Slough International Freight Exchange Environmental Statement Addendum: Non-Technical Summary

Transcription

1 Slough International Freight Exchange Environmental Statement Addendum: Non-Technical Summary April 2015

2 Slough Intermodal Freight Exchange (SIFE), Colnbrook Environmental Statement Addendum Issue/Revision Draft Final Date June 2014 April 2015 Prepared by Candice Homewood Candice Homewood Checked by Lucy Wood Lucy Wood Project Reference 16347/A5/EIA/NTS 16347/A5/EIA/NTS Barton Willmore 7 Soho Square London W1D 3QB Tel: Our Ref: 16347/A5/ES Fax: Date: August 2010April 2015 COPYRIGHT The contents of this document must not be copied or reproduced in whole or in part without the written consent of Barton Willmore LLP. All Barton Willmore stationery is produced using recycled or FSC paper and vegetable oil based inks.

3 1.0 INTRODUCTION 1.1 Goodman (the Applicant ) is seeking outline planning permission for a distribution centre and intermodal (i.e. for more than one mode of transport) freight exchange, including new railway infrastructure, warehousing, servicing infrastructure, parking and landscaping (the Proposed Development ). The majority of the Proposed Development will take place on land bounded to the north by the M4, to the south by the Colnbrook Bypass, to the east by the Old Slade Lakes complex, and to the west by operational landfill sites. Additional railway upgrade works, which also form part of the Proposed Development, are located to the east and north east of the main site. Taken together, the main site and the land for the railway upgrade works form the Assessment Site. Figures 1.1 and 1.2 show the location and extent of the Assessment Site. 1.1a An Environmental Statement (ES) was prepared to accompany the planning application. An ES is the report on the Environmental Impact Assessment undertaken of the Proposed Development. EIA assesses the likely significant effects of the Proposed Development on the environment in accordance with relevant legislation known as the EIA Regulations. 1.1b An ES Addendum was submitted in June 2011, which addressed minor changes to the Proposed Development and a request for further information by Slough Borough Council (SBC). Changes to the Proposed Development included: Revisions to the traffic and transport mitigation measures, including refinements to the junction improvements that are proposed at the M4 Junction 5 in order to create smoother traffic flows; and amended night time vehicle routing arrangements; Revisions to the Landscape and Green Infrastructure Strategy (LGIS), including the provision of a bridleway loop around the Assessment Site (main site) and a bridleway crossing of the new railway sidings; and Revisions to part of the floodplain compensation area adjacent to the Colne Brook, in order to increase flow capacity between the proposed storage area and the river and reassure the Environment Agency that the proposed rainfall storage and management measures would function during less frequent but more severe storms. 1.1c Further information requested by SBC included:

4 A series of landscape cross sections to illustrate the relationship of the proposed built and infrastructure development to the surrounding landscape and land beyond; and A vibration assessment relating to the increased use of the Colnbrook branch railway line and the potential for vibration to be experienced by adjacent residential properties. 1.1d Since submission of the ES Addendum in June 2011, the application was refused in September 2011, and subsequently a planning appeal was lodged in March The Inquiry is due to commence on 8 th September The ES has been revised in line with the delayed construction programme and updated where required with respect to legislation, policy, assessment methodology, baseline conditions and assessment of likely significant effects. 1.1e Text added in 2015 is indicated through bold underlined font. Text deleted in 2015 is indicated by strikethrough font. Figure 4.5 has been updated and replaces Figure 4.5A. 1.2 This report is a non-technical summary (NTS) of the Environmental Statement (2015 ES Addendum) and forms part of a planning application for the Proposed Development. The ES presents the findings of an Environmental Impact Assessment (EIA) that was undertaken to assess the likely significant effects of the Proposed Development. The full ES and other planning application documentation can be viewed at the offices of Slough Borough Council (SBC). Additional copies of the NTS (no charge), ES ( 150 plus postage) and the Technical Appendices ( 500 plus postage) Additional copies of the NTS (no charge) and ES Addendum ( 500) are available from are available from Simon Flisher, Barton Willmore, The Observatory, Southfleet Road, Ebbsfleet, Kent DA10 0DF. Telephone: The complete ES can also be obtained in CD format for 20 from the same address. Assessment Site Context 1.3 The Assessment Site, shown on Figure 1.1, is located to the south-east of Slough town centre and to the north-east of the urban areas of Colnbrook and Poyle. The main part of the Assessment Site is bounded to the north by the M4 motorway, on the opposite side of which lies Richings Park and Richings Park Golf and Country Club; to the east by Iver Sewage Works and a belt of trees and vegetation associated with Colne Brook and four waterbodies (Old Slade Lake, Orlitts Lakes and Colnbrook West); to the south by the A4 Colnbrook Bypass; and to the west by the active Colnbrook Landfill and settlement of Brands Hill. Colnbrook branch line, a freight railway siding which runs from Poyle past the

5 Lakeside Industrial Estate, connects the main part of the Assessment Site with the First Great Western Mainline at West Drayton. 1.4 Other notable features in the vicinity of the Assessment Site include: Lakeside Industrial Estate (which includes the Grundon Incinerator, London Concrete Plant and the Colnbrook Logistics Centre); the River Colne, which is located approximately 1.2m to the east of the Assessment Site; South West London Water Bodies Special Protection Area 1 and Ramsar 2 site located approximately 1.75km to the south of the Assessment Site; Windsor Castle, approximately 5.5km to the west of the Assessment Site; and Colnbrook Conservation Area 3 located approximately 50m to the south of the Assessment Site. 1.5 The landscape of the area of the Assessment Site is dominated by urban influences such as major roads, motorways and railways, lakes left from mineral workings, and reservoirs. The local topography is generally flat, with minor interruptions and variations largely arising from man made influences. In general terms, land to the north of the M4 is marginally higher than the Assessment Site and land to the south of Colnbrook is lower. The Assessment Site 1.6 The main part of the Assessment Site is 78.8 hectares (ha) in size. The land is primarily open land concealed with a grassed mound from the Colnbrook Bypass to the south. There is an embankment between the M4 and the Assessment Site. A stone bridge and the remains of a lodge associated with Richings Park survive in Old Wood. With the exception of these structures, no surviving or partially surviving buildings exist on the Assessment Site. Access 1.7 There is no existing vehicular access into the main part of the Assessment Site. Colnbrook Bypass, a wide single carriageway running generally in an east to west direction, is located to the south of the Assessment Site. On the northern side of the Colnbrook Bypass, two existing signal controlled junctions connect with Lakeside Road, providing access to the 1 Special Protection Areas are sites designated to safeguard the habitats of rare and vulnerable birds. 2 Ramsar sites are designated wetlands of international importance. 3 Conservation Areas are areas designated for their special architectural or historic interest.

6 Lakeside Industrial Estate. A small number of commercial premises are accessed via junctions on the southern side of Colnbrook Bypass. 1.8 The Colnbrook Bypass provides a direct link to the M4 at Junction 5. This junction gives access to the wider motorway network for strategic destinations, London and the west on the M4 and nationwide destinations via the M The Colnbrook branch line provides a rail connection to the Great Western Mainline railway at West Drayton. The Colnbrook branch line is currently used to import aggregates, sand and fuel, with typically two train arrivals per day (and occasionally up to four train arrivals per day) In terms of public transport, the nearest railway stations by road are Langley on the Great Western Main Line (4.3km from the Assessment Site) and Datchet on the Windsor line (4.7km from the Assessment Site). Regular bus services operate along the Colnbrook Bypass between Slough and Heathrow Airport Public Rights of Way (PROW) exist within and around the perimeter of the Assessment Site. These include the Colne Valley Way which provides a link between the Colnbrook Bypass and the land to the north of the M4 via a bridge to Old Slade Lane and a bridleway which passes through the centre of the Assessment Site from the Colnbrook Bypass to Old Wood. Landscape and Topography 1.12 There are localised variations in topography within the Assessment Site, with Colne Brook on the eastern perimeter and Horton Brook near the western perimeter of the Assessment Site occupying relatively lower levels within their immediate setting. Between these two watercourses, the land gently rises and crowns towards the centre of the Assessment Site. The western perimeter of the Assessment Site occupies land on the edge of the restored eastern part of the adjoining Colnbrook Landfill. The landform within the Colnbrook Landfill is being progressively restored and is creating a localised area of higher ground. Archaeology and Built Heritage 1.13 The Assessment Site does not contain any nationally designated (protected) archaeological sites. It does, however, contain two historically important hedgerows (hedgerows of archaeological or historic value that are afforded protection under the Hedgerow Regulations 1997), located in the western part of the Assessment Site.

7 1.14 An archaeological desk-based assessment undertaken on the Assessment Site did not identify any buried archaeological resources of very high importance. Extensive quarrying carried out between the 1960s and 1970s will have removed all archaeological remains from the large majority of the Assessment Site and any surviving archaeological remains are likely for the most part to be concealed and protected by a considerable depth of landfill. Flora and Fauna 1.15 The Assessment Site is dominated by poor semi-improved grassland of local value to nature conservation. Habitats of value include Old Wood (a semi-natural woodland), three near veteran 4 trees, Old Slade Lake, hedgerows, ditches, reed swamp and ponds. There are no statutory sites of nature conservation interest within the Assessment Site. A very small portion of the Old Slade Lake Local Wildlife Site 5 falls within the Assessment Site boundary at its northern end. Ground Conditions and Contamination 1.16 The majority of the Assessment Site is underlain by infilled ground (i.e. landfilled material) which approximately corresponds to the extent of the former Tanhouse Farm landfills and Colnbrook Landfill to the west. The underlying landfill deposits comprise a matrix of clay, silt, sand and gravel, wood, brick and concrete, plastic fragments, metal, glass fragments, textiles, paper, wire, electrical cables, tyres, rubber, breeze blocks, ash, slate and ceramic tiles. Water Resources and Flood Risk 1.17 There are a number of water bodies within and adjacent to the Assessment Site. Horton Brook is located in the west and Colne Brook is located immediately adjacent to the eastern boundary. Both watercourses flow from north to south, entering the Assessment Site from culverts under the M4. Tanhouse Stream flows across the Assessment Site in a southwesterly direction. All three watercourses pass under the A4 Colnbrook Bypass via culverts Approximately 79% of the Assessment Site is located within Flood Zone 1, which means that it has a low probability of flooding. Approximately 4% is located within Flood Zone 2 (which means there is a minor risk of flooding) and 17% is located in Flood Zones 3a and 3b (which means there is a moderate to high risk of flooding). 4 A veteran tree is one of biological, cultural or aesthetic interest because of its age, size or condition. 5 A local wildlife site is considered to have local importance and is designated in the Local Plan for Slough.

8 2.0 EIA METHODOLOGY Assessment Methodology 2.1 The EIA process is a systematic procedure, using best practicable techniques and the best available sources of information to determine the potential environmental effects of a development (beneficial, adverse, negligible, temporary, permanent, direct, indirect, cumulative and interactive). This enables the importance of predicted effects to be evaluated by a local planning authority (in this case SBC) before a decision is made about the planning application. The prediction of such effects was made in relation to both the construction and the operational phases of the Proposed Development. 2.2 The EIA process provides the opportunity for environmental effects to be considered at an early stage in the formulation of a development and for mitigation measures to be incorporated into the design in order to reduce, off-set or avoid any undesirable effects. 2.3 Within the ES, the following generic matrix (see Table 1) was used to define the level of significance of effects. In some cases analogous matrices for the various specialist topics were used. It is, however, broadly accepted that significance reflects the relationship between the following two factors: the magnitude or severity of an effect (i.e. the actual change taking place to the environment); and the sensitivity, importance or value of the affected resource or receptor. Table 1: Significance Matrix Sensitivity/Value of Receptor High (England, UK, International) Medium (County, Regional) Low (Local, Borough) Magnitude of Effect High Medium Low Major Major/ Moderate Moderate Major/ Moderate Moderate Moderate/ Minor Moderate Moderate/ Minor Minor 2.4 The three levels of significance defined by the generic matrix are: Major an effect which in isolation could have a material influence on the decision making process;

9 Moderate an effect which on its own could have some influence on decision making, particularly when combined with other similar effects; or Minor an effect which on its own is likely to have a minor influence on decision making but when combined with other effects could have a more material influence. 2.5 Effects are also described as: Adverse detrimental or negative effects to an environmental resource or receptor; or Beneficial advantageous or positive effect to an environmental resource or receptor. 2.6 Where an effect is considered to be not significant or have no influence, irrespective of other effects, this is classified as negligible. Determining the Content of the ES 2.7 Scoping involves focusing the study (and hence the ES) on those issues of greatest potential significance. The scope (content) of the ES was established through a systematic review by the technical team at the start of the EIA process. An ES Scoping Report was prepared for the Proposed Development and submitted to SBC. The Scoping Report identified that the following environmental issues associated with the Proposed Development should be addressed in detail in the ES: Socio Economics; Air Quality; Noise and Vibration; Transport and Access; Landscape and Visual Effects; Ecology and Nature Conservation; Contamination and Ground Conditions; Water Resources and Flood Risk; and Archaeology and Cultural Heritage. 2.8 SBC adopted a Scoping Opinion on 30 th September 2008, which generally agreed with the proposed content of the ES set out above. Consultation 2.9 A number of organisations and groups were consulted with regard to the Proposed Development. As a result of these consultations, as well as meetings and discussions with

10 SBC, the Proposed Development has been amended where necessary to ensure that environmental issues raised are reflected in the overall layout and the composition of the Proposed Development. Cumulative Effects 2.10 Within EIA, the cumulative effects of a development and other consented but not yet built development in the area are considered. Cumulative effects are generally considered to arise from the combination of effects from the Proposed Development and from other proposed or permitted schemes in the vicinity, acting together to generate elevated levels of effects In terms of effects from other developments in the local area the assessment of cumulative effects has involved the consideration of two adjacent schemes, comprising the extraction of sand and gravel and restoration to agricultural land on land east of Horton Road, Horton in the Royal Borough of Windsor and Maidenhead and the use of the Colnbrook Logistics Centre for the redevelopment of Terminals 1 and 2 of Heathrow Airport. 3.0 ALTERNATIVES 3.1 The EIA Regulations require that a developer provides an outline of the main alternatives considered. The alternatives to the Proposed Development which have been considered by the Applicant comprise: 1. No Development; 2. Alternative Sites; and 3. Alternative Designs. 3.2 The No Development Alternative refers to the option of leaving the Assessment Site in its current state. To proceed with this option would deny the South East a rail linked freight exchange for which there is a recognised need, together with the associated benefits in terms of a more sustainable distribution network. 3.3 A review of alternative sites with the potential to accommodate the Proposed Development has been undertaken. The geographical scope of the analysis extends from central London out to a distance of some 32km from the M25; bordered by the A3 to the south and the A1M/East Coast Main Line to the north.

11 3.4 The review of alternative sites concludes that the Assessment Site is the optimum site in terms of both resultant environmental effects and also transport and planning policy compliance in order to serve the market area to the west of London. The relative environmental benefits particularly associated with the Assessment Site include its proximity and accessibility to London; the ability to establish a high quality rail access; and its low landscape sensitivity. 3.5 A number of specific site considerations were considered for development at the Assessment Site before arriving at the final scheme. These design options sought to achieve an efficient and sustainable scheme layout whilst reducing any effect on the environment. 4.0 THE PROPOSED DEVELOPMENT 4.1 The Proposed Development, shown on Figures 4.1 to 4.11, comprises a distribution centre and intermodal freight exchange, including new railway infrastructure, warehousing, servicing infrastructure, parking and landscaping. The Proposed Development would operate 24 hours a day, seven days a week. Main Part of Assessment Site Buildings 4.2 Plots A to C shown on Figures 4.2 and 4.3 would accommodate three separate warehouse units. Each unit would contain loading docks, in order to allow the loading or discharge of cargo. Plots B and C would have railway sidings alongside and the intermodal terminal and associated railway sidings would be positioned between Plots A and B. 4.3 Each warehouse would contain storage areas and ancillary office floorspace, and would be supported by external service yards and car parking areas for staff and visitors. Table 2 shows the maximum areas of Plots A to C which would accommodate the warehouse units. The maximum height of the buildings would be 18.3m. Table 2: Plot Areas Plot Maximum Area (ha) Maximum Gross Internal Area* in Square Metres (sqm) A ,190 B ,023 C ,623 *The whole enclosed area of a building within the external walls taking each floor into account and excluding the thickness of the external walls

12 Access 4.4 Railway access will be provided from the north and vehicular access from the south of the Proposed Development. Rail Access and Intermodal Infrastructure 4.5 Trains would access the Proposed Development via the Great Western Main Line, entering the Colnbrook branch line at the West Drayton junction, as shown at Figure 4.8. Rail access improvements would include new signalling and new trackage to improve the long term capacity and operational efficiency of the rail connection. Two new arrival/departure sidings would be constructed to the west of the existing sidings adjacent to the Lakeside Industrial Estate. The new railway access to the main part of the Assessment Site would largely be constructed on an embankment to the north of Old Slade Lake. Five reception sidings would be constructed parallel with the M4. The sidings would split into two lines which would provide dedicated access to Plots B and C and four lines which would be dedicated to the intermodal terminal and served by rail mounted gantry cranes. The maximum height of the gantry cranes would be 25m. Approximately nine trains per day (inbound and outbound) would go to and from the Proposed Development, spread throughout the day. 4.6 The intermodal infrastructure would allow freight to be transferred between the railway sidings and the warehouse units. The intermodal infrastructure would comprise the railway sidings; two rail mounted gantry cranes; hardstanding areas alongside the railway sidings for stacking/storing loaded and empty intermodal units; and loading areas for Heavy Goods Vehicles (HGVs) to collect and deliver the intermodal units. Vehicular Access and Transport 4.7 Inbound cargo which does not arrive by rail would be transported by road and the assumption has been made that all outbound cargo from the Proposed Development would be dispatched by road. Two new access points will be created off Colnbrook Bypass in order to serve the Proposed Development, as shown on Figure 4.5A. The first would be a traffic light junction approximately 475m west of Colne Bridge and would be available to use by traffic travelling along Colnbrook Bypass in both directions. The second would be located approximately 50m west of Colne Bridge and would form a slip road available only to traffic entering the Proposed Development from the west.

13 4.8 HGV parking with drivers rest facilities would be provided. Up to 1,000 car parking spaces would be provided for staff and visitors, together with secure and sheltered cycle parking. 4.9 It is anticipated that the Applicant would provide a contribution towards enhanced public transport provision in order to serve the Proposed Development. 4.9a The proposals also include improvements to Junction 5 of the M4. Pedestrian and Cycle Routes 4.10 Footpaths and cycle routes would be provided to allow movement around the Proposed Development, including new public rights of way. Two footpaths would be diverted as a result of the Proposed Development. Landscaping and Open Space 4.11 A landscape strategy has been prepared for the Proposed Development in response to the ecological and landscape constraints and opportunities identified on the Assessment Site. The over arching aim of the strategy is to: effectively integrate the Proposed Development into the landscape (e.g. through planting), whilst ensuring that the key environmental assets and resources are conserved and enhanced; sustainably improve landscape character and quality for the benefit of people using the landscape (e.g. providing a framework for the formation of an improved network of integrated green spaces and public access routes, which make the most of existing footpaths and bridleways and which effectively connect into the wider context of the Colne Valley Regional Park; and increasing public awareness with regard to sustainability including the use of local materials, native planting, sustainable drainage and interpretative signing); and provide a bridleway loop around the Assessment Site and a bridleway crossing of the new railway sidings; and enhance the existing biodiversity of the Assessment Site through the protection of wildlife habitat and the creation of new ecological areas The Proposed Development results in the loss of some of the floodplains of the Colne Brook and Horton Brook (due to the location of the proposed railway embankment). Therefore floodplain compensation areas will be incorporated into the Proposed Development which will involve lowering ground levels in specific areas to create additional floodplain (to

14 compensate for those areas lost). Following completion of the floodplain compensation areas, there will be no change to the floodplain volume available Surface water run-off from the impermeable areas associated with the Proposed Development would be managed through a Sustainable Drainage System (SuDS) 6, including swales, attenuation ponds and oil interceptors to store and treat the surface water before being discharged to the Colne Brook, Horton Brook and Tanhouse Stream. Foul water would be discharged into the existing mains sewer. Sustainable Design 4.14 Where possible, a number of sustainable features will be included in the design of the Proposed Development including: Each of the buildings will be provided with a dedicated area for refuse and recycling facilities; The sustainable use of materials will be considered; The use of renewable energy technologies e.g. solar photovoltaics 7 and electro kinetic road plates 8 ; The use of energy efficiency measures to reduce the energy consumption of the Proposed Development e.g. natural ventilation, and sensor controlled lighting in offices and welfare facilities; and The buildings will be designed to achieve at least a Very Good Building Research Establishment Environmental Assessment Method (BREEAM) 9 rating. Works to Colnbrook branch line 4.15 The works to the Colnbrook branch line would permit safe and efficient control of the branch line and its connection to the Great Western Main Line, see Figures 4.8 to The key aspects of these works would comprise: increasing the speed limit of the Colnbrook branch line in the area of the West Drayton junction and providing a loop line in the same area to allow two way movement of trains in this location; 6 A system which aims to replicate natural drainage patterns and remove pollution from surface water run-off. 7 A method of generating electrical power by using solar panels to convert sunlight into electricity. 8 Vehicles drive over plates placed in the road surface which ultimately produces electricity. 9 BREEAM is a voluntary measurement for rating the environmentally friendliness of buildings that was established in the UK by the Building Research Establishment (BRE). For further information, see

15 alterations to an existing level crossing (which provides access to the former West Drayton Coal Depot only) to become a manually controlled barrier crossing monitored by CCTV; upgrading some of the existing signalling (e.g. fitting with Automatic Warning System equipment) and providing new signals where required; providing an internal run round and headshunt to permit all operations at Thorney Mill to be carried out clear of the branch line; and adding two new lines on the west side of the branch line in the area of the Lakeside Industrial Estate to provide an arrival and departure siding for the Proposed Development. Construction Programme 4.16 The construction programme will span approximately three four years with construction expected to commence in late , and completion of the infrastructure works in mid 2013 December 2017 (18 month programme) and completion of the. The build programme in late 2014 (18 month programme) will be done in phases with the first building completed in mid 2018, the second building completed in mid 2019 and the third building completed in mid The construction of the Proposed Development would involve the following main stages: Enabling and site clearance works including removal of topsoil and ecological works; Earthworks in order to achieve the required levels for the Proposed Development; Construction of the vehicular accesses, railway access (including the embankment to the north of Old Slade Lake) and drainage infrastructure,; Upgrade works to the Colnbrook branch line; Piling works and erection of the buildings; and Structural landscaping works (e.g. planting) to establish the green spaces within the Assessment Site A Construction Environmental Management Plan (CEMP) would be prepared which would clearly set out the methods of managing environmental issues for all involved with the construction works and help to minimise environmental effects on surrounding sensitive uses.

16 5.0 SOCIO-ECONOMICS 5.1 An assessment of the likely significant economic effects of the Proposed Development upon the Assessment Site and surrounding area was undertaken as part of the ES. The analysis focused on the employment opportunities generated by the Proposed Development during both construction and operation. The assessment of operational employment was based on the RETRI employment model 10 Homes and Communities Agency (HCA), Employment Densities Guide 2nd Edition (2010). The assessment of construction employment was based on the construction costs of the Proposed Development divided by the ratio of direct construction costs to total employment, derived from Section F of the provisional 2012 Annual Business Survey, released in November Slough is the most densely populated borough in Berkshire, and the third most densely populated in the South East region. The Assessment Site is located in the ward of Colnbrook with Poyle which lies on the eastern side of Slough Borough. According to the latest data on employment and unemployment, more people are unemployed in Slough compared with the UK as a whole, however in Colnbrook with Poyle, significantly less people are unemployed compared to Slough Borough and the UK. The Assessment Site is currently undeveloped and as such does not contribute in terms of employment to the local or regional economy. 5.3 During construction, minor beneficial effects are likely to arise from the creation of new construction job opportunities (this number is anticipated to vary over the duration of the construction period). Based on data provided within the Annual Business Survey, the Proposed Development could be expected to generate 269 jobs over the 3 year build period. Apart from the direct employment of construction workers, the Proposed Development will create indirect employment e.g. through the procurement of construction and process materials from local suppliers, increased spending in local convenience shops and catering services for construction workers. These indirect effects are anticipated to result in a minor beneficial short term effect on employment at a local level through increased local spending. 5.4 The RETRI model identified that operation of the Proposed Development is anticipated to result in the creation of approximately 2,800 new full time jobs directly, and an additional 840 jobs are likely to be created indirectly in the broader region. This is considered to represent a moderate beneficial effect on employment at a local and borough level. Indirect 10 The RETRI employment model, developed by the RETRI Group ( is based on empirical data on industrial employment densities. The model uses information from over 250 logistics properties with known operational employment densities throughout the UK.

17 employment from increased local spending is considered to be of minor beneficial significance. 5.4a The HCA, Employment Densities Guide 2 nd Edition shows that during the operational phase of the Proposed Development, the average number of jobs likely to be created directly is 1,698 jobs. 5.4b In reality, the above gross additional jobs will be subject to leakage (those jobs being taken by people from outside the local area); displacement (those jobs, or economic benefits, lost or moved as a result of the new employment); and the addition of composite multipliers (i.e. the economic benefit to be derived through the additional income earned by the employees created together with effects on supply linkages to the commercial businesses and public services). Collectively, these factors are known as additionality and calculation methods have followed guidance provided within the HCA, Additionality Guide 4 th Edition. Using these multipliers, the total number of jobs to be generated by the operational phase of the Proposed Development is 1, Multiplier effects within the local economy are expected to enhance the beneficial effects of the Proposed Development, to the extent that, by increasing demand in the local economy, it is then possible to increase production. This additional employment would push the beneficial effects of the Proposed Development further into the moderate category in terms of significance. 5.6 As no adverse effects were identified by the assessment, no mitigation measures are required. 5.7 Residual effects were identified as being minor beneficial during construction and minor to moderate beneficial during operation of the Proposed Development. Overall it was determined that the Proposed Development will make a significant contribution to the local and regional economy. 5.8 Cumulative effects were identified as being minor beneficial during construction and moderate beneficial during operation due to the short term and long term job opportunities generated by the Proposed Development and the cumulative schemes.

18 6.0 AIR QUALITY 6.1 An assessment was carried out to establish the effects on odour (resulting from the former landfill material) and local and regional air quality during both construction and operation of the Proposed Development. 6.2 There are a number of Air Quality Management Areas (AQMAs) in the vicinity of the Assessment Site which were considered in the assessment. These relate to the major roads in the local area e.g. the M4, the A4 London Road and the M25. Emissions arising primarily from road traffic travelling to and from the Proposed Development have the potential to affect air quality within these AQMAs and the assessment used current best practice techniques to estimate existing and future levels of air pollutants at the Assessment Site. 6.3 During construction of the Proposed Development, moderate adverse effects are likely to arise from the generation of dust e.g. directly from the construction activities or from transporting material in uncovered vehicles. Moderate adverse effects are also likely to arise from odour e.g. during the earthworks when degraded landfill material is uncovered. With mitigation, any possibility of odours can be minimised and effects during construction would be temporary in nature. The construction of the Proposed Development will generate additional traffic on the local road network this was identified as a negligible to minor adverse effect on local air quality. 6.4 During operation of the Proposed Development two significant effects were identified: Firstly, on the wider, regional scale the Proposed Development will have a minor beneficial effect on air quality, through the removal of HGVs from the wider road network and reducing overall HGV mileage through the diversion of freight onto the rail network. Secondly, the assessment recognised that operation of the Proposed Development will have a negligible to minor adverse effect on air quality in the immediate local area, particularly around Junction 5 of the M4, primarily due to the increase in road traffic on the local road network. 6.5 Mitigation during construction will comprise measures such as the use of wheel washing and road sweeping activities to minimise the generation of dust and monitoring of odour concentrations by daily sniff testing during earthworks and excavations which are expected to lead to exposure of landfill material to air. Although the air quality effects of additional traffic cannot be specifically mitigated, guiding HGV traffic along specific routes to and from the Proposed Development will minimise adverse effects on air quality as far as possible.

19 6.6 Residual effects were identified as negligible to minor beneficial during construction, and two residual effects were identified during operation of the Proposed Development (minor beneficial; and negligible/minor adverse). 6.7 No significant cumulative effects were identified in terms of air quality or odour. 6.7a An assessment was undertaken to assess the likely significant effects of the Proposed Development on the environment with respect to air quality during construction and operation. 6.7b The Assessment Site is bounded to the north by the M4 motorway and to the south by the A4 Colnbrook Bypass. The A4 London Road to the west of the Assessment Site as been declared an Air Quality Management Area (AQMA) by SBC, along with junction 5 of the M4. An AQMA is designated where levels of air pollutants exceed national objectives. Traffic generated by the Proposed Development is anticipated to travel through these AQMAs. Monitoring sites in the study area show that nitrogen dioxide (NO2) concentrations are exceeding the national standard at the roadside, but concentrations are greatly reduced at the façade of the properties. Concentrations of fine particles in the study area are well below the air quality standard. 6.7c The construction dust effects have been assessed using the qualitative approach described in the latest Institute of Air Quality Management (IAQM) guidance. It was concluded that with appropriate mitigation measures there is likely to be a low risk for significant effects to dust soiling and human health from the dustgenerating activities on site. 6.7d This assessment has examined the operational air quality impacts of the Proposed Development including two mitigation measures. A phased opening of the Proposed Development over three years has been assumed, reducing the increases in traffic flows (and consequently reduces the air quality impact of the Proposed Development). In addition, a further mitigation proposal has been assumed where only heavy goods vehicles (HGV) meeting the latest European emission standards. 6.7e For the operation of the Proposed Development, air quality modelling has been carried out using computer software for the traffic emissions from the roads around the Proposed Development. The significance of the effects was assessed using the Environmental Protection UK (EPUK) guidance. The modelling was

20 undertaken for three phasing scenarios (2018, 2019 and 2020) in which all development HGVs have been assumed to comply European emission standards. 6.7f The modelling results showed that receptors in the study area would experience small changes in NO2 concentrations at worst and even smaller changes in fine particle concentrations. The maximum increase in NO2 concentrations is, at worse, slight adverse. The magnitude of impact for fine particles is negligible. 6.7g Residual effects were identified as negligible during construction, and two residual effects were identified during operation of the Proposed Development (negligible; and slight adverse). 6.7h No significant cumulative effects were identified in terms of air quality.

21 7.0 NOISE AND VIBRATION 7.1 An assessment of the potential noise and vibration effects of the Proposed Development on noise sensitive receptors (e.g. residential dwellings) around the Assessment Site was carried out as part of the ES. 7.2 Noise surveys were undertaken in January 2009, July/August 2009 and October/November 2009 at various locations around the Assessment Site. The surveys identified that the main sources of noise were aircraft (associated with Heathrow Airport) and traffic noise e.g. from the M4, the M25 and A4. It is unlikely that the noise and vibration levels along the Colnbrook Branch line will have changed significantly since then. Therefore the baseline values are representative of the conditions prevailing in During construction of the Proposed Development, minor adverse effects associated with site preparation and construction noise are expected to arise. Negligible effects were identified in relation to noise associated with construction traffic and in terms of vibration. 7.4 Operation of the Proposed Development is expected to result in minor adverse effects during the daytime and moderate adverse effects during the night time due to noise arising from the handling of freight. Lorry manoeuvring and loading noise at unit A is expected to result in moderate adverse (daytime) and minor adverse (night time) noise effects. Noise from the road and rail traffic generated by the Proposed Development is expected to give rise to minor adverse effects and negligible effects were identified in terms of vibration caused by trains using the Colnbrook branch line. Noise from road traffic is expected to result in moderate adverse (daytime) and minor adverse (night time) noise effects. 7.5 Mitigation for the minor adverse effect identified during construction of the Proposed Development will comprise following best practice guidance in order to minimise adverse noise effects e.g. switching off construction equipment when not in use and setting speed limits for haul routes within the Assessment Site. In order to mitigate for the adverse effects identified during operation of the Proposed Development, two 3m high noise barriers will be constructed in the following locations: southern end of the rail sidings and the south-east corner of Plot A to mitigate noise effects at New Cottages; and western boundary, running to the south-west corner of Plot A to mitigate noise effects at Vicarage Way.

22 7.6 Following the implementation of the mitigation measures outlined above, the residual noise effects were identified as being negligible to minor adverse during both the construction and operational phases of the Proposed Development. 7.7 Negligible cumulative effects were identified in terms of noise and vibration.

23 8.0 TRAFFIC AND TRANSPORT 8.1 An assessment of the effects of the Proposed Development on local and strategic transport networks in relation to traffic generation, pedestrians, public transport and cycling was undertaken as part of the ES. 8.2 The assessment identified that the traffic generated by the construction of the Proposed Development will result in temporary, minor adverse effects prior to mitigation. The majority of traffic will be generated early on in the construction period, associated with the earthworks and site preparation. 8.3 Once operational, using trains to transport freight to and from the Proposed Development was identified as a minor beneficial effect at a regional level as in transport terms moving freight by rail is considered to be a more sustainable form of freight movement than HGVs on the road network. However some freight will be transported by HGVs and the assessment identified that operation of the Proposed Development will intensify traffic levels on roads close to the Assessment Site, resulting in minor adverse effects due to an increase in HGV, car and light goods vehicle movements. 8.4 It is proposed that during construction of the Proposed Development, HGV delivery restrictions and routing restrictions will operate to minimise the minor adverse effect identified prior to mitigation. Following completion of the proposed railway link, it may be possible to bring in construction materials by rail and this opportunity will be explored further prior to construction of the Proposed Development. 8.5 During operation, a travel plan will be implemented to encourage potential employees to use sustainable transport modes to travel to and from the Proposed Development. The effect on the surrounding road network of freight movements in and out of the Proposed Development will be mitigated by the implementation of a freight management plan, which will promote the movement of lorries on routes and at times that will minimise the adverse effects identified. A number of junction improvements have also been proposed in order to mitigate for the additional traffic on the roads as a result of the operation of the Proposed Development. 8.6 The assessment showed that the residual traffic and transport effects were temporary and negligible during construction, and negligible to minor beneficial during operation of the Proposed Development.

24 8.7 No significant cumulative effects were identified in the assessment.

25 9.0 LANDSCAPE AND VISUAL ASSESSMENT 9.1 An assessment was carried out to identify the likely significant effects of the Proposed Development on the landscape and visual resources and amenity of the Assessment Site and its surroundings. 9.2 The Assessment Site lies within the River Thames Valley and floodplain at around metres Above Ordnance Datum (m AOD). The general impression of the local landform is that it is flat, with minor interruptions and variations largely arising from man made influences (e.g. landfill and gravel extraction sites and motorway embankments and cuttings). Within the Assessment Site itself, there are localised variations, with Colne Brook on the eastern perimeter and Horton Brook in the west of the Assessment Site occupying relatively lower levels within their immediate setting. Between these two watercourses, the land gently rises and crowns towards the centre of the Assessment Site at approximately 26m AOD. The sensitivity of the Assessment Site s landscape to a development of the nature proposed was assessed as low to medium. This indicates that the Assessment Site is potentially tolerant of this type of landscape change and has the capacity to assimilate the Proposed Development. 9.3 The assessment identified that during construction, the Proposed Development will result in negligible to moderate adverse effects on landscape character and landscape features due to the loss of vegetation and presence of the construction machinery. Views to and from sensitive receptors (e.g. residential properties, PROW and roads) will be adversely affected during construction, although the effects identified were temporary in nature (i.e. confined to the construction period) and most of the construction activities on-site will not be visible from a large number of the sensitive receptors identified. 9.4 During operation, the Proposed Development will result in negligible to moderate adverse effects on landscape character, and moderate adverse to minor beneficial effects on landscape features (minor beneficial effects were identified in terms of woodland, trees and vegetation due to the extensive planting to be carried out as part of the Proposed Development). The nature and significance of these effects reflect the low sensitivity of the landscape, its generally poor and/or declining condition and its urban and urban fringe character. The visual effects of the Proposed Development when operational were identified by the assessment as being negligible to moderate/major adverse prior to mitigation. 9.5 Mitigation during construction of the Proposed Development will include sensitive location and design of temporary site compounds, lighting and signage, the use of temporary fencing

26 to screen views of the construction activity and the protection of trees. Over 25,000 new trees and shrubs would be planted as part of the Proposed Development. These will be principally native, indigenous and appropriate to the landscape character of the wider area and will offer valuable landscape and ecological benefits. All of the landscape areas and features will be managed and maintained in the long term through the implementation of a management plan. 9.6 Residual effects were identified as being negligible to moderate/major adverse during construction of the Proposed Development and moderate adverse to minor/moderate beneficial during operation. Overall, the Proposed Development would establish a significant and accessible landscape framework and in the longer term would include some valuable localised benefits arising from the maturing of the landscape and the public access improvements. 9.7 Negligible cumulative effects were identified during construction and operation of the Proposed Development in terms of landscape and views.

27 10.0 ECOLOGY 10.1 An assessment of the likely significant effects of the Proposed Development upon flora and fauna was carried out as part of the ES. The assessment considered sensitive ecological resources both within and adjacent to the Assessment Site Ecological surveys were carried out between 2008, and 2010 and 2014 during the appropriate survey seasons. The surveys identified that the Assessment Site has the potential to support a number of protected species including reptiles (slow worm and grass snake), bats, breeding and wintering birds, and invertebrates. In terms of habitats, the Assessment Site is dominated by poor semi-improved grassland of local value to nature conservation. Habitats of value include Old Wood, Old Slade Lake, hedgerows, herb rich grassland, ditches, reed swamp and ponds During construction of the Proposed Development, a number of adverse effects were identified including a moderate adverse effect due to the loss of the north bank of Old Slade Lake for the proposed railway embankment, minor adverse effects due to the loss of habitats (e.g. poor semi-improved grassland and hedgerows), adverse effects due to the potential for pollution of the waterbodies on the Assessment Site and minor adverse effects on species including breeding and wintering birds, reptiles and bats. It is important to note that all of the adverse effects identified will be mitigated appropriately and in accordance with legislation During the operational phase, negligible to minor adverse effects were identified. These effects included the potential for disturbance to birds using the lakes to the east of the Proposed Development due to noise from the operational activities, increased use of the Assessment Site and local area by members of the public due to the proposed improvements to footpath access, and disturbance of bats as a result of lighting from the Proposed Development During construction of the Proposed Development, ecological mitigation will include the creation of new habitat areas including grassland, tall herb and ruderal vegetation, native tree and scrub planting and marshy/wet grassland; the use of silt blankets to avoid pollution of Old Slade Lake, along with the appropriate storage of material to prevent pollution of open water; scheduling construction works to avoid the winter months (October to March) to avoid any disturbance of birds using the lakes to the east of the Assessment Site; retained trees will be protected; and trapping and moving reptiles from within the Assessment Site to a designated site to the west of Horton Brook. Once operational the Proposed Development