2-4 Chester Road, Manchester Environmental Statement Non-Technical Summary (NTS)

Transcription

1 Environmental Statement Non-Technical Summary (NTS) September 2016

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3 1 Non-Technical Summary Background This document summarises the Environmental Statement which accompanies the planning application submitted on behalf of Castlefield Developments (Manchester) Ltd (the Applicant ), in respect of a residential development at 2-4 Chester Road in the south west of Manchester City Centre ( the Site ). This document is a summary of the Environmental Impact Assessment (EIA) process in nontechnical language. The Environment Statement (ES) sets out the findings for a full EIA which has been carried out to assess the impacts of the development. The full findings of these studies and of the overall ES are presented in a comprehensive set of documents that can be viewed during normal office hours at the Planning Department of Manchester City Council (MCC) or online at Site Location and Description The site covers an area of 0.37 ha and is bounded by the Bridgewater Canal to the north, Chester Road to the south, and Castlegate apartments to the west (refer to Figure 1.1). The site is vacant and cleared with some building rubble remaining and is hoarded by close boarded fencing to prevent access into the site. It was previously partially occupied by Quay Bar until this building was demolished in The site has been cleared and vacant since this time. The southern and eastern boundaries are defined by a brick wall and three boarded up arches sit below Chester Road and link through to Old Deansgate. The site has some pockets of scrub and two groups of trees within the site boundary. The trees are graded as Category C or to be removed (Category U). There are also two rows of street trees along the canal edge outside the site boundary which will be retained as part of the proposal. The main point of access into the site is taken from Chester Road, however, as the site is currently hoarded, this access is not currently utilised. The site is an unsightly, underutilised, brownfield site that currently detracts from the character and appearance of the Castlefield Conservation Area. The site is located within the Castlefield Basin, an established residential neighbourhood with numerous bars and restaurants frequented by the local community as well as being a draw for the general public. The Castlefield area is also adjacent to a number of priority regeneration areas - St John s, Water Street and Great Jackson Street. The Site has an excellent location on the south side of the city centre, being near to the transport hubs of Deansgate train station, and the Deansgate/Castlefield Metrolink station. It is also within walking distance to the services and facilities offered by Manchester City Centre. 1

4 Figure 1.1 Site Location Planning History A planning history search for the site has been undertaken using Manchester City Council s Public Access system. The site has been the subject of a number of development proposals for residential and residential-led mixed use schemes. In December 2003, permission was granted on the site adjacent to Quay Bar (before it was demolished) for a scheme which comprised a 12 and 10 storey development comprising 97 flats and basement car parking (069206/FO/2003/C3). Following the demolition of Quay Bar, a new scheme was worked up for the whole site which comprised three new buildings ranging from 9-19 storeys in height. A series of pre-application meetings took place with Manchester City Council and Historic England who supported the scheme in principle which included a proposed tall building on the northern edge of the site. Transport and Accessibility The site is located in a highly accessible location within Manchester City Centre and benefits from excellent public transport links. The Metrolink route and the Deansgate Castlefield Metrolink stop lie just 0.2 miles to the north of the site providing access to a range of destinations across Greater Manchester. Oxford Road and Deansgate train stations and major bus corridors are all within walking distance. The site is within easy access of the City s Inner Ring Road which connects with key arterial routes leading to the strategic motorway network. Manchester Airport, the City s international gateway is within easy reach, as are the City s main rail and motorway connections. There is major committed investment in public transport 2

5 infrastructure coming forward which will serve to further enhance the accessibility of this area and the city centre as a whole, providing an important foundation and opportunity for its further, accelerated economic growth during the next cycle The site s accessibility will be further strengthened by committed investments in public transport, including: The site is located within a 10 minute walk from the Oxford Road bus corridor, which will benefit from the Cross City Bus Priority Package works. These works will enable more people to enjoy faster, more punctual and more reliable bus services from a wider area across Greater Manchester, to and from Manchester and through the heart of the city centre. Second City Crossing - an expanded Metrolink network will deliver new and enhanced connections across the City. HS2 strengthening connectivity from Birmingham to Manchester. Major investment in Deansgate / Castlefield Metrolink and Deansgate Station is now complete offering a significantly improved gateway into this part of the city centre. Historic Environment The site is located within the Castlefield Conservation Area. There are 9 listed buildings and one Scheduled Ancient Monument within a 250m radius of the site: Bridgewater Canal Offices, Grade II Merchants Warehouse, Castle Street (west side), Grade II Deansgate Chapel Offices (former congregational chapel), Grade II Middle Warehouse, Grade II Knott Mill Station, Whitworth Street West, Grade II Bridgewater Canal, Canal Basin at Potato Wharf, Potato Wharf (east side), Grade II Castlefield railway viaduct from Manchester Central to Dawson St, Grade II Manchester South Junction and Altrincham Railway, Grade II Rochdale canal lock number 92 and Castle Street Bridge, Grade II A plan identifying the Listed Buildings and Conservation Area boundary is provided at Figure

6 Figure 1.2: Illustrates the location of the Listed Buildings within 250 m of the site (shaded red). The Castlefield Conservation Area is shaded in blue. Description of Development The proposed development comprises the following elements: 188 high quality residential apartments. Mix of one, two and three bed apartments that meet or exceed the nationally described space standards for apartments in accordance with Manchester s Draft Residential Quality Guidance. Ancillary amenity facilities for residents including, a gym, swimming pool, lounge, meeting rooms and landscaped terrace. Two new pedestrian connections between Chester Road and the Castlefield Basin and improved public realm along Chester Road. Basement car parking. Secure cycle parking. The description of development is as follows: Construction of two residential buildings including ancillary amenity facilities for residents including a gym, landscaped terrace and swimming pool, new public realm and landscaping including two new pedestrian connections to the Castlefield Basin from Chester Road, basement car parking and related highway, access, servicing and associated works. The Environmental Impact Assessment The Environmental Impact Assessment (EIA) process is a procedure used to determine the potential environmental effects of a proposed development. The Environmental Statement (ES) is the document containing the findings of the EIA. Full results of the EIA process are presented within Volumes 1-2 of the ES. Volume 1 of the Environmental Statement has been prepared by Deloitte and includes: Document Volume 1: Environmental Statement including: Introduction Methodology Site and Development Description Consideration of Alternatives Summary of Residual Effects Prepared By Deloitte LLP Construction Methodology and Programme Castlefield Developments (Manchester) Ltd Built Heritage Stephen Levrant: Heritage Architecture Townscape and Visual Impact Chris Burnett Associates Noise and Vibration Resource and Environmental Consultants Ltd (REC) Traffic and Transport SK Transport Planning Air Quality Resource and Environmental Consultants Ltd (REC) Sunlight and daylight GIA Wind BMT Fluid Mechanics 4

7 Volume 2 contains the Technical Appendices to support the ES. This Statement forms the Non-Technical Summary of the technical reports. Project Team 1.32 Details of the project team are set out in Table 1.1 below. Table 1.1: Project Team Organisation Castlefield Developments (Manchester) Ltd Deloitte Real Estate OMI SK Transport Planning Resource and Environmental Consultants Ltd Resource and Environmental Consultants Ltd Heritage Architecture Ltd Chris Burnett Associates GIA BMT Fluid Mechanics Expertise The Applicant Town Planning, EIA Coordination Architect Traffic and Transport Air Quality Noise and Vibration Built Heritage Townscape and Visual Impact Daylight and Sunlight Wind Microclimate Planning Context Throughout the design process and the EIA process, full regard has been had to Government Advice (in the form of the National Planning Policy Framework (NPPF)) and guidance set out in the relevant local planning policy documents. The application proposals have also been prepared by the project partners in consultation with Manchester City Council and a range of technical stakeholders. A full review of the proposals against planning policy is included in the Planning and Tall Building Statement, which accompanies the planning application and this is summarised within the Environmental Statement. The review concludes that the proposals are fully in accordance with adopted and emerging planning policy. Construction Phasing 1.35 The construction programme will span a period of approximately two and a half years within which there will be elements of ground works, foundations, frame construction, façade cladding and internal fit out. There are several issues that will determine the final programming and sequencing of the Project. The commencement window for the key activities are scheduled below; Archaeological investigation Q Start on site Q Substructure Q to Q Superstructure Q to Q Facade Q to Q Fit Out Q to Q The above certain parts of the activities above will run concurrently to achieve the 2 and a half year development period. 5

8 This is based upon normal working hours in line with Manchester City Council Guidance of 7.30hrs to 1800hrs Monday to Friday and 0830hrs to 1400hrs on Saturdays. On Sundays and Bank holidays noisy working will generally not be planned. On some occasions there are certain operations that maybe required to proceed during these periods, for example tower crane erection and dismantling. These will be infrequent and will be agreed with the EHO and local residents through a series of neighbourly engagements. The frequency of these will vary and respond to demand. Access to site will be permitted 30 minutes prior to working day commencing with noise being kept to a minimum for the first half hour of each day. We acknowledge the close proximity of the neighbouring residents and as such will endeavour at all times to ensure the working hours are adhered to in order to protect this residential amenity. 24 hour contact details will be displayed on the site hoarding. Consideration of Alternative Options 1.42 The EIA Regulations require the ES to identify the alternatives that were considered during the design process. The EIA has considered the Do Nothing alternative, the use of alternative sites, alternative uses and alternative designs. The do nothing Alternative The do nothing scenario refers to the option of leaving the Site in its current state, therefore as a vacant plot. The Site s redevelopment is expected to bring socio-economic and regeneration benefits to Greater Manchester. The site is located within an existing residential neighbourhood forming part of the Castlefield Basin which offers a variety of bars and restaurants which are popular with the local community and the general public. The site also benefits from close proximity to public transport, employment opportunities and the amenities and facilities offered by the city Centre, including the variety of civic, cultural and leisure facilities such as the proposals at First Street, specifically HOME which is a new cultural facility. Together, these attributes will make a very popular residential location. The city anticipates that over the next decade ( ) a minimum of 25,000 homes will need to be built across the city (Draft Residential Growth Strategy (2015)). The do nothing scenario has been discounted due to the established need for regeneration of the Site, and the potential socio-economic benefits it is anticipated to bring. The Site is considered suitable for the Proposed Development as it is brownfield land, strategically located, and suitable for residential-led mixed use development in terms of its urban location and good transport links. Consideration of Alternative Locations The Site is a large strategic site within a key area of Manchester City Centre. The Site s urban location, excellent transport links, brownfield nature, and ability to sustainably contribute to wider strategic aims are also key elements in its selection as a suitable site for residential development. The development is located in a key part of the entry sequence into the city centre along a major arterial route. The development will improve access and frame views into the basin whilst complementing the adjoining regeneration initiatives. 6

9 The Site is previously developed and is currently a gap site within Castlefield. The proposals provide the opportunity to further extend the city centre southwards, and have the potential to provide economic, regeneration, and employment benefits which will contribute to wider strategic aims of the region. In this context, alternative locations within the city centre were not considered. Alternative Uses Manchester City Council s adopted town planning policies identify that there is an urgent need to deliver new residential development in the city centre to satisfy the demand that has built during the economic downturn as new residential development activity subsided and Manchester s population has continued to grow (growth that is projected to continue into the future). There is an important link between economic growth, regeneration and the provision of new residential development. As Manchester is moving into its next phase of accelerated economic growth, further provision in the city centre is required to fuel and complement the significant economic growth of the city. Castlefield is an existing high quality neighbourhood. The proposals will deliver 188 apartments in total, which will contribute towards Manchester s aspiration to increase city centre residential development as a key part of their overall housing strategy. The site s suitability for a landmark residential development has already been tested through the planning process. The site s suitability for a landmark residential development has previously been tested through the planning process. In December 2003 Planning Permission was granted for a scheme which comprised a 12 and 10 storey development comprising 97 flats and basement car parking (Ref: /FO/2003/C3). Pre-application consultation also took place on a subsequent scheme for a 9-19 storey residential development which was supported in principle. For the reasons above, alternative uses were discounted. Design Evolution A wide range of specialist consultants and other stakeholders have provided input into the evolving scheme which has served to inform the design process and assist the team in arriving at an appropriate solution. All design iterations were assessed by the design team from a number of differing aspects - from an aesthetic point of view, the ability to match the project brief, to mitigate against any environmental effects following initial testing of the scheme and to take on board comments from key stakeholders. The context and historical analysis of the site is set out on the Heritage analysis prepared by Heritage Architecture. They key guiding design principles can be set out as follows: Provide a design that responds to the immediate context of the basin and the wider context of the city. Enhance permeability of this site, especially from Chester Road into the basin. Preserve key views along Deansgate and its key landmarks. Provide a strong building line to Chester Road. Create activity and add to the vitality of the area. Drawings, physical models and computer visuals were used to test how each alternative would fit within the site and its surroundings. The relationship between the proposal, its immediate current context, the wider context, and the buildings appearance both at medium and long range within the context of the cityscape was of particular interest. 7

10 1.60 The proposal is the result of a considerable iterative process of analysis, design, dialogue, refinement and consultation. Summary 1.61 The Site will assist in the economic growth of Manchester City Centre and the provision of much needed homes to support the growing population. Furthermore, the previous planning permission on the site has set the precedent for residential development. On this basis, other locations and uses for the Site have not been considered in detail. Environmental Impacts Townscape and Visual Impact This Townscape and Visual Assessment examines the impact the Proposed Development will have on the townscape of Manchester City Centre and on the townscape character of the Castlefield Basin and its surroundings in a systematic, rational and objective way using established methodologies and practices contained in GLVIA 3. The impact of the Proposed Development on its own is explored and then in conjunction with consented and committed development in a Cumulative Assessment. A computer modelling process was employed to provide an accurate series of massed images and verified CGIs which illustrate the impact the Proposed Development will have on a series of selected Representative Viewpoints and on the surrounding townscape on a 360 degree basis. As such, it is not possible to generalise and provide one single summary value for the impact the Proposed Development will have on Manchester City Centre as a whole as it is dependent on the location, view and the nature or the townscape under consideration. The Proposed Development is however relatively small in scale and has a limited Zone of Visual Influence. By virtue of its location however it does have an effect on the townscape of Castlefield and the approach into Manchester on Chester Road. Here the Proposed Development helps to integrate the relatively isolated form of Beetham Tower in a satisfactory way connecting the skyline to the streetscape in a way that benefits the composition on approaches from the south. In terms of Castlefield Basin and Coal Wharf in particular the development continues the pattern of development along its southern perimeter and does not intrude into the centre of the basin overtly. Significance of effect is accurately summarised in Table 6.4 in terms of the visual impact of the Proposed Development on a series of Representative Viewpoints. The overriding value is minor beneficial to negligible but with a few selected viewpoints closer to the Proposed Development where the magnitude of impact is higher and effects become moderate. There are no registered adverse effects. In term of cumulative effect the values often become lower as additional tall building schemes in close proximity to the Proposed Development are taken into consideration. These include: Owen St and Token House. In these cases the impact of the Proposed Development is often substantially diminished as these tall buildings interrupt the view or provide a context that eclipses the Chester Rd development in scale. This applies to such viewpoints as 12, 13 and 25. Built Heritage For the purposes of this assessment, consideration has been given to the relevant part of Manchester City centre that surrounds the Site within a 250m radius. The study area provides a focus for assessment but is not intended to be prescriptive; buildings outside the boundary of the study area are considered where relevant. The assessment has identified 10 no. heritage assets within the study area. 8

11 The assessment methodology for the Historic Environment is a synthesis of established guidance, best practice and professional judgement. In accordance with an adapted form of the methodology set out in the Department for Transport s Design Manual for Roads and Bridges, all receptors identified in the baseline which might be affected by the Proposed Development are given a value and the impact on them is assessed in order to give a significance of effect. Historic England guidance is also utilised for the assessment. The Site is now cleared, but previously contained a modern bar/club called Quay Bar, constructed in 1998 and demolished in 2007, located to eastern side of the subject site. To the western side of the site was a Grade II Listed 18th Century detached house with outbuildings and stabling which was destroyed by fire in 2001 and subsequently demolished soon after. The Site is located on the southern boundary of the Castlefield Conservation Area. Discussion with Historic England, alongside the characterisation appraisal of the study area, informed the selection of key views for the visual impact assessment. Heritage assets are susceptible to numerous forms of development and non development impacts both during the construction process and as a consequence of the operational life of the Proposed Development. The potential impact or effects in relation to the current Proposed Development have been deemed to largely relate to impacts on the setting of the identified heritage assets. In terms of mitigation, heritage considerations have been integral of the design development of the proposals. Enlisting appropriate specialists and consulting with the local authority and Historic England has informed the design and assessment process to ensure potential adverse impact on the identified heritage assets are minimised. The visual impact assessment has demonstrated that the Proposed Development will have a minor adverse impact on the setting of five (5no.) listed buildings. Overall, the effect of the Proposed Development on the identified Heritage resource as a whole would not result in any significant effects. Mitigation for any perceived instances of adverse harm are accrued by the public benefits of the Proposed Development Daylight and Sunlight An assessment has been undertaken to establish the likely significant effects of the Proposed Development upon the amount of daylight and sunlight received by properties adjacent to the Site. Following demolition of the existing buildings, daylight and sunlight levels at the Site and the immediate surrounds are likely to steadily increase in magnitude as the superstructure is built. As the construction works continue the levels of daylight, sunlight and overshadowing received by neighbours for the Site would trend towards those of the completed Development which are set out below. To assess the surrounding existing properties, the BRE Guidelines provide two main methods for assessing daylight: Vertical Sky Component (VSC) and No Sky Line (NSL). The VSC method measures the amount of light available on a vertical wall or window following the introduction of barriers such as buildings. The NSL method is a measure of the distribution of daylight at the working plane within a room (i.e. a horizontal desktop plane of 0.85 metres (m) in height). The NSL divides those areas of working plane in a room which receive direct sky light through the windows from those areas of the working plane which cannot. Where all of the windows meet the VSC and all of the rooms meet the NSL criteria within a property the effect is considered to be negligible. 9

12 For the assessment of sunlight, the approach considers the Annual Probable Sunlight Hours (APSH) for a reference point on a window (i.e. if a window point can receive at least 25% APSH, then the room should still receive enough sunlight). Windows are checked to see if they are facing 90 due south, with the emphasis on main living rooms and other rooms such as the kitchen and bedrooms being is less importance. A total of 317 windows serving 219 rooms within two surrounding properties have been assessed for daylight and 69 windows have been assessed for sunlight within two residential properties. In the Baseline Scenario, out of the 317 windows assessed for daylight, 124 (39%) meet the BRE guidelines for VSC. For NSL, 205 (94%) of the 219 rooms assessed meet the BRE criteria. For sunlight, 38 (55%) out of the 69 windows assessed meet the BRE criteria for both Winter and Annual APSH. In the Proposed Scenario, in regards to daylight, out of the total 317 windows assessed 188 (59%) meet the BRE criteria for VSC whereas 187 (85%) out of the 219 rooms assessed meet the BRE criteria for NSL. The effects identified are minor adverse in nature and therefore are not considered to be significant. Given the small scale of these effects and the context of the site, no further mitigation is considered necessary. For sunlight, out of the total 69 windows assessed (within two residential properties) 45 (65%) meet the BRE criteria for both Winter and Annual APSH. The effects identified are minor adverse in nature and therefore are not considered to be significant. As previously stated, given the small scale of these effects and the context of the site no further mitigation is considered necessary. The Sun Hours on Ground, shows the five amenity areas identified all meet the BRE Criteria in the Baseline Scenario. In the Proposed Scenario four of the Amenity Areas (1, 2, 4 and 5) are BRE compliant and therefore the effect is considered negligible. The one area that does not meet the BRE criteria is Area 3 which retains 38% of the area which will receive at least 2 Hours of direct sunlight. Overall, the effect to Sun Hours on Ground within to area 3 is considered minor adverse in significance. In the cumulative scenario, 175 (55%) out of the windows assessed for VSC and 173 (79%) of the 219 rooms assessed for NSL will meet the BRE Criteria. For sunlight, 36 (52%) of the 69 windows assessed will meet the BRE criteria. This is only a minor decrease in the number of windows and rooms meeting the criteria for both daylight and sunlight and the effects remain minor adverse in significance. The Cumulative Sun Hours on Ground Assessment shows little change from the Proposed Scenario and therefore the Cumulative effect remains minor adverse in significance. Wind The boundary layer wind tunnel study has assessed the wind microclimate for the Proposed Development. On the basis of the wind tunnel modelling, the following conclusions have been drawn: Wind conditions at the existing site are suitable in terms of both safety and comfort at all locations. Wind conditions with the introduction of the proposed development in existing surrounds are suitable in terms of both safety and comfort at all locations. Wind conditions with the introduction of the proposed development in future surrounds are suitable in terms of both safety and comfort at all locations. 10

13 Noise and Vibration This chapter has been undertaken by Resource and Environmental Consultants (REC) Limited in order to address the impacts associated with Noise and Vibration upon the development and due to the development on surrounding existing receptors. This Noise and Vibration Chapter has been completed with due regard to the requirements of Manchester City Council s (MCC) Environmental Health Department. A baseline noise survey had been completed across the Site to determine the resulting noise levels for each source and also to quantify the existing levels of background and ambient sound levels across the Site. Construction Noise There is predicted to be an adverse temporary short-term impact categorised as negligible significance prior to the implementation of mitigation measures. Accordingly, there is predicted to be an adverse temporary short-term impact categorised as negligible significance prior to the implementation of mitigation measures with a worst case assessment. Construction Vibration 1.94 There is predicted to be an adverse temporary short-term impact categorised as moderate significance prior to the implementation of mitigation measures. Construction Generated Road Traffic Noise Increases in road traffic noise levels of below 3dB are expected; therefore it is considered that the magnitude of change will be negligible at receptors located adjacent to the local road network. Accordingly there is predicted to be a negligible impact at receptors. Furthermore, it should be noted that any increase in noise levels associated with construction generated road traffic is expected to be limited to the daytime hours only. Road Traffic Noise on Existing Receptors There is predicted to be a minor impact at existing noise sensitive receptors due to development generated traffic in the short term. However, current guidance states that a change of 3dB is only just perceptible to the human ear. Therefore, a change of +1.4dB in the short term is not considered to be perceptible for the closest receptors and as such is considered negligible. There is predicted to be a minor impact at the receptors in the long term due to the cumulative road traffic impact. However, the level of 47.1dB LA10,18hr is converted to the LAeq,16hr by deducting 2dB, resulting in a noise level of 45.1dB LAeq,16hr. This is a low level and when considering the criteria for garden areas as being 50dB, the impact is considered negligible. Road Traffic Noise Impact on Proposed Development 1.99 The adoption of mitigation measures and appropriate development design should be included when determining the effect of road traffic noise levels on the noise sensitive elements of the Site Mitigation measures include the installation of barriers on the balconies facing Chester Road, the height of which will be governed by other aspects associated with the development, such as health and safety, etc. Additionally, higher specification glazing has been specified for 11

14 certain habitable rooms across the development. A MVHR System is proposed across the development Accordingly there is predicted to be a negligible external and internal noise impact on the proposed noise sensitive receptors with mitigation measures in place. Traffic and Transport Introduction The transport chapter of the ES has been prepared by SK Transport Planning Ltd and evaluates the forecast effects of the proposed development on the surrounding area in terms of transport, accessibility, traffic and highway impact. The evaluation is underpinned by a full Transport Assessment (contained at Appendix 12.1) and Framework Travel Plan (contained at Appendix 12.2) The scope and assessment method used in the transport chapter and supporting assessment work is based on that previously agreed with Manchester City Council The assessment of transport impact and the resulting environmental effects have been carried out in accordance with best practice guidance and standards. The transport related effects of the proposed development have been considered against relevant local, regional and national policy and has been found to accord with all requirements. Approach to the Assessment Baseline Assessment The baseline assessment has been undertaken in line with standard transport planning practices as outlined in DfT guidance. A combination of data held by Transport for Greater Manchester and new traffic survey data was used to determine the baseline traffic situation The data has been forecast forward to the future assessment year of 2021 using the Department for Transport s TEMPRO database. Other committed developments in the local area expected to have an effect on traffic movements in the study area have also been taken into account in the future 2021 base traffic flow scenario Accident data for the highway network in the vicinity of the proposed development site has been reviewed to allow an understanding of road safety characteristics of the surrounding area In line with local and national policy requirements, the assessment also includes full assessment of the accessibility of the Proposed Development by non-car modes of travel, including walking, cycling and public transport. Development Parameters Assessment Best practice guidance was used to derive a suitable method of forecasting future transport conditions associated with the proposed development. The TRICS database was used to assess the traffic flows associated with the proposed development The additional traffic generated by the proposed development was then added to the 2021 base traffic flows to create the 2021 base and development traffic flows. The difference in traffic flows was then used to assess likely significant effects Consideration has also been given to the accessibility of the proposed development by non-car modes and measures that should be included in the design to encourage safe movements on foot, cycle and using public transport. The assessment includes a Greater Manchester Accessibility Level calculation in line with local assessment guidance. 12

15 Environmental Assessment Method The assessment of the impact significance has been undertaken in line with the requirements of both the Institution of Environmental Management and Assessment, and Department for Transport guidance. The assessment considers both the construction and operational phases of the proposed development. The cumulative effect of the proposed development in conjunction with other planned developments in the local area is included in the assessment The significance of potential traffic and transport effects has been determined using criteria developed from best practice techniques. The effect of significance is derived from measures of magnitude of the change and the sensitivity of the receptors affected. Categories of sensitivity and magnitude are defined and assessed to determine the significance of the effect for the following elements: Severance Driver Delay (including traffic conditions) Pedestrian Delay Pedestrian Amenity Public Transport Accessibility Cycle Accessibility Accidents and safety Dirt and dust Assessment of Likely Effects IEMA Guidelines recommend two rules to be considered when determining which highway links should be included within the assessment of the environmental impact of a development. The two rules are: Rule 1: Include highway links where traffic flows will increase more than 30% (or the number of HGVs will increase by more than 30%); and Rule 2: Include any other specifically sensitive areas where traffic flows have increased by 10% or more These rules are to be used in determining the links that should be included within the environmental assessment and are based upon knowledge and experience of environmental effects of traffic and also acknowledges that traffic forecasting is not an exact science. At a simple level, the guidance considers that projected changes in traffic flow of less than 10% creates no discernible environmental effect, hence the second threshold as set out in Rule 2. On this basis, links within the study area that are forecast to have a change in flow of less than 10%, have not been considered any further in this section. Construction Effects and Mitigation Measures The construction phase will be associated with an increase in HGV movements, when compared to the existing site use, but is not forecast to reach IEMA significance thresholds, even at the lower level (10%) Parking associated with contractor activity during the construction phase will be accommodated in part within the construction compound area within the site. Other contractor vehicles will be expected to use public parking spaces within one of the numerous public car parks near to the site. On-street spaces are also available in the vicinity of the site for shortstay activity. Restrictions to on-street parking will prevent overspill in the surrounding area The environmental effects during the construction phase will be mitigated and further minimised by the adoption of a Construction Management Plan, which will include details of the following: 13

16 A Construction Management Plan which will include measures to ensure safe large vehicle movements and access locations, haul routes, unloading and parking areas, access for emergency vehicles and protected pedestrian/cycle routes. A storage plan including deliveries strategy to minimise storage requirements A traffic management plan including measures to ensure safe flow of construction traffic within the site A health and safety plan outlining the measures that will be adopted to protect contractor staff and other members of the public A site establishment plan identifying the location of site office, materials storage, hoarding plan, waste skips and parking areas A staff travel plan to influence contractor travel by non-car modes A dust minimisation plan. Operational Effects & Mitigation Measures The changes in traffic flow on each of the link are analysed against the 10% significance threshold. Only one link (Hewitt Street) of the 16 links in the study area is forecast to experience changes in travel in excess of 10%. This link has been taken forward for further assessment in line with IEMA guidance The significance of environmental effects on Hewitt has been evaluated against each of the criteria outlined above and have been found to be negligible in all respects The proposal includes a number of mitigation measures to build on the excellent accessibility level of the site, further reduce daily car use, and improve road safety and transport network operation The mitigation measures include: Travel Plan Parking Management Strategy Service Management Plan Cycle parking provision The residual environmental effects of the proposed development are evaluated as negligible. Cumulative Effects The future traffic flow data is based on 2015 traffic surveys, TEMPRO adjusted local background traffic growth factors and committed developments (as advised by Manchester City Council). A cumulative scenario for 2021 has also been assessed that includes the Chester Road development proposal traffic and the traffic associated with a large development scheme at an adjacent site (Owen Street). The Owen Street proposal will result in the removal of a popular commuter car park and consequently a number of the highway links will experience a net reduction in traffic flows (minor-beneficial effect) Both the proposal and the Owen Street development include mitigation measures that result in a negligible transport effect. Conclusion The transport chapter shows that the traffic impact of the proposed development is well below the established significance threshold at the majority of highway links in the study area during both the construction and operational phases. 14

17 1.127 The proposed development includes a number of mitigation measures to be delivered as part of the proposed site layout and movement strategies to improve existing access conditions and facilitate movements by all modes at both the construction phase and operational phase The residual effects of the development taking account of the proposed package of mitigation measures is evaluated as negligible. Air Quality Scope Resource and Environmental Consultants Ltd was commissioned by Renaker Build to undertake an Air Quality Assessment in support of a planning application for a proposed mixed-use development at land off Chester Road, Manchester. Methodology The Development has the potential to cause air quality impacts at existing residential locations. These may include fugitive dust emissions from construction works and road vehicle exhaust emissions associated with traffic generated by the site once operational, as well as expose future users to any existing air quality issues. As such, an Air Quality Assessment was required to quantify pollution levels across the site, consider its suitability for the proposed end-use and assess potential impacts as a result of the Development Potential construction phase air quality impacts from fugitive dust emissions were assessed as a result of earthworks, construction and trackout activities Dispersion modelling was undertaken in order to quantify existing pollutant concentrations at the site and predict air quality impacts as a result of road vehicle exhaust emissions associated with traffic generated by the development. Baseline Conditions The baseline assessment identified existing residential receptors within the vicinity of the site, at worst-case locations, which are sensitive to construction phase activities and changes in road vehicle exhaust emissions, as well as identify any existing air quality issues The baseline assessment indicated that the Development is located within an area declared by Manchester City Council as experiencing poor air quality. This was considered throughout the Chapter by assessing the impacts from the Development on local air quality, as well as considering the impact of existing air quality on future users. Environmental Effects Potential construction phase air quality impacts from fugitive dust emissions were assessed as a result of earthworks, construction and trackout activities. It is considered that the use of good practice control measures would provide suitable mitigation for a development of this size and nature and reduce potential impacts to an acceptable level Dispersion modelling was undertaken in order to quantify existing pollutant concentrations at the site and predict air quality impacts as a result of road vehicle exhaust emissions associated with traffic generated by the development. Concentrations of NO2 and PM10 were predicted at various floor heights across the development. This indicated elevated annual mean NO2 concentrations at levels below the second floor.however, annual mean PM10 concentrations were below the relevant AQO at ground floor level The dispersion modelling indicated that pollutant levels at the proposed residential units were above the relevant air quality standards at ground and first floor levels, as such, the location is not considered suitable for residential use without the inclusion of mitigation methods. 15

18 1.138 Additionally, the assessment concluded that impacts on pollutant levels as a result of vehicle exhaust emissions once the site is operational, were not predicted to be significant at any existing residential location in the vicinity of the site. The use of robust assumptions, where necessary, was considered to provide sufficient results confidence for an assessment of this nature. Mitigation Measures Mitigation measures are required during construction to minimise dust impacts. Measures included within best practice guidance are considered to be acceptable to ensure any fugitive dust emission as a result of the construction phase are not significant The results of the dispersion modelling indicated that mitigation measures are also required to protect future residents from air quality during the operational phase of the development, as the concentrations across the site are predicted to be above the air quality standard at the ground and first floor levels Mechanical ventilation with an air inlet positioned at a height of the second floor level or above, facing away from Chester Road, should be included for all residential units from the ground floor to first floor levels of the development. This should ensure the supply of clean air for future users As predicted NO2 concentrations are above the relevant AQO, it has been recommend that the development include a high specification of window tightness at all habitable areas on the ground and first floor levels so, when these are closed, the future site users will be suitably protected from the pollutants outside. This type of mitigation is considered suitable for a development of this size and nature. There were no predicted exceedances of the annual mean AQO for PM10 at any location across the development site. However, the suggested mitigation measures would also reduce exposure to this pollutant as well as NO2. Residual Environmental Effects The inclusion of mitigation measures as stated within best practice guidance will ensure any residual effects as a result of construction and operational phase activities will be not significant Predicted impacts on pollutant levels as a result of traffic exhaust emissions associated were predicted to be not significant at all residential receptor locations within the vicinity of the site. Consequently, the residual effects from road vehicle exhaust emissions associated with traffic generated by the proposal are predicted to be not significant Based on the assessment results, air quality issues are not considered a constraint to planning consent for the proposed development, subject to the inclusion of relevant mitigation measures. 16

19 This report has been prepared for Castlefield Developments (Manchester) Ltd [the applicant] and on the understanding that it will be made publically available. All copyright and other proprietary rights in the report remain the property of Deloitte LLP and any rights not expressly granted in these terms or in the Contract are reserved. No party other than Castlefield Developments (Manchester) Ltd [the applicant] is entitled to rely on the report for any purpose whatsoever and thus we accept no liability to any other party who is shown or gains access to this document. The information contained within this report is provided to assist Castlefield Developments (Manchester) Ltd [the applicant] with this Planning Application. The report makes use of a range of third party data sources. Whilst every reasonable care has been taken in compiling this report, Deloitte LLP cannot guarantee its accuracy.