Park Place, Canary Wharf Canary Wharf Investments Limited PP-OPA.07. Environmental Statement BDP. September 2013

Transcription

1 PP-OPA.07. September 2013 Environmental Statement Non-Technical Summary (Outline Planning Application) BDP Park Place, Canary Wharf Canary Wharf Investments Limited

2 ES NON TECHNICAL SUMMARY INTRODUCTION Approximately 15 million sq ft of office and retail space have been constructed to date across the Canary Wharf Estate, providing accommodation for a workforce of over 93,000 people. The development proposals for Park Place will provide a new high quality office space within one of the world s most vibrant business and financial districts. Before planning permission can be granted for major development proposals, which have the potential for significant environmental effects, an Environmental Impact Assessment (EIA) must be conducted to identify any environmental effects, both positive and negative. An Environmental Statement (ES) is then prepared to explain the results of the EIA. This process helps to ensure that the importance of any predicted effects, and the measures available to reduce any negative effects, are properly understood by the public and the planning authority before deciding whether or not to approve a development proposal. This Non Technical Summary (NTS) relates to the ES accompanying the planning application for the proposed office development at Park Place. The planning application is submitted by Canary Wharf Investments Limited (CWIL). The application seeks: Outline planning permission for the demolition of any existing structures, and construction of a building of up to 102,102 sq.m (GIA) comprising office use (Use Class B1) along with a decked promenade to the Middle Dock, access and highways works, provision for flood storage, landscaping, pedestrian link and other works incidental to the application (All Matters Reserved). THE SITE AND SETTING The Park Place Site covers an area of 0.6 hectares (1.38 acres) located within the Canary Wharf Estate in the north-western corner of the Isle of Dogs. The Site falls within the London Borough of Tower Hamlets in East London (LBTH) who are the local planning authority. The Site is shown on figure 1. Figure 1: Park Place Site Boundary The Site is generally flat at approximately +5.3mOD and is currently clear, with no buildings or structures above ground. West India Avenue runs along the northern edge of the Site, at a higher level than the main Site. Cook s Close also bounds the Site to the north at the lower level beneath West India Avenue. Existing buildings at 15 Westferry Circus and 25 Cabot Square site either side of the Site to the west and east. Surrounding roads and walkways include West India Avenue to the north, Park Place to the west and Mackenzie Walk to the east. The West India Middle Dock is to the south, a part of which falls within the Site. Associated with this, the Site also contains part of the historic Quay Wall which has a national listing protection of Grade I. The Site does not contain any historic buildings and is not within a conservation area. The Site is within the commercial centre of Canary Wharf Estate which includes a mixture of different activities such as offices, retail, residential, hotel and community. The Canary Wharf Estate is modern, with phase 1 (including One Canada Square) completed in The majority of other buildings in the original estate were completed by Roads, public transport and other buildings have continued to be developed in Canary Wharf up to the present day. Vehicles access from the Site from Park Place and the Site is well served by public transport, being within 450 metres of Canary Wharf Station

3 (Underground and DLR services), and approximately 350 metres from Heron Quays DLR station. The Site can also be easily accessed by bus via 11 stops within 600m located mainly on West India Avenue and Westferry Road. PROPOSED DEVELOPMENT The proposed development will involve a single new commercial building, vehicle and pedestrian access routes, and newly upgraded spaces and routes around the Site. The new building will extend across the northern-most part of the Site, with landscape and movement routes to the west and a terraced external space and new pedestrian bridge link across the dock water to the south. A basement will extend across the Site and southwards into part of the West India Middle Dock. The exact layout of the proposed building will be decided at a later stage, through what are termed Reserved Matters applications; a process by which the exact of details of the development are approved after the principle of the development has been approved. At this stage, the maximum amount of floorspace and size of the various building elements are being submitted for approval. This EIA therefore tests the environmental effects associated with the maximum building area as this has the potential for the largest environmental effects. The maximum height of the building will be 173.2m (AOD) to respond to the existing context of buildings in this part of Canary Wharf. As this is an outline planning application, the details of the landscape proposals will be reserved for future determination. However, the Design Guidelines provide an outline strategy which any future details must conform to, and the Design and Access Statement shows how the building and spaces might look. The outline landscaping strategy for the Site seeks to clearly define the pedestrian routes and differentiate them from the amenity, cycle and vehicular traffic zones in keeping with the Canary Wharf Estate, and will take close account of the adjacent Newfoundland residential development planning application in order to formulate a coherent design strategy. The quality of material and design of the landscaping should match the standard of the existing Canary Wharf Estate. Consideration will also be given to the treatment of floor surfaces along the west elevation of the building along the pedestrian access between West India Avenue and the Middle Dock. A new pedestrian footbridge will be provided across the dock linking to the adjacent site at Newfoundland. There will also be an area of decking over the dock to the south of the building to provide a usable space overlooking the dock. Pedestrian access to the building will be provided from West India Avenue to the north and from Mackenzie Walk in the south east corner of the Site via the new bridge link. Vehicular access will continue to be provided from Park Place to the west of the Site, with a new access for service vehicles via Cook s Close below West India Avenue. Limited car parking (maximum of 4 spaces, including 2 disabled) will be provided at basement level, along with servicing, plant and storage areas. A maximum of 850 cycle parking spaces will also be provided. It is likely that construction will start in The overall programme for the construction work is currently anticipated to be 43 months. An ambitious CO2 reduction target has been set for the proposed development, whereby the building will seek to achieve an approximate 30% improvement over Part L2A 2010, with a strong focus on passive design and energy efficiency. This target has been informed by preliminary modelling of an indicative scheme to ensure this can be achieved CONSULTATION Consultation has been undertaken before the application is submitted with the local planning authority and other bodies that make comments on the application. This has involved: Telephone discussions; Written s and letters;

4 Workshops and meetings; and Site visits. A previous planning consent was granted in 2008 for a different office development (PA/08/00601). Since that time, this revised scheme has been developed by Squire and Partners and in 2011 a full EIA and extensive consultation was conducted with officers at LBTH and bodies. During this initial EIA process, consultation took place through the submission of a Scoping Report in 2011 to LBTH. That document was sent to other stakeholders representing transport, utility, heritage, environmental and local government interests. These included the Environment Agency (EA), the Greater London Authority (GLA), London Development Agency (LDA), Transport for London (TfL), Natural England (NE) and English Heritage (EH). Comments from these and all other consultees were taken into account in the formal Scoping Opinion issued by LBTH on 7 th June However, CWIL took a commercial decision not to pursue the planning application at that time and put the project placed on hold. The project restarted earlier in 2013 and since then further consultation, including meetings, correspondence and site meetings with LBTH, EA, EH, GLA, TfL and NE, have been undertaken. A revised Draft Scoping Opinion was issued by LBTH on 10 th September 2013 and the comments within that document have been taken into account in preparing this ES. Full details of all consultation responses can be found in Chapter 1 of the ES and the relevant technical chapters. APPROACH TO ASSESSMENT The approach taken for this EIA has been to assess the likely significant effects of the proposed development on sensitive receptors and environmental resources that are likely to be affected. This involves identifying the current condition of the environment and then evaluating how that condition might change as a result of the proposed development. The ES describes the significance of any environmental effects identified using the following seven-point scale: Major adverse. Moderate adverse. Minor adverse. Negligible. Minor beneficial. Moderate beneficial. Major beneficial. The EIA uses the following suite of drawing and documents as the basis for the assessment work: i) Parameter Plans The 'Parameter Plans' define the extent of the proposed building, routes and spaces within the Site, identifying maximum dimensions. ii) Development Specification The 'Development Specification' sets out a 'written account' of the 'Parameter Plans' and details the description of the proposed development and the type and quantity of development that could be provided within the parameters and Site as a whole. The maximum and minimum floor area which could be built on the Site is defined. iii) Design Guidelines The Design Guidelines set out the rules and requirements that any 'reserved matters' applications for the development defined in the 'Parameter Plans' and Development Specification would need to comply with if they are to be considered acceptable. The Parameter Plans are supported by an indicative scheme which demonstrates what the Site might look like with the development parameters in place by showing a potential arrangement of the building, entrances, routes and open spaces. The ES focuses on the development parameters submitted for approval within the Parameter Plans and Development Specification. In the majority of

5 technical sub topics, the maximum development parameters are assessed because they are likely to result in the worst environmental effects. However, in a small of cases the minimum development parameters or indicative scheme could potentially create worse effects than the maximum development parameters and are therefore assessed instead of the maximum development parameters in those cases. Each technical chapter clearly identifies whether the maximum development parameters, minimum development parameters or indicative scheme have been assessed and includes an explanation of why they represent the worst case. The EIA also identifies any measures required to reduce adverse effects; these are known as mitigation measures. Other measures that could be included in the proposed development to improve its environmental performance further are also described in the ES; these are known as enhancement measures. The EIA process takes account of the combined effects arising from the proposed development and other planned future development projects in the study area. SOCIO-ECONOMICS The socio-economic assessment considers the effect of the proposed development in terms of employment generated during the construction phase, the increase in employment once the development is complete, the effect of additional spending by employees and the effect of the proposed development on equalities. The assessment considers the potential effects arising from the minimum and maximum development parameters submitted for approval in the outline planning application. The minimum parameter plans will form the worst case scenario in terms of socioeconomic effects due to the lower level of employment floorspace proposed. The maximum parameter plans will assess the best case scenario in terms of employment creation. The assessment has been carried out in the context of the existing socio-economic conditions of the Site and the surrounding area. These are considered in the context of the wider local, district and regional areas. The conditions reviewed to establish the baseline include deprivation, demographics, employment, qualifications, business structures, crime, equalities and community cohesion. The Site is located within the Millwall ward of the Isle of Dogs. The baseline assessment considers the local level to be the whole of the Isle of Dogs which is made up of Millwall ward and the Blackwall and Cubitt Town ward. The previously existing office building on-site has been demolished and there is no existing employment on-site. The area to the south of the Site suffers from high levels of deprivation, according to the Government s Index of Deprivation, a large part of Millwall ward is within the top ten percent most deprived in the country. The local area has a large working age, well educated, economically active population. There is a lower rate of people claiming unemployment related benefit in the local area when compared to the Borough as a whole. Reflective of the nature of the commercial focus of Canary Wharf and the Isle of Dogs, the main types of occupations held by the local population are managers, senior officials and professional occupations. Banking, Finance and Insurance sectors dominate the local employment market. The proposed development will deliver a maximum of 59,112 m² Net Internal Area (NIA) of office floorspace. The construction of the development is estimated to create up to 216 full time construction related jobs. The complete office development would have the capacity to accommodate a maximum of 4,925 jobs. These employees can be expected to generate spending, which is estimated to be a maximum of 6.5 million per annum. The Site is currently vacant and the proposed development will include new high quality public realm and create new open spaces. These areas

6 will be activated by the new employee population, improving security and personal safety. Modern design standards used in the proposed development will ensure it is accessible and will benefit potential future employees and visitors with disabilities and people with mobility difficulties. The jobs created in the new development are expected to offer a range of different employment opportunities for a variety of skill levels. Offices can be expected to generate highly skilled jobs. However, they also create a range of other employment opportunities, such as administrative and secretarial, customer support, clerical and technical roles. Therefore, it is expected that there will be a wide range of jobs open to a wide cross section of the community. The main socio-economic effect arising from the proposed development is the provision of additional employment opportunities, which meets national, regional and local policy objectives. The socioeconomic effects expected range from major beneficial to negligible in the maximum development scenario, and moderate beneficial to negligible in the minimum development scenario. ARCHAEOLOGY & CULTURAL HERITAGE This chapter assesses the effects of the proposed development on the historic environment by considering the likely effects of the worst case scenario of the maximum development parameters submitted for approval. Given that any effects arising from this development will be a combination of direct and indirect (setting) effects, it is considered that this approach will allow for any likely significant effects to be assessed. The indicative scheme will provide further information to allow a complete and realistic assessment of the visual effects of the proposed development on nearby heritage assets, as it will provide an understanding of the nature, design and detailing of the scheme, but is not relied upon for the purposes of this assessment. The Site has been subject to an archaeological desk based assessment and an archaeological evaluation trial trenching exercise. These have determined that the Site has no significant archaeological potential prior to the 19 th Century with the periods prior to 1800 represented by a deep sterile sequence of alluvial clay. No high gravels or distinct peat units are represented on the Site. The evaluation revealed the southern half of a former lock as modified in the period between the West India Export Dock and the Limehouse basin. The whole of the northern half of this feature had been affected by development in the 1980s and the southern half had been locally affected by the 1980s office building which used to occupy the Site. It is assessed that any surviving archaeological remains would be of local importance, and that any effects of the proposed development can be mitigated by the implementation of a programme of archaeological investigation and recording. There is one listed structure within the Site boundary; 66 metres of the Grade I listed Quay Wall within West India Middle Dock. Listed for its architectural and historic interest, the wall forms part of the wider network of walls which form the historic West India Docks. In addition, listed buildings identified within 500 metres of the Site include one Grade I listed building and 14 Grade II listed buildings. The majority of these are clustered around West India Dock North Quay within the West India Dock Conservation Area; characterised by Warehouses, Excise Office, Constable Cottages and Cannon Workshops. Each has a distinctive building type associated with the historic commercial running of the dock. The proposed development includes partial demolition (up to a maximum of 28.5 metres in length) of the Grade I listed Quay wall, which will result in some loss of historic fabric. The current condition of the affected section of wall is however poor as it has been compromised by previous alterations and modern materials, and is not a significant or representative example of the historic structure. However, due to its listed status, the effect has been assessed as moderate adverse. In

7 addition, during the construction phase the visual effects of construction machinery will cause short term minor adverse effects to a number of surrounding designated heritage assets. Operational effects include the partial concealment of the Quay Wall by decking (preserving the wall in situ), encroachment of the basement into the dock to a maximum of 28.5 metres in length (approximately 660 square metres in area), changes to views from listed buildings and conservation areas, largely to the south, and changes upon the wider setting of heritage assets. Dependent on the asset s location, sensitivity and level of intervisibility with the Site, these effects range from negligible to minor adverse. The long term adverse effects upon the listed Quay Wall can be mitigated through a programme of recording as well as the potential to restore and repair the retained sections of wall within the Site. This will better reveal the aesthetic quality and significance of the Quay Wall. TOWNSCAPE AND VISUAL ASSESSMENT The townscape and visual assessment is based on the maximum development parameters as this represents the worst case scenario for townscape and visual effects. A set of Accurate Visual Representations (AVRs), prepared by Miller Hare Limited, provide photomontages with a 3D Computer Generated Image (CGI) of the proposed development positioned within the photograph. AVR1 (wireline) is used in all views tested to illustrate location, size and degree of visibility of proposed development, based on the maximum development parameters. AVR3 (full render) is also included in limited instances to present an accurate illustration of the architectural form and use of materials, based on the indicative scheme, where this is considered useful in providing an additional understanding the effects of the potential development in more detail in sensitive near views. The existing Site has been cleared, and is therefore of low townscape quality. As such, the proposed development will result in a major change to the appearance of this part of Canary Wharf, in landscape, townscape, visual and lighting terms. It offers an opportunity to substantially regenerate and enhance the existing Site and its surroundings. The townscape assessment finds that the operational effects of a high quality regeneration scheme such as this will mainly be beneficial. The visual assessment finds that the operational effects will range from negligible to beneficial. Construction of the proposed development will result in visual change, with hoarding covering the lower levels and cranes visible on Site for a temporary period. Once the building frame has taken shape, its influence on the townscape and views will remain permanently throughout the lifetime of the development. The partially constructed building will be visible, with cranes and other elements relating to the construction occupying the Site. Once the clutter of construction has been removed, the effects will be the same as those of the final completed scheme. The construction effects of the proposed development are expected to range from negligible to moderate adverse. The effect of the proposed development on views and townscape, when taking into account other planned schemes, will be less significant or similar to the effects created by other planned schemes as views of the building will be blocked by many of those other developments or the building will make a positive addition to the existing cluster of tall buildings at Canary Wharf. As the planning application is submitted in outline, the townscape and visual assessment includes reference to the Design Guidelines, to explain the design measures that will be employed to ensure that design quality is maintained in later Reserved Matters applications. TRANSPORT A maximum and minimum floor area has been developed for the OPA and this chapter assesses the maximum floor area as it provides a worst case assessment of the transport effects of the proposed development; any scheme that is brought forward in

8 the future with a lower floor area than the maximum would have lower transport effects. Should a minimum scheme for Park Place come forward in the future the benefits associated with the proposed development (within the development parameters) would remain the same, such as public realm improvements. However, certain elements of the scheme would be delivered proportionately related to the floor area (in accordance with relevant policy standards), including cycle parking and waste and servicing provision. An indicative scheme has been prepared for the maximum floor area of the RMA (106,323m 2 GEA), which is below the maximum floor area of the OPA (106,897m 2 GEA) assessed. Subsequently, it is considered that this ES provides a worst case assessment of the likely transport effects of PP against the maximum development parameters. The proposed development will create a high quality commercial scheme accommodating a maximum of approximately 4,900 new employees. These new employees will travel to and from Canary Wharf via all modes of transport and new pedestrian links provided as part of the development will improve accessibility and connectivity for the western area of the Canary Wharf estate. A new vehicle access is proposed at the lower ground level from Cook s Close via Westferry Circus Lower Level roundabout. Park Place is located within the Canary Wharf estate which serves as a major transport hub that provides access to the Jubilee Line and Docklands Light Railway (DLR), as well as bus and coach services. A Crossrail station is also under construction to the north of the estate, with scheduled commencement of services from The construction strategy assumes a worst case of all materials imported and exported by road and suitable haul routes. The number of construction workers on-site at any one time will depend upon the construction programme. There will be no onsite or off-site parking provided for construction workers vehicles. A Construction Environmental Management Plan (CEMP) and Construction Logistics Plan will be agreed in advance with the local authority and will include measures for the management of Site vehicles, timing of deliveries and hours of operation. The development itself will generate a small number of additional vehicle movements on surrounding roads. This has been minimised by limiting parking spaces to four, of which two will be designated as accessible for use by mobility impaired persons. The additional traffic generated by the proposed development will not significantly increase traffic flows on the surrounding road network. A high proportion of trips are expected to be rail based either on the Jubilee Line or the DLR. Rail services, in general, will be able to accommodate increased demands generated by the development, although the Jubilee Line will experience increased levels of crowding above its planning standard on peak services to/from the west. Crossrail will provide significant additional rail capacity and ensure that all lines operated within standards. The proposals will result in a minor increase in passengers on existing bus services and there may be opportunities to optimise bus frequencies further and/or introduce new services. Pedestrian improvements as part of the proposed development include partial building and decking over of the dock to the east of the Site together with the creation of a new pedestrian bridge to allow for an additional and convenient pedestrian connection over the dock (Mackenzie Walk) with entry to the building at lower ground floor level. Cycle parking and associate showers and lockers are provided as part of the scheme in accordance with environmental (BREEAM) standards. Several highway and pedestrian improvements have already occurred on Westferry Road and the Heron Quays roundabout located to the west of the Site. Opportunities for further mitigation include the Park Place Workplace Travel Plan which will sit below the overarching Canary Wharf Travel Plan and will be developed by individual tenants once the building is occupied.

9 The proposed development includes a new vehicle access, pedestrian and cycle facilities that will improve access to surrounding areas, including to public transport services. The proposed development is expected to have a minor effect on the operation of public transport services, and in total, there is sufficient capacity available to accommodate all projected future demands, including travel associated with other committed developments. NOISE AND VIBRATION The likely effects of noise and vibration associated with the proposed development on the surrounding environment is based on the maximum development parameters proposed in the Outline Planning Application as this represents the worstcase scenario in terms of noise effects. A baseline noise and vibration survey has been carried out to quantify the existing Site conditions. The results have been used to assess the effect of: construction noise and vibration, road traffic noise, and operational noise of the building services plant, at the nearest residential properties at Berkeley Tower and The Four Seasons Hotel. The likely effects of the proposed development on the planned adjacent residential development at Newfoundland have been considered in the cumulative scenario. The effect on noise levels at these properties from demolition and construction noise is expected to be negligible. Mitigation measures to help reduce noise during construction are provided. Using relevant LBTH and British Standards as a guide, the construction noise levels at the nearest residential properties will be within the Local Authority s construction noise limit throughout the construction period. Limits for vibration levels at the nearest residential properties shall be set based on the relevant British Standards and Local Authority requirements. Monitoring of vibration levels during the demolition/ construction phases will take place to establish if these limits are being met. The results of the traffic noise assessment indicate that there will be no significant increase in the overall level as a result of the proposed development and therefore its effect is assessed to be negligible. Existing background noise levels were used to set limits for building services plant noise emissions at the nearest residential properties. Limits are based on controlling plant noise emissions to a level at least 10 db below the existing background noise level. Provided this criterion is met and building services plant is not tonal or intermittent, there will be a negligible effect on the surrounding areas. The noise and vibration effects of the proposed development have been assessed. If all mitigation methods are incorporated, there is likely to be a negligible effect on the surrounding areas. OVERSHADOWING, LIGHT POLLUTION AND SOLAR GLARE An assessment of the potential effects of overshadowing on nearby sensitive amenity spaces and West India Middle Dock has been undertaken. This assessment focuses on the maximum development parameters proposed in the Outline Planning Application as they represent the worst case scenario for the likely sunlight and daylight and overshadowing effects on sensitive receptors due to the maximum scale, massing and height of the building. The light pollution assessment has focused on the indicative scheme submitted as supporting information with the Outline Planning Application. The indicative scheme presents the most realistic worst case scenario as it includes defined window apertures which are essential when undertaking an accurate assessment. The window aperture locations can be considered a worst case where the indicative scheme extends out to the maximum extent of the outline scale parameters. There is the potential for future variations on the exact location and form of window apertures within the detailed appearance of the elevations and any variations on the indicative scheme submitted for approval under Reserved Matters may need to be retested to

10 confirm if there are likely to be any new or additional significant effects. If there are large areas of highly reflective materials on the proposed development, there is a high risk of glare. In addition, if the facades of the development are angled back from the vertical, then high altitude sunlight is also likely to reflect from the proposed development. For these reasons, the solar glare assessment is based on the maximum development parameters submitted as part of the planning application, rather than the indicative scheme, where this provides the maximum area of elevation and maximum extent of the façade. The assessment assumes the full reflected elevations in the maximum development scale parameters as this represents the worst case scenario. No nearby residential premises are likely to be affected by the proposed development in terms of sunlight and daylight. However, a sunlight and daylight assessment has been undertaken to assess the effects of the proposed development on the proposed residential units within the planned development on the adjacent site at Newfoundland. The overall future daylight effects on Newfoundland as a result of the Park Place development are assessed as negligible. The overshadowing analysis has been undertaken to assess the existing Site condition and the potential effects of proposed development. The likelihood of cumulative effects with other planned schemes has also been considered for sites within the vicinity of the Park Place Site. The proposed development would have a negligible effect on the identified public spaces in the surroundings and on the dock water within West India Middle Dock, and would have no adverse effects on surrounding developments in the cumulative scenario. The assessment of cumulative effects shows that the future space within the proposed development beneath under croft in the maximum development parameter may experience additional overshadowing when other adjacent planned schemes are in place, with a minor adverse effect; however, this level of sunlight is typical of schemes of this scale and density, and the proposed development will perform similarly to other central London large scale developments. Furthermore, there are potential design measures that can be explored to create an attractive and welcoming circulation space. The results of the light spillage analysis indicate that the effect of the proposed development will be negligible. Following careful lighting design with reference to the ILE Guidance Note, and considering the existing night time levels in city centre locations, the effects have been documented and show that any effect will be negligible. The results indicate that the effect from daytime solar glare is not considered detrimental to safe movement traffic around the roads and pavement surrounding the development. Therefore the overall effect is considered negligible. This is also the case for the cumulative effect assessment. Additional consideration will be given in the design to a sustainable passive shading strategy to minimise solar glare. ECOLOGY AND NATURE CONSERVATION The ecology and nature conservation chapter assesses the effects of the proposed development on ecological features of interest in the terrestrial and aquatic realm, including habitats, species and designated sites. This chapter assesses the likely significant effects on ecology resulting from the maximum development parameters submitted for approval in the outline planning application, as this is considered to represent the worst case scenario in terms of effects on ecological habitats. An indicative scheme is also submitted with the outline planning application and, while not the subject of this assessment, a commentary is also included on the potential for any ecological effects that could arise as a result of that scheme. The proposed development encompasses a portion of West India Middle Dock. The dock is categorised as a Site of Borough Importance for Nature Conservation. The water within the West India

11 Docks is supplied from the River Thames, a Site of Metropolitan Importance for Nature Conservation. Ecological information for the Site and its locality has been gathered from existing surveys for nearby and adjacent projects. A number of baseline surveys have also been carried out for the proposed development, including a Phase 1 Habitat survey, wintering and breeding bird surveys and a fish survey of West India Middle Dock. No species of conservation importance were identified as being present within the Site boundary. The main effects of the proposals will be on the West India Middle Dock, which will be partially infilled as part of the scheme. There will also be a degree of overshadowing from the proposed operational building and decking, which would have a permanent effect on the dock. As determined through the baseline analysis, there is limited habitat present within West India Middle Dock, and any species present in the dock are considered to be of low (local) conservation value as they predominately comprise non-native species. Furthermore, any aquatic species (particularly invertebrate) that are disturbed as a result of the development works are likely to recolonise once the construction works are complete and the development is operational. Due to the limited scale of the area to be affected by the works compared to the size of the dock as a whole, and the limited habitat present, the redevelopment proposals would have a negligible (not significant) effect on the dock. Mitigation measures will be implemented during construction to ensure that there will be no significant adverse effects on ecological receptors. The scheme includes enhancement measures, including the creation of an ecologically beneficial wall, tree and vegetation planting and bird boxes. Other potential measures include an aquatic ecological zone and green or brown roof. These measures would result in beneficial effects for biodiversity as well as providing visual and amenity benefits. Overall, the effects of the proposed scheme on ecological receptors are assessed as negligible. WIND MICROCLIMATE The wind microclimate assessment considers the likely wind conditions around the development and quantifies these in terms of the established Lawson Comfort Criteria (LDDC variant). This is the effect of wind conditions for different pedestrian activities and the intended pedestrian use of the Site. The range of pedestrian activities include sitting to standing to walking. The proposed development was modelled and tested in a boundary layer wind tunnel to fully ascertain the likely wind conditions around the Site. This chapter assesses the indicative scheme because it is considered to provide the most realistic worst case representation of the likely wind environment. Both the worst case winter conditions and those measured in the summer are presented. While the majority of studies will test the maximum parameters, there is often a case for assessing the indicative scheme because this represents a more likely built scheme, but also has details which can influence the final wind conditions, including for example courtyards and colonnades that are not present on the outline massing model. In this case it was deemed more appropriate to assess the indicative scheme due to the inclusion of clearly identifiable public spaces and access routes that are otherwise not fixed in the outline scheme, and the presence of detailing on the building façade which can alter wind conditions significantly. In addition, in this case the above ground massing of the indicative scheme broadly aligns with the above ground massing of the outline development parameters and therefore the massing of the indicative scheme represents the worst case scenario. For completeness, a qualitative commentary is however provided to give a comparison of the likely effects between the indicative scheme and the outline parameters to demonstrate that the indicative scheme is a worst case scenario and that no additional or new effects would be created. Wind tunnel tests have been undertaken to assess the likely effects of the proposed development on

12 local wind microclimate at the Site. The tests covered the five following scenarios: The existing baseline (2013). The construction stage scenario (2014). The proposed development (indicative scheme) with existing surroundings (2018). The proposed development (indicative scheme) with existing surroundings and cumulative schemes (2018). The proposed development (indicative scheme) with existing surroundings and any necessary mitigation (2018). The studies were initially conducted for the Site without landscape planting in order to obtain a worst case set of results at ground and terrace level. For the final scenario with mitigation measures, selected features from the landscape plan were included in the wind tunnel model. Where these are required to mitigate adverse effects from the proposed development, aspects of the landscape scheme are included within the Design Guidelines. The wind microclimate at the existing Site is suitable for a range of conditions from standing to leisure walking during the worst case season, which reflects the relatively low-rise nature of existing buildings and the effect of neighbouring buildings. There is one location at the northern end of Mackenzie Walk, where the wind speeds currently exceed Beaufort Force 6 for one hour per year. This is considered a marginal exceedance and unlikely to cause nuisance since this location is on a thoroughfare Likely effects on wind microclimate at the Site during construction of the proposed development are considered negligible. For the completed development with existing surrounds, likely effects at most locations on Site are negligible to minor beneficial. The stronger winds that occurred along the east elevation of the development were considered acceptable because this was not a major pedestrian route. There were adverse effects on two of the roof terrace locations, where there is a minor adverse effect during the summer season. Pending the final design use of the terraces, localised planting may be necessary to create additional shelter. Overall, the wind conditions for the cumulative scenario (configuration 3) are notably calmer than those for the proposed development (configuration 2) because of the shelter provided by the neighbouring proposed developments to the southwest of the Site (i.e. Riverside South, Heron Quays West, and Newfoundland). For the cumulative scenario, the wind environment at all receptors is suitable for the desired pedestrian use, with no adverse effects. Tests were also repeated with the proposed indicative landscape plan in-situ and the likely effects on wind microclimate at all locations are negligible to moderate beneficial. The landscaping did not dramatically affect the wind microclimate. AIR QUALITY An air quality assessment has been undertaken for the proposed development, considering potential effects on local air quality during construction and operation of the proposed development. An assessment has been undertaken for a worst case scenario for the likely air quality effects and therefore assessed the maximum floor space parameters, maximum number of boilers to serve the development and the inclusion of CHP to present a robust worst case. The indicative scheme is assessed qualitatively as no new or worse air quality effects are expected. LBTH has declared the whole Borough an Air Quality Management Area due to concentrations of nitrogen dioxide and fine particulate matter exceeding the relevant air quality objective and limit values. Recent air quality monitoring in the vicinity of the Site confirms that nitrogen dioxide levels are exceeded but shows that fine particulate matter concentrations are below the relevant objective and limit value. The main potential air quality effect during construction of the proposed development will be

13 from emissions of dust. If released in sufficient quantities, this could result in a nuisance from soiling at nearby properties. To mitigate this, dust emissions will be controlled using mitigation measures detailed in an approved CEMP. This will ensure any adverse effects are minimised. The main operational air quality effects will be from traffic and energy raising plant associated with the proposed development. The changes in air quality as a result of the traffic effects of the development have been assessed using an agreed calculation method to compare the effect of the with development scenario proposal against the without development scenario. The assessment showed that the predicted effects of the proposed development on local air quality are imperceptible at all assessed locations and the resulting significance is therefore negligible. In order to provide a robust worst case scenario, emissions from energy raising plant associated with the proposed development, such as boilers and the potential for CHP, have been assessed using detailed dispersion modelling. The assessment showed that the pollutant contribution related to operation of energy raising plant is extremely small and hence the significance has been assessed as negligible. The predicted air quality effects are predicted to be negligible. As such, no specific operational mitigation is proposed. However, measures which will minimise traffic-related emissions are built into the proposed development. These include the provision of cycling shelters and facilities as well as minimising the numbers of on-site car parking spaces. GROUND RESOURCES AND CONTAMINATION The ground resources and contamination chapter assesses the likely environmental effects on soils, groundwater, surface water bodies, and humans resulting from the existing ground conditions and any potential new contamination sources arising from the construction and operation of the proposed development. The effects of the proposed development have been assessed by considering the likely worst case scenario of the maximum development parameters within the Outline Planning Application. Effects arising from a development on potentially contaminated land arise initially during the construction phase. The maximum development parameters (including basement/ foundations) therefore have the greatest potential to disturbed the land and water and have been used in the assessment of effects. Following construction, the Site will comprise a basement and hard standing over the entire Site and therefore the potential for significant effects arising from ground conditions will be low. Historical research has identified industrial and commercial land uses at the Site, mostly associated with docks (including backfilled docks and dock sediments), timber storage, railway tracks and an electricity sub-station. Two ground investigations, comprising boreholes and trial pits with soil and groundwater sampling and ground gas monitoring, were undertaken at the Site in 2007 and These investigations, together with other borehole information close to the Site, revealed the following sequence of strata on the non-dock area of the Park Place Site: Made Ground, Alluvium, River Terrace Deposits, Lambeth Group, Thanet Sand and Chalk. The River Terrace Deposits are classified as an undifferentiated secondary aquifer. The Lambeth Group and Thanet Sand are classified as secondary aquifers. The Chalk is a major aquifer. Perched groundwater is present in the Made Ground but is unclassified. The results of soil sample contamination testing indicated no instances of exceedance of the commercial/industrial screening values, with concentrations of many of the compounds tested for being below the analysis detection limit. The analysis of water samples indicates that the shallow perched groundwater has slightly elevated concentrations of petroleum hydrocarbons and that the shallow perched groundwater/river Terrace Deposits aquifer is slightly affected by nickel,

14 vanadium and ammoniacal nitrogen, when compared to groundwater screening criteria. The Site is situated in a commercial district and no environmentally sensitive areas (such as SSSIs, SACs, SPAs, NNRs or LNRs) exist in the vicinity of the Site. Given the environmental setting, current commercial uses in the area and proposed use of the Site, it is assessed that the ground investigation results do not indicate any significant contamination of the ground, or a significant risk of significant harm to human health, or a risk of significant pollution of the River Terrace Deposits aquifer, and other controlled waters nearby. The proposed development has maximum parameters, which include basement excavation that will remove all of the Made Ground and Alluvium across the majority of the non-dock part of the Site. In addition, all of the dock silt would be removed from that part of the Site where the basement encroaches into the dock. It would therefore represent a complete source removal remediation of any actual sources of ground contamination in the Made Ground, Alluvium across the non-dock part of the Site, within the basement area. The construction and operation of the proposed building has a number of potential adverse effects if any localised contamination, which was not revealed by the Site investigations, is present. The excavation, handling and disposal of any locally contaminated soils has the potential to cause adverse health effects or adverse effects on the quality of controlled waters, during the construction phase. Piling to the deep aquifer through existing ground and shallow groundwater also has the potential to contaminate deeper strata, if any local contamination is present. During the operational phase, there is the potential for adverse effects hazardous gases (from dock silt deposits) migrate into and accumulate in the basement levels of the building. There is the potential for adverse effects on workers, visitors and maintenance workers using the landscaped areas surrounding the building from residual near surface ground contamination. It is assessed that all these potential effects can be mitigated though the implementation of appropriate precautionary measures, incorporated within the scheme. These measures include undertaking intrusive investigation works in the dock and the undertaking of a foundation works risk assessment prior to the start of construction works, implementation of construction in accordance with an approved CEMP. This includes a post construction inspection and review of ventilation for rooms adjacent to the basement walls of the proposed building to confirm that the risk of accumulation of ground gases in enclosed spaces is negligible. WATER RESOURCES The water resources chapter assesses the effect of the proposed scheme on surface water drainage and hydrology, foul water drainage, groundwater quantity, West India Docks water quality and river water quality and flooding. For the purposes of this chapter, we propose to assess the maximum development parameters as defined in the Parameter Plans which present the worst-case scenario in respect of water resources due to the maximum scale of the proposed development. A portion of West India Middle Dock is located within the Site. The water in the West India Docks is supplied from the River Thames and is also discharged to it. Currently, much of the surface water from the Site discharges to the Thames Water sewer in Park Place. The proposed surface water drainage strategy is to discharge surface water from building roofs and façades, promenades and roads to the West India Middle Dock via interceptors as appropriate. Areas that cannot be discharged to the West India Middle Dock will be discharged to the existing sewer system. Thames Water has previously been engaged to model the foul sewer network in this area. CWIL is still awaiting results of this modelling from Thames Water. This will be confirmed during the detailed design stage.