Non-Technical Summary

Transcription

1 Introduction The Brent Cross Cricklewood regeneration scheme is located in northwest London and comprises 151 hectares (ha) of land within the London Borough of Barnet (LBB) (the Site ). In July 2014, LBB granted planning permission for the regeneration scheme Masterplan, hereafter referred to as the 2014 Permission. The consented proposals, applied for by the Brent Cross Cricklewood Development Partners, comprising Hammerson plc and Standard Life Investments (the Applicant ), are referred to as the Consented Scheme. The Site includes the existing Brent Cross Shopping Centre to the north, the A41 and Brent Cross London Underground Station to the east, Cricklewood Lane to the south, the A5 to the west and the M1 motorway to the northwest. The location of the Site and extent of the 2014 Permission planning application boundary are shown in Figure 1. The Consented Scheme already has the benefit of outline planning permission, with full details also approved for alterations to road junctions within the Site, known as the Gateway Junctions. The Applicant has now progressed to detailed design which, due to the scale of the Consented Scheme, will come forward on a phase by phase basis in line with the 2014 Permission. The Applicant is currently seeking planning approval for details of the first phase of the Consented Scheme referred to as Phase 1A (North). A series of Reserved Matters Applications (RMAs) have therefore been prepared to submit to the London Borough of Barnet (LBB) which seek approval for elements that will come forward as part of Phase 1A (North). An RMA can be defined as an application for further details in respect of an outline planning permission which has already been given. This document provides a Non-Technical Summary of a report prepared by Waterman EED Ltd and a consultant team to inform the planning decision making process of the Phase 1A (North) RMAs with reference to the likely significant environmental impacts. The report is titled Brent Cross Cricklewood Environmental Statement Further Information Report and provides further environmental information (where necessary) to inform decision making to that which forms the basis of the 2014 Permission. Background Brent Cross Cricklewood is one of London s major regeneration schemes and development of the area is supported by both regional and local planning policy. The Applicant first received outline planning permission in October 2010 for the redevelopment of Brent Cross Cricklewood. An application was then submitted in October 2013 to amend the 2010 Permission and to include additional design elements. The October 2013 planning application was submitted under Section 73 of The Town and Country Planning Act 1990 and is therefore referred to as the Section 73 Application. Due to the scale of the regeneration project, the proposals were subject to an Environmental Impact Assessment (EIA) process undertaken in line with relevant UK legislation (The Town and Country Planning (Environmental Impact Assessment) Regulations 2011 (the EIA Regulations )). EIA is a process required under UK law for certain development projects which identifies the likely significant impacts that the project has on the environment. The purpose of the EIA process is to ensure that decision makers are fully aware of the environmental impacts of a project before making a decision on whether to grant planning permission. Where an EIA is required, information on the likely significant impacts must be provided by the Applicant in an Environmental Statement ( ES ) to accompany the planning application. The findings of the EIA were reported in a Section 73 Environmental Statement dated October 2013 (referred to subsequently as the s.73 ES ) and summarised in a. The s.73 Application, s.73 ES, Non-Technical Summary and accompanying drawings and appendices are available for download at

2 This Non- Technical Summary does not summarise the findings of the s.73 ES and therefore should be read in conjunction with the s.73 ES and its Non- Technical Summary. The EIA Regulations also apply to the stages of consent after outline planning permission is granted, including RMAs. Since an ES has already been submitted (the s.73 ES) and permission granted, when granting permission for the Phase 1A (North) RMAs LBB must ensure that the environmental information before it is adequate. The ES Further Information Report considers whether the s.73 ES remains valid and therefore adequate for decision making. In some instances, more environmental information is provided to reflect the detailed design or new baseline information. The Consented Scheme authorised by the 2014 Permission with the Phase 1A (North) RMAs elements in place (as a whole) is hereafter referred to as the Development. The 2014 Permission The overall vision for the area is centred on creating a new gateway for London and a vibrant urban area for Barnet. The Consented Scheme will be at the centre of a new mixed-use town centre developed on both sides of the A406 North Circular Road, along a new high street. The existing Brent Cross Shopping Centre will be integrated with new uses such as business, hotel and residential linked to a network of new streets and squares, with the intention for the Site to attract people day and night to create a vibrant new destination. The Consented Scheme will deliver 7,500 new homes as well as new buildings for three local schools, new health facilities and high quality parks and open spaces. More than 400 million will be invested in transport infrastructure, including new roads, increased capacity at key junctions and the creation of a new railway station on the Midland Mainline and Thameslink lines. The Illustrative Masterplan presented in Figure 2 shows one way in which the Consented Scheme could be delivered. Phase 1A (North) RMAs Phase 1A (North) is the first development phase to be brought forward in line with the 2014 Permission and its extent and key features are shown in Figure 3. Through the Phase 1A (North) RMAs the Applicant is now seeking permission for the detailed design of infrastructure, open space, two residential plots and a temporary bus station and bus stops, via a series of individual RMAs. Collectively, the RMAs are referred to as the Phase 1A (North) RMAs. The detailed design for each element of the Phase 1A (North) RMAs has been the subject of ongoing consultation with LBB, statutory bodies and interested groups. Public exhibition events for the Phase 1A (North) RMAs were also undertaken in October As the detailed design has been developed for Phase 1A (North) elements, some minor deviations from the 2014 Permission have been identified. Approval for these has been sought under planning conditions attached to the 2014 Permission and a S96A Application. The deviations however, are limited and they are not expected to give rise to significant environmental impacts not already identified in the s.73 ES. Details for temporary car parks, roads and bridges will be subject to a separate RMA which will be submitted to LBB in Details of a temporary bus station and bus stops are included within the Phase 1A (North) RMAs and as such have been assessed within the ES Further Information Report. The elements included within the Phase 1A (North) RMAs are set out below. Details of components of the Consented Scheme not described below will be submitted for approval in the future either by the Applicant or Southern Developer.

3 Figure 1: Site Location Non Technical Summary

4 Figure 2: Revised Illustrative Masterplan Non Technical Summary

5 Figure 3: Phase 1A (North) Elements Non Technical Summary

6 Infrastructure The infrastructure that forms part of the Phase 1A (North) RMAs is summarised in Table 1 and identified in Figure 4. The Gateway Junctions will also be delivered as part of Phase 1A (North) although they already have detailed planning permission and therefore reserved matters approval does not need to be sought for them. Table 1: Description of Phase 1A (North) Infrastructure Type of infrastructure Primary and Secondary Routes Engineering Works Bridge Structures Infrastructure item and description Claremont Avenue - The route in the Market Quarter Zone which links the new Claremont Road North Junction with Tilling Road. Templehof Avenue - The route connecting Market Quarter and Brent Cross East Zones across Bridge Structure B1 (A406 Templehof Bridge). Templehof Link Road - The route connecting Claremont Avenue and Templehof Avenue within the Market Quarter Zone. Tilling Road West Re-alignment and Diversion (Part 1) - The alterations to the existing Tilling Road west of the new Claremont Avenue. Prince Charles Drive Diversion - The diversion of Prince Charles Drive towards the south of Brent Cross East Zone. Claremont Road Junction North - The creation of a new junction between the existing Claremont Road, new Claremont Avenue, Claremont Park Road and Orchard Lane. Claremont Avenue Junction with Tilling Road - The creation of a new junction between existing Tilling Road and new Claremont Avenue and including such realignment of Tilling Road as may be necessary in order to accommodate Bridge Structure B7 (Living Bridge). High Street South (East Works) - Part of High Street South within Market Quarter zone. Orchard Lane - A new road linking with the new Claremont Avenue / Claremont Park Road / Claremont Road signal junction. Brent Cross Pedestrian Underpass Works - Such works to the existing pedestrian underpass beneath the A41 adjacent to the Brent Cross East Zone to include improvements to pedestrian links between the underpass and Brent Cross Shopping Centre. Eastern, Central and Western River Brent Alteration & Diversion Works - The alteration and diversion works to the River Brent. This encompasses the stretch of the river between the M1 slip road onto the A406 North Circular in the West and the A41 Brent Cross flyover in the east. Reconfiguration of the channel, south of the Shopping Centre, is designed to allow creation of the pedestrianised High Street North but also an attractive resource for the new and existing community, address current flooding problems and offer habitat for wildlife. The works will be delivered in stages. The first will involve alterations to the eastern section around the new internal roundabout, created as a result of the A406/A41 modifications and particularly the new slip road off the A406, as well as around the western internal roundabout and River Brent Nature Park. The eastern section will be completed in line with the A41/A406 junction works. Bridge Structure B1 (Replacement A406 Templehof Bridge) - The creation of a replacement road bridge to provide a link over the A406 to link Market Quarter and Brent Cross East and West

7 Type of infrastructure Temporary Bus Station and Bus Stops Infrastructure item and description Zones to include insofar as reasonably practicable provision for bus lanes, step free access and cycle access (without dismounting). River Brent Bridges (as relevant to the Eastern, Western and Central River Brent Alteration and Diversion Works) - Two pedestrian and cyclist only bridges and nine vehicular bridges to be provided (as part of the River Brent Alteration and Diversion Works and the River Brent Riverside Park) over the River Brent within Brent Cross East and West Development Zones. Bridge Structure B6 (M1 Junction Pedestrian and Cycle Bridge) A new pedestrian and cycle bridge to provide a link between the Site at the Station Quarter Zone to the existing communities north of the Site to include insofar as reasonably practicable provision for step free access and cycle access (without dismounting). Bridge Structure B7 (Living Bridge) (for approval purposes only) - A new pedestrian and cycle bridge within the Northern Development to provide a link over the A406 between the Market Quarter Zone and the Eastern Lands Zone and the Brent Cross East Zone to include provision for step free access. The Living Bridge will include landscaped areas as well as a multi-use space for relaxing, events, activities and occasional markets. The northern and southern sections of the bridge will have parapet openings to enable views of the River Brent and surrounding Development. Cycles will have to dismount crossing the bridge. Access to the existing Brent Cross bus station on Prince Charles Drive will not be available during construction of the Phase 1A (North). A temporary facility is therefore required to allow construction works to progress for a period of four years until the new bus station has been constructed. A Temporary Bus Station will be provided within Plot 114 (currently the south-west car park for the Brent Cross Shopping Centre) to accommodate 18 bus layover stands and four drop-off and four pick-up spaces. Temporary bus stops will also be provided within Plot 113 (car park directly west of Layfield Close) comprising four drop-off and four pick-up spaces. A 2.5 metre high fence will be provided along the western boundary of Plot 113 to reduce environmental impacts. Details of the temporary bus station were not available in the s.73 Application.

8 Figure 4: Phase 1A (North) Infrastructure (for illustration purposes only includes some associated temporary works) Non Technical Summary

9 Open Spaces Claremont Park: Improvements to the existing Claremont Way Open Space (total area 1.95ha) including planting, play and activity space with seating and cycle parking provision. A minimum of 2,000m 2 of play space will be provided together with a picnic area (minimum of 200m 2 ); Clitterhouse Playing Fields Part 1: Improvements to the existing playing fields (total area 18.2ha) providing new recreation facilities and landscaping. Demolition of the existing Clitterhouse Farm Buildings in the south of the park was proposed in the s.73 Application but these will now be retained and re-used and an element will be used for a maintenance store as part of Phase 1A (North). The remainder of the Farm Buildings will be retained and refurbished by the Southern Developer. Future uses are likely to include a café as well as other community uses. Key features of the improvements to the Playing Fields include: Landscape planting and selected tree removal or replacement (the majority of trees along the boundaries of the existing Playing Fields will be retained); Natural turf sports pitches (3 senior pitches, 2 junior pitches (9 aside) and 2 mini soccer pitches (7 aside) in the southeast there will be no specific lighting or full perimeter fences; Outdoor gym; Play space (minimum of 5,000m 2 ); Park pavilion building including changing facilities, store, café kiosk and public toilets; Car (21 spaces), cycle parking (55 spaces), and a network of paths; and Changes to ground levels to create suitable playing surfaces. Part 2 of the proposals for Clitterhouse Playing Fields will be delivered by the Southern Developer and includes creation of AstroTurf pitches and the Clitterhouse Stream area. Central Brent Riverside Park: Creation of a riverside park (total area 3.18ha) associated with the central section of the realigned River Brent. The detailed proposals comprise planting, a river path providing pedestrian and cycle access, bank stabilisation measures as well as wildlife improvements. Plots 53 and 54 Landscape: Private and communal gardens will be provided to the east of the new residential buildings with hedging and trees planted along the eastern and western boundary. A doorstep playspace will also be provided. Green roofs will be provided on all of the buildings to provide wildlife habitat. All open spaces in Phase 1A (North) are illustrated in Figure 5. Development Plots 53 and 54 (Brent Terrace) New residential buildings are proposed at two triangle shaped plots of land off Brent Terrace (as shown on Figure 6). The buildings will provide 47 new homes with a mix of two and three bedroom flats and three and four bedroom houses. The buildings will be three storeys high and a total of 47 car parking spaces will be provided together with cycle storage. Access to the accommodation and car parks will be provided from Brent Terrace and a new turning circle is proposed at the northern end of Brent Terrace. Plots 53 and 54 have been brought forward in order to provide new homes for some of the residents displaced by demolition of part of the Whitefield Estate to allow construction of the Living Bridge and associated road works. A small gas-fired combined heat and power plant (CHP) will be provided within Plot 53 to generate electricity for the new housing. Demolition and Construction The areas identified for demolition in Phase 1A (North) remain as identified in the s.73

10 Application and include 60 units of the Whitefield Estate, 25 units of the Rosa Freedman Centre, 8 units over shops facing Claremont Way, units within Claremont Industrial Estate, Cardiff House at northern end of Brent Terrace and buildings at the corner of A5/A407 to allow for junction improvements. The amount of land required to deliver Phase 1A (North) remains the same as presented in the s.73 Application apart from some additional areas of land at the western roundabout (off the A406) due to necessary alterations in its design. The construction information presented in the s.73 Application remains valid. The majority of information was set out in a Construction Impact Assessment Addendum ( CIA Addendum ) and an Indicative Construction Programme. The Applicant is required to submit more details in relation to construction for approval before works start, including Remediation Strategies, Code of Construction Practice (CoCP), Construction Traffic Management Plan (CTMP), Construction Environmental Management Plan (CEMP) and a Demolition and Site Waste Management Plan. The Indicative Construction Programme and phasing remains as set out in the s.73 Application with the exception of the fact that Plots 53 and 54 will now be delivered as part of Phase 1A (North) rather than 1C. This minor change does not affect the findings of the s.73 ES. Construction is due to commence in 2016 with completion of the Masterplan as a whole in Development of the Scheme and Alternatives The Scheme already has planning permission and as such, the main alternatives set out in the s.73 ES have not been re-visited as they remain valid. Alternatives considered during detailed design for the Phase 1A (North) RMAs are limited since they were constrained by the limits of the 2014 Permission. Highways Improvements As detailed design modelling work results determined the final road layouts, junctions and traffic management required for the Development, no main alternative highway layouts were considered by the Applicant. The layout of the western roundabout was however altered from the initial design presented in the s.73 Application as a result of detailed traffic modelling which showed that an extra road was required through the roundabout. Bridge Structures The Living Bridge design was amended following consultation with LBB. Early designs did not allow pedestrians to view the wider Development including the Riverside Park from the Living Bridge. In response, viewing panels have been added to sections of the bridge with metal fretwork. A high level of cycle parking across the bridge is included in the design with parking repositioned following consultation, at the entrances to the bridge with the majority on the northern end where cyclists will likely arrive at the Development. The replacement to the existing Templehof Bridge was designed in response to the outcomes of the detailed design traffic model. Through identifying alternative routes, the need to accommodate abnormal loads was deemed to no longer be required. It was also defined during the detailed design stage that a circular ramp, rather than a lift, will provide step-free access. River Brent Re-alignment The detailed design of the river alteration and diversion works have been developed in line with the parameters of the 2014 Permission, as such no significant alternatives were considered further by the Applicant. Temporary Bus Station and Bus Stops (Plots 114 and 113 respectively) During the construction works for Phase 1A (North), the Brent Cross Shopping Centre Bus Station will need to be relocated. Three options

11 were explored by the Applicant in 2014 to accommodate the existing bus operations. The first option included keeping the bus station in its current location during Phase 1A (North) construction and providing alternative temporary access routes. However, a temporary bus station location will still likely be required towards the end of 1A (North) construction works. This was therefore discounted. Two options were considered for the location of a temporary bus station; either in the south west Shopping Centre car park (Plot 114), to the south of the River Brent or in the north west Shopping Centre car park (Plot 113), to the west of the existing John Lewis. An options study was undertaken of a number of the Shopping Centre car parks looking at transport and access, noise and air quality issues. Following this initial study, it was agreed that the best solution was to provide the Temporary Bus Station at Plot 114 in the south west Shopping Centre car park and separate Temporary Bus Stops at Plot 113. Open Spaces A number of design alternatives were considered for Clitterhouse Playing Fields with input from LBB and local community groups. The Phase 1A (North) RMAs propose to retain and reuse the Clitterhouse Farm Buildings rather than remove them (as proposed in the s.73 Application). The following main alternatives for the Clitterhouse Playing Fields were explored: Varying locations for play space; Varying parking and access road locations considered, with final plans choosing to move them further away from existing and proposed buildings; and Access for maintenance vehicles considered and discrete access incorporated into the final design; and Varying locations for maintenance store and offices. A number of alternatives were also considered to explore the most efficient way of providing sports pitches, to minimise impact on existing levels and adjacent paths, while at the same time providing improved gradients to the playing fields. Alternatives to the final play space strategy were also considered during the design development. No significant design alternatives considered for Claremont Park or the Central Brent Riverside Park. See Figure 5 for open spaces. Plots 53 and 54 (Brent Terrace) A reduced amount of units is now proposed within Plots 53 and 54 from the early designs, but the floorspace to be provided in the 47 replacement units exceeds that of the 60 units to be demolished in the existing Whitefield Estate and secures some larger social rented units as required by LBB. The Phase 1A (North) RMAs now includes 30 units on Plot 53 (initially was 39 units) and 17 units on Plot 54 (initially was 21 units). See final plans on Figure 6. This is due to restrictions and consideration of the building height, distance to neighbouring buildings, design standards and LBB requirements. The reduction in housing numbers has allowed the building lengths to be reduced, increasing the distance from neighbouring properties. Approach to the ES Further Information Report The main aims of the ES Further Information Report are to review the s.73 ES in light of the detailed design of the Phase 1A (North) RMAs and the current baseline conditions; assess whether the s.73 ES remains valid for the purposes of decision making, and / or provide further environmental information to ensure that the environmental information for the decision making is adequate and takes into account all the likely significant environmental impacts of the Development and provides any other requisite information (i.e Permission with the Phase 1A (North) RMAs in place). The Report presents any changes to the likely significant impacts and other requisite information reported in the s.73 ES as a result of the detailed RMA designs or the availability of other new information.

12 A Statement of Conformity is provided for those topics where environmental baseline information presented in the s.73 ES remains valid, the methodology remains valid and the detailed design has been reviewed and found not to result in any new or different likely significant environmental impacts from those reported in the s.73 ES or the need for any other requisite information. For some environmental topics, further information and assessment has been provided over and above that presented in the s.73 ES. In most cases this is as a result of new baseline information obtained in 2014 or to ensure the assessments reflect the detailed designs now available which were not available in the s.73 Application (as they were submitted in outline ). Where there are new or different likely significant environmental impacts from those presented in the s.73 ES these are reported along with measures to avoid or reduce impacts ( mitigation measures ). The scope of the ES Further Information Report was discussed with LBB and their advisors, Capita, in September 2014 and an EIA Scoping Report was submitted to LBB in October 2014 which set out the proposed approach. LBB provided an EIA Scoping Opinion in December 2014 which comments on the scope and content of the ES Further Information Report. The approach and methodology used in the s.73 ES has been applied wherever possible. A summary of the approach to each technical chapter considered in the s.73 ES is provided in Table 2. Application against this. This review is not required under the EIA Regulations and given that the Scheme has planning permission it is not appropriate to re-consider the detailed proposals in this way. Since the s.73 ES was prepared, however the following notable documents have been published: Revised Early Minor Alterations to the London Plan, 2013; Draft Further Alterations to the London Plan, 2014; Supplementary Planning Guidance- Sustainable Design and Construction, 2014; and NPPF Planning Practice Guidance, Land Use The existing land uses within and surrounding the Site were reported in the s.73 ES. These have been reviewed and are deemed to remain valid as there has been no significant change in the land use from that reported in the s.73 ES. Land Use Planning The s.73 ES included a full review of relevant planning policy and considered the s.73

13 Figure 5: Phase 1A (North) Open Spaces For Illustrative Purposes Only (only Central Brent Riverside Park and Nature Park 5 in Phase 1A (North)) Figure 6: Plots 53 and 54 Proposal Non Technical Summary

14 Table 2: Summary of Approach to ES Further Information Report Chapter Title Land Use Land Use Planning Traffic and Transport Socio-Economics Noise and Vibration Townscape and Visual Impact Assessment Ecology and Nature Conservation Water Resources and Flood Risk Approach and Content of the ES Further Information Report Statement of Conformity Summarises new legislation, policy or guidance since the s.73 ES Statement of Conformity with presentation of additional information on the latest transport studies and model outputs Statement of Conformity Further assessment in light of detailed design for Phase 1A (North) RMAs including Temporary Bus Station and Bus Stops, and updated baseline monitoring Further assessment in light of detailed design for Phase 1A (North) RMAs including Temporary Bus Station and Bus Stops, updated baseline photography and Accurate Visual Representations (AVRs) Further assessment in light of detailed design for Phase 1A (North) RMAs and presentation of updated survey results (Phase 1 Habitat Survey and bat survey) Statement of Conformity Archaeology Cultural Heritage and Further assessment of detailed design with presentation of updated baseline information and Written Scheme of Investigation for archaeology Air Quality and Dust Ground Contamination Waste Microclimate - Wind - Daylight, Sunlight and Overshadowing TV, Radio and Mobile Phone Reception Further assessment in light of detailed design for Phase 1A (North) RMAs, updated baseline monitoring and details of Temporary Bus Station and Bus Stops Statement of Conformity with summary of 2014 ground investigations and details of Remediation Strategies prepared since the s.73 ES Statement of Conformity Further assessment in light of detailed design for Phase 1A (North) RMAs and the outcome of further modelling studies for wind and shading Statement of Conformity Carbon Emissions Intermediate Assessment Dioxide Years Statement of Conformity Statement of Conformity Additional assessment summary included for the Temporary Bus Station and Bus Stops during a typical year of operation Cumulative Effects Summary of Residual Effects and Mitigation Further assessment and commentary for particular topics in light of the an updated cumulative scheme list Update in accordance with potential new or different significant effects identified in the ES technical chapters

15 Land Use The existing land uses within and surrounding the Site were reported in the s.73 ES. These have been reviewed and are deemed to remain valid as there has been no significant change in the land use from that reported in the s.73 ES. Land Use Planning The s.73 ES included a full review of relevant planning policy and considered the s.73 Application against this. This review is not required under the EIA Regulations and given that the Scheme has planning permission it is not appropriate to re-consider the detailed proposals in this way. Since the s.73 ES was prepared, however the following notable documents have been published: Revised Early Minor Alterations to the London Plan, 2013; Draft Further Alterations to the London Plan, 2014; Supplementary Planning Guidance- Sustainable Design and Construction, 2014; and NPPF Planning Practice Guidance, Traffic and Transport Most major infrastructure elements within the Consented Scheme will be delivered within Phase 1A (North). Since the s.73 ES was prepared, the detailed design of highway improvements, bridges and other elements of the Consented Scheme previously approved in outline has been developed in consultation with LBB and Transport for London (TfL). The s.73 Application was accompanied by a Consolidated Transport Assessment (TA) which set out the likely impacts of the Development on the highway network, public transport, pedestrians and cyclists. The TA which accompanied the s.73 Application was based on a traffic model known as the BXC - Transport Model. Subsequent to the s.73 Application the Brent Cross Cricklewood Detailed Design Model ( BXC-DDM ) was produced to inform the detailed highways design for the Development for the purposes of informing the technical approvals process for the highway authorities functions. The BXC DDM models the Development as a whole and not specifically impacts of Phase 1A (North) and the opportunity has been taken to use output for the BXC DDM in relevant chapters. There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. Since the s.73 ES, further baseline data including traffic counts on local roads have been obtained in 2013 to inform the detailed design, although these are not considered to affect the outcome of the TA. A Reserved Matters Transport Report has been prepared to accompany the Phase 1A (North) RMAs which sets out the baseline traffic, transport and access conditions in the areas affected by this phase of the Development. In terms of construction traffic, the s.73 ES and Consolidated TA, a Construction Impact Assessment Addendum (CIA), and Indicative Construction Programme which accompanied the s.73 Application formed the basis of the assessment of impacts. The likely construction phasing, routes, road closures and estimates of construction traffic flows presented in these documents remain unchanged from that included in the s.73 Application. As such, construction traffic impacts presented in the TA and s.73 are considered to remain valid. In line with the 2014 Permission the Applicant has submitted a feasibility study on the use of a Construction Consolidation Centre (CCC) which is a distribution facility through which material deliveries are channeled to construction sites to improve overall resource efficiency. The construction traffic impacts of the CCC are not considered in this Report as the final option has not yet been confirmed. In terms of construction

16 traffic the s.73 ES presented a worst-case since it did not assume a CCC was in place and use of a CCC can reduce road and freight traffic significantly during the construction period. In light of the CIA Addendum and Consolidated TA still remaining valid and applicable to the Phase 1A (North) RMAs, with no additional information on construction traffic or transport related impacts, the conclusions of the s.73 ES with regards to construction traffic remain valid. Further construction design and planning will be undertaken prior to the start of construction works for Phase 1A (North) which will provide further information on construction, notably within a CTMP and Construction Worker Travel Plan. With the temporary relocation of the bus station and the provision of additional passenger facilities at Plot 113, the local routing of services will change which will have some impact on journey times. There will be some disruption as a result of these temporary facilities although this will only be for a period of four years and the impact on local residents and visitors is considered to be negligible. The Consolidated TA which accompanied the s.73 Application provided detailed analysis of the impact of the Development on traffic and junction capacity based on the BXC-Transport Model. Further analysis of junctions has been undertaken using the BXC-DDM which has resulted in some design adjustments to junctions. Overall however, the BXC-DDM modelling shows that local congestion predicted in 2021 and 2031 with the Development in place, particularly the evening peak hour and Saturday, is consistent with the findings of the BXC-Transport Model. The Phase 1A (North) RMAs include a number of public transport improvements including replacement bus stops, new bus stops (four), a new bus stand and new bus lanes. This will be a beneficial impact as identified in the s.73 ES. Phase 1A (North) RMAs will not result in any direct impacts to rail or London Underground infrastructure and are therefore are not considered further in the ES Further Information Report. The s.73 ES and TA remain valid in relation to rail and London Underground. Extensive facilities have been designed into Phase 1A (North) to provide safe and convenient routes for pedestrian and cyclists as well as cycle storage. The impacts on pedestrians and cycles therefore remain beneficial as described in the s.73 ES and Consolidated TA. The traffic and transport demands of the Development (taking into account the details of Phase 1A (North)) will be accommodated on the highway, public transport, pedestrian and cycle networks through the provision of appropriate new junction and access arrangements, many of which will be delivered as part of Phase 1A (North). The s.73 ES identified a minor adverse residual impact (i.e. the likely impact of the Development, taking account of proposed mitigation measures) associated with increased traffic, which will include some congestion on the highway network. Based on the findings of the BXC-DDM traffic modelling and detailed design of Phase 1A (North) this is considered to remain valid. The Phase 1A (North) proposals will however also deliver significant improvements to facilities for pedestrians and cyclists, including dedicated links, safe crossing locations and increased accessibility to public transport services / facilities, thereby helping to encourage people to travel using more sustainable modes than the car. Socio-Economics There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. The methodology and significance criteria presented in the s.73 ES Socio-Economic Chapter therefore remain valid. Following a review of the baseline conditions section of the s.73 ES it is deemed that this remains valid for the purposes of decision making, having been updated in 2013 with 2011 Census and other relevant data.

17 The detailed designs of the residential units at Plots 53 and 54, open spaces and other features of Phase 1A (North) RMAs have been reviewed to ensure the significant impacts of demolition and disruption from temporary closure of open spaces have been adequately assessed in the s.73 ES. Additional commentary on these elements have been included in the Report, however no new or different significant impacts or mitigation measures have been identified. The detailed design of the Phase 1A (North) open spaces in particular, will deliver significant benefits for the local community through improved sport and recreation areas, playspace and landscaped open space. These areas include the Clitterhouse Playing Fields Improvements Part 1, Claremont Park and Central Brent Riverside Park. Overall, the likely significant socio-economic impacts identified in the s.73 remain valid. Noise and Vibration Following a review of the s.73 ES and in light of new industry best practice guidance for noise assessments, further baseline noise monitoring, traffic data available from the BXC-DDM and the detailed design of Phase 1A (North) RMAs, further environmental information has been provided for noise and vibration impacts associated with the completed Development. Noise monitoring was undertaken on the Site in Autumn 2014 to supplement survey results from 2013, with a focus on the areas affected by the Phase 1A (North) works, including amenity areas, Plots 53 and 54 and the Temporary Bus Station and Bus Stops (Plots 114 and 113 respectively). The Consented Scheme included a commitment to delivery of a low noise surface for the A406 North Circular and also a barrier to reduce noise (an acoustic barrier) along the A406 to reduce noise levels experienced by people walking along the realigned River Brent (final details not yet available). The Temporary Bus Station and Bus Stops are assessed in the ES Further Information Report since details of these were not available in the s.73 ES. The noise and vibration impacts from demolition and construction works associated with Phase 1A (North) in the s.73 ES are considered to remain valid and no further environmental information is provided. This is partly due to the fact that the construction traffic data and Construction Impact Assessment (CIA) Addendum remain valid. A 2.5 metre high screen will be provided along the boundary of Plot 113 to reduce noise emissions from the temporary Bus Stops at the nearest properties on Layfield Close. The impact of the Temporary Bus Station and Bus Stops will be negligible for the nearest properties on Layfield Close and Brent Park Road (based on idling times for buses of 20 and 60 seconds). No significant vibration impacts are likely. Vibration impacts remain valid as per the s.73 ES. The assessment of impacts form the operational (i.e. completed Development) has been updated through noise modelling to ensure the findings reflect the detailed designs now available, noise monitoring and updated traffic data from the BXC DDM. The s.73 ES noise assessment was based on the BXC Transport Model. A 3-Dimensional noise model was created for the Development including the detailed design of Phase 1A (North) and the maximum building heights of the 2014 Permission. New noise data and traffic data from the BXC-DDM were then applied to produce noise contour plots which graphically show the predicted noise levels with and without the Development in 2031 (see Figure 7). Predicted noise levels from road traffic were also calculated using best practice. For the majority of the roads the change in noise levels from Development related traffic will be less than 1dB which will be negligible. Some beneficial impacts ranging from minor to substantial are predicted, mainly due to the screening effect of new buildings within the Development. Some minor adverse impacts are predicted (Oaklands Road, Gladstone Park Gardens, Tadworth Road, Waterloo Road, A5 (southbound from Geron Way), Geron Way

18 (roundabout link from A5 southbound). Where moderate adverse impacts have been identified (Roman Road, Geron Way, Link off Geron Way Roundabout; and Link off Geron Way) these are likely to be conservative as they are generally a result of traffic speeds being below the predictive accuracy of the calculation method (i.e. well below 20 kilometers per hour). The moderate adverse impacts are therefore likely to be overestimated. The detailed design of the housing been using within Phase 1A (North), Plots 53 and 54, will be require to incorporate measures to ensure acceptable noise standards will be achieved. Noise modelling confirms that the residential buildings which face major roads (A406) and the railway are likely to require mitigation. Other new buildings may also require noise mitigation measures although these will be addressed through existing planning conditions. An assessment of noise levels within open space was undertaken which found suitable noise levels at all open spaces except for around the realigned River Brent and the Central Brent Riverside Park, which is already exposed to high levels of noise form the A406. A noise barrier between the Riverside Park and the A406 will help achieve more acceptable noise levels for park users and no further mitigation measures beyond those presented in the s.73 ES are necessary. Impacts from fixed plant and building services, the CHP / energy centres and waste handling facility are all deemed to remain negligible as reported in the s.73 ES. All plant will be required to meet certain design standards for noise, as per existing planning conditions. Noise from use of the football, Multi-Use Games Areas and sports pitches at Clitterhouse Playing Fields has been assessed. The usage is daytime only with evening use when natural light allows, as the sports areas are not floodlight. The predicted noise levels at the nearest residential properties are considered to be negligible with the exception of the closest properties on Cotswold Gardens and Prayle Grove where temporary increases in the noise levels will be experienced when the sports pitches are in use. This will be a minor adverse impact (3 5 decibel increase). Townscape and Visual Impact Assessment There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. The methodology and significance criteria presented in the s.73 ES has been reviewed and updated in line with best practice guidance. The assessment of landscape (now referred to as townscape in the Report) and visual impacts in the s.73 ES was based on 14 photographic viewpoints. In order to assess whether any significant impacts will arise from Phase 1A (North) not already reported in the s.73 ES, additional photographic viewpoints were taken in 2014 to capture the detailed proposals in the context of the Consented Scheme, including the Temporary Bus Station and Bus Stops. A 3D model of the Development has been used to prepare accurate visual representations of the Phase 1A (North) proposals and a total of 25 viewpoints have been considered. Baseline conditions presented in the s.73 ES have also been updated as considered necessary. Considering that the overall construction programme and proposed construction methods and locations remain as per that detailed in the s.73 Application, the townscape and visual impacts during construction set out in the s.73 ES are considered to remain valid. In addition to the construction impacts reported in the s.73 ES, the Temporary Bus Station and Bus Stops in Plots 114 and 113 respectively, have been assessed for a four year duration. Details of this facility were not available in the s.73 Application. Three viewpoints were taken from nearby residential areas. The assessment found that the temporary structures will not be visible from public footpaths on nearby residential roads and due to the screening by existing houses and mature trees and the proposed acoustic screen at

19 Plot 113. The visual impacts of the Temporary Bus Station and Bus Stops will therefore be negligible. The mitigation measures for construction remain valid. The assessment of the operational Development has been updated with a focus on the detailed design of Phase 1A (North). Updated townscape impacts are provided for townscape character areas TCA1: North Circular Corridor, TCA4: Brent Terrace, TCA7: Clitterhouse Playing Fields, TCA13: Claremont Way Public Open Spaces; and the 25 viewpoints across the Site (see Figure 8). The impacts for Phase 1A (North) elements will be highly localised with only four of the 20 townscape character areas being affected, three with beneficial impacts and one (Brent Terrace) experiencing a minor adverse impact at Plots 53 and 54 which will reduce to negligible once the new hedge and vegetation is fully established. Of the 25 viewpoints assessed only 10 will be affected by the Phase 1A (North) RMAs. Seven of these will have a beneficial impact whilst views of Plots 53 and 54 from Brent Terrace will have a moderate adverse impact including screening from the new hedge. No additional mitigation has been identified over and above that set out in the s.73 ES and within planning conditions attached to the 2014 Permission. Ecology and Nature Conservation There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which effect the approach to or findings of the assessment. The baseline information presented in the s.73 ES has been reviewed and it is considered in the most part to be valid. A habitat survey was undertaken in Spring 2014 and additional bat surveys were undertaken in Summer 2014 to update survey work presented in the s.73 ES. The habitat survey confirmed there had been no significant change since the s.73 ES had been prepared. The bat survey identified a roost of common pipistrelle bats in the Clitterhouse Farm Buildings and a number of trees with bat roost potential on the Site, primarily within Clitterhouse Playing Fields. All other protected species surveys presented in the s.73 ES were considered to remain valid. The loss of a single bat roost at the Clitterhouse Farm Buildings was identified in the s.73 ES as a local adverse impact. These buildings will now be retained within the Development and refurbished. Whilst this will be beneficial in the longer term; a minor adverse impact will arise due to disturbance from the refurbishment works which are likely to directly affect the bat roost present there. The bat roost should now be replaced within the refurbished Farm Building rather than be provided for in adjacent retained trees (as proposed in the s.73 ES). Further details will be provided as part of a protected species licence required for the work. The assessment of construction ecology and nature conservation impacts presented in the s.73 ES is considered to remain valid taking into account the detailed design of the Phase 1A (North) RMAs and no significant ecological impacts are identified in relation to the construction or operation of the Temporary Bus Station and Bus Stops. Mitigation measures for construction impacts identified in the s.73 ES are considered to remain valid. Impacts of the Development on the Brent Reservoir Site of Special Scientific Interest (0.1 km west of the Site) remain not significant (as reported in the s.73 ES) as the proposals for the River Brent have not changed significantly from those of the s.73 Application. Habitats at Clitterhouse Playing Fields Site of Local Interest for Nature Conservation (SLINC) will be enhanced by the detailed design of the Phase 1A (North) RMAs. The majority of mature trees within the area of the Site affected by the Phase 1A (North) RMAs will be retained, especially within the Clitterhouse Playing Fields SLINC (Appendix 2.1) eastern and southern margins. As such, the impact on the Clitterhouse Playing Fields SLINC will be minor beneficial in the long-term rather than neutral as stated in the s.73 ES. Based on the detailed landscaping design for Phase 1A (North) approximately 24.5 hectares of open space will be created within this first phase of the Development. The habitat to be provided

20 as part of Phase 1A (North) will be far more diverse and beneficial to wildlife than the existing habitats. There will be an overall increase in public / open space for the Development as a whole. Detailed design of the landscaping has provided further information, including bird and bat boxes and native species planting at Clitterhouse Playing Fields, the new Claremont Park, Living Bridge, Central Brent Riverside Park and within the landscaping at Plots 53 and 54. As such the minor negative impacts identified in the s.73 ES improve to minor beneficial in relation to Habitat Damage, Loss and Creation for Habitats outside the River Corridor. Mitigation measures for operational impacts identified in the s.73 ES have largely been incorporated into the detailed design proposals, therefore no new or different mitigation has been identified. Water Resources and Flood Risk There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. The methodology and significance criteria presented in the s.73 ES Water Resources and Flood Risk Chapter therefore remain valid. Since the s.73 ES was prepared, the detailed designs for the works to the River Brent have been developed in consultation with the Environment Agency and the detailed design of highway drainage and surface water drainage from open spaces and development Plots 53 and 54 has been further developed. The baseline conditions have been reviewed to determine whether there have been any significant changes since the s.73 ES was prepared. This review included the results of the groundwater sampling as part of a ground investigation in The review indicated that there have been no significant changes to the water environment within the study area since the s.73 ES. A number of studies are progressing as part of the detailed design and separate consent process (Flood Defence Consent). These studies are expected to be completed and submitted for approval to the Environment Agency and LBB in June 2015 although they will not give rise to significant impacts which have not already been identified in the s.73 ES. The studies being undertaken will deal with more detailed matters and provide more data. An assessment of the impacts of highway runoff on surface water has been undertaken to determine whether there is an environmental risk and if further mitigation measures are required. A system of Sustainable Drainage Systems is proposed to be incorporated within the highway drainage network to intercept sediment, remove contaminants and minimise environmental/ecological risk. Taking into account the proposed drainage system, there are no changes to pollution and spill risk impacts reported in the s.73 ES. A shading study has been undertaken of the River Brent and the structures that have the potential to cause shading. The findings of this study are that the realigned river will experience shading where the bridges cross over the river. However, the new landscape has been designed to address this and the findings of the shading study do not alter those of the s.73 ES which were that no significant adverse impacts are expected. In summary, no new or different impacts arising from the Development have been identified in respect of Water Resources and Flood Risk as a result of the detailed design of the Phase 1A (North) RMAs or Temporary Bus Station and Bus Stops. No further mitigation has been identified beyond that identified in the s.73 ES which will be addressed by existing planning conditions attached to the 2014 Permission. The s.73 ES therefore remains valid.

21 Figure 7: Noise Contour Plot for Daytime Noise With Development Scenario in 2031 Non Technical Summary

22 Figure 8: Views across Claremont Park, Brent Terrace and Clitterhouse Playing Fields Non Technical Summary

23 Archaeology and Cultural Heritage There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. Since the s.73 ES was prepared and in accordance with the 2014 Permission, proposals for further archaeological investigation have been provided to and agreed with the Greater London Archaeology Advisory Service (GLAAS). In addition, a methodology for investigation of those ground-intrusive works identified for Phase 1A (North) has been prepared (Phase 1A (North) Scheme of Archaeological Investigation). The Phase 1A (North) Scheme of Archaeological Investigation reviewed all the data relevant to the Phase 1A (North) RMAs presented in the s.73 ES, and included an up-to-date search of the Greater London Historic Environment Records. When the s.73 ES was prepared the significance of impacts from the Development on heritage assets was limited by the level of information available at the outline stage. The updated baseline as well as the Phase 1A (North) RMAs detailed design, has allowed a quantified assessment of the impacts on the heritage resource to be undertaken. Mitigation measures have also been refined. As a result, the construction impacts presented in the s.73 ES have been updated. The heritage assets within the Site include the Childs Hill Area of Special Archaeological Significance (ASAS) designed by LBB. There is also the potential for other archaeological features including those in association with Watling Street (a Roman Road), paleoenvironmental and pre-historic deposits relating to the historic channel of the River Brent. Clitterhouse Farm Buildings are considered to be of local value. Designated heritage features are shown on Figure 9. The Grade II listed Brent Cross Underground Station and Parade of Shops is within the Site although the Phase 1A (North) RMAs will not affect this or the nearby Cricklewood Railway Terraces Conservation Area. The construction activity within Clitterhouse Playing Fields is likely to have a permanent impact of moderate to large adverse significance on the designated Childs Hill Area of Special Archaeological Significance (ASAS). This is largely due to the undisturbed ground within the Playing Fields which has the potential to contain archaeology of value. A programme of ground investigation has already been agreed with GLAAS geophysical survey to better understand this potential. Once, the results of the field investigations are known the significance of the residual impact may reduce. An archaeological watching brief over ground intrusive works will be undertaken at Watling Street although slight adverse impacts will remain. The ground intrusive elements of the Development will have a moderate adverse significance on paleo-environmental remains within the north of the Site with sampling of these remains being undertaken. The impacts on prehistoric deposits will range from moderate to large adverse, should these be found to exist. With mitigation in the form of a watching brief over ground intrusive works the impact will be moderate adverse. Historical building recording will be undertaken of the Clitterhouse Farm Buildings to inform the details of the restoration process resulting in a large beneficial impact. No significant impacts are identified during the operational phase of the Development. Air Quality and Dust Following a review of the s.73 ES and in light of new guidance for air quality assessments, air quality monitoring, traffic data available from the BXC-DDM and the detailed design of Phase 1A (North) RMAs, further environmental information has been provided for air quality and dust impacts. The assessment of construction air quality and dust has been updated to include the Temporary Bus Station and Bus Stops at Plots 114 and 113 respectively to identify likely impacts on nearby

24 residents. It was also agreed with LBB that the air quality assessment will be compliant with the Design Manual for Roads and Bridges (DMRB) methodology due to the highways infrastructure involved in Phase 1A (North). Baseline air quality monitoring (nitrogen dioxide) was undertaken on the Site for a period of three months between September and December 2014 to supplement the data reported in the s.73 ES (14 monitoring locations). Overall, based on the survey, estimated average exceed the annual objective level set at the majority of the locations (9 out of 14). The construction air quality impacts remain valid as per the s.73 ES as the construction traffic data remains unchanged from that presented in the CIA Addendum and the Consolidated TA of the s.73 Application. The Temporary Bus Station and Bus Stops impacts were predicted using air quality modelling for the year There will be no significant impact on nearby properties in relation to particulates during the operation of Temporary Bus Station and Bus Stops. For nitrogen dioxide, there will be an increase in annual average concentrations, with large increases predicted at two properties on Brent Park Road (No s 136 and 140). This will represent a moderate adverse impact. There will be a slight adverse impact at a number of nearby properties along Brent Park Road. The remaining properties, notably on the western side of Brent Park Road, and along Layfield Close, will not experience any adverse effect.. Further mitigation is however proposed such as limiting bus idling times, encouraging green buses on these routes and taking into account the acoustic screen, the impacts are expected to be reduced to a minor adverse. The air quality assessment presented in the s.73 ES has been updated to incorporate the traffic data from the BXC - DDM. Traffic data has been provided for 2012 as the baseline year. A computer model was created for the Development taking into account the detailed design of Phase 1A (North). The updated baseline data (2012) and traffic data were applied to the model predict pollutant emission concentrations at nearby receptors (residents or site visitors) with and without the Development in The modelling results showed that there will be a substantial adverse impact on nitrogen dioxide at the junction of the A5 Cricklewood Broadway and Cricklewood Lane, as well as moderate adverse impacts locally along stretches of Cricklewood Lane and Claremont Road and slight adverse impacts at a number of residences along the main A-Roads and a number of minor roads. The majority of sensitive receptors will however experience negligible impacts, whilst slight beneficial impacts are also predicted at a number of receptors. See Figure 10. Measures to encourage non-car travel will be implemented through the Framework Travel Plan (FTP) for the Development. A draft FTP accompanied the s.73 Application. The main objectives of the FTP will be to reduce reliance on the private car and encourage people to travel in a more sustainable manner. Any reduction in traffic flows through the implementation of the FTP will further reduce predicted impacts on air quality. Air quality monitoring will be necessary at the locations described above in line with planning conditions attached to the 2014 Permission. Where exceedances of the nitrogen dioxide annual mean objective are confirmed, and can be directly linked to the Development, mitigation measures such as ventilation and filtration may be required to ensure appropriate indoor air quality. The Phase 1A (North) RMAs do not include any significant features of relevance to the assessment of the energy centres, CHP, Waste Handling Facility, odour and dust, or emissions from rail movements. As such the s.73 ES is considered to remain valid in respect of these topics.

25 Figure 9: Site Heritage Designations Hatched area: Child s Hill Area of Special Archaeological Significance Green area: Paleo-environmental deposit potential Non Technical Summary

26 Figure 10: Nitrogen Dioxide Annual Average Concentrations With Development in 2031 Non Technical Summary

27 Ground Contamination There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. The methodology and significance criteria presented in the s.73 ES therefore remain valid. The baseline information presented in the s.73 ES Ground Contamination Chapter has been reviewed, taking into account the results of ground investigations undertaken in 2014 and it is confirmed that the s.73 ES remains valid with regard to soil and groundwater quality and ground-gas for the Phase 1A (North) area. There have been no significant changes to the detailed design from the outline parameters defined in the s.73 ES. In respect of ground contamination, the impacts identified in the s.73 therefore remain valid. An overarching Remediation Strategy and Site Specific Remediation Strategies for Phase 1A (North) have been prepared to discharge Planning Conditions attached to the 2014 Permission. These documents set out how contamination will be dealt with, based on the findings of further investigation of the ground and the detailed design. Measures to deal with contamination and ground conditions are an integral part of the Development and assuming they are well implemented, the negligible impacts identified in the s.73 ES from construction will remain valid. Implementation of the remediation strategies is not considered likely to give rise to significant environmental impacts not already identified in the s.73 ES. Waste There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. The methodology and significance criteria presented in the s.73 ES Waste Chapter therefore remain valid. The baseline information presented in the s.73 ES has been reviewed with reference to newly available information on the North London Waste Plan website and the 2014 ground investigation. Waste from Plots 53 and 54 will be subject to collection and recycling by LBB, whilst open space green waste will be collected by LBB and composting will occur on Site for new residences and parks where possible. No new or different potential impacts, mitigation or residual impacts arising from the Development have been identified in respect of Waste, and thus the s.73 ES remains valid. Microclimate (Wind) There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. The wind baseline information presented in the s.73 ES Microclimate Chapter has been reviewed and its validity is confirmed. An accurate scale model of the Phase 1A (North) RMAs, including highways layout, bridges and open spaces has been subject to testing in a wind tunnel facility to predict the likely wind conditions that will arise. The model was based on the detailed design of Phase 1A (North) RMAs together with the maximum height parameters for buildings defined within the 2014 Permission to identify potential wind impacts for pedestrians using the spaces. The residential buildings proposed at Plots 53 and 54 are below four storeys in height and therefore are not considered to require further assessment of wind speeds. Test results show that wind conditions in some areas of the Living Bridge (at the northern and southern approach) are likely to be moderate adverse due to downdraughts of wind from future proposed tall buildings adjacent to the bridge. The need for mitigation will be considered as part of the design development of the adjacent buildings, but could include localised soft landscaping and building canopies. This will create areas of the bridge that could be suitable for longer periods of sitting, and therefore suitable for outdoor seating such as cafes. Wind conditions on the replacement Templehof Bridge will be unsuitable for less abled pedestrians and

28 cyclists (a major adverse impact) if the adjacent development plots are built to the maximum height parameters permitted by the 2014 Permission. Mitigation cannot be determined until the building heights of the future phases is known, therefore appropriate measures will be considered in the design development of the adjacent phases. With the introduction of the mitigation measures into the future phases it is predicted that all Phase 1A (North) elements will be considered as suitable, in terms of comfort and safety, for the intended usage. The wind impacts associated with Phase 1A (North) can therefore be considered negligible. Microclimate (Daylight, Sunlight and Overshadowing) There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which have a material effect on the approach to or findings of the assessment. The daylight, sunlight and overshadowing baseline information presented in the s.73 ES Microclimate Chapter has been reviewed and remains valid. A study of the shading impacts of the bridges that will cross the River Brent has been undertaken to identify whether impacts will arise which were not identified in the s.73 ES. The study was undertaken using a 3-D model based on the detailed design of the Phase 1A (North) RMAs and the maximum height parameters of the rest of the Consented Scheme. Results indicate that the areas of the River Brent which will experience lengthy periods of overshadowing are those located directly beneath the bridge structures. This is to be expected and has been accounted for within the Central Brent Riverside Park detailed design planting strategy. No significant impacts are therefore expected. A study has been undertaken of whether the residential development at Plots 53 and 54 will affect the amount of daylight and sunlight received at neighbouring properties and whether the buildings will shade the adjacent gardens. The results indicate that the impact of the new buildings on nearby properties and gardens will be negligible. No new or different impacts or mitigation measures have therefore been identified in respect of Daylight, Sunlight or Overshadowing. TV, Radio and Mobile Phone Reception There have been no significant changes to policy, legislation or guidance since the s.73 ES was prepared which affect the approach to or findings of the assessment. The assessment methodology and baseline information presented in the s.73 ES has been reviewed and it is deemed to remain valid and as such, no further baseline study has been undertaken. The s.73 ES refers to construction of the Scheme starting in 2011 and referred to 'digital TV switchover' taking place in Digital switchover was implemented in The Phase 1A (North) RMAs include no significant built structures deemed to be of a scale which could impact TV, radio or mobile phone reception. No new or different impacts or mitigation measures have therefore been identified in respect of TV, Radio and Mobile Reception. Carbon Dioxide Emissions There have been no significant changes to planning policy, legislation or guidance which affect the approach to the carbon dioxide (CO2) emissions assessment presented in the s.73 ES. The s.73 ES chapter assessed whether the change in CO2 emissions as a result of the transport or energy use resulting from the Consented Scheme were in accordance with the policy requirements. It concluded that due to the scale of the Consented Scheme there will be a negative impact. The Energy Strategy for the Scheme has been revised since the s.73 ES. The s.73 Application proposed a single energy centre that will be fuelled by waste (Refused Derived Fuel) as the

29 preferred option for the Scheme. Further studies conclude that refuse-derived fuel (the preferred option in the s.73 ES) is not currently feasible or viable and that natural gas is the favourable fuel. There is now a preference for two energy centres for the Site; one in the north as well as the original proposal for one in the south of the Site. Detailed information on these energy centres will come forward in future phases and associated impacts will be considered further at that stage. The CO2 emission calculations and assessment within the s.73 ES remain valid as they provided conservative estimates. The overall negative impact on CO2 emissions also therefore remains valid. A small-scale on-site gas-fired CHP will be provided in the car park of Plot 53 to provide energy for the residential units of both Plots 53 and 54. This could be joined in the future to a Site-wide energy and heating system. The CO2 emissions from this plant will be negligible in the context of the Development as a whole. No new or different impacts or mitigation measures have therefore been identified in respect of carbon dioxide emissions, therefore all of these remain as identified in the s.73 ES. Intermediate Years Assessment An intermediate years assessment was provided in the s.73 ES which set out likely significant impacts of the Scheme during the construction period from commencement in 2016 to completion in The s.73 ES Chapter provides an assessment of the Consented Scheme for three snapshots in time: Quarter three of 2020 (nearing completion of Phase 1 works); Quarter two of 2023 (end of Phase 1 works and ongoing construction of subsequent phases); and Quarter four of 2029 (nearing completion of the Scheme, prior to new railway station opening). This Chapter has been reviewed and updated where necessary to reflect the outcome of the technical studies and detailed design of Phase 1A (North) RMAs as well as the details of the Temporary Bus Station and Bus Stops. The likely impacts of the intermediate years remain valid as reported within the s.73 ES with the exception of archaeology impacts in 2020 which have increased from negligible to moderate adverse, and air quality in 2023 which has reduced from moderate to minor adverse. Cumulative Impacts The cumulative schemes considered in the s.73 ES have been reviewed to consider development schemes which have received planning permission or which have been built out since the cumulative assessment was presented in the s.73 ES. The updated list of cumulative schemes was agreed with LBB. See Figure 11. The full list of cumulative schemes considered is provided below with those previously considered in the s.73 ES presented in bold: West Hendon Regeneration (H/01054/13) (under construction); Plot 61, Edgware Road, Former Parcel Force Depot (F/01932/11) (under construction); Beaufort Park, Former RAF East Camp, Aerodrome Road (W00198AA/04) (under construction); Grahame Park Estate Regeneration, Grahame Park Way (W01731JS/04). Extension to the planning permission time was sought in 2010 and granted (H/0448/10) (under construction); Former Colindale Hospital (H/00093/13); British Library Newspapers, 130 Colindale Avenue (H/05856/13); Former Wickes, Mercedes Benz site, Colindale, Brent (08/2823) (under construction); Homebase / Hydro House (H/05828/14); Granville Road Estate: (F/04474/14);

30 Peel Centre (Ref: H/04753/14); Hendon Road Football Club (Ref: H/02747/14) (under construction); Finchley Road/Platt s Lane/Kiddepore Avenue regeneration (Ref: 2013/0685/P and 2014/5416/P); The Crest Boy s Academy, Crest Road (Ref: 14/0326) (under construction); Sarena House and Allied Manufacture, Grove Park (Ref: 14/2930); It should be noted that in granting permission for any schemes that came after the 2010 planning consent for the Brent Cross Cricklewood it is reasonable to assume that the local planning authorities will have had regard to the potential for cumulative impacts from those subsequent schemes in combination with the Development to the extent considered necessary by the authorities. A review of the cumulative impact assessment presented in the s.73 ES was undertaken with consideration of the Phase 1A (North) RMA design details and the new cumulative schemes. The cumulative impacts reported in the s.73 ES are deemed to remain valid with the addition of some new impacts identified for Hendon Road Football Club due to its proximity to the Development and proposed overlap in construction periods. Summary of Residual Impacts and Mitigation Townscape and visual impact assessment updated based on the detailed design resulting in moderate adverse impacts for Plots 53 and 54 on Brent Terrace which will be reduced through visual screening as the new hedge establishes and matures to full height; Noise modelling results identify minor adverse impacts from road traffic noise and at some amenity areas however both will be controlled through noise barriers and building design in future phases of the Development through planning conditions; Air quality modelling results identify moderate to minor adverse impacts near Cricklewood Lane and Claremont Road which will be controlled through the application of the Framework Transport Plan, ongoing air quality monitoring to satisfy planning conditions and if impacts persist mechanical ventilation would be considered for nearby properties; Temporary Bus Station and Bus Stops assessment reports minor adverse impacts for air quality with mitigation in place (restricted idling times) but negligible noise impacts with the application of a 2.5m high noise screen at the bus stops; Wind impacts updated for the detailed design report moderate adverse impacts at the Living Bridge for which mitigation such as canopies to reduce the downdraught from tall buildings in future phases and landscaping is proposed which will reduce impacts to negligible. For the majority of the technical assessments of this ES Further Information Report the residual impacts and mitigation remain consistent with the s.73 ES, with the exception of the following studies: Archaeology and cultural heritage impacts updated in light of site designations; Ecology and nature conservation impacts updated in light of detailed design resulting in more beneficial impacts due to biodiversity enhancements;

31 Figure 11: Cumulative Scheme Locations Non Technical Summary