THE LEISURE HALL. at Meadowhall, Sheffield. Non-Technical Summary. Environmental Statement. November 2016

Transcription

1 THE LEISURE HALL at Meadowhall, Sheffield Environmental Statement Non-Technical Summary November 2016

2 Contents 1 INTRODUCTION EIA METHODOLOGY SITE DESCRIPTION ALTERNATIVES DESCRIPTION OF DEVELOPMENT SOCIO-ECONOMICS TRANSPORT AND ACCESS AIR QUALITY GROUND CONDITIONS WATER RESOURCES AND FLOOD RISK SUMMARY OF MITIGATION MEASURES, CUMULATIVE AND RESIDUAL EFFECTS... 34

3 1 INTRODUCTION 1.1 This Non-Technical Summary (NTS) summarises the findings of an Environmental Impact Assessment (EIA) of proposals to develop an extension to the existing Meadowhall Centre, Sheffield, S9 1EP (the Development ). The planning application for the Development has been submitted to Sheffield City Council by Meadowhall Nominee 1 Limited and Meadowhall Nominee 2 Limited (the Applicants ) and is accompanied by an Environmental Statement. 1.2 The proposed Development is located at Meadowhall west of Junction 34 of the M1 Motorway, approximately 3km south-west of Rotherham and approximately 5km north-east of the Sheffield City Centre, within a meander of the River Don in the Lower Don Valley. Figure 1 shows the Site location. Figure 1: Site Location 1.3 Meadowhall is a regional shopping centre that has been operating for 25 years and attracts approximately 24 million visits per year. It houses 144,000m 2 of floor space containing 230 retail Non-Technical Summary Non-Technical Summary I Page 1

4 stores, 50 eating places and an 11 screen cinema. The purpose of the Development is to add new leisure and dining options to the existing retail offer to ensure Meadowhall continues to meet the needs of visitors. 1.4 The Development proposes an extension to Meadowhall providing new leisure, catering and retail uses, car parking and public realm. Landscaping and works to highways are also proposed. The built extension to Meadowhall is referred to as the 'Leisure Hall'. Figure 2 shows a visualisation of the new Leisure Hall and surrounding car parking areas. Figure 2: Visualisation of the new Leisure Hall 1.5 The full EIA report, known as an Environmental Statement (ES) assess the likely significant effects of the Development and accompanies the planning application submitted to Sheffield City Council. The ES has been prepared in line with the legal requirements of the relevant UK legislation i. The purpose of the ES is to inform decision making by presenting the likely significant effects that the Development may have on the environment and setting out how they can be avoided or reduced. Non-Technical Summary Non-Technical Summary I Page 2

5 1.6 The EIA has been informed by technical studies and survey work carried out by a professional team led by Quod. The ES comprises two volumes, in addition to this Non-Technical Summary: Volume 1: Main Document provides the full text of the ES along with figures. Volume 2: Appendices contains technical surveys, reports and supporting documents to Volume The ES and all supporting material can be viewed on SCC s website. Additional copies of this NTS are available free of charge and CD copies of the ES can also be purchased from Quod. Please reception@quod.com for further details or contact Non-Technical Summary Non-Technical Summary I Page 3

6 2 EIA METHODOLOGY 2.1 A scoping study was undertaken to define the scope of the EIA and identify the issues which needed detailed consideration. An EIA Scoping Report, which set out the proposed scope of the EIA, was provided to SCC on 20 th May 2016 together with a request for a scoping opinion on the issues to be covered in the EIA process. The EIA Scoping Report concluded that the Development was unlikely to produce significant effects in respect of: Archaeology and Built Heritage; Coal Mining Risk; Daylight, Sunlight and Overshadowing; Ecology; Light Pollution; Solar Glare; Sustainability and Energy; Townscape and Visual Impacts; Waste and Wind Microclimate. Noise and Vibration effects were also considered not significant following a review of traffic data from the completed Development provided by the transport consultants. This further review took place after the Scoping Opinion was provided by SCC. 2.2 A Scoping Opinion was received in June 2016 which provided SCC s comments on the proposed EIA approach. The Scoping Opinion agreed that the above issues were not significant and as such could be scoped out of the EIA. 2.3 The ES considers the likely effects of the Development on its neighbours, local environment, local and regional economy, as well as the wider area. The environmental effects of the Development are predicted in relation to sensitive receptors, including human beings, built resources and natural resources. The sensitive receptors considered in the ES include existing and future employees and visitors of Meadowhall, other local businesses, local residents, future residents of the River Don District Scheme, pedestrians and cyclists, road users, water resources, wildlife and construction workers. 2.4 Each assessment attaches a level of significance to the identified effects, either major, moderate, minor or negligible. Short and long-term (temporary and permanent), direct and indirect effects have been assessed. The following terminology has been used to express the nature of the effect: adverse, negligible or beneficial. 2.5 Cumulative effects are also considered in the EIA. A full description of cumulative effects arising from interactions of individual effects of the Development (e.g. traffic and air quality) is provided in Section Non-Technical Summary Non-Technical Summary I Page 4

7 11 of this NTS. Cumulative effects arising from the Development in combination with other schemes in the vicinity of the Site are summarised within each technical section of the NTS (sections 6-10). 2.6 Residual effects are defined as those that remain after mitigation measures have been implemented. The significance of these has been identified using good practice and published standards. Where no suitable guidance exists, professional judgment has been applied by the technical specialists. Non-Technical Summary Non-Technical Summary I Page 5

8 3 SITE DESCRIPTION 3.1 The Site s planning application boundary covers an area of 13.5 hectares (ha) and is comprised of three separate plots of land: The Leisure Hall site and Land to the west of Next (12.4 ha): The Leisure Hall site (approx. 9.4 ha): Currently occupied by the Meadowhall car parks (Red Car Park and the Yellow Car Park) and the main customer vehicular entrance. This part of the Site is bound to the north and west by Meadowhall and by Meadowhall Way to the south and east. Land to the west of Next (3 ha): An area of compacted gravel surfacing south of Meadowhall Way that acts as an overflow car park for Meadowhall. It is bounded by Meadowhall Way to the north, Sheffield Road to the east and a historical railway embankment to the west (which is adjacent to the Lower Don Valley Disused railway Local Nature Site). Land to the north-west of Meadowhall Drive (1.04 ha): Previously used as a temporary overflow car park, this disused area of hardstanding is bound by Meadowhall Drive to the east and Weedon Street to the south. Existing Cinema Façade (93m 2 ): A small elongated parcel of land close to the northern entrance to Meadowhall, comprising the façade of the existing Vue Cinema which faces eastwards towards the River Don. 3.2 The extent of the above parcels of land are shown in Figure 3. In addition, land has been included for off-site highways works. 3.3 The Site has good accessibility, located adjacent to the Meadowhall Public Transport Interchange (PTI) and is surrounded by an established road network (including the M1 Motorway), with approximately 9,996 car parking spaces. Non-Technical Summary Non-Technical Summary I Page 6

9 Figure 3: Main Site Extent and Plots 3.4 The surrounding area comprises predominately commercial and industrial uses. Table 1 provides a summary of land uses in proximity to the Site. Table 1 - Land Uses in Proximity to Site Location Adjacent / Bordering Site Within 100m of Site Boundary North The River Don Commercial properties on East South West Meadowhall Way A6178 Sheffield Road Vacant land (subject to planning consent) A6109 Meadowhall Road. Supertram line. Commercial and light industrial properties, including Premier Inn hotel and the Railway line. Vacant land (subject to planning consent) Greater than 100m from Site Boundary Meadowhall Public Transport Interchange. M1 Motorway; residential properties and Tinsley Green. Sheffield and Tinsley Canal; and Commercial and light industrial properties. The River Don; residential development; commercial and industrial properties including Sheffield Forgemasters steelworks Non-Technical Summary Non-Technical Summary I Page 7

10 3.5 The closest heritage designation is the Grade II listed Sheffield Bus and Sheaf Transport Garage located approximately 330m south of the Site. There are no statutory ecological designations within 1 kilometre (km) of the Site, however the non-statutory Disused Railway Local Nature Site (LNS) is located adjacent to the Land to the west of Next. Non-Technical Summary Non-Technical Summary I Page 8

11 4 ALTERNATIVES 4.1 The objective of the Development is to improve the leisure offer that Meadowhall currently provides. This objective is specific to Meadowhall and thus no alternative sites have been considered by the Applicants as part of the environmental impact assessment. 4.2 If the Site were not developed and it were to remain as it currently is, the modernisation of Meadowhall and generation of jobs through new leisure and retail facilities, highways and biodiversity benefits would not be realised. 4.3 The design has evolved since the original concept was developed in 2014 which comprised a smaller building footprint than currently proposed within the northern third and eastern flank of the existing Yellow car park. This scheme provided ground floor leisure use and the upper level provided new retail and catering uses. Figure 4: 2014 Concept Masterplan Non-Technical Summary Non-Technical Summary I Page 9

12 4.4 A subsequent version of the design, the 2015 Concept Masterplan, contained an event space, adjacent to TLH, outside the roof structure and new plots were added to accommodate car parking. 4.5 The most significant design iteration has been the inclusion of additional plots to provide car parking to compensate for the number of car parking spaces that will be removed to make way for construction of the Leisure Hall, i.e. the Land to the west of Next. To accommodate construction workers, Land to the north west of Meadowhall Drive was also included within the Site boundary so that temporary car parking could be provided. 4.6 The key constraints of the Site and how the design has responded to these constraints is summarised in Table 2. Table 2: Key considerations and Constraints Site Specific Considerations/ Constraints Location and Layout: The Site is located within and in close proximity to Meadowhall resulting in the potential for potential disturbance impacts for visitors as well as retail and leisure operations during construction. Transport: Meadowhall is served by approximately 9,996 car parking spaces for customer use, with further spaces associated with the Meadowhall PTI for the Park and Ride scheme to the city centre. There is also separate car parking for staff and contractors and an overspill car park. There is a current deficit of disabled access car parking spaces. These are also not all located as close as possible to building entrances, as required. Public Realm - Access and Circulation: One existing footpath passes which follows the southern bank of the River Don passes through the north of the Site. Design Response Sufficient car parking has been provided within the Development for the construction phase so as not to impede the visitors to Meadowhall or the continuing operation of Meadowhall. As part of enabling works for the Development, the new car park at Land to the west of Next will be constructed to ensure adequate car parking is provided prior to the main construction works. Environmental management measures will be in place during construction to ensure disruption is minimised, including a Construction Environmental Management Plan (CEMP). The Development will bring forward the same number of spaces as currently available on the Site for Meadowhall. The Development will increase the number of disabled car parking spaces and relocate these spaces closer to the main entrances for the Leisure Hall. The Development has sought to improve pedestrian access through introducing and improving pedestrian/cycle links around the Site. The majority of Non-Technical Summary Non-Technical Summary I Page 10

13 Site Specific Considerations/ Constraints Route 67 of the Trans Pennine Trail follows the alignment of the River Don and provides both a footway and cycle way around Meadowhall. Air Quality: The Site is located within an Air Quality Management Area (AQMA). This is designated for high levels of nitrogen dioxide (NO2) and Particulate Matter (PM10). Biodiversity: The Site currently comprises a twotiered car park and three areas of hardstanding of low ecological value. Adjacent to the Land to the west of Next lies the Lower Don Valley Disused Railway Local Nature Site and the River Don is also a Local Nature Site. Design Response these new public access routes would be segregated from the main roads through the use of green buffers. Public transport improvements and Travel Plans will be implemented as mechanisms to encourage staff and visitors to use public transport. The Development seeks to improve upon the existing ecological value through introduction of soft landscaping and planting. The Development includes green roofs on the restaurant pavilions to provide wildlife habitat. The Development design will also include sensitive lighting design, particularly adjacent to the River Don. Non-Technical Summary Non-Technical Summary I Page 11

14 5 DESCRIPTION OF DEVELOPMENT 5.1 The planning application proposes a leisure based extension to Meadowhall housed within a steel and glass vaulted roof structure, the Leisure Hall will integrate with the existing centre to create a new multi-level, landscaped mall with indoor and outdoor spaces (see Figure 5). The Development will provide the following: New places to eat and drink, including a café court and an open air roof terrace that will allow visitors to dine outside; New leisure facilities, such as bowling, a climbing wall, a gym and a new multiscreen cinema with up to 2,290 seats (replacing the old multiplex cinema); A medium-sized food store; A crèche facility; A new police station; and Reconfigured car parks and new multi-storey car park. Figure 5: Computer generated image of the Leisure Hall from the east Non-Technical Summary Non-Technical Summary I Page 12

15 5.2 The main focus of the Development, the Leisure Hall, will deliver a new mall organised over five levels; lower mall (see Figure 6), upper mall, upper mall mezzanine, terrace and roof level. Once complete, the Leisure Hall will provide approximately 55,267m 2 of Gross External Area (including 37,430m 2 of shared facilities and services / circulation space). 5.3 The existing cinema will be remodelled to generate a new leisure area including a climbing wall. The internal works do not require planning permission although have been considered as part of the EIA. Alterations to the façade of the cinema form part of the planning application. Figure 6: Lower and Upper Mall Plan 5.4 To accommodate the Leisure Hall, the existing Red and Yellow car parks will be reconfigured into a surface car park, a multi-storey car park (MSCP) and a deck car park. An additional car park at Land to the west of Next will be provided to compensate for the reduction in the capacity of these two car parks. The new car park layout will provide improved facilities including 200 Blue Badge accessible parking bays, parent and child dedicated zones and electric charging bays located in close proximity Non-Technical Summary Non-Technical Summary I Page 13

16 to the Leisure Hall entrances. 50 cycle spaces will also be provided, together with changing facilities and lockers. Once complete, the Development will not alter the number of spaces currently provided at Meadowhall. 5.5 The opening hours for the Development would remain as they are currently with the exception of dining uses which will be extended to 12am at weekends. 5.6 Land to the north west of Meadowhall Drive will be used to provide temporary car parking during the demolition and construction works only, providing 225 car parking spaces. 5.7 Pedestrian entrance to the Leisure Hall will be gained from pavement on the lower mall level, from the external terrace on the upper mall level or directly from the MSCP. Access will also be gained from three internal connection routes linking Meadowhall to the upper mall level of the Leisure Hall. 5.8 Vehicle access to the Leisure Hall car parks will be from a new roundabout built north of the Meadowhall Way/Vulcan Way roundabout, in addition to existing access provided off Meadowhall Way on both the east and western sides of the plot. Access to the Land to the west of Next will be via a new signalised junction off Meadowhall Way, with secondary access at the southern end of Sheffield Way. 5.9 The landscaping design for the Development focuses on the public realm area within and around the Leisure Hall The design of the public realm outside the lower mall level of Leisure Hall and on the upper mall level external terrace will include large planters, seating, as well as tree pits. Green roofs are proposed for the pavilion buildings and on part of the new multi-storey car park. The façade of the multi-storey car park will also include climbing plants. Trees and seasonal planting will be interspersed in the surface and deck car parking. Figure 7 presents the proposed landscape masterplan for the Development. Non-Technical Summary Non-Technical Summary I Page 14

17 Figure 7: Overview of the Landscape Masterplan 5.11 Works to local roads and junctions are proposed to improve the highway infrastructure around the Site as part of the Development. Offsite highways works are also included as part of the Development to manage the transport effects. These include: Sheffield Road lane widening between Vulcan Road and M1 Junction 34 (south); M1 Junction 34 (south) works including widening of the circulatory carriageway; M1 Junction 34 (north) localised carriageway widening; A free-flow link from Meadowhall Road to the M1 northbound merge at M1 Junction 34 (north); Non-Technical Summary Non-Technical Summary I Page 15

18 Additional lanes at the Alsing Road Gyratory, including on Meadowhall Road and Meadowhall Way Figure 8 shows the extent of highways improvement works. See Chapter 5 of the ES Description of the Development and Chapter 7 Transport and Access for further details. Figure 8: Plan Showing Extent of Highways Improvements Works Non-Technical Summary Non-Technical Summary I Page 16

19 5.13 Surface water from the Development will be discharged to the combined sewers network which has spare capacity. The Development will reduce the existing volume of surface water which runs off the Site by 30% through the use of underground tanks and other forms of sustainable urban drainage The Leisure Hall has been designed to be energy efficient and includes photovoltaic panels for energy generation on the roofs of the new cinema building and Yellow Car Park multi-storey car park It is anticipated that the Development would be fully built-out over a period of approximately three years. It is anticipated that site preparation works will commence in 2017, and full demolition and construction works are expected in May 2018 and be completed in March 2021, although this may be subject to change Parts of the existing Meadowhall building and car park will need to be demolished to enable the Development to proceed. The main structures that will be demolished include the Yellow Car Park, the majority of the two storey Red Car Park, part of the existing Vue cinema façade and parts of the existing Meadowhall building where the Development will join The construction will be completed broadly in three phases: Demolition of the existing double-storey car park; Construction of the proposed retail and pedestrian areas; and Demolition, reconfiguration and upgrading of remaining car parking A Construction Environmental Management Plan (CEMP) would be implemented prior to commencement of demolition and construction work on-site and adhered to during all works to manage and minimise construction effects. An Outline CEMP is provided as part of the ES and it identifies how the critical construction activities will be undertaken, and specifically covers the environmental, public health and safety aspects of the Development. Non-Technical Summary Non-Technical Summary I Page 17

20 6 SOCIO-ECONOMICS 6.1 Baseline socio-economic conditions have been established through a range of data sources including 2011 Census Data, Business Register and Employment Survey, Indices of Multiple Deprivation, Jobseeker s Allowance Data, Claimant Count Data, Universal Credit Data and other available sources. The assessment of effects is largely based on professional judgement and is informed by a study of the retail and leisure impacts of the Development. 6.2 The Site is located adjacent to the existing Meadowhall within the Darnall ward. In Darnell ward 62% of residents are economically active compared with 66% at the district level (Sheffield), 68% at the regional and 70% at the national level. 6.3 Meadowhall currently employees over 7,200 people, with up to 8,500 people working at Meadowhall during peak times annually. Meadowhall contains mainly retail, with a limited leisure (cinema) and restaurant and café space. A review of Meadowhall undertake by Price Waterhouse Cooper (PwC) identifies that the centre has contributed more than 7.9 billion to the UK economy over the past 25 years. Combined with the additional jobs created in the supply chain, PwC identifies that one job in every 100 in the Sheffield City region is directly supported through Meadowhall s activities. PwC estimate that 62% of people who work at Meadowhall live in Sheffield and 94% live in the Sheffield City region. 6.4 Construction of the Development is estimated to generate approximately 540 Full Time Equivalent construction jobs over the course of the project. At the regional level, the likely temporary effect on construction employment is considered to be negligible. However, the construction training and skill opportunities associated with the Development are assessed as being of temporary short term minor beneficial effect at the local and district level. 6.5 The Development includes catering, retail, leisure and community floorspace that will generate employment. The jobs supported by the Development will be at a range of different skill levels, from entry-level to management, offering opportunities for flexible working patterns and sustainable career progression. Non-Technical Summary Non-Technical Summary I Page 18

21 6.6 The expected employment arising from the Development has been estimated using methodology published by the Homes and Communities Agency. The Development is projected to generate in the region of 985 1,414 Full Time Equivalent jobs. The additional jobs would create a significant level of employment opportunities for residents living in the surrounding areas. This effect is assessed to be major beneficial at the local area level, moderate beneficial at the district level and minor beneficial at the regional level. The Applicants are committed to maximising the local employment benefit generated by the Development by implementing an Employment, Training and Procurement Strategy during both construction and for the completed Development. 6.7 Based on the average UK worker spending 11 per day within the area they work ii, the additional employees would generate between 1.9 and 2.7 million annually in local spending. This effect is considered to be a moderate beneficial effect at the local level and negligible at other spatial levels. 6.8 A Leisure and Retail Impact Assessment (LRIA) accompanies the planning application, which has fully considered the potential effects of the Development on other retail centres. This identifies that the Development would lead to a diversion of retail/food and beverage turnover of just -2.0% at 2022 reducing to -1.9% by The effect of the City Centre will therefore not be significant and given the strength of Sheffield as a regional shopping centre, its long-term vitality and viability will not be undermined. Even after allowing for the proposed Development, the turnover of the City Centre is identified to still increase over the next ten years by 297 million. The LRIA Assessment concludes that the effects on other centres will not be significant either in terms of investment or vitality and viability. 6.9 The Development together with the cumulative schemes would be expected to generate a significant beneficial effect at a local and district level with respect to employment during demolition and construction The completed cumulative schemes would bring forward a range of uses including residential, hotel and serviced accommodation, office, industrial, retail, community and leisure floorspace. The cumulative effects on employment have been assessed by reviewing application documents submitted to the relevant local authority for each cumulative scheme. Should all of these schemes come forward in their entirety, it is estimated that the cumulative schemes and the Development would generate up to 20,415 jobs (gross Full Time Equivalent). Considered alongside the Non-Technical Summary Non-Technical Summary I Page 19

22 Development, these schemes would have a moderate beneficial effect on employment at the local level and district level and a minor beneficial effect at the regional level In addition to employment benefits, the cumulative schemes will increase the number of people locally, thereby increasing spending in the local areas benefiting the local economy and further reducing opportunities for crime. Non-Technical Summary Non-Technical Summary I Page 20

23 7 TRANSPORT AND ACCESS 7.1 The Site lies close to the M1 motorway Junction 34 (South), and lies between the A6178 Sheffield Road and the A1609 Meadowhall Road. Traffic count surveys that were undertaken, along with analysis of published datasets, helped establish the existing traffic conditions on the local and strategic road network in the vicinity of the Site. An assessment was then undertaken to understand the potential effects of the Development on driver delays, pedestrian delays, severance (e.g. crossing roads), pedestrian amenity and accidents and safety in line with published standards. 7.2 A computer model (the Strategic Aimsun Area highway Model (SAAM) developed on behalf of SCC) was used to assess the highway network, and its extent, and the principles of how the transport modelling would be undertaken were agreed with SCC and Highways England. Figure 9 shows the extent of the highway model which informed the assessment. 7.3 It is expected that approximately 540 Full Time Equivalent construction workers will be on-site over the duration of the construction period. Parking for construction workers will be provided on the Land to the north west of Meadowhall Drive. It is envisaged that up to 300 cars will access this car park during the busiest construction period, equating to a maximum of 300 one-way (600 two-way) car trips per day. 7.4 In addition, the construction of the Development is forecast to result in approximately 62 one-way (124 two-way) HGV/LGV trips per day to (and from) the Site during the busiest stage of construction movements. Therefore, the busiest construction period in terms of vehicle movements is forecast to result in approximately 362 one-way (724 two-way) trips per day. 7.5 In order to mitigate adverse environmental effects resulting from construction vehicle movements of the Development, a Construction Logistics Plan will be implemented. A draft Construction Logistics Plan has been prepared and accompanies the ES and will be finalised once contractors are on board. 7.6 In addition, a construction workforce Travel Plan will be implemented prior to construction starting on Site. This will aim to encourage workers to use public transport when travelling to/from work, car share or cycle. The above measures proposed will ensure that no significant effects would arise during from construction traffic. Non-Technical Summary Non-Technical Summary I Page 21

24 Figure 9 Strategic Highway Model Extent Non-Technical Summary Non-Technical Summary I Page 22

25 7.7 To understand the effects of the Development once it is completed and fully occupied, traffic modelling has been undertaken in the year 2026 with and without the Development. This enables the assessment to account of the future year of opening. The transport modelling takes account of other approved development sites in the local area, including the River Don District Scheme, IKEA development on Lock House Road and Waverley development. 7.8 The Development is considered to result in negligible effects for: severance; pedestrian delay and amenity; fear and intimidation; and accidents and road safety. 7.9 The only significant effect identified from traffic modelling relates to increases in delay for drivers as a result of the increased traffic generation once the Development is complete. In order to reduce the level of delays experienced, the following measures are proposed: A comprehensive strategy to enhance the environment for pedestrians and cyclists travelling to and from Meadowhall, including new crossings, a cycle parking hub, segregated cycle lanes and a new shared footway / cycleway; Public transport enhancements including increased bus services; Highway improvements (as outlined under Section 5); Highway Management plans supported by Variable Message Signage (VMS); Car Park Management Plan; Travel Plan; and Delivery and Servicing Plan. Non-Technical Summary Non-Technical Summary I Page 23

26 7.10 With the highway improvements in place, it is considered that the following residual effects in relation to driver delay would occur: A631 Tinsley Viaduct arm on the M1 Junction 34 (north) - major beneficial effect. Meadowhall Road (south-west) arm - moderate beneficial effect. Arms at the M1 Junction 34 (south): The M1 diverge would be subject to a major beneficial effect. The Shepcote Lane arm would be subject to a major beneficial effect. The A631 Tinsley Viaduct arm would be subject to a major beneficial effect. Sheffield Road (west) arm would be subject to a moderate adverse effect Once the Development is complete, signal timings at the M1 Junction 34 (south) can be reviewed and adjustments made to improve the operation of the junction as a whole and in particular improve the delay times on the Sheffield Road arm Due to the size of the Development and the study area covered by the ES, the traffic effects of the other planned and committed developments in the area have been included as part of the Future Baseline against which the potential effects of the Development have been assessed. The highway mitigation measures outlined above for the Development will more than mitigate the effects of the Development, thus partially addressing cumulative effects generated by other planned and committed developments in the area. Non-Technical Summary Non-Technical Summary I Page 24

27 Figure 10: Public Transport Facilities and Pedestrian and Cycle Improvements Non-Technical Summary Non-Technical Summary I Page 25

28 8 AIR QUALITY 8.1 An assessment of the air quality effects has been carried out focusing on the potential effects on nitrogen dioxide (NO 2) and particulate matter (PM 10 and PM 2.5) concentrations and dust that will be generated by construction activities and additional traffic from the Development. 8.2 Air quality monitoring data has been collected and reviewed to inform the assessment, including monitoring undertaken by SCC, Highways England, local community groups, Rotherham Metropolitan Borough Council, and other published sources. The project air quality consultants also undertook a 12-month monitoring study at five locations around the Site from March 2015 to April Baseline information reveals that nitrogen dioxide concentrations are high close to the main road network in the vicinity of the Site where traffic volumes are high and roads are congested. Here, the concentrations exceed national air quality objectives set by the Government. The highest concentrations recorded are at Meadowhall Road near to the M1 Junction 34 North; Sheffield Road near to the M1 Junction 34 (south); and Brightside Lane (Jenkin Road). 8.4 Construction phase traffic will not have a significant effect on pollutant concentrations as the levels of construction traffic when averaged over a full year period are below thresholds for an assessment to be necessary. 8.5 During the construction phase, it is expected that standard practice construction methods as part of the Construction Environmental Management Plan will effectively manage dust emissions. These measures include a Dust Management Plan, logging complaints relating to dust, using screens and barriers around dust causing activities and covering of stockpiles of potentially dusty materials. Emissions from construction plant and vehicles will be reduced through measures including: ensuring plant and vehicles are switched off when not in use, use of electricity or battery powered equipment where practicable. With these measures in place, no significant air quality effects are expected to occur during the construction phase sensitive receptor locations (such as houses and schools) were selected to assess the air quality impacts. An air quality modelling study was undertaken to predict concentrations of pollutants at Non-Technical Summary Non-Technical Summary I Page 26

29 these locations based on annual average traffic data provided by the transport consultants. The air quality model predicted concentrations in the baseline year of 2015 (as this is the year that has a complete set of air quality monitoring data) as well as in 2021, the year that Development will be complete. In 2021 the modelling has predicted the likely concentration of pollutants with and without the Development. Non-Technical Summary Non-Technical Summary I Page 27

30 Figure 11: Air Quality Receptor Locations Non-Technical Summary Non-Technical Summary I Page 28

31 8.7 In the baseline year of 2015, it is estimated that 23 of the 28 locations experience average nitrogen dioxide concentrations above the national air quality objective of 40µg/m 3. In 2021, if the Development did not go ahead, the number of locations with concentrations above the air quality objective level is predicted to reduce to 9. This general improvement in the future baseline conditions is mainly due to predicted improvements in vehicle emissions due to the introduction of Euro 6 / VI emission standards. There are no predicted exceedances of the PM 10 or PM 2.5 objectives in any of the modelled scenarios. 8.8 At the 28 modelled receptor locations, 25 of the changes in nitrogen dioxide concentrations are imperceptible and all of the changes in PM 10 and PM 2.5 concentrations are imperceptible. Where the changes in nitrogen dioxide concentrations are small, at 2 of the locations the change is beneficial (receptors on Sheffield Road) and one adverse (Greasbro Road). 8.9 The effect of the Development is to reduce the number of locations that exceed the annual mean objective by 1, and the Development does not lead to any new locations exceeding the objective. Whilst the majority of the changes in nitrogen dioxide concentrations are considered to have a negligible effect at individual receptors locations, 5 are considered to be moderate adverse, 1 slight adverse and 3 slight beneficial Due to improvements in vehicle emissions, where pollutant concentrations are predicted to be higher with the Development in place, the effect is predicted to last for one year or less. Overall, given the magnitude of changes in concentrations and the temporary nature of the effect, then the impact of the Development on local air quality is considered to be not significant Proposals for public transport improvements will be developed that will reduce the air quality effects from those described above, including upgrades to bus services, improvements to the Meadowhall Interchange and Meadowhall South tram stop facilities and the provision of electric vehicle charging points. Non-Technical Summary Non-Technical Summary I Page 29

32 9 GROUND CONDITIONS 9.1 The assessment has been informed by a desk-based study of the baseline conditions, along with Ground Investigation. The assessment has focussed on how construction of the Development would affect human health and natural resources. 9.2 The geology of the Site comprises Made Ground (man-made material), underlain by Alluvial (river) deposits underlain predominantly by Middle Coal Measures strata bedrock characterised by widespread coal deposits. The Alluvial deposits and coal measures support local groundwater. Due to the nature of the material, it is likely that shallow groundwater exists within the Made Ground beneath the Site. 9.3 Historical land uses of the Leisure Hall site include: steel works, above ground storage tanks and an electricity substation. Meadowhall car park has occupied the Site from 1990 to present. The Land to the west of Next was crossed by the Sheffield District Railway, the railway line was removed in Steel works also occupied Land to the west of Next from the 1920s until they were cleared in Intrusive ground investigations revealed contamination levels considered to be negligible for the proposed commercial use, with the exception of some localised hydrocarbons and asbestos fibres encountered in the Made Ground, likely to be associated with historical activities. Low levels of zinc and mercury were also identified in the groundwater chemical analysis, and some ground gas was recorded. 9.5 Potential sensitive receptors at the Site were identified to include human health, water resources (including the underlying groundwater and the River Don), and building and construction materials. 9.6 Adverse effects arising as part of the Development would be negligible on the basis of a number of standard mitigation measures will be implemented. These measures include further site investigation, remediation (if required) and adherence to a CEMP which would outline the health, safety and environmental procedures to be adopted during the demolition/construction phases of Development. Non-Technical Summary Non-Technical Summary I Page 30

33 9.7 Potential effects from ground contamination would be addressed at the demolition/construction stage or through detailed design, such as the inclusion of ground gas protection for buildings or use of clean soils for landscaped areas. Effects arising from ground conditions and contamination from the completed Development are therefore considered to be negligible. 9.8 Provided that the requirements of relevant policy and legislation relating to land contamination and remediation are adopted in design and that appropriate mitigation measures are applied for each development, it is considered that the cumulative effects of the identified developments on ground conditions will be negligible during the demolition and construction phases. 9.9 It is considered that there should be a beneficial cumulative effect to the local environment as identified contamination within each development site will be managed as part of each development. In addition, should remediation works, or the removal of contaminated soils associated with the preparatory ground works, basement and foundation excavations, be carried out on these development sites, this would be expected to result in a beneficial effect to the local environment. Non-Technical Summary Non-Technical Summary I Page 31

34 10 WATER RESOURCES AND FLOOD RISK 10.1 The ES has assessed the effect of the proposed Development on the water environment and from flood risk. A surface water drainage strategy has been prepared and forms part of a Flood Risk Assessment which is appended to the ES and has been prepared in line with best practice. Baseline conditions have been established through a site visit, Environment Agency flood risk maps, water quality data, ground investigations and Strategic Flood Risk Assessment work undertaken for SCC 10.2 The Site is currently largely developed and occupied by hardstanding in the form of parking areas and buildings with the exception of Land to the west of Next that is partially covered by gravel type surfaces. The Site is largely flat, Meadowhall having being built on a reclaimed industrial land The following resources have been considered in the assessment: River Don: Meadowhall is bordered to the west and north by the River Don. Blackburn Brook: This flows into the River Don via a culvert to the north of the Site, on the opposite bank to the Development. Car Brook: Lies to the west of the Site, flowing adjacent to the Land to the north west of Meadowhall Drive, following the alignment of Weedon Street, and is mainly located within a culvert. Groundwater: The Site largely comprises buildings or hardstanding and the underlying ground is impermeable, shallow groundwater may be present As a result of the existing Meadowhall flood defences and the Lower Don Valley Food Defence Scheme, the Development (with the exception of the Existing Cinema Façade) is defended to a high standard from flooding. Works to the Existing Cinema Façade are only proposed to the building façade and as such no mitigation is required All development areas are at least 30m from the River Don and therefore do not interact with the River Don. The flood risk to all receptors is therefore considered to be negligible The volume of surface water being discharged to the River Don from the Development, via the existing drainage system, will be reduced from the existing situation in line with SCC requirements Non-Technical Summary Non-Technical Summary I Page 32

35 (i.e. reduction of peak discharge to the River Don at 30% below the existing). This reduction will lead to a permanent minor beneficial effect on fluvial flooding elsewhere. Foul water from the Development would be pumped to the public sewer system The outline CEMP (see Appendix 5.2) sets out a framework for pollution prevention, surface water and groundwater management measures for the construction phase. Adherence to the CEMP will ensure that controlled waters are safeguarded from adverse water quality effects and surface water is managed to minimise the risk of flooding during the construction phase. No further mitigation is required beyond standard construction practice and the CEMP and all effects are considered to be negligible The completed Development incorporates sustainable urban drainage systems within the surface water drainage strategy (see Appendix 10.1) and includes appropriate allowances for climate change. Therefore, it is considered that there will be a minor beneficial effect in regards to surface water flooding. The Development does include sub-surface service areas within the Leisure Hall site, however effects from groundwater flooding are considered to be negligible The Development will incorporate silt traps, hydro-carbon interceptors and landscaping strips within the detailed drainage design. Therefore, a negligible to minor beneficial effect is likely to occur with regards to water quality Other cumulative schemes will be developed on the basis that the flood risk from all sources will not be increased during construction or once the scheme is completed and occupied in accordance the relevant guidance. It is also assumed that good practice management would be in place and adhered to, in the form of CEMPs or surface water and drainage management / maintenance plans upon completion of a scheme, to avoid adverse effects where possible. Therefore, no significant cumulative effects are anticipated to arise from the Development in combination with the other cumulative schemes during construction or once the schemes are completed and occupied. Non-Technical Summary Non-Technical Summary I Page 33

36 11 SUMMARY OF MITIGATION MEASURES, CUMULATIVE AND RESIDUAL EFFECTS 11.1 Individual effects have the potential to interact and when combined they could potentially create adverse combined effects on the identified receptors. A review was undertaken to identify any in combined effects The Development included environmental design and management measures as part of its proposals to reduce environmental impacts. Beyond these, further mitigation measures include: Offsite highways works. Although part of the development, these have been developed to mitigate the transport effects; Upgrade to bus services; and Improvements to the Meadowhall South tram stop facilities The following are a summary of the residual significant environmental effects identified by the EIA. Socio-economics Minor beneficial effects at local and district level for construction related employment during the construction phase. Major beneficial effect at local level for employment during the operational phase of the Completed Development. Moderate beneficial effect at district level for employment during the operational phase of the Completed Development. Minor beneficial effect at regional level for employment during the operational phase of the Completed Development. Transport and Access Major beneficial effect with regard to driver delay at M1 Junction 34 (north) A631 Tinsley Viaduct arm during the operational phase of the Completed Development. Non-Technical Summary Non-Technical Summary I Page 34

37 Major beneficial effect with regard to driver delay at M1 Junction 34 (south) M1 Diverge arm, Shepcote Lane arm and A631 Tinsley Viaduct arm during the operational phase of the Completed Development. Moderate beneficial effect with regard to driver delay at M1 Junction 34 (north) Meadowhall Road (south-west) arm during the operational phase of the Completed Development. Moderate adverse effect with regard to driver delay at M1 Junction 34 (south) Sheffield Road (west) arm during the operational phase of the Completed Development. Water Resources and Flood Risk Minor beneficial effect with regard to surface water flood risk during the operational phase of the Completed Development. Minor beneficial effect with regard to water quality during the operational phase of the Completed Development. REFERENCES i Her Majesty s Stationary Office (HMSO), The Town and Country Planning (Environmental Impact Assessment) Regulations The Stationary Office. ii Visa Europe, (2014). UK Working Day Spending Survey. Non-Technical Summary Non-Technical Summary I Page 35