Principal Place ENVIRONMENTAL STATEMENT: NON-TECHNICAL SUMMARY

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1 1. Introduction RT Group Property Investments Limited (the Applicant ) is seeking detailed planning permission for the redevelopment of 1.28 hectares of land off Norton Folgate to the north of Liverpool Street Station in the London Borough of Hackney. The development area is subsequently referred to as the Site. The boundary of the Site is shown in Figure 1. Figure 1: Site Plan and Boundary The Site is bounded by Worship Street to the south; Curtain Road to the west; Hearn Street, Plough Yard and Bowl Court to the north; and Norton Folgate to the east. The majority of the Site is currently vacant but does contain a small number of buildings and structures including the Light Bar at 233 Shoreditch High Street, Papermill Bar on Curtain Road and a railway cutting in the south-eastern part of the Site. The existing uses on the Site include a temporary golfing range, food market and two 5-a-side football pitches. The northern part of the Site also includes around 10m of a disused railway viaduct. The Applicant is seeking planning permission for the partial demolition of 233 Shoreditch High Street and the rest of the buildings and structures on Site, erection of a decking structure over the railway cutting and the construction of five new buildings plus a kiosk. The new buildings would range from one storey to 50 storeys above ground level and would provide a range of uses including office, retail and new housing, together with new areas of public realm. Two separately accessed basements would also be provided for car parking, servicing, storage and plant areas. The proposals are known as Principal Place and are hereafter referred to as the Development. 1

2 A redevelopment scheme for the Site was approved by the London Borough of Hackney on 31 December 2009 (Planning Application Ref. 2007/2227) comprising the retention of 233 Shoreditch High Street, enhancements to the public realm, offices, residential units, a hotel, serviced apartments and retail space (hereafter referred to as the Consented Scheme ). Since obtaining this planning permission the Applicant has undertaken a review of the development in light of the current economic conditions with a view to improving its short to medium term deliverability. Revised proposals have therefore been developed which are the subject of a new detailed planning application. An Environmental Impact Assessment (EIA) has been undertaken to assess the likely environmental effects of the proposed Development. The EIA is reported in an Environmental Statement which has been prepared to accompany the planning application. This document provides a summary of the Environmental Statement in non-technical language. It is presented as a separate document from the main volume of the Environmental Statement to provide the public and interested parties with easy and nontechnical access to relevant information and to facilitate the active public participation in the decision-making process. 2. EIA Methodology Planning regulations require that the process of EIA must be followed for certain types of development before a decision is made on whether planning permission should be granted. EIA can be defined as a systematic process to identify, predict and evaluate the environmental effects of proposed actions and projects. The EIA process is applied prior to major decisions and commitments being made and ideally is integrated into the project design process. The role of EIA is to inform the decision maker of the significant environmental effects (positive and negative) that are likely to occur if the development proposal is granted consent. The EIA was undertaken by a qualified and experienced team of consultants using established methods and criteria. This involved site visits and surveys, reviews of available reports and data, computer modelling and specialist assessments, and consultation with a number of relevant authorities. The first stage of the EIA process involved undertaking a scoping study. The aim of this study was to identify the key issues that the EIA would address to ensure the studies were focused on those areas where significant effects are likely. The scope of the EIA, and therefore the Environmental Statement, was informed by work undertaken of the Applicant s Consented Scheme for the Site which was also subject to an EIA. An EIA Scoping Report was prepared by Waterman EED, as co-ordinators of the EIA process, which set out these key issues the proposed content and approach to the Environmental Statement. This report was submitted informally to London Borough of Hackney for comment and was subsequently reviewed by London Borough of Hackney s advisors, Entec UK, who provided comments on the proposed scope of the EIA. A meeting was also held with London Borough of Hackney and Entec UK to agree the scope of the EIA. Based on the EIA Scoping Report and subsequent discussions with London Borough of Hackney and their appointed advisors, Entec, it was agreed the following key environmental issues would be addressed as part of the EIA: 2

3 Socio Economics; Daylight, Sunlight, Overshadowing, Light Pollution and Solar Glare; Archaeology; Transportation and Access; Noise and Vibration; Air Quality; Waste; Wind; Ground Conditions; Water Resources and Flood Risk; Ecology; Telecommunications; Aviation; Built Heritage; Townscape and Visual Impacts; and Cumulative Effects. Each environmental assessment topic is reported in the Environmental Statement as a technical chapter. Each technical chapter describes how the assessment was undertaken, the current environmental conditions on and adjacent to the Site, and the likely significant effects of the Development, or potential effects. Each technical chapter also describes a range of measures that would be incorporated to avoid, reduce, or offset any identified adverse effects, and/or enhance potential beneficial effects. Such measures are referred to as mitigation measures. The resulting effects (known as residual effects ) following the implementation of mitigation measures are also described. A number of planned developments in the local area were also considered in relation to each assessment in order to understand their combined or cumulative effects with the Development. These included consideration of redevelopment proposals for 100 Bishopsgate, Nicholls and Clarke and 5 Broadgate. Further details are provided under Cumulative Assessment. 3. Land Uses and Activities The Site currently contains a small number of temporary buildings and structures including: a temporary golfing range to the north and east, two five-a-side football pitches to the west, and a temporary food market to the east (adjacent to 233 Shoreditch High Street). A one-storey brick building is located to the south and the Papermill Bar (including a gymnasium use above) is located in the north western corner of the Site, on Curtain Road. The Papermill Bar is separated from the rest of the Site by a fence. An electricity substation is located 3

4 east of the Papermill Bar on the northern boundary of the Site. A bar and restaurant (the Light Bar) is located at 233 Shoreditch High Street in the eastern part of the Site. A 6 to 7 metre deep railway cutting, containing six railway tracks leading to and from Liverpool Street Station, is located in the south eastern part of the Site. There is a section of metal decking structure partially covering the cutting. A disused railway viaduct which used to bisect the centre of the Site (north to south) was largely demolished in 2007, although a 10metre length of the viaduct remains in the northern part of the Site. Figure 2 shows an aerial view of the existing Site. Figure 2: Aerial View of the Site The South Shoreditch Supplementary Planning Document prepared by London Borough of Hackney in 2006 identifies the Site as being located in an area on the edge of the City highlighted for commercial development and new buildings of outstanding architectural quality. As a consequence, considerable redevelopment is already taking place in the area surrounding the Site with further development proposed for the future. The area surrounding the Site comprises mainly office buildings, retail, food and drink establishments with some residential properties, including those on Shoreditch High Street, to the north of Plough Yard and west of Curtain Road. Garages, car parking and offices together with an electricity substation occupy the area to the north of the Site. Many of the buildings to the east of the Site lie vacant or disused; whilst offices mainly comprise the area west of the Site. The Broadgate Tower (201 Bishopsgate) lies directly to the south of the Site and comprises a 33-storey tower and 13-storey building with office and retail uses, as well as public spaces. 4

5 The northern part of the Site is located within the south Shoreditch Conservation Area which was combined with the Shoreditch High Street Conservation Areas in The Site also lies adjacent to Elder Street Conservation Area to the east of Norton Folgate. There are no buildings of national importance (i.e. listed buildings) on the Site. However, the South Shoreditch Conservation Area does extend to include 233 Shoreditch High Street, which whilst not listed, is identified by the London Borough of Hackney as a building of Townscape Merit. There are a number of listed buildings in the area surrounding the Site; the nearest ones being approximately 25 metres west on Worship Street and 40 metres north on Curtain Road. 4. Alternatives and Design Evolution In line with the UK EIA Regulations, the Environmental Statement provides a description of the main alternatives to the Development which were considered by the Applicant. These included the option of not developing the Site (i.e. the No Development option), the option of developing the schemes that already have planning consent for the Site (i.e. the Consented Scheme option), together with a series of alternative designs. The Site has been designated by London Borough of Hackney as a location for new development and particularly for the development of tall buildings. Without redevelopment, the Site would continue to deteriorate - resulting in a worsening derelict area in the local townscape. The potential social and economic benefits to the area associated with new housing and office uses, would attract employment, and the opportunity to significantly improve the public realm of Shoreditch High Street associated with the Site s redevelopment would also not be realised. The No Development option for the Site is therefore considered undesirable and is not consistent with planning policy for the Site and the regeneration objectives for the area. Three schemes which relate to the Site already have planning permission. Planning permission was granted in February 2002 by London Borough of Hackney for redevelopment of the western part of the Site for office and retail uses within a 15 storey building designed by Sidell Gibson Architects. In December 2004, planning permission was granted for redevelopment of the eastern part of the Site with a 17 to 23 storey office building located over the railway cutting. This scheme was designed by the architects Kohn Pederson Fox (KPF). The third scheme (hereafter referred to as the Consented Scheme ) was designed by Foster and Partners and includes demolition of existing buildings and structures on the Site, the construction of a deck covering the railway cutting (now partially complete) and construction of five new buildings providing a mix of uses including hotel/ apartment, residential (50 affordable and 191 private units), retail and commercial. Since obtaining planning permission for the Consented Scheme the Applicant has undertaken a review of the development with a view to improving its viability and deliverability. The reasons for the revisions to the scheme and the current planning application are therefore in response to commercial considerations rather than concerns over environmental effects. 5

6 The main differences between the Consented Scheme and the current Development include: removing the tower element of Building 1 and the land given over as public space; creating a single office building which has the ability to be let on a single or multi-occupancy basis; reducing the massing and footprint of Building 2 partly through the removal of the hotel and apart-hotel element; reducing the height of Building 1 from 32 storeys to 16 storeys above ground level; increasing the amount of retail floor space by approximately 400m 2 ; reducing the amount of commercial floor space by approximately 10,000m 2 Gross External Area (GEA); introducing a space of 263m 2 GEA at Building 5 for flexible uses; and increasing the total number of housing units from 241 to 299. A summary of the main design alternatives considered by the Applicant during the design process for the proposed Development since approval of the Consented Scheme in December 2009 is provided below. An image of the building layout of the Consented Scheme is provided as Figure 3. Figure 3: 2009 Consented Scheme Building Layout Rather than two commercial buildings, as was included in the Consented Scheme, a single commercial building with large floor plates was considered to best achieve the current market requirements. In addition the final building massing design of the commercial building had regard to the surrounding public realm, and relationship with other buildings within the Development as well as surrounding buildings (e.g. the Broadgate Tower). Height constraints imposed by the protected viewing corridor of St Paul s Cathedral from Westminster Pier (as defined in the London View Management Framework), existing railway and space adjacent to the railway for future expansion also informed selection of the final design. 6

7 The early designs of the residential tower were square in building form; the building corners were subsequently rounded to ensure the tower complies with the viewing corridor of St Paul s Cathedral from Westminster Pier. The building entrance locations were changed so that both residential and retail users have a ground floor presence, with the private residential use maintaining an address on Hearn Street and a presence on the public square, and the retail uses maintaining a presence on the public square and a frontage to Norton Folgate. In addition, canopies were introduced above the communal terraced areas to help minimise the influence of high level winds at this upper levels. The height and massing of the two consented buildings providing affordable housing in the north west corner of the Development have not changed in size or height from that of the Consented Scheme. However, to support regeneration of the area to the north of the Site the Applicant introduced a single storey building. This building (referred to as Building 5) provides space for a range of flexible uses to mirror similar surrounding land uses (e.g. smaller workshops) and would provide children s play space on the roof. The single storey building would provide a more coherent street frontage on Plough Yard to reinforce the street in this location. 5. The Proposed Development The Development comprises five buildings referred to as Buildings 1, 2, 3, 4 and 5 as shown on Figure 4. Building 1 would be located in the southern part of the Site fronting Worship Street. Building 2 would be located towards the centre of the Site, Buildings 3 and 4 would be located in the northern part of the Site fronting Plough Yard and Bowl Court. Building 5 would be located between Buildings 3 and 4 fronting Plough Yard. A small kiosk would be located in the main public realm to the south east of the Development over the railway cutting which would be fully covered. A total of 77,936 square metres of office floorspace would be provided in Building 1 which would be 16 storeys above ground level at its highest part. Building 2 would provide 243 private residential units and would reach a maximum height of 50 storeys above ground level. A total of 56 affordable housing units would be provided in Buildings 3 and 4 which would reach a height of 14 and 6 storeys above ground level respectively. Building 5 would be one storey and could accommodate 263 square metres of range of flexible uses (Use Classes A1-A4/D1/D2/B1). Retail units would be located on the ground floors of Buildings 1, 2 and 3. These are likely to comprise a mix of shops, restaurants, cafes, bars and financial and professional services. In addition, Building 2 would provide a lobby on the ground floor, with a gym and business centre for use by residents on the first floor. Apartments would be located above from the second floor of Building 2 and from the first floor of Building 3. 7

8 Figure 4: Ground Floor Plan A large area of public open space would surround the Buildings allowing pedestrian movements through many areas of the Site. The main area of new public realm would be located on the decking structure over the railway lines in the south eastern corner of the Site and is referred to as The Plaza. The Plaza is designed to gently rise above the level of the pavement with shallow steps linking the eastern frontage of the Development to Norton Folgate. A sculpture / water feature is proposed towards the west of The Plaza. Trees, benches and raised borders would be interspersed between the paving of The Plaza together with two green squares around which or in which people could sit and relax. The green areas would be adjacent to the residential Buildings, with the roof of Buildings 5 also providing an area of play space for children. Active frontages would be created within the Development with entrances to the shops, offices, and residential units. Building 1 would include a two storey colonnaded entry to the east, which would be publically accessible, whilst the west would be used by office workers. Building 1 would provide a roof terrace for office users on Level 16. The roofs of Level 38 and 43 of Building 2 would be used as private roof terrace and communal terrace. These terraces would have some landscaping in planters together with canopy structures and screens. The majority of units within Building 2 would have winter gardens. In addition, all the affordable housing units in Buildings 3 and 4 would have private balconies. 8

9 The roofs of the Buildings would incorporate a minimum of 1,501 square metres of extensive green roofs to provide ecological habitat on the Site particularly for black redstarts. These roofs would not be accessible to the Site occupants or the public. The landscape plan for the Development is shown as Figure 5. Figure 5: Landscape Strategy A basement would be constructed across the Site providing parking for cars, motorcycles and bicycles together with plant. The basement would be separately accessible for Building 1 and Building 2. A basement mezzanine level would also be constructed below Building 1, with bicycle parking and showers and lockers for office users located on this level. Basement car parking, service and plant rooms would be accessed via a ramp at the northwest corner of Building 1. The private residential car parking at basement level would be accessed via a car-lift south of Building 3. There would be a total of 73 car parking spaces provided within the Development. Car parking would be provided in stackers in the basement. 22 car parking spaces would be provided for Building 1 (including 2 disabled parking bays), whilst 48 triple stacked car spaces and 2 disabled bays would be provided for Building 2. Although four of the parking spaces within the basement would be dedicated disabled parking bays, all of the car parking would be valet parking and therefore would be accessible to disabled users. The valet service would also result in no visitors or residents requiring access to the basement. In addition, one parking space suitable for disabled persons would be provided for the disabled flat in Building 3, which would be at ground 9

10 level adjacent to Plough Yard. There would also be 102 motorcycle parking spaces in the basement, together with a total of 648 bicycle parking spaces within the Development which includes 10 public cycle spaces. The proposals include demolition of the rear part of 233 Shoreditch High Street. The walls of the yard at the rear of the property would be demolished and the area would become part of the public realm of the Development. 233 Shoreditch High Street would then become a freestanding building on all four sides. This building would remain in retail use. Energy efficient measures have been incorporated into the design to contribute to the heating, energy and electrical demands of the Development. The basement would include a Combined Heat and Power (CHP) plant for residential use together with plant such as evaporative cooling towers High Voltage transformers, additional heat exchangers, water storage tanks and booster pumps. Four substations would be required to serve the Development; two would be located in Building 1 to serve Building 1; one located in basement of Building 2 to serve the lower floors of Buildings 2 and Buildings 3 and 4; and one located mid way up Building 2 to serve the upper floors of Buildings 2. Together, it is estimated that these measures would significantly reduce carbon dioxide (CO 2 ) emissions associated with the Development s energy demand by 18.3% compared to standards required by Building Regulations (Part L). 6. Development Programme, Demolition and Construction It is anticipated that the construction of the Development would last 5 years and that these works would take place in four overlapping stages, these indicative phases are: Phase 1 - excavation of the basement and the construction of the substructure; Phase 2 - construction of the commercial office building (Building 1); Phase 3 - construction of residential tower (Building 2); and Phase 4 - construction of affordable housing (Building 3 and Building 4) and the flexible space (Building 5). In order to control and manage the potential environmental effects of demolition and construction, an Environmental Management Plan (EMP) would be developed and implemented throughout the duration of the works. An EMP is a document which specifies a range of measures to manage the environmental effects that could arise during the works; for example, controls in relation to dust, noise and vibration, and waste management. The EMP would be informed by the conclusions of the EIA and would be prepared in line with relevant legislation and best practice guidelines. Demolition and construction contractors would be required to implement the EMP and to ensure monitoring is also undertaken where it has been specified. EMPs are an established method of managing environmental effects arising from demolition and construction works and are consistent with methods successfully adopted for other major schemes in urban areas. A framework for the EMP contents is provided in the ES. 10

11 7. Socio-Economics A socio-economic assessment was undertaken to identify the likely significant effects of the Development on the local and regional economy, using a wide range of information sources. These sources included a detailed review of planning policies, guidance and standards, population Census data and professional experience of similar scale redevelopment schemes. The Site is largely vacant and the only active uses are 233 Shoreditch High Street, the Papermill Bar, and temporary uses including the golfing range and two 5-aside football pitches. The Site does not support any housing and largely inaccessible to the public. It is estimated that the Site currently supports approximately 100 jobs. Of these jobs, 50 are accommodated by the Light Bar, which would be retained as part of the proposed Development. The assessment identifies that demolition and construction of the Development would generate approximately 320 full time equivalent construction jobs over a period of 5 years, both on-site and within the construction supply chain. Demolition and construction employment is relatively mobile and, as a result, it is not particularly meaningful to consider its effect at the local or district level. Therefore, the effect is assessed to be negligible at the regional level. The proposed Development would provide 299 homes including private market and affordable housing, ranging in size from one bedroom to four bedroom units. A total of 56 housing units would be affordable meaning they would be available to people on lower incomes. This housing would contribute to the housing targets set for the London Borough of Hackney helping to meet the housing needs in the Borough. Approximately 490 people are expected to live within the Development once it is complete. Within this total population figure, a total of 45 are expected to be children (between 0 and 15 years of age). The Site does not currently support any housing and therefore no people live there. This increase in population would place some extra demand for community facilities, especially education and healthcare. However, research into existing capacity in nearby schools and primary healthcare facilities suggests that there is sufficient capacity to absorb this extra demand and meet the needs of the new population brought to the Site by the proposed Development. No significant adverse effects are therefore expected. In addition to the housing element, employment floorspace would also be provided as part of the proposed Development, including the office uses in Building 1 and retail uses at the ground floor levels of Buildings 2 and 3. Once the Development is complete and occupied it is estimated that the uses would generate around 4,500 net additional jobs. These jobs would include a wide range of skills and would provide opportunities for both the local and district workforce, thereby resulting in beneficial effects for the local economy. This figure of 4,500 allows for the displacement of the existing jobs within the Site. Jobs associated with 233 Shoreditch High Street would remain. 11

12 There would be increased levels of spending in the area from the new people living and working within the Development. In total, the employees and residents brought to the Site by the proposed Development are expected to generate spending of approximately 10.7 million per year, giving rise to a significant beneficial effect for the local economy. The Development would also provide around 6,000m 2 of accessible open space which would be a significant benefit for people living and working the area. The Development also includes 554m 2 of play space for children which would benefit existing and future users of the Site and its surrounds. As part of the socio-economic assessment, a study has been undertaken of the potential effects of the Development on existing retailers in the local area. This concluded that the 2,503m 2 of retail use included within the Development would not have any adverse effect on local shops and businesses. As highlighted above, employees and residents are expected to generate spending of approximately 10.7 million per year, which is likely to benefit existing shops and businesses. 8. Daylight, Sunlight, Overshadowing, Solar Glare and Light Pollution Changes in the mass, layout and height of buildings can result in changes in the quality and duration of daylight and sunlight experienced by people in buildings surrounding the Site. In addition, new buildings can affect overshadowing of surrounding open space, light pollution and solar glare. An assessment was undertaken to establish the effects of the Development on the amount of daylight, sunlight and solar reflective glare received by residential properties closest to the Site. An analysis of the amount of overshadowing of new public amenity areas and residential properties within the Development was also undertaken. The assessment involved the use of a three-dimensional computer model of the Development and its immediate surrounds. Much of the existing Site is clear with very few structures currently causing any obstruction to the direct access of natural light to the neighbouring properties. As the construction works continue, the levels of daylight, sunlight, overshadowing, solar glare and light pollution received by neighbours of the Site would progress towards those of the completed Development. The neighbouring buildings are in close proximity to the Site varying between around 2.5m 25m from the Site boundary. The neighbouring buildings to the north, east and west of the Site are of mixed use, height and construction and are all considered to be low level generally of four stories or less. The southwest of the Site is bounded by an eight storey office block whilst directly to the south, the 35 storey 201 Bishopsgate development has recently been completed. The assessment has considered the effects of the Development on residential properties at 223, Shoreditch High Street, and was based on guidance published by the Building Research Establishment (BRE). 12

13 The Development is predicted to adversely affect the amount of daylight available to rooms in the residential properties assessed when compared against the existing levels because the Site is currently largely vacant, which is very unusual for a site in central London. Adverse effects would be experienced at windows of 226, 227 and 228 Shoreditch High Street as there would be a loss of daylight. The effect on 223 Shoreditch High Street would be negligible. The Development is not anticipated to give rise to any significant adverse effects in terms of the amount of sunlight available to residents of 223 Shoreditch High Street. The amount of daylight received by new housing within the Development has also been tested. An analysis was undertaken of the internal daylight conditions to all habitable rooms on the ground, first and second floor levels of Building 1, 3 and 4. This indicated that all but one room would satisfy the BRE target values for quality, quantity and distribution of light. As such, the residential accommodation within the scheme proposals is generally considered to receive good levels of natural light particularly for this urban location. The internal daylight analysis indicates that all but one room would satisfy the relevant target values. As such, the effect to the new residential accommodation of the development proposals are therefore considered to be negligible aside for one room on the ground floor of Building 4 which is considered to have a highly localised minor to moderate adverse effect. Built development can also affect the level of overshadowing on amenity areas, such as gardens or open space. There are currently no amenity areas surrounding the Site that require analysis, but analysis indicates that the public open space created as part of the proposed Development would not experience adverse levels of permanent overshadowing when measured against the guidance published the BRE. Light pollution is any light emitting from artificial sources into spaces where this light would be unwanted, such as spillage of electric light from commercial buildings onto streets or into residential accommodation where this would cause inconvenience to their occupants. The light spillage analysis indicates that following careful lighting design with reference to the Institute of Lighting Engineers guidance and considering the existing night time levels in City centre locations the effects are considered to be negligible. Solar glare can occur when sunlight is reflected from a glazed façade, which can affect road users outside and the occupants of adjacent buildings. The incidence of solar glare has been analysed. This indicated the potential for some highly localised temporary adverse effects from daytime solar glare but this was not considered to be detrimental to the safe movement around the roads and pavements surrounding the Development. 9. Archaeology An archaeological assessment has been undertaken, which involved the study of archive records and historical maps, and previous investigation works, in order to identify the archaeological potential of the Site. 13

14 The Site is located in the southern part of the Shoreditch Archaeological Priority Zone as defined within Hackney s Unitary Development Plan (UDP) and the adopted Core Strategy. Research and previous investigations on the Site in 2001 and 2007 indicates the main potential for remains on the Site is in relation to the early 19 th century gasworks and late 19th century coal depot. The development in the 19th century is likely to have resulted in the truncation of earlier archaeological remains across much of the Site (i.e. earlier post-medieval buildings, late medieval agricultural features, the Roman cemetery and road-side features, and palaeoenvironemental remains from deposits laid down by the ancient Walbrook River). There is, however, proven potential for localised/fragmented survival of such remains. The effects of the Development on archaeology would be limited to those during the demolition and construction works, essentially from excavation associated with the construction of the basement and foundations. Figure 6 shows the extent of the proposed basement. The effects would be mitigated by the implementation of a programme of archaeological investigation carried out prior to, or in conjunction with, any ground preparation, basement excavation, piling and service trench excavation, to ensure no archaeological assets are removed without recording for the advancement of the understanding of the resource significance. The resulting effect of the Development on archaeology resources would be negligible. Figure 6: Proposed Basement Level 14

15 10. Transport and Access A detailed assessment of the effects of the Development on the local highways, public transport and pedestrians and cyclists was undertaken. The assessment is presented in a Transport Assessment (TA) and is summarised in the Environmental Statement. The Site is highly accessible by public transport. Liverpool Street station is located 630 metres to the south of the Site and Old Street Station is located 950 metres to the north-west of the Site. There are a total of six London underground lines operating in the vicinity of the Site. Four lines, namely the Central, Metropolitan, Circle and Hammersmith & City Lines, operate via Liverpool Street Station. Additional access to the Northern Line is provided by Old Street Station. The area around the Site is also well served by the London Cycle Network, National Cycle Network and other cycle infrastructure. Construction of the Development would be undertaken in a series of overlapping phases and would take approximately 5 years to complete. During the construction works the Development is anticipated to give rise to 11 vehicle movements per hour during the peak construction period (e.g. during demolition and excavation works). These movements are limited and in addition, construction personnel would be encouraged to use public transport to travel to and from the Site. Therefore, construction of the proposed Development would have no material effect in terms of highway capacity on the surrounding road network with the additional traffic generation being within the daily variation of traffic. Given that the Development has limited car parking (i.e. 51 residential spaces and 22 office spaces), the effects on the highway network from additional traffic would be limited. The assessment identifies a large proportional increase in traffic flows on Hearn Street and Plough Yard, however, this is due to the very low levels of existing traffic on these roads. The absolute traffic flows through nearby junctions remains low and would have no material effect upon junction capacity. The potential traffic effects of the Development range between minor beneficial and minor adverse. Whilst it should be recognised that these effects would not necessitate further mitigation, a Sustainable Transport Strategy would also be drawn up in agreement with LBH to ensure the encouragement of sustainable modes of travel, such as walking, cycling and public transport. It is envisaged that the Strategy would incorporate the following: Travel Plan A detailed program of measures and monitoring would be implemented to encourage the use of sustainable modes of transport. Servicing Strategy Servicing would be undertaken from within the basement of the proposed Development with access provided from Curtain Road. It is proposed that a servicing management strategy would be employed to ensure that deliveries are scheduled in such a way to avoid peaks in demand and ensure pedestrian safety. 15

16 The highly accessible location of the Site would ensure that additional trips by public transport, from new occupants of the Development, are distributed over a large number of bus, London Underground and national rail services. As such, it is considered the existing public transport network has sufficient capacity to cope with the additional demand for public transport generated by the Development. In addition, the Development would provide ample secure cycle parking facilities in accordance with London Plan standards. The provision of high quality attractive open spaces, well-maintained and legible routes, lighting, signage and the use of quality materials within the Development would offer a more pleasant environment for both users of the Development and those passing through the area. This would represent a beneficial effect. 11. Noise and Vibration The noise and vibration effects of the Development were established in accordance with published guidelines. This included a comprehensive monitoring survey of the Site of noise and vibration carried out in July The principal existing sources of noise identified comprised road traffic and the railway line which is in cutting in the south eastern corner of the Site. In accordance with published guidance, residential properties are considered to be sensitive noise receptors. There are no residential receptors within the Site itself at present. The nearest existing noise sensitive locations to the Site are the properties on Shoreditch High Street. The future residents of the Development were also considered as potentially sensitive receptors to noise and vibration. Demolition and construction activities would inevitably give rise to some noise and vibration effects in respect of those people living and working closest to the Site. However, during the demolition and construction works a number of steps would be taken to minimise the amount of noise and vibration arising from the Site. This would include careful selection of modern and quiet plant and machinery and working to specified noise and vibration action levels and working hours, taking account of London Borough of Hackney s policies. Noise and vibration levels would be checked through monitoring. Liaison with Network Rail would also occur to ensure the activities are acceptable to prevent disruption to the rail service from construction activity. All such mitigation would form part of the Site-specific Environmental Management Plan and would lead to temporary moderate adverse effects at worst during the demolition and construction works. On completion of the Development, the additional traffic generated would be unlikely to perceivably increase noise levels in and around the Site. In addition, the use of separate rooms, and appropriate screening, acoustic enclosures and louvers in relation to building plant would ensure that suitable internal noise conditions would be achieved within the proposed buildings and in respect of surrounding properties. The Development would also be suitably treated and insulated to reduce the levels of urban noise and railway vibration entering the building to within levels deemed suitable for the residential office and retail space. Noise break out from any of the proposed Development, which may include retail uses (bars/ cafes/ restaurants), would not be significant as the facade insulation provided by the new construction would be more 16

17 than adequate to attenuate internally generated noise to below the existing ambient noise levels in the vicinity of the Site. With regard to external amenity spaces, such as terraces and public amenity spaces, mitigation measures would be implemented to reduce noise levels as far as is reasonably possible. There would also be the potential for noise levels within existing pedestrian areas to be reduced as a result of screening of rail noise provided by the construction over the railway cutting this having a beneficial effect upon the local noise climate. 12. Air Quality London Borough of Hackney has declared an Air Quality Management Area (AQMA) across the whole Borough owing to existing and predicted future levels of air pollutants. The main source of these pollutants is exhaust fumes associated with traffic on main roads within the Borough. An assessment of the effects of the Development on local air quality arising from the construction and operational phases has been undertaken. The construction effects of the Development would be related to dust emissions and exhaust emissions from construction plant and vehicles. The operational effects of the Development would result from traffic associated with the Development and operational heating and ventilation systems. The main effect during the demolition and construction phase on local air quality relates to dust, which would be most likely to be generated from demolition activities and earthworks. A range of best practice environmental controls would be implemented to minimise dust emissions from the Site, thereby reducing the potential for nuisance. These measures would form part of the site-specific Environmental Management Plan and would include damping-down of surfaces, the use of protective hoarding around the Site, covering construction materials and the regular cleaning of frequently used areas. However, even with mitigation in place to minimise the effects of dust generated from demolition and construction, it is difficult to completely eliminate such effects. Consequently, the overall effects of dust upon nearby receptors are considered to be minor adverse at worst. These effects would be temporary and would depend on the type of work being undertaken, and its location within the Site. It is estimated that construction traffic would average approximately 109 daily construction trips (218 movements) during peak construction. As a result, the effects of vehicle emissions would be minor adverse during the peak construction phases but negligible at other times. The effects of traffic generated by the Development on air quality have been assessed using a standard modelling method. Using traffic data provided by the project transport consultant, air quality concentrations are predicted for the 2015 future situation with and without the Development. The results show that the Development is predicted to result in an imperceptible change in the annual average nitrogen dioxide and particulate pollutant concentrations at all the modelled locations. On this basis a negligible effect is predicted 17

18 in relation to road traffic. However, as described above, a Travel Plan has been prepared for the Development to reduce travel by car and further reduce the potential effect. It is also considered that effect of introducing new residential uses on the Site would be negligible. The Development would include the use of modern heating/cooling plant and facilities that would have improved efficiencies and low emissions in line with tightened legislation. Design specification complying with a series of legislative provisions including the Clean Air Act 1993 and the Environment Act 1990 would ensure that no unacceptable effects on air quality at local existing and new receptors (i.e. people/land-uses/specific locations that are currently, or could potentially be susceptible to adverse effects) would arise as a result of this plant. 13. Waste An assessment of the future waste management requirements of the Development has also been completed. This included an estimation of waste generation and the effects this may have in relation to waste management in the London Borough of Hackney. The London Borough of Hackney is responsible for collecting residential waste within its administrative area. Collection services for recyclable and general waste are provided, with a green waste collection provided to some dwellings. The London Borough of Hackney also provides a waste and recycling collection service for commercial uses. It is estimated that the existing Site uses produce 8.55 to 17.1 cubic metres of waste (recyclables and general waste) per week. During demolition and construction, 1,850 cubic metres of demolition waste and 19,973 cubic metres of construction waste would be created, together with 62,000 cubic metres of excavated material associated with the basement works, and 6,000 to 10,000 cubic metres from piling works and the excavation of drainage routes and pits. In line with legislation, a Site Waste Management Plan would be implemented by the construction Contractor which would facilitate the reuse and recycling of waste, and reduce the unnecessary disposal of inert construction waste to landfills. Appropriate waste management sites would be identified prior to construction works and contracts would be established with registered waste carriers and authorised disposers. Any waste requiring disposal would be transported to an appropriately licensed waste management facility. The completed and operational Development would generate a range of waste types. Storage space would be provided for both general and recyclable waste at the basement levels for the commercial and residential uses separately. The provision of separate storage for general and recyclable waste would encourage the recycling of waste generated by the occupants of the Development. The Development incorporates sufficient recycling storage in suitable locations to facilitate recycling in accordance with the National Waste Strategy and the Mayor s Essential Standards outlined in the Mayor of 18

19 London s Supplementary Planning Guidance on Sustainable Design and Construction. Information would be provided to commercial and residential occupants to promote the recycling of waste. Consequently, it is envisaged that the Development s occupants would recycle or reuse a significant proportion of waste. 14. Wind The wind microclimate assessment was conducted by a specialist wind engineering consultant, based on the results of a series of wind tunnel tests. Results were obtained from models of the existing site as well as for the proposed Development. Figure 7 shows a photograph of the Development in the wind tunnel. Figure 7: Photograph of the Development in the Wind Tunnel The wind microclimate was benchmarked in terms of the Lawson Comfort Criteria. These criteria have been established for over thirty years and are familiar to many planning authorities. The criteria reflect the fact that pedestrians will tolerate stronger winds when engaged in activities such as walking but require lower wind speeds to sit comfortably for long periods. In urban, mixed-use, developments the target wind microclimate would usually be a mix of sitting, standing and strolling activities throughout the year. Commuter routes would need to be suitable for business walking and the desired conditions in seating areas would be sitting conditions in the summer. 19

20 Long-term wind statistics for London were analysed and adjusted to the Site by modelling the effect of terrain roughness around the Site. The mean and gust wind speeds from the wind tunnel tests were combined with meteorological data to determine the wind characteristics at each measurement location. The assessment concluded that the wind microclimate at the existing Site would be currently suitable for a range of uses from sitting to standing and leisure walking. There was a windier zone identified in the southeast part of the existing Site due to the neighbouring Broadgate Tower (201 Bishopsgate) whereas the northwest corner of the Site was relatively calm and suitable for sitting even during the windiest season. Initially a scale model of the proposed Development was tested in the absence of landscaping and mitigation measures. The results identified some areas where mitigation was needed due to adverse conditions being experienced at a few locations. The model was then re-tested including landscaping details and measures such as trees next to the south east corner of Building 1, perimeter screens and shrubs on the roof terrace of Building 1 and the high level roof terraces of Building 2. The building entrance of Building 2 was also moved to the north facade and an outdoor seating area at the south east corner of Building 2 was also moved to the south facade. With the above measures in place conditions improved at the ground level at all locations to achieve the desired conditions. One location on the south-east corner of Building 1 would still be suitable for business walking during the windiest season. This is because it is exposed to the prevailing winds funnelled between the 201 Bishopsgate scheme (Broadgate tower) and Building 1. The wind conditions at this location are near the threshold between leisure walking and business walking during the winter season and are therefore similar to the existing wind microclimate. Worship Street is considered to be a commuter route past the Site along which business walking would be acceptable. For these reasons, the residual effect at location 38 is considered to be negligible. The effect of the proposed landscape planting and detailed screening of selected roof terraces was also modelled in the wind tunnel and the results demonstrated that these measures enhanced the wind microclimate and provided localised shelter. With the proposed landscape planting and mitigation measures included, the overall effect of the development on wind microclimate was either negligible or beneficial, implying that the wind was calmer than required for the desired pedestrian use of the site. The wind microclimate within the Development is therefore considered suitable for the intended pedestrian use of the Site. 15. Ground Conditions An assessment of ground conditions and contamination has been undertaken in order to establish the likely risks associated with the redevelopment of the Site on construction workers, future occupants of the Development, soil and groundwater. The assessment used a range of information sources including a review 20

21 of historical maps, geological maps, information provided by the Environment Agency and other information, including intrusive site investigations. The Site has not changed significantly since 1992 but had previously seen a variety of land uses. Prior to 1560, the Site comprised predominantly farmland which was replaced by 1676 with residential houses and gardens. A gas works was constructed on the Site between 1842 and 1873, with a coal depot being present by The railway viaduct was built on the Site in the early 1870s with the railway cutting being developed by Some of the Site was also used as a car park in the 1980s. The majority of the railway viaduct was demolished in The geology beneath the Site comprises made ground underlain by sand, gravel and clay, with a layer of chalk being found at depth. As expected with the previous on-site land uses, the site investigation identified areas of contamination. Demolition and construction works would be subject to a range of health and safety controls required under UK law. These would prevent construction workers coming into direct contact with any potential contamination in the soil. Such controls would form part of the Site-specific EMP which would also include protective and preventative measures to ensure that contamination risks to underlying soils and groundwater would be minimised. Such measures would include using sensitive methods of construction for the foundations to ensure that contaminants do not enter the groundwater and measures to reduce the spillage of vehicle fuel or construction chemicals. Construction of the basement and foundations would result in around 62,000 cubic metres of excavated material. Opportunities for using the uncontaminated soils off-site would be explored, with the remaining material being disposed of at an appropriate licensed waste facility. Contaminated waste would need to be cleaned up before it could be disposed of. On completion of the Development, the risk posed by contamination to future Site occupants and soil and groundwater would be negligible. This is largely owing to the removal of soil associated with the construction of the basement. This in turn would have a minor beneficial effect on the soil and groundwater quality as potential contaminants and the associated risk of pollution would be removed. In addition, the significant areas of hardstanding would serve to act as a physical barrier between the potential contamination source (the soil) and future receptors (future Site occupants). 16. Water Resources and Flood Risk The assessment of the effects of the Development on water resources and drainage was informed by a review of various information sources including those made available by the Environment Agency and Thames Water. A Flood Risk Assessment has also been prepared to accompany the planning application. 21

22 The closest watercourse is the River Thames, which is located approximately 1.6 kilometres to the south of the Site. The Environment Agency s indicative floodplain map indicates that the Site does not lie within an area of potential risk from flooding. Therefore, the risk of flooding from rivers is considered negligible. The Site is situated over minor aquifers (Alluvium and the River Terrace Deposits) with a major aquifer (Upper Chalk) being found at depth. Minor aquifers seldom produce large quantities of water for abstraction but are important for local supplies and supplying rivers. The major aquifer could be used for large potable abstractions. During construction, water may seep into the basement excavation. This is frequently encountered on construction sites and would be mitigated by using standard sealed construction techniques and dewatering. The basement would be constructed above the indicative groundwater level within the Site. The effect on groundwater movement beneath the Site would therefore be negligible. During demolition and construction works, the EMP would seek to ensure that surface water pollution would be prevented as far as practically possible. For example, liquids and solids would be stored in line with the Environment Agency s requirements and discharges would pass through settlement tanks and/or oil interceptors prior to release. Similarly, drainage from the basement car park in the completed Development would be discharged through oil interceptors into the sewers. In line with planning policy, the Development would include sustainable drainage measures which would help reduce the rate that surface water drains from the Site. This peak rate would be reduced by storing surface water in below ground tanks (a minimum volume of 224 cubic metres) to the equivalent of a 50% reduction from the existing situation, taking into account an allowance for increases in rainfall associated with climate change. This would lead to a minor beneficial effect. Rainwater would be collected and surface water would also be collected and stored in tanks to reduce the amount of surface water run-off from the Site. The rainwater harvesting system would involve collecting rainwater from the roofs and storing it in the basement before using it for cleaning purposes and irrigation of landscaped areas. The use of these measures would result in a beneficial effect on surface water drainage which, in turn, would reduce downstream flooding, having a minor beneficial effect. A new foul sewer system would be constructed for the Development. This system would be designed to accommodate the sewage and foul water produced by the Development. The measures to reduce surface water runoff described above would ensure that the total volume entering the combined public sewers surrounding the Site would not be greater than the existing situation. No significant adverse effects are therefore expected. 17. Ecology A site survey was undertaken to value the habitats currently on Site, and to assess the effect of the Development on these and other areas important to nature conservation in the surrounding area. Surveys were also undertaken to determine the importance of the Site for black redstarts. 22

23 The Site currently supports habitats of limited wildlife value, but with the potential to support common nesting birds and foraging black redstart. No other protected species are likely to be present. Generally habitats and flora present are typical of urban areas and the Site has little biodiversity value when taken in the context of Inner London or Hackney. The Site is not designated for its wildlife interest and does not appear to provide an important supporting role for any statutory or non-statutory sites. The Site is located in an area important for Black Redstart (a protected bird species). Surveys for Black Redstart were therefore carried out in 2009 and 2010 bird breeding season. No Black Redstarts were observed during these surveys. A bat survey was also undertaken in 2007 and this confirmed that no bats were likely to be using the buildings or structures on-site. This absence of records, the lack of green space or suitable habitat connectivity and intensely urban nature of the surrounding area indicate that the Site and is very unlikely to support bats. Habitat surveys undertaken in 2009 and 2011 did not identify any structures suitable for roosting bats. The construction phase of the proposed Development would result in the loss of nesting and foraging habitat for birds. This would not be mitigated during the construction phase but due to the Site containing a small percentage, less than 5%, of the surrounding areas scrub habitat this would result in a temporary and negligible effect. Legal compliance would be ensured though control of vegetation clearance to avoid an offence relating to nesting birds. A minimum of 1,501 square metres of extensive green roofs would be provided on the roofs of the buildings. These roofs would not be accessible to occupants of the Site or to the public and they would be designed specifically to maximise their attractiveness to wildlife, black redstarts in particular. The public amenity space would also be landscaped in the form of trees and a series of green areas. The roof terraces are also likely to include some potted landscaping. Preference would be given to using native species for the landscaping. These soft landscaping proposals would have a minor beneficial effect on the local ecology. 18. Telecommunications Large obstacles, such as buildings, can interfere with telecommunication signals and reception of these signals. The effects of the Development upon satellite and broadcast radio, satellite and terrestrial (analogue and digital) television signals; and television cable services have been determined by a desk-based study. The use of tall tower cranes on Site during demolition and construction may affect analogue and digital television, satellite radio and television. However, the effects would be temporary and intermittent as the cranes move across the Site. During construction there is the potential for Cable and Asymmetric Digital Subscriber Line (ADSL) services to be disrupted although this would be rare and would normally only localised. 23

24 Analogue television services are planned to be withdrawn in London in 2012 as part of the Digital Switchover. Therefore, post-construction effects on analogue television have not been considered. The desk-based study concluded that broadcast radio signals would not be affected by the Development because users can access radio signals from more than one transmitter thereby maintaining their service. On completion of the Development, the proposed Buildings would have the potential to affect digital television reception north of the Site. However, the effect could be mitigated through a number of measures including the upgrading of reception equipment, realignment or relocation of aerials to areas of better reception, or switching television services. The Development would cause some minor localised interference with satellite signals. Mitigation could include realignment or relocation of the end-user satellite dishes; switching to digital television transmissions or subscription to ADSL or cable services; and upgrading receiver equipment. Cable and ADSL services would be unaffected by the transmission shadows created by the completed Development. The Development would have the potential to cause slight degradation of signal strength to listeners of analogue and digital radio. However, access would be available to analogue and digital radio services from more than one transmitter, which would enable radio reception to the end user to be maintained. 19. Aviation Tall buildings in the London area have the potential to affect air traffic operations because certain height clearances are required between buildings and the flight paths of aircraft departing and arriving at London airports. An assessment was undertaken to determine the effect of the proposed Development on aviation and, in particular, on the safe operations of London City Airport (LCY), which is the only airport which could be affected by the proposed Development. Although tall cranes would be used during the construction of the proposed Development, the cranes would be 393m below the flight paths used by aircraft using LCY. This is well in excess of the minimum required clearance height of 150m. Developments at Canary Wharf, which are closer to LCY than the proposed Development, are the main obstacles dictating the current flight procedures at LCY. These buildings are taller (the Canary Wharf Tower by 69m) than the proposed Development and therefore would still remain the main obstacles to aircraft flight paths once the proposed Development is complete. Notwithstanding this, on completion of the proposed Development, there would be a vertical clearance of 433m between the tallest Building (Building 2) and aircraft flight paths which again is well above the recommended minimum levels. 24

25 Despite the sufficient height clearances, in line with aviation authority requirements, red aeronautical obstacle lighting would be used on the tall cranes and Building 2 to ensure that flight safety is maintained. It can therefore be concluded that the proposed Development (during construction and once complete and operational) would not conflict with any aviation safeguarding requirements and therefore would have no effect on the established air traffic procedures. 20. Built Heritage An assessment has been undertaken to determine the effects of the Development on built heritage in and around the Site. The northern tip of the Site, including 233 Shoreditch High Street is located within the South Shoreditch Conservation Area, which was combined with the Shoreditch High Street Conservation Area in The Site also lies adjacent to the Elder Street Conservation Area to the east of Norton Folgate. The extent of these Conservation Areas is identified in Figure 8. There are no listed buildings within the Site; 233 Shoreditch High Street is identified by the London Borough of Hackney as a building of Townscape Merit and identified as being within a group of buildings of note ( Shoreditch High Street and 1-15 Great Eastern Street) in the South Shoreditch Supplementary Planning Document. There are number of listed and locally listed buildings in the area surrounding the Site. The location of these buildings is shown on Figure 8. The following buildings have been identified by the project built heritage specialist as potentially significant in relation to effects associated with the Development: 233 Shoreditch High Street was erected in as the Great Eastern Railway electric generating station, and operated until Its chimney was demolished in 1934 and the generating equipment was removed. This building has been the subject of a Historic Environment Assessment which forms part of the Environmental Statement. Changes to 233 Shoreditch High Street which form part of the proposed Development do not affect its significance. The principal part of the building would be retained and the unimportant rear extension would be demolished. The townscape setting of this building would be improved as a result. The element of the building to be lost does not make a significant contribution to the South Shoreditch Conservation Area. 25

26 Figure 8: Heritage Designations In respect of buildings in Shoreditch High Street which lie in the South Shoreditch Conservation Area, the setting of which would be affected by the Development, their setting is already one in which nearby development outside the Conservation Area, most notably 201 Bishopsgate, the Broadgate Tower and Broadgate, are entirely different in scale and character. The Development would sharpen this contrast, therefore preserving the underlying character of the setting, which is one of contrast. The effect of the Development on the settings of the remainder of the South Shoreditch Conservation Area and the Elder Street Conservation Areas are comparable. In each case, the Conservation Area has at its core a tight network of streets on which the Development would have little effect. There would be views of the Development from wider streets in or adjacent to the Conservation Areas. However, the outer edges of the Conservation Areas facing the Site do not have settings of good quality, and the Development would improve and enhance these settings. 26

27 The most important listed buildings that could be affected by the Development are those in Worship Street. Their setting is already one of larger recent development contrasted with smaller scale older buildings, and this underlying character would be reinforced by the Development. In respect of the effect on built heritage considered in the round, the Development would confer substantial benefits, which would outweigh a few minor adverse effects. 21. Townscape and Visual An assessment has been undertaken to determine the effects of the Development on townscape and a number of protected views. This is presented as Volume 3 of the Environmental Statement. In order to assess the visual effects of the Development, 37 photographic views towards the Development were taken, as agreed with London Borough of Hackney and English Heritage. Accurate computer-generated outlines and images of the Development and consented schemes were produced and inserted into the photographic views. Figures 9 and 10 show views of the proposed Development. Figure 9: View of the Proposed Development from Shoreditch High Street The visual assessment concluded that in most of the longer views, the effect of the Development would not be significant, and would become less significant when considered in conjunction with other committed schemes 27

28 In terms of its effect on its immediate surroundings, the Development would provide a number of significant townscape benefits. The Site would be opened up, providing new routes through in east/west and north/south directions. New public open space would be provided and new active uses to ground floor frontages. Figure 10: View of the Proposed Development from Worship Street Considering issues of visual effect and effect on townscape and built heritage in isolation, the Development would confer major benefits, which would outweigh a few minor adverse effects. The design is consistent with the guidance on urban design and the design of tall buildings. Overall, the Development would have a significant beneficial effect on the townscape of South Shoreditch, regenerating a largely derelict site and bringing it into active use. 22. Cumulative Assessment Two types of cumulative effects have been considered in relation to the proposed Development: The interaction of individual effects of the Development. For example, noise, dust and visual intrusion during construction; and The effects of the Development in combination with other relevant schemes in the surrounding area. 28