Wakefield Eastern Relief Road. Wakefield Metropolitan District Council Environmental Statement Non Technical Summary

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1 Wakefield Eastern Relief Road Wakefield Metropolitan District Council Environmental Statement Non Technical Summary

2 Spawforths has been accepted as a registrant to the Institute of Environmental Management and Assessment's (IEMA) EIA Quality Mark scheme. The EIA Quality Mark demonstrates Spawforths commitment to excellence when providing environmental impact assessment services. Report Author... Alastair Cliffe Report Date... August 2014 Project Number Document Reference... P0 TP SPA RP P A 2

3 Contents Introduc on... 4 EIA Process... 4 Site Descrip on... 6 Development Descrip on... 7 Phasing.8 Planning Policy Context... 8 The Need Considera on of Alterna ves Design Evolu on Ecology and Nature Conserva on Noise Socio economic Flood Risk and Drainage Air Quality U li es Geology and Ground Condi ons. 21 Cultural Heritage Landscape and Visual Impact Traffic and Transporta on Interac on of Effects Construc on Interac on of Effects Opera on Cumula ve Effects Conclusion..33 3

4 Introduction This is the non-technical summary for an Environmental Statement (ES) which has been prepared on behalf of Wakefield Metropolitan District Council to accompany an full planning application for the Wakefield Eastern Relief Road. This document is a summary of the ES that has been submitted as part of the outline planning application having regard to the Town and Country Planning (Environmental Impact Assessment) Regulations The report describes the physical characteristics of the development, its land use requirements, an outline of the main alternatives considered and a description of the effects on the environment which are likely to be effected by the development. These include: Direct, indirect or secondary effects Cumulative effects Short, medium or long term effects Permanent or temporary effects Positive or negative effects The report also identifies any measures required to mitigate potential adverse impacts of the proposals within and around the application site. Full details can be found within the Environmental Statement. EIA Process Identify Proposed Development Scoping Submission LPA 5 Week Review Period Review Response & Prepare EIA Report Identify Baseline Predict Impact on Environment Assess Significance of Impacts Feedback and consideration of alternatives / Update and amend masterplan for site Consider mitigation Prepare / Finalise Environmental Statement 4

5 WERR alignment plan 5

6 Site Description The application site is 49hectares (119acres) in extent and includes land in various ownerships, including WMDC, Mr Makin, Mr Hughes, NHS, Stretton Estates (Wakefield Ltd), Yorkshire Water and Network Rail. The application site is located adjacent to the urban area of Wakefield. The site is defined by two main arterial routes of the A638 Doncaster Road in the south and the A642 Aberford Road in the north. The application site is part of the larger Special Policy Area allocation known as Wakefield East (WMDC s Site Specific Policies Local Plan (2012) allocation SPA2) which stretches along the eastern extent of the urban area of Wakefield and is approximately 154 hectares (380 acres) in total. This is to provide a strategic and sustainable urban extension to Wakefield. Policy TS2 specifically relates to the application site Wakefield Eastern Relief Road, Wakefield and confirms this will become an integral part of SPA2. This ES relates to the whole of the WERR, which is to run from Aberford Road to the north and Doncaster Road to the south, through the SPA2 site allocation. The immediate urban area consists of residential development, education and health uses (Pinderfields hospital and Wakefield Hospice to the northwest of the site). There are also two Listed Buildings (Stanley Hall, Grade 11 and Clarke Hall, Grade 11*) to the north and south of the northwestern gateway into the Application site. Heath Common Traveler Site is located to the south east of the application site, close to the southern boundary with Doncaster Road. Stanley Ferry Flash (SSI) is located beyond the Application site to the north east and there are areas of open space beyond Ferry Lane to the north of the Application site. The Southern Washlands are located on the opposite side of the canal, to the east of the Application site. This is a Wakefield Nature Area and a SSI. The Normanton to Wakefield railway line runs east to west and dissects the site. The Aire and Calder Navigation Canal and the River Calder flows to the eastern boundary of the wider SPA2 site allocation. The River Calder dissects the application site east to west towards its southern boundary. Land to the north of the railway line is largely in agricultural (arable) use with field boundaries defined by hedges and trees. The land immediately north of Park Lodge Lane is former colliery land (Park Hill Colliery). The central area of the application site, the wider site allocation and land to the east of the allocation are identified as a Wildlife Habitat Network in the Site Specific Policies Map (2012) as is an area of land to the north of the application site, close to Ferry Lane. Park Hill, a Wakefield Nature Area and SSI, is located within the central area of the site, to the north of the railway line and the WERR will run through this. Towards the railway line there are open areas of semiimproved grassland and adjacent to the railway line, areas of semi-improved broadleaved woodland. Land to the south of the River Calder is former industrial land (Wakefield Power Station) that is currently vacant. It has outline planning permission for 220 residential units and a public house (A4) (LPA Ref: 10/00613/RPP, renewal of original planning permission LPA Ref: 07/00584/OUT). To the east of the application site/within the southern part of the application site [tbc] an area of land is identified as a safeguarded line for canal restoration (Policy TS9). The majority of the Application site is within Flood Zone 1 (i.e. low risk of flooding), however some areas of the site and wider site allocation, to the south of the railway line, lie within Flood Zone 2 and 3 (i.e. medium and high risk of flooding respectively). Areas around the Stanley Ferry Flash in the northeastern part of the wider site allocation are also within Flood Zone 2 and 3. There are a number of formal and informal footpaths across the Application site and the wider site allocation. Proposed cycle routes, policies SEW 69 (Trans Pennine Trail National Cycle Network) and SEW 65 (Aire and Calder cycleway National Cycle Network) (saved policies within WMDC s Unitary Development Plan 2003, as identified on WMDC s Site Specific Policies Map 2012), are located within the southern part of the wider site allocation. The Wakefield City Air Quality Management Area (AQMA) lies to the west of the wider site allocation (and Application site) and the north-western part of the Application site is within the AQMA. The HSE Consultation Zone for the Brothertons site (top tier installation under the Control of Major Accident Hazards (COMAH) regulations) lies to the west of the southern part of the Application site. 6

7 Development Description The description of development for the full planning application is as follows: Matters of Detail: Construction of the Wakefield Eastern Relief Road comprising a single carriageway highway with footway and cycleway from the A642 Aberford Road/Finkin Lane, Bar Lane/Aberford Road roundabout and Ferry Lane to the A638 Doncaster Road/Black Road, including new roundabout junction to Bar Lane/Aberford Road with junctions to the application site and Stanley Hall, a gyratory junction with Doncaster Road/Black Road, and new junctions to Aberford Road/Finkin Lane, Ferry Lane, Park Lodge Lane and Welbeck Lane, bridges over the River Calder and under the Wakefield-Normanton-Castleford railway line, embankments and associated works including earthworks and landscape, ecological and drainage mitigation. Red Line Boundary 7

8 Phasing The wider site allocation, which will be the subject of further planning applications, will be developed in a series of phases over a period of 25 years. The WERR however will be developed in a single phase over two years, with commencement on site in April 2015 and completion expected during It will be undertaken in a single contract. Work will commence initially on the northern part of the site in conjunction with the planning permission for the first and second phase of the development associated with the wider site allocation. Work on the remainder of the WERR will commence in Autumn 2014 with development starting in parallel from the north and south of the site, working through the site to a point at which the road meets. It has been agreed with Network Rail that the bridge under the railway will be put in place during December This requires the bridge to be constructed on land to the north of the railway within WMDC s land and as such enabling works associated with this will commence in June 2015 and the building of the bridge will take place in October and November Planning Policy Context Planning Policy supports schemes that will assist in regeneration and encourage growth and investment into Wakefield. The statutory development plan for the consideration of this application comprises the Wakefield Local Development Framework (LDF): Core Strategy (CS), April 2009 Development Policies (DP), April 2009 Site Specifics Proposals Document (SSPD), 12 September 2012 The LDF replaces many of the policies in the Wakefield Unitary Development Plan First Alteration adopted January The Council adopted the Site Specifics Policies Local Plan Document (SSPD) on 12 September The SSPD provides a set of site allocations and proposals to meet the vision, objectives and development strategy of the Core Strategy. The document includes land allocations to meet anticipated development needs relating to housing, employment and mixed use development. These proposals replace equivalent allocations and designations in the saved UDP. The SSPD was submitted to the Secretary of State in early 2011 and the Inspector held public hearing sessions during December 2011 and January The Council received the Inspector's Report about the Examination of the SSPD on 8 June The Inspector concluded that in general terms, the SSPD is generally sound, and subject to the Council adopting the Inspector's recommended modifications, the SSPD satisfies the criteria for soundness in accordance with the NPPF (which are; positively prepared, justified, effective and consistent with national policy. The SSPD identifies the application site as part of Special Policy Area 2 (SPA2) Wakefield East, Wakefield. SPA2 states: The site is a part brownfield/part greenfield extension to the settlement of Wakefield, which is classified as a sub-regional city. The allocation is located on the eastern edge of Wakefield and will form a sustainable urban extension. The allocation is one of the key proposals within the development strategy for Wakefield and the wider district. This site is located in an area where there is a key policy objective to provide employment and skills development opportunities for local residents. The Council will seek to secure these opportunities as far as possible. The SSPD also includes policies relating to Transport. In particular, Policy TS2 Wakefield Eastern Relief Road, Wakefield, is relevant to the application site. The supporting policy text identified that as part of the Wakefield East development, this new Relief Road is proposed to enable site development and provide congestion relief into and around the City Centre. TS2 states: A Wakefield Eastern Relief Road would remove much of the through traffic from central Wakefield, alleviating heavy congestion and poor safety and environmental conditions along A638 Doncaster Road, A642 Aberford Road and A61 Leeds Road and routes through the city, and allowing scope for further measures to give priority to public transport, pedestrians and road safety. A scheme is currently being evaluated in accordance with Core Strategy policy CS9 which will become an integral part of SPA2. 8

9 The Need Development Need The WERR is to form the primary highway network for the SPA2 site allocation - Wakefield East (hereafter referred to as City Fields) (WMDC Site Allocations Development Plan Document, 2012), thereby facilitating essential future development opportunities within the District. It will also enhance the local highway network to ensure good access and movement to adjoining communities, Wakefield City Centre and the main highway network. By providing an alternative route around Wakefield City Centre it will help to reduce congestion and therefore air pollution and increase accessibility. In terms of providing access to the wider SPA2 site allocation, there is a proven need for this additional growth. In respect of housing, there is a significant need to deliver housing in Wakefield and this has been confirmed within the evidence base for the LDF. As a District, Wakefield s housing requirements, originally set out in the Regional Strategy (2008), are reflected in the LDF as a minimum of 1,600 dwellings per annum up until WMDC s housing objectives are to provide an adequate and continuous supply of housing in sustainable locations to meet the housing requirement set out in the LDF. The SPA2 site has been allocated to help meet the housing requirement as one of the sites considered appropriate to accommodate this growth. Wakefield is also the highest order settlement and a Sub Regional City and as such is the primary focus for growth and development in the District, with a need to accommodate at least 30% of the District s housing requirement. The WERR will also open up development opportunities to the south of the railway within the site allocation for employment and housing to allow them to be delivered as part of the comprehensive City Fields development scheme. In particular, the area to the north of the river and south of the railway line is identified for future employment uses in the Masterplan Framework, but is constrained by these physical features. The early delivery of the WERR in its entirety will enable these employment opportunities to come forward and at a quicker rate than may have otherwise been the case, which is clearly a benefit to the site, Wakefield and the District. Regeneration There are significant regeneration needs that the wider site allocation can help to address. These are considered in more detail in the ES Socio Economic Technical Paper and the Planning Statement that accompanies the WERR planning application. The Index of Multiple Deprivation for England (IMD 2010) ranks Wakefield as 67 th most deprived out of 354 Local Authorities. Therefore people in the District are living in neighbourhoods among the top 10% most deprived in England and which accounts for 12.5% of Wakefield s population. When considering the local area to the application site, the Wakefield East Ward is within the top 5% most deprived in England (in terms of Lower Layer Super Output Area, LSOA, 2010). This therefore supports the need for regeneration which, without significant levels of public funding, can only come as a result of further growth and development. The delivery of the WERR will facilitate this future growth and development to secure regeneration benefits. The proposals for the WERR and the recently approved first phase of 500 residential units to the northern part of the site allocation are the first phases in starting to achieve this. Policy CS9 in WMDC s Core Strategy (15 April 2009) identifies the need for further evaluation of a Wakefield Eastern By-pass and SPA2 for the wider site allocation specifically identifies the requirement for a Relief Road to link Doncaster Road to Aberford Road. This further evaluation has been undertaken and a robust Business Case has been prepared and accepted such that WERR is identified as a key priority within the Local Enterprise Partnership Strategic Economic Plan (2014) and also the West Yorkshire + Transport Fund allocations as part of the City Deal funding for the City Region. 9

10 The Need Continued. The WERR development would represent a significant economic benefit to the locality, creating a significant number of jobs (in the construction phases of the development) and facilitating development sites such as SPA2 which will lead to an increased expenditure within the locality. The WERR will also open up substantial job creation through providing direct access into the East Wakefield employment growth area for residents across the District and the wider Leeds City Region. This is supported through the assessment undertaken as part of the Socio Economic Technical Paper within Part 2 of this ES. The delivery of the WERR will assist in unlocking major development sites and realising the Wakefield East urban extension. The WERR therefore has an important role in contributing to delivering sustainable economic development. As one of the fundamentals of sustainable development, the economic element of the scheme will contribute heavily towards establishing that the scheme represents sustainable development. More specifically, in terms of regeneration the development proposals will realise the wider SSPD Policy SPA2: Wakefield East (City Fields) allocation. This scheme can deliver transformational change within an area suffering from deprivation, delivering for example new homes, jobs, open spaces, community facilities, district centres and infrastructure. Furthermore, the SSPD Policy SPA2: Wakefield East (City Fields) allocation forms part of a wider sub-regionally important regeneration scheme known as New East Wakefield (N.E.W.), which is a key element of the City s renaissance programme. Appended to the Socio-Economic Paper is an Economic Impact Assessment into N.E.W. undertaken by Amion Consulting. This demonstrates that N.E.W will create over 4,400 gross direct jobs. From this employment impact, around 1.28 billion of net additional GVA will be generated within Wakefield and 1.35 billion within the City Region as a whole. N.E.W. will also create a number of wider, less tangible benefits, including the positive economic effects of the proposed transport improvements, such as increased business efficiency and inward investment. In addition, N.E.W. will have a number of positive community benefits, through the provision of new facilities and public realm, and will greatly improve the image of the area and District as a whole, by creating high quality commercial, residential and green spaces. Delivery The WERR is fully supported by the newly formed West Yorkshire Combined Authority as an early win scheme. It is one of the most well developed projects in the West Yorkshire + Transport Fund (WY+TF) programme being identified as the closest to potential start on site. The WY+TF, which forms part of the Leeds City Region s City Deal, targets projects that will deliver enhancements in GVA and jobs. City Deal has identified Government funding support for the WERR which will be supported by further funding from the Combined Authority. This is a substantial funding commitment towards delivery of the WERR. The first phase of WERR is to be delivered by the Wakefield East Consortium as part of their planning approval for their first phase of development (500 residential units). The Section 106 Agreement requires this first phase to be delivered and it is understood that the Developers envisage a start on site in Autumn Delivery of subsequent phases of the WERR will be funded by the WY+TF and any additional contributions from Developers of subsequent phases of the City Fields Development. The Masterplan Framework and Delivery Statement for the wider Wakefield East / City Fields development requires developer contributions towards the delivery of WERR if there is a funding shortfall beyond that committed by WY+TF. In addition, the draft Charging Schedule and Section 123 list for the Wakefield Community Infrastructure Levy (CIL) identifies the WERR as a key element of local infrastructure that will be funded (in part) by CIL. Summary There is a compelling need for the development of the WERR, which in turn will facilitate the development of the wider site allocation for mixed use development. This is supported by the Government s Planning for Growth strategy which requires significantly more development in suitable and viable locations with an expectation that the answer to growth should be yes except where it compromises key sustainable development principles. The Framework also supports this with a strong emphasis on sustainable development and growth with a clear presumption in favour of sustainable development. 10

11 Consideration of Alternatives Do Nothing To do nothing with the site would mean the site was retained as existing and therefore as agricultural fields, scrub land and former industrial land. This would mean that the benefits of the WERR would not be realised, including reduced congestion, improvements in air quality, improved accessibility and improved safety. The ability to accelerate the delivery of WERR in a single phase would also not be realised if this planning application did not come forward. This would mean the delivery of WERR in its entirety, at an early stage of the Development Plan period would be lost, along with the ability for its delivery through Government funding and its ability to deliver the benefits quicker than if WERR was to come forward incrementally as part of the future development of the wider site allocation over LDF plan period. Doing nothing would also mean that the housing and employment needs in Wakefield would not be met through the development of the most sustainable sites as part of the wider SPA2 site allocation that would be facilitiated by the delivery of WERR and that would come forward in the future as further planning applications. The effect of this would be to sterilize the redevelopment of sustainably located sites. This would therefore not allow the significant need for new housing to be met, or the need for job creation, which would be contrary to local and national planning policy as well as fundamentally contrary to the Core Strategy, Site Allocations Local Plan and The Framework. Whilst the retention of the site as it is, may have some environmental benefits, there are a number of improvements that would not be secured. These include the socio economic and regeneration benefits of the proposals, which are much needed in the area. The reduction in the congestion in Wakefield through the delivery of the WERR and the redistribution of traffic, which has consequential noise and air quality benefits for the wider area, particularly given the Air Quality Management Area status afforded to much of Wakefield, would also not be achieved. The ability to secure long term management of the tree belts, provision of managed green infrastructure within the site and the enhancement of ecological habitats would be lost as would a managed drainage strategy for the site. The former industrial areas of the site would remain vacant and in a degraded state on the edge of the main urban area. Not only would the regeneration benefits that can be realised through the proposals be lost, but the much needed future inward investment would be jeopardised. The alternative to the redevelopment of the application site to provide the WERR, which in turn opens up the wider site for a mixed use urban extension to Wakefield, would mean that development would have to be provided elsewhere. Given the positive sustainability of the site, with its location immediately to the east of the City of Wakefield, development elsewhere would ultimately be in a less sustainable location and would put pressure on further Green Belt release. This would lead to increased impacts on the environment, especially from those associated with traffic, noise and air quality with the development of less sustainable sites and potentially greater impacts on ecology and the landscape. It would also not realize the benefits that the proposals would bring to relieve congestion, improve air quality and improve accessibility. 11

12 Design Evolution Preferred Option Compliance with Development Plan The site and the wider site area are allocated for mixed use redevelopment (Special Policy SPA2) in WMDC s LDF Site Specific DPD (2012) and is identified as being one of the key proposals within the development strategy for Wakefield and the wider district. This site is located in an area where there is a key policy objective to provide employment and skills development opportunities for local residents. The policy identifies the WERR as being needed to serve the development and mitigate the level of congestion experienced on nearby routes in and out of Wakefield. The WERR will connect Doncaster Road in the south with Aberford Road to the north and provide an alternative route around Wakefield s City Centre thereby alleviating congestion in the city centre. The road will also open up the eastern extent of Wakefield for future development, as allocated through the SPA2 policy. There is a significant need for development and growth in Wakefield to provide the houses and jobs needed as well as to secure the much needed regeneration and city renaissance. The site allocation is a key site for the delivery of Wakefield s housing and employment requirements in a very sustainable location. The environmental merits of this have been considered through the evolution of the LDF. Given this need and the sustainable location of this site, no other forms of development have been fully considered for the site. However, the proposals for the site have taken full consideration of the site s context, constraints and the result of a number of technical assessments to ensure the preferred option minimizes its impact on the environment. The original Vision for the wider site allocation (including the application site) was to create a sustainable urban extension of Wakefield that will deliver social, environmental and economic benefits and improve the quality of life for its local population. The Masterplan Framework for the site (refer to Appendix 7) was produced by the Wakefield East Consortium to show how the Wakefield East site allocation (Policy SPA2) would be spatially delivered. The Masterplan Framework evolved through a collaborative process with key stakeholders. The engagement process included dialogue with WMDC, external consultation bodies, neighbourhood forums, residents and Local Members. The Masterplan Framework was also subject to external Design Reviews. The Masterplan was endorsed by Wakefield Council Cabinet in late 2013 as a living document that would be subject to further iteration as matters evolve. The current WERR application proposals fully accord with the Masterplan Framework and take some of the detail design associated with the WERR further than the level considered as part of the Masterplan Framework. The WERR Application proposals will allow both the design process for subsequent phases of the City Fields development to move forward along with providing greater certainty over the delivery mechanisms for the WERR. As will be shown through this ES, whilst the development will have impacts on the environment, some of which may be adverse, their significance will largely be reduced through suitable mitigation and balanced by the significant benefits that the proposals will bring. The proposals will provide significant benefits in terms of facilitating development in a sustainable location, and redistributing traffic away from the centre of Wakefield with consequential benefits for air quality, improved accessibility and highway safety. The future development that would be facilitated would provide houses and employment, in close proximity to existing housing, employment, services and facilities and hence will also help to reduce reliance on the private car. Benefits of ecological habitat creation and enhancement, longer term management of these areas can be secured as part of the WERR and further benefits of this nature secured by the future development of the SPA2 site with mixed use development. This would not otherwise be possible if the site was left undeveloped or an alternative development option preferred. Development will also bring benefits for this part of Wakefield in social and economic terms, which as identified in the Needs section above, is required for this area. 12

13 Design Evolution Continued... Following the confirmation of the preferred use for the site, the detailed layout for the WERR has evolved, with consideration of the technical constraints and environmental impacts being key to the design evolution. This has been heavily influenced by the Environmental Assessment as well as community consultation and stakeholder engagement. The evolution of the design has taken account of the following in terms of reducing the environmental impact of the development: Consideration of the development of the WERR within the context of a Masterplan Framework for the wider site to ensure that the development fully fits with the comprehensive Vision especially with regard to environmental and technical considerations and the ability to secure the future development of the WERR. Full engagement with landowners and their representatives has occurred throughout the evolution of the proposals to ensure co-operation and agreement to the WERR s alignment. Throughout the development of the WERR proposals a number of sensitivity tests and potential options were considered prior to finalizing the preferred scheme, its alignment and junction layouts. For Doncaster Road/Black Road, a number of alternative junction layouts were considered at this junction location but were ultimately discounted in favor of the proposed layout due to issues occurring over queuing and capacity on all arms of the proposed junction. The current signalised junction layout operates significantly more effectively than other proposals. Similarly at the Ferry Lane and WERR junction, previous junction layouts considered resulted in large queues backing on to the WERR and queuing vehicles seeking to turn right onto WERR. The current layout proposal alleviates queuing and delay. The Park Lodge Lane and WERR junction proposals had considered providing a bus gate at this location, however following a more detailed evaluation of the proposals, closure of this route to general vehicular traffic would have resulted in residents from the Eastmoor Estate having to travel a significantly further distance to access their properties and was considered not to provide enough benefit to outweigh the negative impact and was therefore not implemented. A number of junction layouts were considered at the Aberford Road, Finkin Lane and WERR junction to the north of the site as opposed to the double priority junction layout proposed which includes direct access onto WERR from Aberford Road. Incorporation of a new roundabout at the Aberford Road/Bar Lane roundabout junction to provide a suitable access to the site and create access to Stanley Hall from the roundabout whilst enabling the highway network to operate. An alternative to the road alignment through the form Power Station site to the south of the application site was considered that provided a straighter road alignment than the final proposals. The final proposals strike an acceptable balance between maximizing future development land and therefore making the most effective and efficient use of the site, whilst achieving sufficient land to accommodate on-site flood storage compensation as required by the EA for the WERR and for future development (the latter to be proposed as part of any future wider site redevelopment). The use of swales was considered for the full length of the WERR. Inspection of the proposed topography identified that using swales for attenuation would not be viable in most locations due to steep gradients, and would result in flood risk should the swale be require to attenuate water volume. The use of underground storage was considered as an option to attenuate surface water volume. The low discharge rate (3.2 l/sec/ha) required a significant volume of water, which in turn would require large attenuation structures. The wider development master plan and allocation stage drainage strategy ensured that land is available for SUDs ponds which have greater sustainability benefits than underground attenuation. Therefore underground attenuation is not used for the WERR. Retention of as many existing trees and vegetation as is practicably possible and careful consideration has been given to incorporate these into the proposals and to reduce the impact on ecological habitats and visual impacts. River Bridge Design alternative bridge design solutions were assessed in relation to function, cost and design criteria resulting in the preferred bridge proposal. 13

14 Ecology and Nature Conservation An ecological assessment has been undertaken to determine the ecological value of the application site for the Wakefield Eastern Relief Road (WERR) and to assess the potential impact of the proposed road and associated works on ecological receptors (sites, habitats and species) identified within the 2 km Study Area. The assessment was based on a desk-based study (data search) and the results of field surveys to identify key ecological features/receptors at the site. Surveys were undertaken for amphibians, badger, bats, birds (wintering and breeding), brown hare, invertebrates (butterflies and dragonflies), otter, water vole and reptiles. In addition an initial Ecological Walkover and comprehensive habitat survey; known as an Extended Phase 1 Habitat Survey have been undertaken. Organisations such as Natural England and West Yorkshire Ecology have been consulted as part of the ecological assessment process. The proposed works may result in direct (loss of habitat) and in-direct (pollution run-off, disturbance) impacts on a number of statutory and non-statutory nature designated sites located within the 2 km Study Area including the Southern Washlands Local Nature Reserve (LNR) (located 0.15 km east of the site), Stanley Ferry Flashes Local Wildlife Site (LWS) (located partially within and adjacent to the site) and a section of the Wakefield Wildlife Habitat Network (WHN). The impacts which have been determined to occur have been assessed as between moderate adverse and minor adverse in the absence of the implementation of any mitigation or compensatory measures. There will be loss and fragmentation of arable, grassland, woodland, scrub, and hedgerow habitats and modification to watercourses during the construction period which will have a minor adverse impact in the absence of the implementation of any mitigation or compensatory measures. The faunal species identified within the application site and adjacent areas which have the potential to be impacted by the WERR development are amphibians, bats, breeding/wintering birds, grass snake, otter and water vole; a minor adverse to negligible impact is anticipated on these species in the absence of the implementation of any mitigation or compensatory measures. The impact of the proposed works during the operational phase has been assessed as between moderate adverse to minor adverse in the absence of the implementation of any mitigation or compensatory measures. This is due to the increased disturbance (lighting, noise, traffic), risk of pollution, potential changes in water levels in the adjacent LWS and fragmentation of habitats that will result from the development. With the implementation of mitigation and compensatory measures, the impact of the WERR development on ecological receptors will be reduced. Measures will include: creation of new habitats using native species to compensate for habitat lost, protection of retained vegetation, timing sensitive works appropriately (e.g. habitat removal), retaining/ creating buffer zones and wildlife corridors to link with adjacent habitats, and the implementation of pollution prevention controls and best practice mitigation measures. In conclusion, with mitigation measures implemented, the overall ecological significance of the impacts of the WERR development are assessed as being between minor adverse and negligible for both the construction and operational phases. The cumulative impacts associated with known planning applications in the Wakefield area have been considered and it is concluded that there could potentially be significant negative cumulative impacts through loss of habitats, increased disturbance and impacts on associated species including birds, bats, otter and grass snake. Baseline surveys will need to be conducted and appropriate mitigation measures implemented for each application to ensure that impacts do not exceed unacceptable levels. An ecological benefit may result following completion of the adjacent Welbeck Landfill habitat restoration proposals. 14

15 Ecology and Nature Conservation Continued.. Ecology and Nature Conservation Receptor Plan 15

16 Noise The noise assessment includes ambient noise monitoring undertaken at six long-term locations and three short-term locations representative of existing residential receptors along the length of the WERR. With mitigation, the significance of residual construction noise effects is generally rated as negligible or minor adverse, and it should be noted that these effects are temporary by their very nature. The predicted vibration levels from piling activities required at the new Aberford Road roundabout are unlikely to be perceptible, and fall well below the criteria for building damage at the closest sensitive receptors. The predictions were based on the closest approach of the works to receptors; therefore they should be treated as a worst-case scenario and should be reviewed once final details of the proposed piling are known. In the short term approximately 80% of residential properties in the study area undergo no change, or a negligible or minor change, in daytime traffic noise levels. Only two properties, at the closest approach of Aberford Road, undergo a moderate decrease in daytime traffic noise levels at the worst affected facade. A total of 1123 properties are predicted to experience a moderate increase and 1072 a major increase. Of these 108 and 303 respectively are within the City Fields Phase 1 development. In the long term approximately 90% of residential properties in the study area undergo no change, or a negligible or minor change, in daytime traffic noise levels. No properties experience a moderate or major reduction in traffic noise levels. The general pattern and magnitude of traffic noise changes in the long term is similar to the short term. A total of 956 properties are predicted to experience a moderate increase and 211 a major increase. Of these 165 and 137 respectively are within the City Fields Phase 1 development. The overall significance of the effect of the operation of the WERR is classed as moderate adverse. However, it is noted that the noise level changes reported in the assessment are a worst case and that the absolute operational traffic noise levels at existing properties on the eastern edge of Wakefield closest to the WERR are not excessive. No specific mitigation measures are proposed by Wakefield Council. However, the new buildings within the remainder of the City Fields development will provide considerable shielding to the most affected existing properties. Traffic noise level increases at properties within Phase 1 of the City Fields development are generally high as they extend up to the edge of the WERR, however these properties have been granted planning permission on the basis of the WERR being in full operation. The indication is that no permanent sources of environmental vibration will be introduced at the development. Consequently there will be no residual vibration impacts. 16

17 Socio - Economic The proposed residential development brings a series of significant benefits to the Wakefield East and Stanley & Outwood East wards, Wakefield and the City-Region. The overall impact of the proposal in terms of socio-economic issues is considered to be negligible to minor / moderate beneficial due to the delivery of the WERR and the positive effects that the development will have to the local community and economy. offer bus passengers journey time savings both into and out of Wakefield City Centre thereby improving the public transport service within Wakefield. Along the length of the route there will be safer access for pedestrians and road crossing points for the Public Rights of Way. There will be high quality, safe and convenient segregated cycle lanes and footways on both sides of the road. The proposals will encourage sustainable alternatives to the motor vehicle for many commuters and visitors which will relieve congestion and subsequently improve the public transport service within the District. Employment opportunities for the local population will be provided through the proposed scheme. The Technical Paper indicates that it is expected that the scheme will deliver temporary direct jobs (construction) and a range of spin off jobs. Additional new businesses will be attracted and seek to relocate to the City to take advantage of the temporary increase in people travelling into the area for employment, cultural, leisure and community related activities. With regard to indirect employment, the additional demand for local services would have a potential moderate beneficial impact on the employment of additional staff by existing and new businesses in the locality The proposed development may have a substantial positive impact on travel patterns within the Wakefield East and Stanley & Outwood East wards. The scheme will benefit those who do not own a car by providing additional highway capacity will effectively free up scarce road space in Central and East Wakefield. This will therefore improve the quality, capacity, reliability and availability of public transport and The WERR will open up substantial job creation opportunities by providing direct access into the East Wakefield employment growth area for residents across Wakefield and the Leeds City Region. It is anticipated that the scheme will generate over 4,000 new jobs (Wakefield Eastern Relief Road: Business Case, March 2014, Wakefield Council). The road acts as an alternative route around the City Centre and will therefore reduce congestion and increase accessibility. The enhancements to infrastructure and the environment that the project proposes will have a significant positive impact on developer / investor confidence, stimulating further private sector investment. This in turn will provide a quality standard for future development within the area and influence perceptions of the local area and wider Wakefield are and Leeds City Region for investment, businesses to locate and as a place to live and work. The proposed development would have an overall beneficial effect in terms of Wakefield East and Stanley & Outwood East wards socio economic impact due to the local, District and City-Region wide benefits which would be delivered. 17

18 Flood Risk and Drainage The flood risk and drainage paper has been prepared by Queensberry Design Ltd, with reference to SFRA work, River Modelling, Allocation stage FRA, Phase 1 FRA, which has covered the wider development including the WERR. During preparation of the environmental statement, the flood risk assessment, and the drainage strategy, consultation has been held with: The Environment Agency Yorkshire Water Ltd Wakefield MDC Drainage Engineer The development receptors which are discussed in the paper include: The River Calder Sewerage Treatment Works Ground Aquifer Stanley Flash Aire and Calder Canal Oakenshaw Beck Existing drainage ditch Existing Public Sewers Existing Settlement Camp Site Occupants / Visitors The base line state of each receptor has been identified, and used to assess the potential impact of proposed development during both during the construction phase and the completed scheme. Mitigation measures have then been identified to address any adverse impacts, with the aim of reducing flood risk. Mitigation measures identified within the technical paper and flood risk assessment include: Restriction of surface water discharge from the proposed sewers, at a rate which mimics the Greenfield site. This will require storage of rain water in basins and underground structures, which has been discussed with both YWL and Wakefield MDC Drainage Engineer. Compliance with all YWL requirements relating to the design and installation of drainage systems, and also within the capacity of existing drainage which has been identified by YWL. Compliance with YWL will ensure that the existing sewage network is not overwhelmed, and that the proposed sewer network exceeds current standards. Stipulating that the construction site must use suitable fuel storage facilities, complete with bunding and wash down facilities. Protection of existing water bodies during the construction stage, with measures to prevent construction debris and overland flows running into the existing bodies. These mitigation measures reduce and control the environmental impacts, which in some cases would be of a moderate or minor adverse significance, so they are all of negligible significance. The flood risk and drainage paper also considers how the WERR development may impact on any future development (the cumulative effects). The application of a drainage strategy for the WERR development, which adopts the mitigation measures as agreed with YWL and WMDC has been shown to have a negligible impact on the cumulative development. This negligible impact is justified due to the aim of mimicking the way in which the undeveloped site deals with surface water drainage. 18

19 Flood Risk and Drainage Continued... Flood Risk and Drainage Receptor Plan 19

20 Air Quality The assessment has considered the potential effects on air quality due to the construction and operation of the proposed scheme. An assessment of predicted changes in concentrations of pollutants (nitrogen dioxide and airborne particulate matter) from road traffic emissions has been carried out. A qualitative assessment of changes to concentrations and the deposition rate of pollutants (particulate matter) has also been undertaken. Existing conditions were established from air quality monitoring data collected by Wakefield Council. The monitoring data shows that airborne particulate matter concentrations are well within the Government s air quality standards. It also shows that annual mean concentrations of nitrogen dioxide are in excess of the national air quality standard for that pollutant at several locations across the area. As such, the Council has declared several Air Quality Management Areas near to the proposed scheme. In general, construction activities have the potential to generate fugitive dust emissions as a result of demolition, construction, earth works and/or the movement of construction vehicles on the public highway. The concentrations of any airborne particulate matter generated by these activities would be controlled using on site management practices to the extent that the proposed scheme would give rise to a low adverse to negligible effect on dust deposition rates at the nearest sensitive receptors. The impact of fugitive emissions of PM10 at receptors, with proposed mitigation applied, would be negligible. Overall the effect of fugitive emissions of particulate matter (dust and PM10) from the proposed works is considered to be not significant with respect to potential effects on health and amenity. During the operation of the proposed scheme, the change in the flow and composition of vehicle movements (and therefore their emissions) on the local road network would have the potential to effect local air quality at sensitive receptors nearby. The operation of the proposed scheme would lead to a range of beneficial and adverse changes in total pollutant concentrations experienced across the study area. Such changes would lead to low beneficial and low adverse effects at worse, which are not considered to be significant. The overall impact of the proposed scheme on local air quality is not considered to be significant. Such an impact at the worst affected receptor is unlikely to contravene Wakefield Metropolitan District Council s local planning policy. 20

21 Utilities Consultation with the various utility companies has been conducted and a review of the existing utility information has confirmed that the proposed Wakefield Eastern Relief Road extents will impact upon a number of existing utilities which will require protection measures. Diversionary or protection works will be completed in accordance with the construction programme to ensure that no detrimental impact is caused to the existing utilities. Following the implementation of the mitigation measures set out in the ES Part 2 Utilities Technical Paper as well as careful planning it is envisaged that no greater than negligible effects are predicted. The utilities that will be affected include: Northern Gas Networks Northern Power Grid Yorkshire Water British Telecom/Openreach Virgin Media Street lighting electricity supplies for the proposed Wakefield Eastern Relief Road will be provided from the existing electricity network within the vicinity of the works and extended to provide connections to each street light. Geology and Ground Conditions The route of the WERR has had numerous historical land uses. A power station was formerly present in the south of the corridor to the south of the River Calder. Immediately north of the River Calder, and south of the railway, the land has been part of the sewage works with land used for landfill including deposition of sewage sludge. North of the railway line historically comprised railway sidings and the former Park Hill Colliery. Further north beyond the area of the former colliery the land has been predominantly used for agricultural purposes with a former small quarry, now backfilled, present in the north west. Several ground investigation surveys have been undertaken along the route of the WERR. These involved excavation of trial pits and drilling of boreholes to obtain samples of soils and groundwater. The samples were analysed by a laboratory to test for a wide range of potential contaminants. When considering the proposed end use of the site, the results of the analysis did not identify significant risks to human health with the exception of groundworkers who could potentially be affected during working of the soils. Locally, concentrations of potential contaminants within groundwater potentially represented a risk to surface water courses. Further assessment is required to refine these risks. Within the area of the former colliery, large obstructions associated with former building foundations remain below surface. Two former mine shafts which are covered with a concrete cap are located outside the WERR corridor. A former adit (sub-horizontal mine entry) is present within the WERR corridor, however the current road alignment does not cross over the adit. It is understood that the adit never connected to coal workings as it flooded during construction. Areas of the site have been identified as potentially having worked coal seams at shallow depth where coal has previously been mined. However, this occurred before mining records were routinely held. As such the extents of the workings are unknown but areas of workings have been tentatively identified during drilling of boreholes. The environmental impact assessment has considered impacts to receptors including site end users, construction workers, groundwater and surface water (e.g. River Calder). No significant adverse impacts to the receptors, following implementation of routine mitigation measures, have been identified as part of this assessment. Some potential positive benefits have been identified as a result of reduced infiltration of rainfall which assists in protecting underlying groundwater from migration of overlying contaminants. 21

22 Cultural Heritage The potential effects of the proposed development (with mitigation) on the identified cultural heritage resource are considered with respect to legislation, guidance documents and existing planning policies. Mitigation measures have been recommended where appropriate in order to minimise the effect on sensitive receptors during the construction and operational phases of the proposed development. Designated Assets The historic built environment reflects the gradual development of the area from its origins as the small hamlet of Stanley, located on one of the main routes into Wakefield, through the establishment of the canal network and the eventual encroachment of the city in the 20th century. This is reflected by the 69 listed buildings Grade II, II* or Grade I, three Conservation Areas, and three non-designated structures identified within study area. Taking into consideration the urban context of the site and the nature of the proposed development, impacts on the historic built environment are limited to those structures identified either adjacent to or in close proximity to the site. There will be no physical impact as a result of the scheme; therefore, this assessment has focused on those impacts on the setting and significance of the assets. There are three Conservation Areas within the study area. These are Heath, Kirkthorpe, both lying to the east of the site, and Wakefield Waterfront which lies to the west. Situated adjacent to the western boundary of the application site are two listed buildings namely Clarke Hall and Stanley Hall Three listed assets namely Clarke Hall, its forecourt walls and Stanley Hall will be indirectly affected as construction will generate visual impacts on the assets. There will also be an associated increase in noise levels resulting from construction traffic and activities. This is reduced to some extent by the retention of the existing vegetation screening; however, the impact on Clarke Hall and Stanley Hall remains as minor negative adverse. The impact would be temporary. The effect is therefore considered to be moderate adverse. The effect from operation is also assessed to be moderate adverse. The proposals will involve the development of previously open ground which will impact on the setting of the hall through the erosion of the previously open landscape and the introduction of new noise impacts. Any impacts should also be seen in the context of the existing erosion of land immediately adjacent to the hall, however, there remains a minor negative impact from development, resulting in a moderate adverse effect. To protect the historic buildings adjacent to the application site during construction, hoardings will be erected which will reduce the effects of dust and noise pollution. However, it is not anticipated that these will decrease the overall effect of the works. Ivy House and Blacksmith Workshop Grade II listed building lies adjacent to Doncaster Road. The proposed development will be directly to the north of the heritage assets. Historically Ivy Cottage was originally built as shop, bank and boat dues collection point on (now filled-in) Barnsley Canal by Aire and Calder Navigation Company. The setting is very much defined by the busy road and infrastructure that surrounds it. However, it is anticipated that the construction phase will result in additional disruption to an already busy road and the impacts are minor adverse. This impact would be temporary. The effect is considered to be moderate adverse on these assets reducing to negligible impact and negligible effect once operational. Boat Yard House Grade II listed building also lies in close proximity to Doncaster Road element of the development. It is anticipated that the construction phase will result in additional disruption to an already busy road and the impacts are minor adverse. This impact would be temporary. The effect is considered to be moderate adverse on these assets reducing to negligible impact and negligible effect once operational. Dame Mary Bolles Water Tower including water wheel Housing and overflow channel Grade II* listed building lies in close proximity to the development but at an elevated position to the east. There would be a negligible adverse impact resulting in negligible effect. Stanley Ferry Aqueduct Grade I listed building/ scheduled and Floodlock gates and over bridge Grade II listed building located on the Aire and Calder Canal lies adjacent to the eastern boundary of the development site. The setting of the Aire and Calder Navigational Canal, would experience a change during operation due to the proximity of the new proposed road changing from a relatively tranquil environment surrounded with a distant hum of roads, activities and the industrial parts of Wakefield to one that sits adjacent to a road. Whilst there will be the retention of vegetation to screen the development. There will no longer be the sense of separation as it will be readily accessed by the adjacent road. The impact on these assets will be moderate resulting in a high adverse effect. The design of the proposed development has taken into consideration the sensitivity of its location. Efforts have also been made to retain existing vegetation where this provides a screen to the proposed development. The development has been assessed with these measures already incorporated; therefore, no specific mitigation is proposed. 22

23 Cultural Heritage Continued... Cultural Heritage Designated Heritage Assets Constraints Plan 23

24 Cultural Heritage Continued... Non-designated Assets A total of 81 non-designated assets have been identified within the study area. In addition to this a number of archaeological features have been identified from the geophysical survey undertaken within the northern part of the WERR. Assessment of a range of sources including those held by the West Yorkshire Historic Environments Record and local depositories have determined that within the study area there is some prehistoric/ Roman activity. To assess the possibility of such evidence occurring within the site a geophysical survey was undertaken by Phase Site Investigation between May and June Recorded were a number of archaeological features some of which are likely to relate to prehistoric settlement and agricultural activities based on their character. Others are indicative of Roman agricultural field systems and possible associated settlement activity. The assessment of historic maps, documents and geotechnical investigations has determined that much of the route of the WERR has previously been disturbed through 19 th and 20 th century development. This will have had a significant impact on any archaeological remains in these localities. There are small areas which from the evidence viewed have not been impacted by aforementioned industrial development. These areas will be subject to geophysical survey and if necessary trial trench evaluation. In addition to this a number of the suds ponds associated with the WERR will be surveyed and evaluated where necessary. The results of these surveys will be submitted as part of the Environmental Statement Addendum as access to survey locations was not possible due to the crops in the areas. The prehistoric/ Roman archaeology revealed within the application site will be directly affected by construction activities. This is rated as a high adverse effect, however, with mitigation this will be reduced to moderate adverse. Located within the grounds of the parkland associated with Stanley Hall are two ponds which are shown on historic maps and the geophysical survey previously undertaken. These heritage assets will be impacted by construction activities but appropriately designed mitigation will reduce the severity of this, resulting in a minor adverse effect. Recorded on the WYHER within the northern section of the former power station site is the lock barrel associated with the former Barnsley Canal which feeds off the River Calder. The setting of this has the potential to be impacted during construction given its close proximity. This will result in a minor impact and consequently results in a minor adverse effect. The aim of the aforementioned mitigation is to preserve the heritage assets by record. The scope of these works will be agreed with the West Yorkshire Archaeology Advisory Service (WYAAS) through the provision of a Written Scheme of Investigation which will be agreed in advance with WYAAS. 24

25 Cultural Heritage Continued... Cultural Heritage Non-Designated Heritage Assets Constraints Plan 25

26 Landscape and Visual Impact The Landscape and Visual Impact Assessment Chapter of the ES has been prepared to assess the potential effects of the proposed Development at the Application Site on the character of the landscape for the immediate site and the wider landscape context, and also the visual amenity of receptors with views of the proposed Development (The WERR). Assessment Methodology A methodology for the approach to this assessment has been prepared in accordance with current professional best practice, and types of receptors are assessed as either potential impacts to the landscape as a resource or to views and visual amenity. The number and type of identified potential landscape and visual receptors were determined by topographical mapping, desk based research and site visits. The viewpoints were sent to the Local Authority for comment and approval; no comments were received. Natural England were consulted on the proposed development of the Application Site, there were no specific comments made on this Landscape and Visual Impact Assessment. The identified landscape and visual receptors have been assessed for their sensitivity to change by the proposed development. The degree of change caused by the proposed Development to either the landscape or visual receptor has been assessed in relation to the existing situation during construction and operation (when the road is complete and in use). The potential impacts have been assessed with regard to their importance (or value) ranging from international (e.g. World Heritage Site) to local/neighbourhood importance scale. Where significant impacts are predicted during construction or operation, mitigation measures are proposed to reduce the impacts. In the context of Environmental Impact Assessment, significant impacts which remain following mitigation are recorded as Residual Impacts. The Assessment Landscape receptors identified include; National Character Areas, Local Character Assessments and the Character of the Application Site. Visual receptors identified include; Views from residential properties (R8, R9, R10, R11 and R12), Recreation Receptors (R1, R2, R3, R4, R5, R6 and R7), Place of work receptors (R13 and R14), and Views from Transport users (R15 and R16). During the construction and operational phase (prior to mitigation) the LCA Calder Valley landscape receptor was assessed as having a High Adverse effect that would be deemed significant using the ES criteria. The Wakefield Metropolitan District Council Character Area Calder Valley is assessed as a Regional receptor as the area covers a similar landscape tract to the Wakefield Metropolitan District Councils R2 Green Infrastructure Corridor that assigns the broad area a Regional significance due to the recreational resource. The mitigation proposed for the Calder Valley Landscape Character seeks to maintain connectivity between the existing settlement, public footpaths and the recreational resource of the water corridors. Following mitigation the residual impact reduces to Moderate Adverse which remains significant in the ES criteria. The associated recreational resource of the character area will be retained with some loss of visual amenity and some severed links to the existing settlement. There were two visual receptors with an effect deemed significant at construction stage using the ES criteria, both assessed as experiencing a Moderate Adverse effect (Stage 2). Receptor R1 National Recreation Routes at near distance and Receptor R8 Residential properties with near distance open views. Mitigation planting was not considered for the recreation users (R1) as the experience would change from open fields to a landscape where the users would be crossing a construction site, where planting would not mitigate this change. Planting to screen views for residential users (R8) was not considered for the construction phase of the WERR. Mitigation planting would not have time to grow to a height to be considered meaningful mitigation for the construction phase. For users along the National Recreation Route at near distance the Moderate Adverse effect at construction phase is considered to remain during the operational phase. Mitigation planting is not considered to change the nature of the view and amenity for users travelling across open farmland where the proposed development will interrupt travel across the open landscape with the requirement to cross and navigate across the proposed WERR highway. The impacts to the residential users (R8) is considered to reduce to Minor Adverse during the operational stage. Planting along the WERR is proposed as part of the primary measures associate with typical highway and landscape design. Tree planting along the route is not considered as mitigation, the tree planting will be undertaken during the construction phase. Summary The proposed development will introduce a new element into the existing agricultural fields to the east of Wakefield including the proposed WERR roadway route, lighting, bridges and associated attenuation ponds. In most part trees and hedgerows will be retained and enhanced as part of a comprehensive landscape planting proposal to support the planning application, which will also help soften the built form and assimilate the development into the wider landscape context. The WERR forms part of the wider City Fields (SPA2 Policy area) and it is considered that any additional effects to landscape and visual resource will be assessed in a future Environmental Statement. 26

27 Landscape and Visual Impact Continued... Landscape Visual Receptors Plan 27

28 Traffic and Transportation The development proposal (WERR) has been assessed in detail in relation to Traffic and Transport taking consideration of all relevant national, regional and local policy requirements. This assessment has reviewed the estimated impact of both the construction and operational phases of traffic upon the local and wider highway network considering traffic movements and their impact upon receptors. Construction traffic movements are associated with construction of the road and their impact has been considered over the estimated construction period commencing in Preferred delivery routes for construction vehicles have been established and any deliveries to the site would be strictly managed, both in terms of route choice and the timing of deliveries in agreement with the Local Highway Authority. During the worst day at the peak of construction it is estimated a maximum of 90 two-way daily HGV movements would occur at the northern construction access to WERR and would result in a 19.3% daily increase in HGV movements, but 0.36% increase in total traffic movements. In terms of EIA regulations this impact is considered negligible and therefore no further detailed assessment was required. Operational traffic movements have been considered in a base year (2014) and two future years (2022 and 2031) to assess the estimated impact of the development using a strategic highways model (SATURN Wakefield Model owned by WMDC) which takes assumes that all committed and planned Local Development Framework proposals are constructed and how this may alter traffic movements across the district and road network in these future years. This modelling work has determined the impact of future year traffic movements across the district on Driver Delay, Pedestrian Delay, Fear and Intimidation, Severance, Accidents and Safety and Public Transport both with and without the WERR. The assessment has determined that there are a range of impacts with varied significance resulting from the WERR ranging from minor benefit, negligible and minor adverse. However, with appropriate mitigation as part of the WERR proposals the impacts are reduced to minor benefit and negligible across all areas of assessment. Therefore the development proposal is considered to have a negligible Traffic and Transport impact. 28

29 Traffic and Transport Continued... Traffic and Transport Operational Phase Receptors Plan 29

30 Interaction of Effects of Construction C O N S T R U C T I O N I M P A C T S TOPIC IMPACT MITIGATION Socio Economic Creation of construction jobs / indirect jobs Earth works and construction activity Utilities Noise and Air Quality Flood Risk / Drainage Cultural Heritage and Archaeology ncreased expenditure and demand for local services Population increase Additional GVA Changes in water level at the Stanley Ferry Flash Loss and disturbance of trees and vegetation Loss and fragmentation of habitats Loss of arable land Storage of materials Fragmentation of habitats Disturbance of species Impact on LNRs, LWSs and WHN Change to local character area Change in views Impact on historic assets including listed buldings/ structures Impact on Prehistoric / Roman agriculture and settlement activity Beneficial so no mitigation proposed Ecology New planting along Landscape and Visual Impact Dust Noise and vibration due to construction works Increase in construction traffic Change in traffic emissions Disturbance to local community Road safety Disturbance and spread of Himalayan balsam Ground gas Waste Water pollution Flood risk Modification of drains Traffic disruption Spillage / leakage of fuels Exposure to soil contaminants, asbestos containing material Increase in impermeable areas Provision of a Construction Management Plan Material Management Plan Minimising dust generating activities and dust suppression Re-use of material on site Best Practice Measures and adherence to PPE and H&S guidance Implementation of EA Pollution Prevention Guidance Site screening / hoardings Services to be designed and installed in common trenches Waste Management Plan Temporary bunding to prevent overland flow during site striping Ecological watching brief where required Phasing of works and seasonal timing of works Best Practice Measures and adherence to PPE and H&S guidance Implementation of EA Pollution Prevention Guidance Permanent surface water management scheme Management of extent of construction areas length of road an to attenuation areas Retention of existing tree belts and hedgerows and vegetation Site screening / hoardings Construction Management Plan (location of site hoardings and site compounds) Protective fencing for trees protection Further survey work and mitigation as agreed with WYAAS (archaeological) Retention of key routes to recreation resources, water corridor and Trans Penine Trail 30

31 Interaction of Effects of Operational TOPIC IMPACT MITIGATION O P E R T I O N A N L I M P A C T S Development: Wakefield Eastern Relief Road (WERR) Footpaths and cycle way along length of road Two junctions onto Aberford Road, including a new roundabout junction New gyratory junction with Blackmoor Road / Black Road New junctions to Ferry Lane, Park Lodge Lane and Welbeck Lane Bridge over the River Calder Bridge Under the railway line Landscaping and ecological works Drainage features Acoustic barrier Highway Safety Increased traffic flows / traffic on network Driver Stress Increased traffic on local network Traffic emissions Severance Increased accessibility Reduced congestion Increase in hard surfaces increased surface water run off Water quality Flood risk Risk of pollution to Stanley Ferry Flash Change in water levels to Stanley Ferry Flash Fuel spillage Leachate and suspended solids in run off Exceedance or failure of surface water drainage Reduced out migration for employment Increased employment opportunities (indirect) Increased GVA Increased demand for existing facilities and services Air quality improvements Improved image Disturbance to habitats / loss of habitat Fragmentation of habitats Pollution or damage to habitat Spread of invasive species Change to landscape and views Impact on heritage assets including listed buildings / structures Impact on existing residential amenities Production of a Travel Plan Proposed Infrastructure Improvements Improved pedestrian / cycle linkages Diversion of bus through the site Provision of bus stops within the site Improved linkages throughout the site to wider area Off-site highway improvements SUDs and drainage strategy including on-site attenuation Restricted surface water run off rates The two stages of water treatment will include the use of trapped gullies, attenuation which will promote sediment settlement. Beneficial impact no mitigation proposed Habitat protection, maintenance and retention Tree, hedgerow and vegetation retention and new planting Control and eradication Appropriate landscaping scheme Management of landscaping and drainage areas Creation of habitat and linkages to existing habitat Acoustic barrier (Parkside Lane) 31

32 Cumulative Effects There are a number of developments that need considering given the likely impact they will have cumulatively with the application development. These include developments with planning permission but which are not yet built; sites allocated for development or any other known future proposals. The following list have been agreed with the Council as part of the Scoping process. The developments considered as cumulative are set out below: Wider site allocation Special Policy SPA2, Wakefield East Land at Snow Hill, Wakefield Special Policy SPA1 Land East of Newton Hill Junior and Infants School, Newton Hill (Fieldhead) Policy HS1 Pinderfields Hospital (West), Wakefield Policy HS2 Ivy Lane, Eastmoor Policy HS3 North of Ruskin Avenue and Adjoining Land, Wrenthorpe Policy HS20 Land at Leeds Road, Newton Hill Policy HS75 Victoria Way, Outwood Policy HS74 Former Newmarket Colliery, Stanley Policy ES10 Cold Store, Newmarket, Rothwell Welbeck Landfill Restoration City Centre Action Plan Areas Remaining Phases of Merchant Gate Policy CW20 Remaining Phases of Wakefield Waterfront Policy CW21 Other LDF Development Sites (identified within the Site Specific Policies Local Plan (September 2012)) In summary, there are not considered to be any cumulative impacts in terms of ground or drainage and flood risk. Cumulative impacts in terms of air quality and utilities, energy and waste are considered to be negligible and therefore not significant. Impacts associated with ecology can be sufficiently mitigated on a scheme by scheme basis and the longer term impacts in terms of landscape and visual impact are not considered significant with the impacts on longer distant views lessening over time. There are positive cumulative impacts in terms of socio economic, traffic and transportation. Noise and cultural heritage impacts will be the greatest cumulative impacts, but these will be no greater than those assessed for the application site (moderate adverse and moderate to high adverse at worst respectively) with noise improving with the erection of built development between the WERR and existing residential properties. Measures would also be put in place to mitigate impacts as far as possible to keep the resulting environmental impacts to a minimum. 32

33 Conclusion The main purpose of the ES is to provide an objective assessment of the Environmental Impacts of the proposed development. This Non-Technical Summary provides a summary of the main issues identified within the ES Part 1 and ES Part 2. The separate Technical Papers within ES Part 2 of the Environmental Statement provides a detailed analysis of impacts and mitigation of the development during the construction and operational phases against a range of topics including: Ground Conditions Traffic and Transportation Flood Risk and Drainage Landscape and Visual Impact Ecology and Nature Conservation Socio-economic Noise and Vibration Air Quality Cultural Heritage Utilities The ES Part 1 report aims to provide an overview of the predicted effects and how it is proposed to mitigate the impacts. It should be noted that the information submitted for this planning application is extensive given the nature of the site, however, the detailed mitigation strategies will be controlled via the use of planning conditions. As a whole, the majority of potential environmental impacts are negligible or minor adverse. However there are some more significant impacts, that at worst would be moderate adverse and high adverse. The moderate and high adverse impacts are associated with impacts on heritage assets (Stanley Hall, flood lock gates and over bridge located on the Aire and Calder Canal and Stanley Ferry Aqueduct during operation and construction phases and on Prehistoric/Roman agricultural and settlement activity, Clarke Hall, Ivy House and Blacksmith Workshop, and Boat Yard House during the temporary construction phase) and the moderate adverse impacts with landscape and visual impacts (change in the local landscape character area and on views from national routes at a near distance and residential properties with a near distance). There are however a series of beneficial impacts resulting from the proposed development in respect of ground, traffic and transport, air quality and socio economic. These relate to improved driver delay at various junctions including Doncaster Road/Black Road, Aberford Road/Bar Lane and Stanley Road / Park Lodge Lane, improvements to air quality due to the redistribution of traffic away from the centre. Other benefits include inward migration, reduction in congestion, new high quality and safe pedestrian and cycle links on the public highway, increased direct and indirect employment opportunities and increased access to these, facilitating future development opportunities, including housing and employment, increased demand for shops and services improved ranking on the deprivation index table and improved image through new development. The report also assesses the potential for the interaction of effects and concludes that the adverse interaction of impacts in and around the site will occur at its greatest during the short term period (construction). It is however considered that the mitigation proposed as part of this environmental assessment is sufficient to deal with these impacts which would be controlled by the use of planning conditions should planning permission be granted. Benefits in the short term relate to direct and indirect employment related to the construction industry. In the longer term, there are benefits resulting from the facilitation of future development opportunities and inward investment. Cumulative impacts are not considered to be significant and in the majority of cases, negligible. There are positive cumulative impacts in terms of socio economic and traffic and transport. Noise and cultural heritage impacts will be the greatest cumulative impacts, but these will be no greater than those assessed for the application site with noise improving with the erection of built development between the WERR and existing residential properties. 33

34 Spawforths Junction 41 Business Court, East Ardsley, Leeds, West Yorkshire. WF3 2AB t: , f: , Spawforths is a trading name of Spawforth Rolinson Ltd. Incorporated in England, Company Registration Number