uses in the following sectors, amongst others: low carbon and related environmental goods and services, and energy generation sectors with special emphasis on renewable and low carbon.
6.5 The Planning Statement, which accompanies the planning application submission, includes an assessment of each of the policies and the overall planning balance.
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7. ECOLOGY AND NATURE CONSERVATION
7.1 Field surveys indicated that majority of the site supports habitats that have developed on the former coal stocking yards and their transport and drainage infrastructure since they were cleared around 20 years ago. Bare ground is the most abundant habitat, either tarmac or crushed rock/concrete which is revegetating to form open mosaic habitats and maturing to species rich neutral and calcareous grassland in places. Open mosaic habitats on previously developed land are a national priority habitat and these are considered to be of county conservation value but are degraded by the presence of a number of non-native invasive species. Scrub cover is progressively increasing. To the east are two PFA mounds that have been restored to grassland with tree and shrub planting. Wetlands have formed on areas previously used for water storage, drainage or settlement lagoons, and there are areas of plantation broadleaved woodland, particularly wrapping around the south western side of the site. Two watercourses that pass through the site are extensively culverted.
7.2 These initial surveys identified a requirement for further detailed surveys for breeding and wintering birds, more specialist botanical work, bat surveys and checking surveys for species including otter, badger, invertebrates and great crested newt. These surveys indicated that areas of the site are used as a high tide wader roost, that grayling butterfly is present on site and in the wider local area in numbers of regional significance, that breeding birds of county significance are present, namely little ringed plover, ringed plover and willow tit. Surveys indicate that great crested newts and badger are absent, and that there are only low levels of bat activity over the site, with no roosts present. Otter are known to use the nearby estuaries and may pass through the site at times, but habitats are generally poor for them.
7.3 The proposed development site is not within any designated wildlife sites but is near the following designated sites: • Northumbria Coast SPA and Ramsar Site • Northumberland Marine SPA • Northumberland Shore SSSI • Berwick to St Mary’s Marine Conservation Zone • Coquet to St Mary’s Marine Conservation Zone • Blyth Estuary Local Wildlife Site • Wansbeck Estuary Local Wildlife Site
7.4 Protected sites varying from county to international significance are therefore present within 750m.
7.5 NCC were consulted and identified that the Proposed Development has potential for likely significant effects to ecology and nature conservation, with the key issues identified as:
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• Potential for ornithological impacts on designated wildlife sites and their functionally related land though loss of habitats within the site, as well as indirect effects during construction (noise, vibration, visual etc.) and operation (increased recreational disturbance from employees, increased noise, lighting, road traffic etc.) • Potential for non-ornithological impacts: Indirect impacts on the statutory and non-statutory designated sites including from pollution (water, air, noise, light etc.) which could impact on non-ornithological features associated with the Coquet to St Mary’s Marine Conservation Zone and the Blyth Estuary LWS.
7.6 Natural England were consulted through their Discretionary Advice Service, provided with wintering bird data, and completed a site walkover on 11th December 2020. They identified that changes that affected over 1% of the SSSI or SPA populations would be issues of concern.
7.7 Detailed consultation with NCC’s Ecologist, on survey approaches, assessment and mitigation measures has been undertaken throughout the ES process. It has been indicated through this process that assessment and delivery of 10% net gain would be required, assessed using the Biodiversity Metric.
7.8 The key potential ecological changes from the development are the risks of harm to nearby protected sites, the species using them and the loss of habitats and species associated with brownfield land. There will be a net loss of open mosaic habitats, but these are primarily short term habitats created by human disturbance, and the resource on site would progressively reduce in the long term, through succession to woodland and scrub, without any development. Indeed, current open habitats are in part maintained by cutting of sea buckthorn scrub.
7.9 Working methods, monitoring and design can ensure that nearby protected site are not affected by changes to light levels, noise, dust or air quality. The habitats on site are not suitable for qualifying bird species of the nearby SPA’s.
7.10 High tide roost counts of over 1% of the wintering SSSI populations of redshank and curlew were recorded on site on a small number of surveys, leading to further consultation with Natural England. Mitigation will be provided by retaining the roosting area in the short to medium term and providing large scale habitat creation for waders at a compensation site at Potland Burn. Natural England have agreed with this approach.
7.11 The Biodiversity Metric has been used to assess habitat changes at the site, and this records a large habitat loss, largely due to the value assigned to open mosaic habitats on previously developed land by the metric. This loss, together with the effects on wading birds, will be balanced by habitat creation
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at the restored opencast coal mine site at Potland Burn. Designs have been developed which will result in a net gain to habitat biodiversity of over 10%.
7.12 As brownfield habitats are not being replaced on a like for like basis there will be a net loss of this habitat but significant net gains in seasonally flooding wet grassland, species-rich neutral and calcareous grassland, woodland, scrub and wetland habitats.
7.13 It is likely that through the habitats created at Potland Burn, and the species supported by them, there would be a benefit of County significance in the long term.
7.14 With the combination of on-site mitigation measures and habitat creation, and off-site habitat creation at Potland Burn the only significant residual adverse ecological impacts from the development are through the loss of open mosaic habitats, a moderate adverse change, the likely loss of nesting ringed plover and little ringed plover, a moderate adverse effect, and the risk of reduction to invertebrate populations of brownfield land from construction in the medium term, a moderate minor adverse change.
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8. LANDSCAPE AND VISUAL IMPACT
8.1 The likely effects of the Proposed Development on landscape character and visual amenity have been assessed and are reported in full in Chapter 8 of the ES.
8.2 The Site of the Proposed Development occupies 92.2ha of the extensive flat Cambois coastal area between the two river mouths. The area is dominated by the large-scale industrial elements being present in all views around with the main focus being on the Port of Blyth.
8.3 The Site comprises strategic employment land, which is generally open, apart from the PFA mounds rising along the eastern boundary and dense woodland lining the Site’s southwestern boundary. These existing valuable landscape features would be retained and incorporated into the Site design in order to catalyse positive connections and transformations between the new buildings and its surroundings.
8.4 The existing PFA mounds would screen most of the Gigaplant’s eastern elevation, and therefore only the upper level of the proposed building would be exposed in views mainly related to Unity Terrace. The bulk of the northern elevation of the Gigaplant, which would be open in views from Wembley Gardens road and associated Cambois properties, would be visually reduced and softened by the mitigation proposal alongside the Site’s northern boundary such as creating a meandering channel for Maw Burn and the provision of a cycle path and associated planting.
8.5 LDA Design have produced a Landscape Strategy that provide ecological mitigation areas which would be blended with the existing green network and landscaped perimeters of the Site, involving attenuation basins, landforms, and planting of native coastal species. The objective of the Landscape Masterplan is to help integrate the Proposed Development into its surrounding landscape, minimise potential negative visual and landscape impacts (in so far as possible) and enhance the existing landscape structure, amenity value, and biodiversity.
8.6 Although the landscape of Blyth and the Wansbeck Estuaries is valued for its industrial heritage and for a picturesque stretch of coastline characterised by beaches, the Site and its surroundings have limited landscape value. As the Proposed Development would be set back from the coast, the flat open large scale coastal landscape possesses sufficient scale to absorb the proposed Gigaplant.
8.7 Effects on the Blyth and Wansbeck Estuaries landscape character are considered at most to be of Moderate and Neutral in Short/ Medium and Minor in the Long term / Permanent.
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8.8 In terms of visual amenity, the Gigaplant building would be well contained in views from the surrounding area and wider landscape. The upper parts of the flues would appear within the existing context of industrial vertical features such as stacks and pylons within the study area. Although the large Gigaplant building and tall flues would be evident at some distance, due to the industrial context and the position of the building adjacent to the existing PFA mounds, the scale of the Gigaplant in views would be reduced.
8.9 It is expected that Short/ Medium term major magnitude visual effects would occur where the main bulk of the Gigaplant would appear in the proximity to the settlement of Cambois, which is next to Wembley Gardens and related footpath network, where visual effects, at most, would be of Major- Moderate and Neutral. Due to the mitigation provided the Long term / Permanent effects caused by the Proposed Development would reduce to Moderate not significant and Neutral on visual amenity.
8.10 Generally, these Short/ medium term proximity effects on visual amenity present moderate magnitude of change resulting in Moderate not significant and Neutral effects.
8.11 Corresponding with distance from the Site in all directions, visual effects would reduce, as intervening landscape features, such as vegetation, landform and buildings, would screen views, and therefore effects on visual receptors beyond the immediate context of the Site would not give rise to any significant effects, being at most Minor and Neutral.
8.12 The Site is not covered by any national, regional or local landscape policy designations. The Site’s location has historically been a focus for industry, including the former Blyth Power Station and industries associated with the River Blyth and the port. The Proposed Development would continue the Site’s energy industry heritage, by turning to green energy.
8.13 The Proposed Development would manifest the redevelopment of the former Coal Stocking Yards as a major opportunity for restoration of a current derelict landscape. The reclamation of former industrial areas is an ongoing process that is dramatically changing the character of coastal Wansbeck. Aesthetically, the transformation of industrial areas has been regarded as a positive impact on visual amenity and the general landscape character.
8.14 Given the heritage of Power Plant iconic chimneys, buildings of large scale would provide the catalyst for Site regeneration and may bring further opportunities to restore local landscape structure and quality.
8.15 It is therefore considered that overall, the Proposed Development would result in moderate ‘not significant’ and neutral effects on the local landscape character and visual amenity.
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9. TRANSPORT AND ACCESS
9.1 The likely significant environmental effects of the proposed development in terms of transport has been assessed in accordance with the relevant assessment rules set out within the IEMA Guidance Note 1: Guidelines for the Environmental Assessment of Road Traffic (‘the IEMA Guidelines’).
9.2 The assessment determined that: • There are no significant environmental effects anticipated as a result of the Cumulative Assessment; • During the construction period, a detailed Construction Traffic Management Plan (CTMP) will be implemented to help mitigate the impact of construction traffic; • During operation, the implementation of a 900m long section of improvements to the existing footway along Brock Lane (to include a cycleway) together with the introduction of a new TOUCAN crossing will undoubtedly improve pedestrian amenity (including fear and intimidation), positively affect pedestrian delay and improve cyclist safety; • Operational facilities are proposed to work on a three-shift pattern over a 24-hour period, designed to avoid shift change-over during the traditional AM and PM peak periods on the local highway network; • The Proposed Development and associated mitigation measures will be in accordance with national, regional and local policy; • The development proposals are supported by a Transport Assessment (TA) and a Framework Travel Plan (FTP); • The development proposals are compliant with the main transport-related policies and objectives at both a national and local level; and • Safe and suitable access will be provided to the proposed development site.
9.3 It has been concluded that with the above mitigation measures in place the Proposed Development is likely to result in an overall minor adverse effect on severance, a negligible effect on driver delay and accidents and safety and a minor beneficial effect when considering pedestrian and cyclist delay and amenity and fear and intimidation. These effects are not significant.
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10. NOISE
10.1 The Proposed Development will introduce new noise sources to the local area. These noise sources have a potential to cause significant effects in humans and wildlife if they are not addressed in a responsible and reasonable manner. Early consideration has been given to noise within the layout planning and through direct liaison with NCC to identify the sources of noise (and vibration) of most importance as listed below: • Construction enabling works to clear and remove concrete or other hard obstacles in the ground, which will involve the use of hydraulic pecker breakers; • The driven piling techniques necessary to construct the foundations; • The temporary additional construction road traffic; • The permanent additional operational road traffic generation from deliveries, collections, staff and visitors; and • Vehicles moving around on the Proposed Development.
10.2 A noise measurement survey was undertaken to provide information on the prevailing background sound levels representative of the closest residential dwellings to the Proposed Development which have the highest sensitivity to noise and vibration. These are: • Dwellings to the south on Sandfield Road, Northfield, Waterfield Road and Wilson Avenue; • Dwellings to the north on Wembley Gardens and Wembley Terrace; and • Dwellings to the east in Cambois.
10.3 The approach to the noise measurement survey was agreed with NCC. The results have been used to derive a typical lowest prevailing background sound level used as the baseline for assessment. It has been found that both the daytime and night background sound levels were low. Vibration was not directly measured, only subjective observations were made, which indicated no prevailing perceptible vibration of significance at the Proposed Development location.
10.4 Assessments for each of the above noise and vibration aspects of importance have been undertaken following standard guidance methodology and calculations. The results have been compared to standard guidance derived categories of magnitude or magnitude of change criteria. The result categories have been compared to the sensitivity of the closest residential dwellings, commercial premises or other receptor types to provide a level of effect for the impact. The context of the noise (and vibration) level within the local environment has also been considered during the process prior to identifying the likely significance of effect.
10.5 During the early stages of the construction works, noise generation from obstacle removal ground works and driven piling has the potential to exceed the guidance thresholds for a significant effect
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at the closest receptor locations that are not naturally screened by landscape features or other buildings. Similarly, but to a lesser extent, perceptibility vibration thresholds at the closest residential dwellings or occupied office premises directly on the boundary of the Proposed Development would potentially be exceeded. The assessments have assumed worst-case working practices without mitigation. Mitigation has been proposed to reduce the level of effect and resultant significance by incorporating best practice working, construction planning and construction activity management. Where the proximity to receptors is very close (i.e. near the Site boundary), the activities will be modified to use only necessary equipment, keep the activity to shortened working time periods in a day and monitor the progress with feedback mechanisms to be developed. Following implementation of the mitigation, the assessed construction activities on Site are expected to have a Minor residual effect which is Not Significant.
10.6 The construction works will generate temporary additional road traffic on the A189 and Brock Lane. Two scenarios have been assessed: • Main working practice, HGVs using the Logistics Entrance and construction operatives / visitors using the Visitors Entrance; and • Temporary working practice during the construction of the new Logistics Entrance and access road, all construction traffic using the Visitors Entrance.
10.7 During the daytime construction working hours, the results indicate a significant effect for the nearest dwellings to Brock Lane. Mitigation is proposed to seek construction planning in order for the Logistics Entrance construction works to avoid being undertaken during the predicted peak construction period of April to June 2022. Should this be feasible, there would potentially be a temporary Moderate residual effect to dwellings on the south side of Brock Lane only, which is Significant. If the works can’t be planned to avoid the peak construction period, then there would potentially be a temporary Moderate residual effect to dwellings on both the north and south sides of Brock Lane which is Significant. Construction planning works will continue to be undertaken to aim to reduce further the temporary quantity of vehicles expected, in order to seek a further reduction of the effect.
10.8 Operational road traffic will be generated by the Proposed Development predominantly at shift change over periods, which prevail for approximately a 2-hour period three times a day. At daytime shift changes, those occurring between 07:00 and 23:00 hours, the level of effect indicates a Moderate effect to dwellings along Brock Lane, however, the contextual consideration analysis at these residential dwellings results in the effect being Not Significant as existing traffic volumes are low, acceptable internal noise levels are expected and the long term analysis indicates a Minor effect. During the night period, between 23:00 and 07:00 hours a shift change occurs at the end of the period between approximately 05:00 to 07:00 hours. To both the north and south of Brock Lane, the level of effect is Major in the short term and Moderate in the long term at residential dwellings.
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However, the contextual consideration analysis at these dwellings results in the effect being Not Significant as existing traffic volumes are very low at night, acceptable internal noise levels are expected, the change will occur gradually and the worst-case vehicular flows were applied which is unlikely to materialise by 2028. Enhancement works have been proposed to improve confidence further that acceptable conditions will prevail, in the form of a speed reduction to 20 mph along Brock Lane in front of the dwellings, specific induction training of staff and visitors in good neighbourly conduct while arriving / departing along with the commitment of the Applicant to minimising car usage. Context discussion has also been provided to consider the mix of road vehicle types by 2028 and beyond. The assessments have been based on the prevailing mix of vehicles, however, by 2028 the uptake of electric cars will be greater and by 2030, the current government policy is to stop selling new diesel and petrol vehicles, which will further change the mix in favour of electric vehicles which are inherently quieter on the road.
10.9 On Site vehicle usage of the Visitors Entrance and access road at the nearest dwellings to the north of Brock Lane will have a Negligible level of effect which is Not Significant.
10.10 Usage of the Proposed Development Car Park during the daytime will have a Negligible level of effect and at night a Minor level of effect at the nearest dwellings north of Brock Lane and to the east in Cambois which is Not Significant.
10.11 The use by HGVs of the Logistics Entrance and access road is expected to result in a potential Moderate level of effect at other commercial premises sharing a boundary on the west of the Site. However, the contextual consideration analysis indicates the effect to be Not Significant as the background noise levels will be greater than the worst-case used in the assessment (representative of residential dwellings) due to the proximity of the A189, the premises generate their own operational noise and acceptable internal noise levels for offices will be maintained with open windows for ventilation.
10.12 Operational vehicular activities within the Logistic Yard to the north of the Site during both the daytime and at night indicate a Negligible or Minor level of effect which is Not Significant to all receptors assessed with the exception at night only of the commercial premises to the north west shared boundary and dwellings on Wembley Gardens which indicate a Moderate level of effect. However, the contextual consideration analysis as outlined below indicates the significance to be Not Significant. • At the dwellings on Wembley Gardens, the Moderate effect is for the 2028 full operation, therefore, up to this date the level of effect will be Minor. It would only require a marginal increase in the prevailing background noise level to reduce the level of effect to Minor, which could reasonably be expected due to road traffic increases on the A189 and Wembley Gardens due to other permitted local development and variations in weather. The predicted
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internal noise level from the activity is within the desirable range for sleeping with windows open for ventilation; and • The commercial premises are closer to the A189 and produce their own noise activity which would result in greater background noise levels than the worst-case used in the assessment (representative of residential dwellings). Acceptable internal noise levels for offices will be maintained with open windows for ventilation.
10.13 The North Sea Link Converter Station located to the north of Brock Lane is expected to become operational in 2021 and has been assessed in the cumulative with the Proposed Development for operational noise at the nearest common identified dwellings (to the south and on Sandfield Road). The level of effect during the daytime is Minor, at night on Sandfield Road is Minor and at night to the south is Negligible which are all Not Significant.
10.14 The Banks Developments Ltd (Vald Birn Foundry) proposed residential / mixed use development is located to the north east of the Proposed Development. It is a permitted development but has not been progressed to-date. It is unknown if or when development may commence. As a worst-case the construction period has been considered in the cumulative assessment with the assessed construction activity of the Proposed Development for noise at the nearest common identified dwellings (to the north and south of the Banks Development Ltd location). There is potential for a Moderate level of effect, but the significance is expected to be Not Significant as mitigation is proposed to control the Proposed Development works and NCC are expected to seek to control the Banks Developments Ltd works in a similar manner.
10.15 Predicted sound and vibration levels during the early construction works and for the operational aspects considered have been provided for sensitive wildlife receptor locations. The assessment of effects is provided in Chapter 7.
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11. AIR QUALITY
11.1 The Site is located within the administrative area of NCC and there are currently no Air Quality Management Areas (AQMAs) declared in the county. In 2019, the most recent year for which
monitoring data is available, annual mean nitrogen dioxide (NO2) concentrations at the automatic monitoring and passive diffusion tube locations closest to the Site were below the Air Quality Objective (AQO). Furthermore, particulate matter (PM10 and PM2.5) concentrations were below the relevant AQOs at the closest automatic monitoring locations.
11.2 The Proposed Development will result in chemical process emissions however these will be adequately controlled and monitored in line with the required Environmental Permits and have therefore not been considered further as part of the ES.
11.3 The impacts of the construction work on dust and ambient PM10 concentrations have been assessed
and the risk of dust causing a loss of local amenity and increased exposure to PM10 concentrations has been used to identify appropriate mitigation measures. Provided these are implemented and included within a dust management plan as part of the CEMP, the residual impacts are considered to be not significant.
11.4 Road traffic emissions associated with the construction and operation of the Proposed Development have been modelled at existing sensitive receptors to determine their impact on NO2, PM10 and PM2.5 concentrations.
11.5 During the construction phase, negligible impacts for all pollutants have been predicted at all existing sensitive receptors considered along Brock Lane and therefore the effect has also been determined
as negligible. For the operational phase, predicted impacts on NO2 concentrations at existing sensitive receptors range from slight to negligible. However, Proposed Development is not predicted to lead to exceedances of the annual mean AQO. The effect has therefore been determined as minor adverse. Overall, the effect of road traffic emissions associated with the construction and operational phase is considered to be not significant.
11.6 The effect of road traffic emissions associated with the construction phase has been determined as negligible and therefore mitigation measures are not required, and the residual effect can be considered as not significant. For the operational phase, mitigation measures have been included as part of the proposals which aim to reduce road traffic emissions. The pre-mitigation operational phase scenario is considered to be not significant and therefore the residual effect can also be considered as not significant.
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11.7 There are number of committed developments located within 500m of the Site which have been considered as part of a cumulative assessment of construction phase impacts. Should the construction phases for these committed developments overlap with the construction phase for the Proposed Development, there is potential for cumulative effects to occur. However, mitigation measures that are included as primary mitigation would reduce the impacts at existing sensitive receptors in the local area. For the operational phase, the future year traffic flows provided by the project’s Transport Consultant include any cumulative growth in the local area and committed developments have therefore been considered inherently as part of the assessment.
11.8 In addition, for the operational phase, the Proposed Development utilises gas-fired plant during in operation however at this stage, exact specification is not available. A full assessment of the cumulative impacts associated with the gas-fired plant and road traffic emissions will be submitted as an Addendum to the ES. This has been confirmed and agreed with NCC.
11.9 Based on the assessment results, the Site is considered suitable for the Proposed Development without the inclusion of additional mitigation measures, which have not already been included as primary mitigation, and air quality should not be considered as a constraint to the planning consent.
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12. SOCIO-ECONOMICS
12.1 The proposed development is of strategic significance to the UK as a whole, and to the future of British manufacturing in particular. The proposed location supports long-standing government ambitions to rebalance the national economy, complements existing local specialisms and those of the North East region, and strengthens the region’s advanced manufacturing and automotive capabilities.
12.2 The development is expected to deliver significant and major benefits to the local economy, including approximately £1.5bn of economic activity (in terms of gross value added) directly in total over the period between 2023/24 and 2029/30. The site is expected to generate significant employment opportunities and current plans suggest the development will support approximately 1,000 jobs annually throughout the construction period, and approximately 2,900 jobs once the site is fully operational in 2028.
12.3 The employment opportunities generated by the site are expected to be highly additional to the area; there is little evidence of alternative interest in the proposed development site and the likelihood of development proposals of a similar scale coming forward for the site is likewise limited. Furthermore, it is clear that the proposed development aligns with local strategic ambitions and objectives.
12.4 The development has the potential to generate further economic impacts through its supply chain spending, its potential to act as a draw for new investment in related activities, and through opportunities to form partnerships with the local community, particularly through skills, training and education.
12.5 The generation of direct employment opportunities and GVA during the construction phase is expected to result in a major beneficial effect in the short term at the Northumberland County level, which is significant.
12.6 Once the site is fully operational, the generation of direct employment opportunities and GVA is expected to result in major long-term beneficial effects, which is significant.
12.7 The indirect impact on the local supply chain and clustering of other businesses, as well as the impact on local skills and education have been assessed to have a moderate long-term benefit to Northumberland, which is significant.
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12.8 Overall, given the scale of development, the new employment creation and the indirect impacts on the local area, it is anticipated that the development would have a significant effect in terms of socio- economic matters.
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13. CLIMATE CHANGE
13.1 Chapter 13 provides an assessment of the potential significant effects of the Proposed Development on climate change (‘emissions reduction’) and both the vulnerability of the Proposed Development to climate change and the implications of climate change for the predicted impacts of the project, as assessed by the other topic specialists (‘climate change adaptation’).
Emissions Reduction
13.2 Greenhouse gas (GHG) emissions (CO2, NOx and PM) will be emitted as a result of the Proposed Development during both construction and operation. During construction, these emissions will be associated with construction activities (e.g. on-site machinery and construction traffic) and the embodied carbon emissions from the materials used. During operation, emissions will arise from the road traffic and the energy consumption associated with the Proposed Development.
13.3 Whilst the indirect, and beneficial, effects of consumers using the electric batteries being manufactured at the Gigaplant have not been assessed in detail, in the context of this climate change assessment, it is important to recognise that this development is being proposed in response to international and national targets to reduce carbon emissions.
13.4 The Sustainability Framework outlines a series of potential measures to progress towards an objective of net zero carbon emissions for the development, with supporting targets which meet or exceed related policy and standards. As this document will continue to evolve through the design, construction and operational/manufacturing stages of the proposal, the assessment of effects has adopted a precautionary approach with only legal and policy compliance assumed as committed measures.
13.5 Emissions will be minimised as much as possible throughout the design, construction and operation of the Proposed Development, to meet legal and policy requirements and related standards as a minimum. Construction related emissions are considered to be minor adverse (not significant). Similarly, the embodied carbon emissions associated with materials used during the construction of the Proposed Development are considered to be minor adverse (not significant).
13.6 The increase in operational road traffic associated with the Proposed Development will lead to an increase in GHG emissions, however as the Development is supported with policies and proposals to encourage sustainable transport options to reduce these emissions, effects are considered to be minor adverse and not significant. As set out in the Sustainability Framework, the Proposed Development aspires to optimise the utilisation of renewable energy onsite and incorporate passive
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design measures to regulate heating, ventilation, cooling and lighting. Assuming legal and policy compliance as a minimum, operational effects associated with energy use are therefore considered to be minor adverse (not significant).
Climate Change Adaptation
13.7 As advised in guidance, the climate change adaptation assessment has been informed by an understanding of future climate change projections (in the North East administration area) and of the potential range of effects associated with these projections. The review of existing data sources identified that in the future, the Site and its surroundings will experience warmer, wetter winters and drier, hotter summers. Whilst there is more uncertainty with respect to likely changes in both wind speed and storm frequency/intensity, near surface wind speeds are likely to increase, whilst winter months are likely to experience more significant impacts of wind. Sea level is also projected to rise and storm surges will prolong high sea levels.
13.8 Effects identified for all other topics (receptors) in the ES were reviewed in light of the future climate projections, to identify any potential ‘in-combination climate effects’. This exercise was also completed for topics scoped out of the ES. The following receptors were then taken forward for further consideration and assessed in-combination: Ecology and Nature Conservation (construction and operational phase), Landscape and Visual Amenity (operational phase), Transport and Access (operational phase), Air Quality (construction phase) and Socio-Economics (operational phase). A related assessment of the Proposed Development’s resilience to climate change was also undertaken.
13.9 Overall, with the inherent design measures and additional committed mitigation measures, such as implementing a landscape and ecology management plan, no in-combination climate impacts have been identified. The Proposed Development as a whole is also considered to be resilient to projected climate change. It is therefore considered that the Proposed Development will have no significant effects in relation to climate change adaptation.
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14. MAJOR ACCIDENTS AND DISASTERS
14.1 Chapter 14 provides an assessment of any potentially significant adverse effects on human health and the environment deriving from the vulnerability of the Proposed Development to risks of major accidents and/or disasters.
14.2 A ‘Risk Table’, provided in Appendix 14.1 ruled out any potential major accidents and disasters that are considered to be highly unlikely to occur in the context of the project, such as earthquakes, avalanches or urban fires. Those major accidents and disasters that could not be screened out formed a further ‘Refined List’, provided in Table 14.1 of the chapter, and were subject to more detailed consideration. The Refined List included, for example, surface water flooding, extreme temperatures, disease epidemics and pandemics, industrial accidents, pollution accidents, and terrorism.
14.3 Given a number of proposed design and operational measures, which are all considered and reported in the assessment, it is not anticipated that the Proposed Development is vulnerable to any major accidents and/or disasters which could result in significant effects on the environment.
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15. CUMULATIVE EFFECTS
15.1 An assessment has been carried out to assess the potential for interaction of individual effects of the Development upon an identified receptor, e.g. noise, air quality and visual effects (intra-project effects) during the construction and operational phases.
15.2 Only beneficial or adverse residual effects identified in the technical assessments classified as being of minor, moderate and major significance were considered for the potential combined effects.
15.3 During the construction phase, residents of the existing dwellings around the site, and the local population, are likely to experience combined adverse effects during the construction phase where the visual effects interact with the minor noise and vibration effects. This is particularly the case for the residents and visitors to Cambois to the north-east and east of the site. However, implementation of the CEMP which includes method statements for working, which would mitigate these effects as far as practicable.
15.4 As set out in Chapter 4, a CEMP will be secured which looks to minimise the combined effects as far as is reasonably practicable. This includes method statements for working which have the capability to reduce the level of noise effects in a managed and controllable manner. Given the short period in which the combined effects will be experienced, and such activities being expected during the construction phase, no additional mitigation is proposed. It is considered the effects during the construction phase would be minor to moderate adverse. These effects would only occur during the peak of construction works, and when works are close to receptor locations.
15.5 The level of intra-project effects during the operational phase is considered to be no greater than identified in the Technical Chapters.
15.6 In terms of ‘Inter-Project Effects’ (those effects of the Proposed Development and other committed developments), negative significant cumulative effects are anticipated in relation to visual effects from Cambois Wembley Gardens to the north-east of the site. However, this is only in the short- term and in the long-term, once vegetation is established, effects are no longer significant or adverse.
15.7 No other significant cumulative effects are anticipated.
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16. SUMMARY
16.1 The ES includes a summary of the mitigation measures and residual significant effects identified in each of the Technical Chapters.
16.2 Mitigation measures have been proposed to avoid, reduce or offset significant environmental effects. Measures include those specified as part of the design process, as well as additional mitigation through the construction and operational phase as set out within the Technical Chapters.
16.3 A thorough assessment has been undertaken of the likely significant environmental effects of the Proposed Development. There will be some adverse significant effects during the construction phase associated with the proposed works, primarily in relation to the loss of habitats, visual effects from residents to the north-east, and noise from road traffic. However, the majority of habitats will be compensated for at Potland Burn, and other effects will be temporary and will be mitigated as far as practicable through implementation and adherence to measures set out within the CEMP. There will also be significant beneficial effects in terms of the provision of construction employment and associated GVA.
16.4 Once the development is operational, there will be significant visual effects from the local population to the north-east of the site in the short-term. However, in the long-term these will not be significant. With the exception of open mosaic habitats, nesting ringed plover/little ringed plover habitats and short-term invertebrate habitat where the residual effects are adverse, in the long-term, the effect on all other habitats will be beneficial (as a result of habitat creation within the site and at Potland Burn). There will also be significant beneficial effects in terms of the provision of direct employment, GVA, supply chain and clustering and skills and education. No residual significant effects are anticipated in respect of all other topics.
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