THQ - IEMA · floor slab with SFS structural framing commencing on Level 1 February 2020. Windows...

Airport City North – THQ:

Environmental Statement Volume 3 – Non

Technical Summary September 2018

Important notice:

This Environmental Statement has been prepared by Deloitte Real Estate, with technical input from Aecom, BDP,

Exterior Architecture, Faithful+Gould, PENSON and RoC Consulting (“the Consultants”). Chapter 1, Volume 1 of this

Environmental Statement sets out the parties responsible for preparing each Chapter and associated figures and

appendices.

Although we have read the Consultants’ reports for consistency and provide our observations based on our

knowledge and experience, we accept no liability or responsibility for the Consultant’s Reports and will not be

responsible for the technical content of Chapters 6-10, Volume 1, nor Volumes 2 and 3, nor the technical content of

the associated separate Non-Technical Summary.

Version: FINAL

Date: 13 September 2018

Reviewed by: Eve Grant

QA by: Laura Feekins

Final sign off: Nolan Tucker

Airport City North – THQ: Environmental Statement Volume 3

Contents

Introduction 1

The Proposed EIA Development 3

Alternative options 5

Environmental Impact Assessment 8

Air Quality 11

Landscape and Visual Impact 12

Noise 13

Transport 14

Water Resources, Drainage and Flooding 16


1

Introduction

This Environmental Statement (“ES”) Non-Technical Summary has been prepared in support of a planning

application submitted to Manchester City Council (MCC) for the development proposals by Airport City LP

for Plots C, D, O and X at Airport City North, Manchester.

This ES sets out the findings of an Environmental Impact Assessment (“EIA”) carried out in respect of the

development of the Site.

The Proposed Development a hybrid planning application submitted by Airport City LP which seeks:

Full Planning Permission for 288,507 sq. ft. / 26,803 sq. m. gross office space, 1,147 space multi-

storey car park (MSCP), landscaping and public realm, access arrangements onto Enterprise Way

and associated works (Phase 1); and,

Outline Planning Permission (all matters reserved) for a further 427,039 sq. ft. / 39,673 sq. m gross

office space and associated car parking (maximum 832 spaces) (Phases 2 and 3).

The Hut Group (THG) are the intended occupier.

The Environmental Impact Assessment (EIA) has been carried out in accordance with the Town and

Country Planning (Environmental Impact Assessment) Regulations 2017 (as amended) (‘the EIA

Regulations’) and best practice guidance.

The non-technical summary (NTS) is a standalone document and is required under the EIA Regulations.

This NTS is designed to be read on its own, it explains the environmental implications of the Proposed

Development to the public, informing them, and allowing them to decide whether they would like more

detail on the proposals.

More information and greater technical detail is available in the Environmental Statement (ES). The ES is a

separate document which has been submitted as part of the planning application. Please see Section 10,

availability of the Environmental Statement for details on how and where to view the ES.

What is being proposed?

The ES has been submitted in order to assess the Environmental Impact of the Proposed Development.

The site is located within Manchester City Centre (MCC) in an area known as Airport City North.

The proposals are for THQ – a bespoke, world-class headquarters for The Hut Group (THG), an

international giant in e-commerce and distribution who are one of the UK’s largest private companies.

The development comprises of:

Use Phase 1 (Full) Phases 2 and 3 (Outline) –

maximum parameters

Office (Class B1(a)) 288,507 sq. ft. / 26,803 sq. m 427,039 sq. ft. / 39,673 sq. m

Car Parking Spaces 1,147 spaces

(215,881 sq. ft. / 20,056 sq. m)

832 spaces

The ES sets out the findings of an EIA carried out in respect of the Proposed Development.

Where is this happening?

The Site is located in Woodhouse Park on land between Manchester Airport and Wythenshawe. It

comprises Plots C, D, O and X of the Airport City North Revised Masterplan Area, located immediately to

the north of Manchester Airport, within the Manchester Airport Enterprise Zone.


2

What is located on the site at the moment?

The Site is currently partially cleared and partially in use as car parking (with a permeable surface).

Baguley Brook watercourse runs diagonally across the Site for approximately 600 m, from the southern

boundary to the north-western boundary

Enterprise Way (a new link road opened in November 2017) runs through the Site and forms the northern

and eastern boundary to Plots C, D and O, and the western boundary to Plot X. This road provides a key

element of new infrastructure to unlock the future development plots within Airport City North (including

those which lie to the west of the Site and to the north of Enterprise Way). Plot X is bordered by

residential properties along Lincombe Road and Gorston Walk to the north and commercial buildings,

currently occupied by PZ Cussons International, to the south.

The M56 Spur and Ringway Road West forms the southern boundary, beyond which lies Manchester

Airport’s operational area, including the Airport's ground transport interchange (GTI) and terminal

buildings. The remainder of the Airport City North masterplan bounds the Site to the west.

Why is this development being brought forward?

The proposals seek to realise the vision for ACN to be a world-class business destination. The Site has been

earmarked for office development through its designation as an Enterprise Zone, within local policy

documents and through the 2013 Outline Planning Permission. The proposals are for an innovative, world-

class office space for one of the most valuable companies in the UK. The proposals will therefore establish

Airport City as a leading business destination both at a national and global scale.

Who has been consulted?

The application proposals have been the subject of extensive pre-application engagement with a number of

stakeholders including Manchester City Council, Greater Manchester Police, and the Highways Authority.

In addition, local ward councillors have been briefed of the proposals in advance of the submission by

Manchester Airports Group (‘MAG’).


3

The Proposed EIA

Development

What will the redevelopment process involve?

The Proposed Development comprises office floorspace and car parking.

Broadly, the construction process of Phase 1 will involve:

Site set-up.

Vegetation clearance and topsoil stripping.

Site establishment.

Earthworks construction, including movement of materials.

Construction of the Office Building and the Multi-Storey Car Park.

Diversion of the Baguley Brook.

Machinery used during the redevelopment will consists of standard demolition and construction plant, and

will include plant items such as: excavators, concrete crushing plant, mobile cranes, compacting and

vibrating mechanical plant, wheel washing and road sweeping equipment.

The Site will be secured and surrounded with hoardings to ensure public safety and mitigate adverse

environmental effects during construction.

How long will it take?

Subject to planning permission, the construction programme has a start date of Q2 2019 with a 135 week

duration completion date of Q2 2021. Phases have been broken down and detailed as below:

Phase 1: Demolition

It will take approximately 5 months to remove all existing buildings and leave a level platform for

following on substructure works inclusive of protection of the existing TfGM basement equipment.

Phase 2: Substructure (including Piling)

Substructure works are anticipated to take 18 weeks and will include piling, ground floor slabs and

structural works to the existing basement housing the remaining TfGM equipment

Phase 3: Superstructure

Core 2 will commence first which is out with the TfGM equipment area and basement with core 1

commencing approximately 3 weeks later. The cores will be of slipform construction and will take

approximately 8 weeks to construct. The structural frame will commence upon completion of the

cores for a 44 week period.

Phase 4: Façade/ Windows

Mast climbers will be used to install the windows. Works will commence upon completion of the 5th

floor slab with SFS structural framing commencing on Level 1 February 2020. Windows will

commence on the same level circa 1 week later and external ceramics following on mid-February

2020. The overall period for faced works is circa 60 weeks inclusive of mast climber removal.

Phase 5: Internal fit out

Internal fit out works will commence once the external walls and windows to level 5 have been

installed and will progress on a floor by floor basis starting at 1st floor working upwards. This is a 75


4

week process inclusive of completion of two flats per floor that will be complete upon removal of the

access hoists.

This is based upon normal working hours in line with Manchester City Council Guidance of 7.30hrs to

1800hrs Monday to Friday and 0800hrs to 1400hrs on Saturdays.

On Sundays and Bank holidays noisy working will generally not be planned. On some occasions there are

certain operations that maybe required to proceed during these periods, for example tower crane erection

and dismantling. These will be infrequent and will be agreed with the EHO and local residents through a

series of neighbourly engagements. The frequency of these will vary and respond to demand.

Access to the Site will be permitted 30 minutes prior to working day commencing with noise being kept to

a minimum for the first half hour of each day.

We acknowledge the close proximity of the neighbouring residents and as such will endeavour at all times

to ensure the working hours are adhered to in order to protect this residential amenity.

What will it look like afterwards?

Phase 1 (Detailed)

The Phase 1 buildings have been designed using a reductive design. PENSON’s design priorities function,

flexibility and outcomes through a simple but effective design.

The office and MSCP facades are of similar appearance in order to form a coherent whole. The office

building utilises a mix glazed facades overlaid with patinated expanded mesh. Solid steel patinated sheets

will be used for areas of façade such as at the servicing bay. The MSCP will be clad in patinated steel mesh

fixed directly back to the supporting structure. The structure behind is envisaged to be painted to tie into

the landscaping colour scheme which will add visual interest and complement the overall masterplan.

Internally, the office building is designed to be highly visible through the facades and a cool, neutral

interior palette will be utilised, reflecting the contemporary modern warehouse concept. Exposed steelwork

will bring order and simplicity to the internal appearance and will contribute to a technological, modern feel

and atmosphere that is naturally ergonomic.

The new office entrance is located on north elevation of the building and is accessed from the proposed

new plaza space that has been designed to accept pedestrian traffic from both the new MSCP and Ringway

Road West (to provide access to staff and visitors arriving at Manchester Airport / the GTI). From here,

level access into the building has been designed to create a seamless transition from outside to inside.

Phases 2 and 3 (Outline)

Details of access, appearance, physical scale and layout for Phases 2 and 3 are reserved and will be

developed ahead of the submission(s) for reserved matters approval, pursuant to the Outline Planning

Permission sought as part of this hybrid application.

At the detailed design/reserved matters approval stage, Phases 2 and 3 will be designed to sit within the

maximum parameters for development set out in Table 5.1 and take a similar format to that shown in the

illustration material submitted with this application. The Phase 2 and 3 buildings will be designed to reflect

the high quality appearance of, and form a coherent extension to, Phase 1.


5

Alternative Options

The EIA Regulations require the ES to identify the main alternatives that were considered during the design

process.

The Proposed Development has been influenced by a range of factors, including location, surrounding land

use, and input from the MCC, Statutory and Non-Statutory Consultees and other stakeholders.

The wider project team has also played an important part in influencing the design of the Proposed

Development to ensure that likely significant environmental effects are avoided or mitigated. The resulting

scheme, is described in further detail in Section 3, ‘The proposed EIA Development’.

The Development Brief

THG’s culture celebrates original thinkers, tech pioneers and skilled technologists. THG set the design brief

to create a special workplace which invents a new product of work life and THQ (designed by world

renowned Architect and Workplace Visionary PENSON - who designs for the likes of Google) will deliver an

exemplar experience and environment to empower everyone in and around THG to achieve their full

potential.

The vision for THQ is to be a place to thrive, maximise efficiency, productivity and business outcomes; it is

also a place to live life to the full, exercise, relax, enjoy and develop. The PENSON Masterplan’s big idea is

for THQ to turn THG into the coolest, healthiest, smartest and most enticing place to work in the world to

turbo-charge talent attraction, talent retention, a vibe of inventiveness, and innovation but in a way that

people etiquette is unsurpassed.

The Proposed Development has been designed to meet the Client brief and be in compliance with Local and

National policy and guidance.

The ‘do nothing’ Alternative

The “do nothing” scenario refers to the option of leaving the Site in its current state, which is partially used

as surface car parking and partially cleared.

The Site comprises of four plots of the Airport City North Masterplan Area. Airport City is envisaged as a

high-quality business destination and a location for hotels and other support services for Manchester

Airport. It is an essential part of strengthening Manchester’s economic offer and supporting the continued

growth of Manchester Airport, a key infrastructure asset and substantial employer within the North of

England.

The “do nothing” scenario has been discounted due to the established need for regeneration of the Site,

and the potential socio-economic benefits it is anticipated to bring. The Site is considered suitable for the

Proposed Development as it is in a highly sustainable location and has been identified for redevelopment.

The 2013 Outline Planning Permission

Airport City North has previously been granted Outline Planning Permission (Appl. Ref.

1000831/OO/2012/S2 – 8 February 2013) for the development of Class B1 (a) office space (113,433 sq.

m); Class B1(c) and Class B2 light and general industrial space (49,046 sq. m); Class C1 hotels (47,398

sq. m); Class A1, A2, A3, A4, A5, D1 and D2 accommodation (5,761 sq. m) and associated parking and

public realm works.

This 2013 Outline Planning Permission set out an initial masterplan for Airport City North. Since the

approval of the Outline Planning Permission, the Airport City North Masterplan has been evolving for a

number of reasons including changing market conditions and client requirements. In addition, the

pedestrian and cycle bridge between Airport City North and the CBD has now been approved in an adjusted

location which deviates from the development plots identified in the 2013 Masterplan. Therefore, the 2013

Outline Planning Permission lapsed in February 2018, remaining unimplemented

Subsequently, Manchester has experienced significant growth and increased diversification of the key

economic sectors. As a result the vision of the 2013 Outline Planning Permission would require refining in


6

order to meet the current and future needs of Manchester and is not a realistic alternate option for the

proposals.

Consideration of Alternative Locations

Airport City was designated as an Enterprise Zone in March 2011 and as set out above, Outline Planning

Permission was granted for Airport City North in 2013.

The Site comprises of four plots within the 2018 Airport City North Masterplan Area. As discussed above,

Airport City is of importance to both Manchester Airport and the city as a whole. Indeed, the Site will have

a catalytic effect, encouraging the development of the wider Airport City masterplan. However, in line with

EIA regulations, we have considered whether the development can be accommodated in alternate

locations.

THG is an e-commerce and distribution company operating on a truly global scale. 70% of THG’s sales are

made internationally and in total they ship to 193 destinations world-wide. THG have international

operations with offices in ten cities across the world. They are also have manufacturing and production

facilities in Wroclaw, Poland, and Kentucky, USA alongside their facilities in Cheshire and Somerset.

As an international company there is a need to access a wide range of markets and be better connected

than most businesses. Proximity to high quality transport infrastructure is therefore critical. Manchester

Airport is the premier airport outside of London and offers direct flights to a diverse range of locations,

including San Francisco and Beijing. It also features strong local and national rail connections, access to

the Metrolink network, and will benefit from having a HS2 station. This connectivity – in particular utilising

Manchester Airport’s extensive network – is a key decision in locating at Airport City and why alternate

sites in similar locations have been discounted. These simply do not offer the same level of quality

connections as Airport City.

The only possible competing location would be Manchester City Centre which does offer strong connections

to Manchester Airport by train and Metrolink as well as connecting in to the local, regional, and national

railway network. However, an issue with Manchester City Centre as an alternate location for THG is the

scale of the proposals which cover a total site area of 4.45ha, taking up four plots within the Airport City

North Masterplan. Whilst there are regeneration sites at an early stage in the City Centre that could

potentially accommodate this level of growth – for example Mayfield – these are not “development ready”

like Airport City and would not allow THG to respond quickly enough to support future growth.

When considering the limitations caused by the above points it is considered that there are no suitable

alternative locations for the proposed development.

Consideration of Alternative Uses for the Site

THQ will provide high quality office accommodation to act as a fitting international headquarters for THG.

This is in keeping with the principles behind Airport City which aspires to create a high-quality business

destination and a location for hotels and other support services for Manchester Airport.

However, alternative uses have been considered below:

Residential – it is not considered that residential development is appropriate in this location due to

its incompatibility with the vision for Airport City as an employment-led destination, a lack of the

level of local amenity provision required to support residential communities, and the potential

conflict with the operation of Manchester Airport.

Hotel – the site is too large to be solely occupied by a hotel. This is also in light of there being

existing hotels in and around Manchester Airport, including a number of plots designated for this use

within the 2018 Airport City North Masterplan.

Retail – the site could feasibly house a considerable amount of retail floorspace. However, in light of

the challenging retail environment and the presence of well-established retail parks, including the

Trafford Centre and Handforth Dean, within the vicinity of Airport City there is little chance of a

viable, retail-led development coming forward. In addition, given the out of centre status of the

application site it is unlikely that retail uses would be acceptable in planning policy terms.

Logistics / Industrial – the site is of the scale to potentially accommodate these uses. However,

within the wider context of Airport City there would be a conflict with the World Logistics Hub which


7

is a key component of Airport City South. Using the site for further logistic / industrial uses would

detract from the aspirations to create a truly mixed-use development and may potentially over-

saturate the market for this use in Airport City.

In conclusion, it is felt that the proposed use is the most acceptable for the Site having considered the

alternatives.

Consideration of Alternative Scale and Massing in the context of Design Evolution

The site orientation, point of access from the public adopted highways and shape, limit the potential of the

site layout options and alternatives quite substantially, when a single occupier offer is being considered.

Although the site has numerous layout options when considering speculative development of smaller

buildings/spaces to suite the local office market, the site does not have any options for a site of 10,000

staff when the following subjects are borne in mind:-

Sunlight

Central Amenity space

Highway access

Security

Floor space

Maximum permissible heights

External profile

Internal views out

Central garden feeling of space

Everyone under one roof

Internal building daylighting

Phasing logistics

Building costs

When all of these elements are fully considered, the site naturally has to adopt a configuration as per the

PENSON Masterplan.

In fact in order to achieve the total square footage as per the hybrid application, with spaces that all enjoy

views of the central amenity space, the configuration as per the Masterplan is the only layout that works.

Phasing logistics also plays a huge part of the design, and to achieve the brief, with the ability to phase the

site, the alternative layouts simply do not exist.

The PENSON Masterplan achieves a very large provision of accommodation for the site space whilst the

maximum building permissible heights are adhered to.

The site configuration also considers the added benefit of being able to increase the size of THQ beyond the

three phases shown in the hybrid application. This is another fundamental reason why the PENSON

Masterplan creates a “U” shape which isn’t closed & could continue to grow with access into a larger central

amenity space.

PENSON’s fundamental push for THG to create a venue where everyone is accommodated under one roof,

means that a U shape as per the Masterplan needs to exist.

Chosen Design

The Design and Access Statement submitted with the application details how the design of the Proposed

Development has been formulated. The options considered for the development were considered with the

context of the Site and the final design is considered to respond most appropriately to this context. The

design has considered the environmental impacts, as assessed in depth within this ES.


8

Environmental Impact

Assessment

The EIA process is the mechanism by which development proposals are appraised in terms of

environmental criteria, in addition to socio-economic, engineering and technical considerations.

The purpose of the EIA is to establish the nature of development proposals, and the environment in which

they are likely to take place, in order to identify likely significant effects on the environment that may

arise.

Both the short-term and long-term effects of development, including temporary and permanent impacts,

are considered. This is done by comparing the existing situation at the start of the work (baseline) with the

project situation during and after the Proposed Development.

EIA is required pursuant to the EIA Regulations, because the Proposed Development parameters exceed

the relevant screening thresholds outlined in Schedule 2 of the Town and Country Planning (Environmental

Impact Assessment) Regulations 2011 (as amended in 2015 and 2017). The EIA has been carried out in

accordance with the requirements of the EIA Regulations, and in line with best practice guidance.

This non-technical summary forms an important part of the EIA process. Please refer to Section

1’introudction’ for more detail on the non-technical summary.

What environmental effects does the EIA consider?

EIA Scoping has been undertaken to identify the likely significant effects on the environment that may

arise from the construction and operation phases of the Proposed Development. This was done with

reference to best practice guidance.

The results of the scoping exercise have determined the technical subject areas of the EIA.

Organisation Expertise / Role Qualifications

Airport City LP The Applicant n/a

Deloitte Real Estate Town Planning, EIA Co-ordination RTPI, RICS, IEMA EIA Quality Mark

AECOM Air Quality, Noise and Vibration, Traffic and

Transport

Exterior Architecture

Landscape and Visual Impact

Chartered Member of Landscape

Institute, Bachelor of Landscape

Architecture. BA (Hons) Landscape

Architecture

RoC Water Resources, Drainage and Flood Risk, BSc CEng MICE

Table 4.2 illustrate the organisations which have been consulted during the pre-application process.

EIA Consultation

Manchester City Council Planning Authority

Greater Manchester Police


9

EIA Consultation

Greater Manchester Archaeological Advisory Service

Manchester City Council Environmental Health Officers

Manchester City Council Highways

Transport for Greater Manchester

Environment Agency

Manchester Airport Group

The following topics were identified as being likely to experience likely significant effects and therefore

included within the EIA assessment:

Air Quality;

Landscape and Visual Impact;

Noise and Vibration;

Transport; and,

Water Resources, Drainage and Flooding.

In addition to the effects resulting from the Proposed Development, other developments within the wider

areas have been considered, to take into account the accumulation between effects resulting from such

developments.

How will environmental effects be managed?

Environmental controls (or mitigation measures) will be introduced to eliminate, reduce or offset likely

significant adverse environmental effects resulting from the Proposed Development. Mitigation measures

are described in greater detail in the individual technical ES chapters.

The environmental controls proposed include:

The construction (Design and Management) plan which will comply with the standards of the

Regulations and associated guidance.

Every stage of the project will be pre-risk assessed and appropriate controls applied, sub-contractors

will be pre-vetted and will be subject to extensive pre-contract requirements of information transfer

and risk assessment.

In respect of necessary departures from the above, procedures for prior notification to the Council

and affected parties would be established;

Establishing a dedicated point of contact and assigning responsibility to deal with demolition and

construction related issues if they arise. This would be a named represented from the construction

team; and,

Regular dialogue and engagement with the Council and local community.

What has been involved in the EIA process?

The EIA process has involved communication and collaboration between the project team (shown in Table

4.1), statutory consultees and the public.

What were the results of the EIA?

The following sections summarise the methodology used in determining the likely significant effects of the

Proposed Development summarise the outcomes of the EIA.


10

This section is organised into technical subjects. Greater detail can be found in the relevant chapter of the

Environmental Statement.

The technical topics are those elements of the environment considered likely to experience significant

effects and therefore assessed in the EIA.

With regards to the assessment for each topic, the subsequent sections discuss:

Methodology and scope;

Baseline conditions;

Likely significant effects of the Proposed Development;

Mitigations;

Cumulative effects with other developments; and

Likely ‘residual’ effects following mitigation.

Significance of Effects

The likely effects of the Proposed Development have been classified according to their significance.

Significance is determined as a function of both the scale (magnitude) of change from the existing

(baseline) environment and the sensitivity of environmental receptors, such as population, fauna, flora,

soil, water, air, climatic factors, material assets, including the architectural and archaeological heritage,

landscape and the inter-relationship between these factors. Chapter 2 of the ES, EIA Methodology,

describes this process in greater detail.

This serves as a useful guide for specialists to assess effect significance. Where discipline-specific

methodology has been applied that differs from these generic criteria.

Magnitude Sensitivity

High Medium Low

Major Major

Adverse/Beneficial

Major - Moderate

Adverse/Beneficial

Moderate - Minor

Adverse/Beneficial

Moderate Major - Moderate

Adverse/Beneficial

Moderate - Minor

Adverse/Beneficial

Minor

Adverse/Beneficial

Minor Moderate - Minor

Adverse/Beneficial

Minor

Adverse/Beneficial Minor - Negligible

Negligible Negligible Negligible Negligible

For the purpose of the EIA, effects concluded to be ‘moderate’ or major’ are considered to be significant,

while ‘minor’ or ‘negligible’ are considered not significant.


11

Air Quality

The potential impacts of the Proposed Development on local air quality have been assessed during the

construction phase and once built. During construction the main concern is associated with dust generation

and deposition on nearby property. Once operational the primary concern is to ensure that any additional

traffic does not cause a significant deterioration in air quality with resultant health concerns.

The construction phase assessment was performed qualitatively in accordance with appropriate guidance.

Taking into consideration the risk of potential impacts, appropriate mitigation measures are recommended,

to reduce any potential impacts to non-significant levels.

The impact of traffic emissions once built was assessed quantitatively in accordance with appropriate

guidance. Dispersion modelling was undertaken to determine the impacts at nearby sensitive receptors,

such as residential properties and a school.

Although Greater Manchester Air Quality Management Area covers major roads close to the Proposed

Development, monitoring data and the assessment modelling have found that the key air quality pollutants

are below their respective air quality objective values at nearby sensitive receptors.

Activities during the construction phase have the potential to generate dust as a result of demolition,

earthworks, construction and track-out of material onto local roads. Dust generation from these activities

would be controlled using on site management (through the use of a Construction Environmental

Management Plan) to the extent that significant impacts would not occur.

Once built the Proposed Development would cause an increase in the number of vehicles travelling along

most local roads, but also a decrease on some road sections. The modelling results show that in the first

year of operation all existing receptors (such as nearby residential properties) will not be exposed to

pollutant concentrations above national and European objectives. No receptor is predicted to experience a

significant deterioration in air quality, and hence no specific measures are considered necessary to reduce

the potential impacts further.


12

Landscape and Visual Impact

In the Landscape and Visual Impact chapter, effects are assessed as a function of both the magnitude of

the impact or change, and the sensitivity of visual receptor affected. The adopted method of Landscape

Appraisal (LA) has been devised to address the specific impacts likely to result from a development of the

scale, nature and location of the Proposed Development. The methodology draws upon the following

established best practice guidance:

Guidelines for Landscape and Visual Impact Assessment Third Edition (GLVIA) (Landscape Institute)

(LI) and Institute of Environmental Management & Assessment (IEMA), 2013; and

Landscape Character Assessment: Guidance for England and Scotland (Countryside Agency and

Scottish Natural Heritage, 2002).

The assessment finds that the development would result in a Moderate Beneficial significance of visual

effect for the receptors of viewpoints 5, 6 and 7 during the Phase 1, 2 and 3 of the project. At the point of

year 15 post completion, the significance for viewpoints 5 and 6 will have dropped to minor beneficial due

to the cumulative effect of adjacent proposals of the ACN district.

The significance of visual effect from Viewpoint 10 is minor beneficial for all phases and year 15 post

construction.


13

Noise

The Noise chapter assesses the Noise and Vibration impacts associated with the construction and operation

of the Proposed EIA Development. The scope of the assessment was agreed with the Environmental Health

department at Manchester City Council.

Noise monitoring was undertaken at a number of local locations, with consideration made to traffic during

operation and its effect on the wider traffic network.

Construction noise predictions were carried out based on the methodology outline in a relevant British

Standard. This methodology contains a database of noise emission from individual items of equipment,

activities and routines to best predict noise from construction activities at identified surrounding areas.

When selecting receptors the emphasis was placed on selecting a range of receptors that are

representative of those that may be affected by the scheme. For the Proposed EIA Development the

closest residential properties are located on Hilary Road, Felskirk Road, Linscombe Road and Thorley Road.

Noise monitoring was undertaken to establish the existing noise levels at the closest residential properties

to the Site. Existing noise levels are dominated by road traffic noise from the surrounding road network

and from activities at Manchester Airport, in particular aircraft movements.

During site clearance and earthworks close to the northern boundary of proposed surface level car park,

where residential properties are located on Thaxted Walk, Felskirk Road and Linscombe Road, there will be

a significant noise impact. This impact will be temporary and short-term.

Alongside this, the assessments of noise impacts resulting from operational traffic on the surrounding

network were carried out. The significance of noise effects from resulting operational traffic on the

surrounding highways network is assessed as minor at all residential properties.

The operation of the surface car park has the potential to result in noise impacts at properties located in

close proximity, on Thaxted Walk, Felskirk Road and Linscombe Road, the significance of noise effects is

assessed as major.

With appropriate noise mitigation and good site practices, the significance of construction noise impacts is

assessed as minor.

With appropriate noise mitigation incorporated in the design of the surface level car park, the significance

of operational noise impacts is assessed as minor.


14

Transport

The assessment has been undertaken as a part of the ES in order to identify and evaluate the significance

of the Traffic and Transport effects of the Proposed EIA Development. The scope of the environmental

effects have been assessed in accordance to the IEMA Guidance and included: Severance, Driver Delay,

Pedestrian Delay, Pedestrian Amenity, Fear and Intimidation and Accidents and Safety.

The Spatial extent of the assessment has been defined to include highway links where the peak hour

and/or total daily traffic flows are expected to increase by more than 30% as a consequence of the

Proposed EIA Development (or where the number of Heavy Goods Vehicles (HGVs) is predicted to increase

by more than 30%); and any specifically sensitive areas where traffic flows are predicted to increase as a

consequence of a development by 10% or more.

Sensitive areas have been identified based on the expected presence of vulnerable user groups, identified

by amenities such as schools and nurseries, hospitals as well as links with intense pedestrian flow.

The Assessment methodology comprises of:

Definition of the spatial scope – links to be assessed;

Evaluation of the links’ sensitivity on a case-by-case basis in accordance to sensitivity of the

receptors, that are likely to be present along each link;

Magnitude of each effect has been assessed according to the IEMA recommended thresholds for the

traffic increase/HGV increase comparing the future base scenario (2021 DM) with the scenario with

the proposed EIA Development in place (2021 DS);

Anticipated values for traffic / HGV flows have been obtained from the ACN VISSIM Model;

Significance of the effects have been evaluated based on link sensitivity and the estimated

magnitude for both construction and operation phases.

Key environmental receptors considered in this assessment include: People at home, People in workplaces,

Sensitive groups (children, elderly and disabled), Sensitive locations (Hospitals, places of worship, schools

historic buildings), Recreational Spaces, People walking, People cycling and Road Users.

Baseline conditions have been described in order to define the future baseline, which included trip

generation rates updated to represent 2021 situation without the Proposed EIA Development but with the

committed developments and planed highway/pedestrian/cycling infrastructure improvements. Due to a

beneficial location in the vicinity of Manchester Airport, the proposed EIA Development is well served by

various public transport services, enabling 24/7 transportation to and from the Airport, including heavy

rail, Metrolink and bus services. More detailed description of the baseline conditions can be found in the

Sections 3-4 of the TS.

As the result of the assessment undertaken it can be concluded that environmental effects of the

construction phase of the Proposed EIA Development are likely to be of a Negligible importance.

Environmental effects of the operation phase identified that:

Impact on Severance ranging in significance from Minor to Moderate – Minor Adverse is likely to

occur along Enterprise Way as the result of increased traffic flow;

The impact on Driver Delay is indicated on Enterprise Way and expected to be between Minor and

Moderate – Minor Adverse significance.

Pedestrian delay of a Moderate – Minor Adverse significance is likely to take place on Enterprise

Way. On the rest of the hourly links with the traffic flow exceeding 1,400 vehicles the impact is

estimated to be Minor – Negligible.

The traffic flow increase of 50% or more is forecast on Enterprise Way only. As such, the proposed

development is likely to affect Pedestrian Amenity / Fear and Intimidation on Enterprise Way ranging

in significance between Minor Adverse and Moderate - Minor Adverse.


15

None of the highway links is anticipated to experience the increase of HGVs significant enough to

meet the threshold for the assessment the impact of the proposed EIA Development on Accidents

and Safety. As such this impact has been classified as Negligible.

The following mitigation measures have been proposed with regard to the effects assessed:

Ensuring connectivity of the areas to the north and south of Enterprise Way;

Provision of safe and secure pedestrian crossing facilities along the northern stretch of Enterprise

Way to enable suitable pedestrian access to the Proposed EIA Development;

Enabling the ease and convenience of pedestrian movements in the vicinity of the Proposed EIA

Development and the connectivity of the pedestrian network in the area (in particular the

connectivity of the ‘green’ pedestrian-cycle bridge across the Ringway Road West with the local

pedestrian access routes);

Pedestrian links should be provided of an adequate width and with sufficient street lighting; and

Implementation of the sustainable travel measures detailed in a Framework Travel Plan.

Residual environmental effects, after the proposed mitigation has been applied, are expected to be

Negligible.


16

Water Resources, Drainage

and Flooding

The ES assesses the potential drainage, flood risk and water quality effects the Proposed Development of

land at Airport City North described as Phases 1,2 and 3 which include THQ project may have on the site

and surrounding area, surface water features, hydrology, biodiversity and hydrogeology.

The assessment is based upon current legislation and guidance and includes a review of the current

conditions found on the site and within the adjacent area and identifies mitigation measures where

appropriate for those significant effects that may potentially arise as part of the construction, and

operation of the project.

The assessment is supported by a Flood Risk Assessment and Outline Drainage Strategy (Roc Ref:

AJ/JS/FRA-ODS/160818)

The site lies within Flood Zone 1 which is defined as an area at low risk of fluvial flooding as defined by the

National Planning Policy Framework. The FRA has reviewed all sources of flood risk to both the proposed

development and to existing adjacent properties as a result of the development proposals, including fluvial,

tidal, pluvial, groundwater, sewers and flooding from artificial sources.

It is understood based on available site investigation information that the strata below the site is not

considered to be suitable for infiltration due to the presence of clay solid mudstone bedrock.

The general principal of the preferred surface water drainage strategy therefore is to collect runoff from

buildings, parking areas, access road and associated hardstanding forming the proposed development of

THQ (Phases 1 ,2 and 3) and attenuate this below ground in attenuation tanks and in engineered surface

features for extreme rainfall events

SuDS features such as filter strips will be provided within the landscape areas of the Proposed

Development which will be used to intercept runoff from hard paved areas where possible and convey it to

the primary attenuation storage. These will act as a first stage of treatment, help reduce overall site

attenuation volumes and provide amenity, biodiversity and water quality benefits.

Surface Water discharge from the site will be restricted to greenfield rates in accordance with the approved

drainage strategy, therefore ensuring that flood risk downstream is not increased.

The following potential effects have been identified for the construction phase: increased surface water

runoff and sediment transport; diversion/ culverting of Baguley Brook tributary. Mitigation of these

potential effects will be undertaken by adoption of a Construction Environmental Management Plan in

consultation and agreement with the Local Authority and construction of surface water features at the

commencement of each phase of development to ensure that the residual effects will be negligible.

The following potential effects have been identified for the operational phase: potential for fluvial flooding.

Mitigation of these potential effects will be by the design of the site wide surface water drainage systems

and levels to ensure that the residual effects will be negligible.


17

This report has been prepared for Airport City LP and on the understanding that it will be

made publically available.

All copyright and other proprietary rights in the report remain the property of Deloitte LLP and

Aecom, BDP. Exterior Architecture, Faithful+Gould, PENSON and RoC Consulting (“the

Consultants”) and any rights not expressly granted in these terms or in the contract between

Deloitte LLP and Airport City LP are reserved.

No party other than Airport City LP is entitled to rely on the report for any purpose

whatsoever and thus Deloitte LLP and the Consultants accept no liability to any other party

who is shown or gains access to this document.

The information contained within this report is provided to assist Airport City LP with this

Planning Application. The report makes use of a range of third party data sources. Whilst

every reasonable care has been taken in compiling this report, Deloitte LLP and the

Consultants cannot guarantee its accuracy.

© 2018 Deloitte LLP. All rights reserved.

Deloitte LLP is a limited liability partnership registered in England and Wales with registered

number OC303675 and its registered office at 2 New Street Square, London EC4A 3BZ, United

Kingdom.

THQ - IEMA · floor slab with SFS structural framing commencing on Level 1 February 2020. Windows...

Documents

Transcript of THQ - IEMA · floor slab with SFS structural framing commencing on Level 1 February 2020. Windows...