Ferrybridge Multifuel 2 (FM2) Power Station

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1 Welcome Multifuel Energy Ltd is proposing to build a second multifuel power station at Ferrybridge (FM2). This formal consultation is an opportunity for you to provide feedback and comment on the Proposed Development (FM2), which will help develop the plans. It is also a good opportunity to ask any questions that you might have. Please let us know your questions, comments and feedback by 5pm on Friday 20 December On the following information boards we: E introduce FM2; explain the Development Consent Order (DCO) consenting process; Fryston Lane Red line boundary of Proposed Development explain the benefits that would arise from FM2; provide an update on changes to the design since the informal consultation stage; explain the findings of the preliminary environmental assessment work, including details of traffic and access, air quality, noise and landscape and visual effects predicted; ome A1(M) FM2 (Proposed Development) Kirkhaw provide images of what FM2 might look like; and set out the timescale and process via which we will seek approval for the final proposals. Ferrybridge 'C' Lane Reproduced from Ordnance Survey digital map data Crown copyright All rights reserved. Licence number Metres Have your say Please use the feedback forms provided here today to give us your views on our proposals. While we invite comments on the proposals in their entirety, we particularly wish to receive feedback on the following: refinements made to the proposals as a result of the previous consultation undertaken during Summer 2013; the initial findings of the environmental assessment of the proposals that is documented within the Preliminary Environmental Information report (see later boards); the design and appearance of the fuel storage bunker; construction working hours; and fuel delivery hours during operation of FM2. If you have any questions, please ask a member of the project team here today. Please let us know your views by 5pm on Friday 20th December

2 About Multifuel Energy Limited (MEL) About SSE About Wheelabrator Technologies Inc. Multifuel Energy Ltd is a 50:50 joint venture partnership between SSE plc and Wheelabrator Technologies Inc. SSE is one the UK s leading energy companies. We are involved in the generation, transmission, distribution and supply of electricity; and we are the UK s largest nonnuclear electricity generator operating a diverse generation portfolio across the UK and Ireland including gas, oil, coal, biomass, hydro and wind. Wheelabrator Technologies Inc is a world leader in the safe and environmentally sound conversion of municipal solid waste and other renewable waste fuels into clean energy. What is a Multifuel? Multifuel power stations generate electricity and heat from a range of low carbon fuel sources including fuels produced from waste, known as waste derived fuels. The waste derived fuels used in multifuel power stations are produced from materials such as municipal solid waste, commercial and industrial waste and waste wood. These are first processed at an off-site facility to remove recyclable materials. The remaining materials are then delivered to the power station by road or rail to be used as a low carbon fuel. The fuel is burned inside large industrial boilers to create high temperature steam, which is then used to turn turbines to generate electricity. It works in a similar way to traditional power stations, where a fuel such as coal is burned under controlled conditions. The industry and technology proposed to be used in this multifuel power station is widely used on similar plants across the UK and Europe and are tightly regulated. 2

3 The Ferrybridge site and Multifuel There is a long history of power generation at the Ferrybridge site. The current coal-fired power station, known as Ferrybridge C is the third coal-fired power station to be built on the site since In October 2011, we obtained planning permission for the first multifuel power station on the Ferrybridge site (now known as FM1). Construction began in 2012 with the aim of being fully operational in The FM1 power station will generate around 70MW of low carbon electricity by burning fuel derived from waste. FM1 currently under construction Ferrybridge C An artist impression of the FM1 facility which is under construction Why is another Multifuel needed? There has been significant interest from suppliers in providing fuel to FM1, providing evidence of sufficient demand and fuel availability for a second facility. This has led to the decision to pursue the development of a second multifuel facility FM2 at the Ferrybridge site. The UK needs to develop new facilities to generate electricity to provide secure, clean, affordable energy and reduce carbon emissions from energy generation. The new multifuel power station will contribute towards preventing a shortfall in electricity in the future as an increasing number of the UK s aging oil and coal power stations close. As well as generating low carbon energy, the construction of a second multifuel power station at Ferrybridge will also further reduce the amount of waste that goes to landfill. This will help the UK meet it s landfill diversion targets set out in the European Landfill Directive. 3

4 The Proposed Development We are proposing to build a second multifuel power station at Ferrybridge. This is likely to be similar to the FM1 facility currently under construction, and capable of producing around 70MW net of low carbon electricity, enough to supply around 160,000 homes*. The electricity will be supplied to the electricity grid and to achieve this, a new connection will need to be made. As was undertaken for FM1, an evaluation of the potential for exporting heat to future off-site users is being undertaken. The energy will be produced by burning fuel derived from various sources of processed municipal solid waste, commercial and industrial waste and waste wood, which will be provided by local, regional and national producers. The waste will be processed by other parties off-site to remove recyclable materials and create the fuel before being delivered to FM2. As FM2 will generate over 50MW of energy, it is a Nationally Significant Infrastructure Project and requires a Development Consent Order (DCO) under the planning Act 2008 to allow it to be constructed. The DCO application will be submitted to the Planning Inspectorate in spring/summer 2014 and will seek permission from the Secretary of State for Energy and Climate Change. Subject to gaining planning permission, an environmental permit and investment approval, construction of FM2 could begin in 2015 and the power station could be operational by National benefits helping to meet the UK s climate change commitments to reduce greenhouse gas emissions (principally CO 2 ); contribute to reducing a future shortfall in the UK s electricity generation capacity as older coal and oil plants close; contribute to improved energy security by reducing dependence on imported fuels; complementing recycling initiatives by maximising the value of the waste which cannot be recycled, thereby forming part of an integrated waste management system; providing a positive use of waste materials that would otherwise be disposed of to landfill, reducing carbon and other emissions and saving valuable landfill space; and generate electricity to meet the needs of approximately 160,000 homes*. Local benefits creation of jobs during the three year construction period; provide around 35 full time jobs once the power station is operational; create secondary jobs associated with haulage and supply chain; and provide further financial benefits to the local economy via contract opportunities for local businesses and a positive knock-on effect for local hotels, shops and food outlets etc. * Based on the industry average annual household consumption of 3,300KWh of electricity and using a base load of 70MWe net export capacity utilised for 8,000hrs per annum. 4

5 Changes made since the previous public consultation Since the previous public consultation held in summer 2013, a number of changes have been made to the FM2 proposals, including further refinement of the options being considered for certain elements of the design. The changes are described here and on the next board. Red Line Boundary - the overall extent of the proposed DCO application site has been reduced, while some new strips of land have been included to incorporate connection points for some site services and drainage. Areas that are now known not to be required have been removed. Original red line boundary New red line boundary Cooling Technology - air cooling has been selected rather than water based cooling for FM2 following discussions with the Highways Agency and Environment Agency. This is the same cooling technology that is being installed on FM1. Stack Height - air dispersion modelling has been completed and the findings considered alongside the responses received from the previous consultation. This has led to the selection of a 120m (136m AoD) stack height for FM2 to enable dispersion of the flue gases following cleaning. Fuel Storage - the number of options for the elevation / depth of the fuel storage bunker has been reduced from three to two following discussion with the Environment Agency; the base of the bunker will either be above ground or below ground but above the groundwater level. The above ground options has the potential to increase the height of the ramps and tipping hall by around 3 metres. The final decision will be informed by a number of factors including protection of groundwater, materials balance on the site, technical and economic factors. Combustion Lines - the maximum number of combustion lines has been reduced from 3 to 2, which reduces the maximum width of the boiler house building. 5

6 Options currently under consideration Working Hours - work done to date focuses on the working hours agreed for FM1, however, alternative working hours are under consideration as follows: FM1 Agreed Hours in Planning Consent Construction hours: Monday to Friday 07:00 to 19:00 Saturday 07:00 to 13:00 (night-time working agreed as an exception) Operational delivery hours: Monday to Saturday 07:00 to 18:30 Alternative under Consideration for FM2 Night-time working for certain activities during peak construction months provided that they do not give rise to nuisance through noise or lighting effects. Two options under consideration: 04:00 to 18:30 or 07:00 to 22:00 Monday to Friday and Saturday 07:00 to 18:30 Reasons for Considering Alternative During construction of FM1, 24 hour working has been needed sometimes, which has had to be agreed with Wakefield Metropolitan District Council each time. Through this expereience, we feel it would be better to reach an agreement now on activities that can be carried out at night, with measures put in place to ensure that no intrusive noise occurs at night. By having deliveries over a longer period each day, this is likely to reduce the number of deliveries at any one time. Access Route The proposed access routes have been selected based on agreements made for FM1 and are shown in the image below. HGVs will access the site via Kirkhaw Lane, and two options are being considered for cars and vans. N A1M NORTH A63 Gate 'B' 42 A63 River Aire A63 A1M Roundabout Under Construction (Indicative Only) 7.5 T A1M Fryston Lane Kirkhaw Lane A T Gate 'C' Stranglands Lane The Square River Aire A162 From M62 J33 To M62 J33 A T River Aire Key Main Construction/Operational Routes to FM2 M62 WEST TO M1 MOTORWAY, MANCHESTER & LEEDS A M62/A1M INTERCHANGE 32a B6136 Ferry Bridge 7.5 T M62 EAST TO HULL Main Construction/Operational Routes from FM2 A162 Alternative Construction/Operational Routes to/from FM2 40 A1M SOUTH 6 Reproduced from Ordnance Survey digital map data Crown copyright All rights reserved. Licence number

7 Assessing potential environmental impacts An Environmental Impact Assessment (EIA) is being undertaken to look at the potential effects of the construction and operation of the proposed power station on the environment and how to avoid or reduce any impacts that are assessed to be significant. The EIA will also look at any other new or proposed developments in the area and assess the impact that the construction and operation of the FM2 power station would have if undertaken at the same time as these other developments. In all the assessments, the current effects of the construction and predicted effects of the operation of FM1 are taken into account so that the cumulative effect of both developments is considered. The first stage of the EIA process was to prepare and submit a Scoping Report to the Secretary of State and Planning Inspectorate setting out what was known about FM2 in the early stages and requesting a Scoping Opinion agreeing what the EIA would need to consider. The Scoping Report and the Scoping Opinion received from the Planning Inspectorate are available to view at this event and on our project website at: We are currently assessing the impact of the proposed power station on potential receptors within and surrounding the Site. The baseline information available and the assessment work completed to date are set out in a Preliminary Environmental Information Report (PEIR), which is available to view at this event and on our project website as well as at a number of locations in the local area. The key findings are described below. Technical Subject Transport and Access Air Quality Noise and Vibration Socio-economics Landscape and Visual Water Resources and Flood Risk Ground Conditions Ecology and Nature Conservation Archaeology and Cultural Heritage Waste and Resources Sustainability Health Cumulative Impacts Summary of PEIR Findings Future traffic levels on surrounding roads have been modelled. Kirkhaw Lane will experience the greatest increase compared to current levels, but these can be readily accommodated. Road junctions are all assessed to have adequate capacity. See board 8. The height of the chimney (stack) has been determined by dispersion modelling such that significant air quality effects will be avoided. The assessment has also considered air quality effects from transport. See board 10. Noise studies have helped decide the layout and location of plant on the site to help minimise any disturbance. No significant effects are anticipated during operation, and mitigation will be implemented to prevent night time construction noise. See board 9. The economy of the local area will benefit both directly and indirectly during both construction and operational phases. Given the existing industrial infrastructure that provides the setting of the site, the effect is on the whole not deemed to be significant. See boards 11 and 12. Best practice pollution control measures will be implemented on site to prevent pollution to nearby watercourses. Potential for flood risk issues on the access roads will be managed. Again, best practice pollution control measures will be employed. Together with ground Investigations currently underway (which are exploring the potential for existing contamination). As the bunker will be above the level of the groundwater, no effects are anticipated. No significant effects on ecology anticipated from the main works. One of the grid connection options might affect Fryston Wood, but the small amount of vegetation clearance required is deemed likely to bring long term benefits through opening the canopy and increasing species diversity. Measures will be implemented to minimise disturbance of Fryston Wood during the construction works. Only one asset (of local value) exists within the red-line boundary (a crop mark), and no national assets or listed buildings will be affected. No significant effects upon archaeological and cultural heritage assets are anticipated. Waste material will be managed on site and reused where possible. It is not anticipated that any excavated materials will need to be disposed of, and any waste production during construction and operation will be low in volume compared to the regional waste volumes. The development will provide a low carbon source of electricity. Early outputs of the carbon assessment demonstrate that the development will outperform existing power stations on carbon emissions and provide significant long term carbon savings compared to the fuel (waste) going to landfill. Sustainable transport solutions are under investigation and the buildings will incorporate energy and water efficient design. This study is not yet completed, but no significant health effects are expected to be predicted based on information currently available, including the assessments completed for FM1. This will be completed after the above studies are finished. It will consider a number of other proposed developments in the area. However, at this preliminary stage no significant cumulative effects are anticipated, based on the nature and location of other proposed developments in the area. 7

8 Ferrybridge Multifuel 2 (FM2) Transport and access The transport and access assessment has assumed all delivery of fuel and removal of residue will occur by road, to provide an assessment of the worst case impact on the road network. Delivery of fuel and removal of residue can also potentially occur by rail. These options are still under consideration for both FM1 and FM2, but they depend on the location and infrastructure of the fuel source or residue receptor and commercial and technical considerations. The rail infrastructure is being developed as part of the FM1 project. A preliminary traffic and transport assessment has been carried out. The methodology for this considers the sensitivity of the road to change (based on capacity and use of the road by sensitive receptors such as cyclists and pedestrians) and the predicted increase in traffic due to FM2. The preliminary findings for the operational phase are demonstrated in the following diagram, which shows the predicted increase in traffic (broken down into HGVs and other vehicles) associated with FM2, alongside baseline traffic flows (i.e. those including FM1) and calculated road capacities. *Road capacities calculated from TA79/99 in the Design Manual for Roads and Bridges according to the specific road type (size, number of properties on road frontage, speed limit etc). Kirkhaw Lane, Stranglands Lane and the A162 are considered to have low sensitivity (as they have sufficient capacity and low numbers of pedestrians/cyclists) and the assessment concludes a negligible or minor effect as a result of increases in traffic from FM2 during construction and operational phases. As described previously, the use of the unnamed road (the current FM1 site access) as an alternative access route for cars and vans is being investigated. If selected, this would reduce the effect on Kirkhaw Lane from that shown. If the project is given planning consent a Traffic Management Plan will be developed and implemented, and this will aim to minimise the amount of additional traffic and the effects on the local road network. 8

9 Noise A preliminary assessment has been carried out considering potential noise increases as a result of FM2. A number of local residential areas have been considered in the assessment. Receptor locations The sources of noise during construction and operation have been modelled to demonstrate whether existing noise levels will be exceeded. A noise limit is set based on the current baseline noise level at night at the receptor. Only night-time construction noise has been assessed as likely to exceed these criteria at any location. Night time activities will therefore be controlled to prevent this occurring so that no intrusive noise occurs at night. The types of activities that take place at night will will need to be agreed with Wakefield Metropolitan District Council. Site clearance noise contours Piling and foundation noise contours Building and general site activity Operational noise 9

10 Air quality The predicted effects on air quality have been assessed by considering the potential emissions from the following operations: 1. Construction of FM2, including delivery and construction vehicle movements and ground preparation activities. 2. Operation of FM2 and emissions from the proposed 120m high stack. 3. Traffic and deliveries to FM2 during its operation. Effects have been considered at sensitive receptors including houses and ecological sites in the vicinity of Ferrybridge C. As FM1 is not yet operational, predictions of the contribution from FM1 stack and traffic emissions have been modelled and added into the assessment. The assessment methodology has been agreed with the Environment Agency (EA) and Wakefield Metropolitan District Council. The results indicate that the power station will have a negligible effect on air quality based on the control measures to be employed even when assuming all fuel deliveries by road. An artist impression of FM1 (currently under construction) and FM2 10

11 Viewpoint C. Old Great North Road, Brotherton - Existing view Landscape and visual A number of locations where FM2 will potentially be visible at or close to residential areas have been selected for assessment and agreed with the local authorities. These are representative of the typical views of the FM2 site within the surrounding area. Viewpoint locations Viewpoint C. Old Great North Road, Brotherton - Proposed Maximum scheme B A J C I D E H G F Key Stack (120m) Maximum percentage visbility (%) Potential heights of stack visible (m) ,000 1,500 2,000 Metres Representative viewpoints 5km buffer of proposed stack Percentage Visibility of 120m Stack 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Reproduced from Ordnance Survey digital map data Crown copyright All rights reserved. Licence number Photomontages have been produced for the viewpoints judged most likely to be affected by FM2 to show what it might look like. 11

12 Landscape and visual The photomontages shown here use four scenarios: the baseline scenario is the current view, modified to show FM1 (already consented and under construction); the maximum scenario shows what FM2 would look like if the buildings were all built to the maximum parameters; and the horizontal and vertical scenarios show more realistic images of what FM2 might look like depending on whether a horizontal boiler or vertical boiler design is adopted. For most viewpoints assessed FM2 will be viewed against the existing infrastructure on site or will be shielded from view. One view point has been identified where the infrastructure associated with FM2 will extend the area of infrastructure in the setting and therefore the effect arising from that change is deemed potentially significant. It may be possible to shield the view through offsite planting, though this would be optional to residents potentially affected in this area. 12

13 The application process and next steps As the amount of the electricity that FM2 will generate falls within the definition of a Nationally Significant Infrastructure Project (NSIP) under the Planning Act This means we have to submit an application for a Development Consent Order (DCO) to the Planning Inspectorate, the Government Agency responsible for examining such applications. The Planning Inspectorate will examine our application and make a recommendation to the Secretary of State for Energy and Climate Change, who will make the final decision whether or not to approve our proposals. Our DCO application will be examined and determined particularly in accordance with the three National Policy Statements (NPSs) published by the Department for Energy and Climate Change that set out Government policy and the need for new energy infrastructure. These policy statements outline the considerations that are be taken into account when considering DCO applications related to new energy infrastructure. For further information on the application process, please visit: or call: We Are Here Pre-Application Informal Consultation Pre-Application Formal Consultation Submission of our DCO application Examination Decision Closed on 6th September th November - 20th December 2013 Expected Spring/Summer 2014 Expected 2014/2015 Expected 2015 Planning Inspectorate s consultation Examination process The Planning Inspectorate s recommendation Made by the Secretary of State within 3 months of the recommendation What happens next? Please fill in a feedback form with your comments and views on what you have seen. If you would like to be kept informed about FM2 ahead of the DCO application submission, please leave your contact details and your preference of how you would like to be contacted. Over the next few months, some final decisions will be made and the DCO application will be prepared including a consultation report, which will detail the comments and feedback received from consultees. The DCO application should be ready to be submitted to The Planning Inspectorate by early summer 2014, with a planning decision expected during Contact Us We welcome any comments or questions you have about Ferrybridge Multifuel 2. Please either fill in a feedback form today or contact us: Phone: fm2@multifuelenergy.com Post: Ferrybridge Multifuel 2 Consultation, Multifuel Energy Ltd, c/o Ferrybridge C, Stranglands Lane, Knottingley, WF11 8SQ Website: Thank you for taking the time to find out more. 13