ENVIRONMENTAL IMPACT ASSESSMENT SCOPING REPORT STANSTED AIRPORT 35MPPA + PROJECT. June RPS 140 London Wall London EC2Y 5DN

Transcription

1 ENVIRONMENTAL IMPACT ASSESSMENT SCOPING REPORT STANSTED AIRPORT 35MPPA + PROJECT June 2017 Our Ref: JCG22596 RPS 140 London Wall London EC2Y 5DN Tel: rpslp@rpsgroup.com

2 CONTENTS 1 INTRODUCTION FORECASTS AND EIA ASSESSMENT YEARS PLANNING CONTEXT TO THE PROPOSED DEVELOPMENT GENERAL APPROACH TO THE EIA CONSULTATION CONSTRUCTION PROGRAMME AND EFFECTS SURFACE ACCESS & TRANSPORT AIR NOISE GROUND NOISE SURFACE ACCESS NOISE AIR QUALITY SOCIO-ECONOMIC EFFECTS CARBON CLIMATE CHANGE PUBLIC HEALTH AND WELLBEING NON-SIGNIFICANT/ NON-EIA TOPICS STRUCTURE OF THE ENVIRONMENTAL STATEMENT /75

3 1 INTRODUCTION 1.1 Stansted Airport Limited (STAL) intends to submit a planning application to Uttlesford District Council (UDC), to facilitate making the best use of the existing single runway. This will include amending the existing cap on the number of passengers from 35 million passengers per annum (mppa) to 44.5mppa, as well as an associated increase in aircraft movements (passenger and cargo air traffic movements (ATMs), plus General Aviation) from the existing permitted total of 274,000 to 285,000 per annum representing a net increase of 11,000 movements or 3.9%. 1.2 The planning application will seek permission for additional airfield infrastructure. This will comprise two new links to the runway, six additional stands on the mid airfield (Yankee Remote Stands) and three additional stands at the north eastern end of the Airport (Echo Stands). 1.3 Collectively, the lifting of the existing passenger and movement caps and the construction of the airfield infrastructure comprise the proposed development for which planning permission will be sought from UDC under the Town and Country Planning Act All other infrastructure (e.g. terminals, piers and car parking etc.), which will accommodate the projected increase in passenger numbers, either already has planning permission or will be built out under the Permitted Development (PD) rights at the required time. As such, these elements do not form part of the forthcoming application, nor do they need to be addressed in the accompanying Environmental Impact Assessment (EIA), except in relation to the way they may influence the future physical baseline of the Airport. 1.5 This Scoping Report has the objective of informing UDC and other Stakeholders of the technical scope, assumptions and methodology of the Environmental Impact Assessment (EIA) of the proposed development and thereafter to seek agreement to this scope by way of a formal Scoping Opinion from UDC in accordance with Regulation 15 of the Town and Country Planning (Environmental Impact Assessment) Regulations 2017 ( the EIA Regulations ), which came into effect on 16 th May These new EIA Regulations enact EU Directive 2014/52/EU (Directive 2014/52/EU of the European Parliament and of the Council amending Directive 2011/92/EU on the assessment of the effects of certain public and private projects on the environment). 1.6 This report explains the planning background and principal elements for the proposed development, as well as outlining the Airport s projected growth (i.e. ATM and passenger forecasts) which underpin the need case for the proposed development. It then sets out in detail the intended scope of the EIA in respect of those topics which can be considered to have the potential to give rise to significant effects on the environment. It also describes those topics which are proposed to be scoped out of the EIA, in agreement with UDC, on the basis that they will remain substantially unaffected by the proposed development and/or do not have the potential to give rise to significant environmental effects. 1.7 In accordance with convention and best practice standards, the focus of the EIA will be on assessing the difference in environmental effects between the Do Minimum Scenario, whereupon the existing 35mppa passenger cap and ATM limits are retained and the Do Something scenario under which the Airport is allowed to continue to grow and to make best use of its existing single runway (i.e. up to its realistic maximum capacity of 285,000 flights conveying 44.5mppa) which is projected to occur at 2029, as described in Section 2 of this report. The ES will therefore assess and describe the incremental changes in effects (e.g. air noise) between these two scenarios, adopting 2029 as the Principal Assessment Year. 3/75

4 1.8 The existing (or baseline) environmental conditions at the Airport will be collated as part of the EIA process and presented in the ES. This information will be used in the modelling and extrapolation of data to inform the impact assessment work, or otherwise be presented for the purpose of context. The Baseline Year for different topics will be either 2015 or 2016, depending on the availability of full calendar datasets. Site Location and Context 1.9 Stansted Airport lies in a predominantly rural setting wholly within the local authority administrative district of Uttlesford in the county of Essex, as shown in Figure 1.1 below To the east of the Airport boundary, some 8kms (5 miles) is Great Dunmow, whilst Stansted Mountfitchet lies about 3.5kms (2 miles) to the northwest. Bishop s Stortford, within the administrative district of East Hertfordshire within the county of Hertfordshire, is located 3.5kms (2 miles) to the west. N Figure 1.1 Stansted Airport within the surrounding context 1.11 The London to Cambridge railway line runs north/south some 3kms (1.8 miles) to the west of the Airport boundary. The Airport is served by its own railway station via a spur that leaves the main line 5.5kms (about 3.5 miles) north of Bishop s Stortford The M11 London to Cambridge motorway runs north/south immediately to the west of the Airport boundary and the A120 trunk road lies inside the southern boundary. These main highways meet at Junction 8, which is less than 0.5kms to the south west of the airport boundary. Road access 4/75

5 into the Airport is provided from the M11 by the A120 and also by two minor roads: Bury Lodge Lane and Coopers End Road. Airport Infrastructure 1.13 The Airport extends over an approximate area of 957 ha, and the area required for the new infrastructure (in four separate locations, as shown in Figure 2.1) will be 7 ha Stansted Airport has a single main runway, 3,048 m long and 46 m wide, on a south-west/northeast alignment. A twin parallel taxiway system to the south of the runway provides access to the passenger terminal, cargo area and principal aircraft maintenance area. A further parallel taxiway to the north of the runway provides access to the Business Aviation terminal, further aircraft maintenance facilities and remote aircraft parking The existing passenger terminal located to the south of the runway contains passenger processing facilities for both inbound and outbound international and domestic passengers. The adjoining Advanced Passenger Vehicle (APV) building was brought back into use in 2016 for flights departing during the busy 06:00 to 08:00 period. In addition, three airside satellites provide access to aircraft stands located to the north and west of the terminal On 7 April 2017 planning permission was granted for the erection of a separate arrivals building adjoining the existing passenger terminal. The new arrivals building will enable all current arrivals facilities to be transferred from the existing terminal building, which as a result can then be entirely dedicated to handling increased departures activity. This development also has the potential for much simpler internal reconfiguration to re-use the existing arrivals area to provide additional check-in and bag drop facilities, a second security search area, improved and more efficient international departure lounge capacity, and the ability to develop more customised and different facilities for particular airlines or groups of passengers There are several cargo buildings and hangars around the airfield, with the main cargo centre handling most cargo operations located south-east of the airfield by the air traffic control tower, which lies to the south of the terminal building. The cargo area has an independent junction from the landside road system with associated staff and lorry parking. The Airport fire station is located immediately to the north of the cargo transit sheds Within the Airport grounds, the Public Transport Interchange (PTI) comprises an interlinked rail terminal and bus and coach station, providing direct access to the terminal building. The bus and coach station is located immediately to the south-east of the forecourt in front of the terminal. The rail station is located directly beneath the passenger terminal and is accessed by internal escalators, ramps, walkways and lifts There are currently over 26,000 dedicated passenger car parking spaces on site, all at surface level, comprising: short stay over 2,000 spaces, in a surface car park adjacent to the terminal; mid stay over 5,000 spaces at South Gate, adjacent to the A120; and long stay just under 19,000 self-park and storage spaces, mainly in the north western sector off Bury Lodge Lane. 5/75

6 The Need for an Environmental Impact Assessment 1.20 Planning applications for development that are subject to the Town and Country Planning (Environmental Impact Assessment) Regulations 2017 are termed EIA development. The requirement for an EIA is either mandatory or conditional, depending on the classification of the development project. This is based, in turn, on the likelihood of significant environmental effects arising, together with the nature, scale and complexity of the proposed development The proposed development at Stansted is classified under changes and extensions in accordance with Schedule 2 (13) of the EIA Regulations, namely: (a) Any change to or extension of development of a description listed in Schedule 1 (other than a change or extension falling within paragraph 24 of that Schedule) where that development is already authorised, executed or in the process of being executed The existing airport falls under Schedule 1 (7): construction of [ ] airports with a basic runway length of 2,100 m or more, and therefore the proposed development constitutes a change to an already executed Schedule 1 project, making it Schedule 2 development As the project has the potential to give rise to significant environmental effects, STAL has decided to undertake an EIA voluntarily, without recourse to requesting a Screening Opinion from UDC. Accordingly, an Environmental Statement (ES) will be prepared to report the findings of the EIA and this will be submitted in conjunction with the forthcoming planning application RPS Planning and Development Ltd. (RPS) and a team of topic specialists (including Arup, Cole Jarman, SDG and Optimal Economics) has been commissioned by the Applicant to prepare the ES in accordance with the EIA Regulations and other relevant guidance and standards. Purpose and Structure of the Scoping Report 1.25 Scoping constitutes an important stage of the EIA process, and allows for the identification of likely significant environmental effects arising from a development, both adverse and beneficial, to be agreed with the Local Planning Authority and other stakeholders In accordance with Regulation 15 of the EIA Regulations, this EIA Scoping Report is issued with a request for a Scoping Opinion from UDC This Scoping Report describes the scope and methodology of the technical studies being undertaken in order to provide a comprehensive assessment of any likely significant effects and, where necessary, to determine suitable mitigation measures for the construction and operational phases of the proposed development. It should be noted that not all of the topics proposed to be assessed through the EIA process necessarily have the potential to give rise to significant effects at a project level (e.g. carbon and climate change) but they will be considered in the ES because of their ubiquitous importance to the environment This Scoping Report is structured as follows: Section 2 outlines the growth forecasts, which underpin the need for the proposed development, and sets out the proposed assessment years and scenarios for the EIA; Section 3 identifies the key legislative and planning policy background; Section 4 explains the general approach to the EIA, including the structure of the technical ES chapters; 6/75

7 Section 5 describes the consultation undertaken and proposed, including for the EIA; Sections 6-15 describe the environmental topics proposed to be addressed by the EIA, and explain the scope and methodology of these assessments; Section 16 summarises the topics that are not considered to have the potential to result in significant effects and are therefore proposed to be scoped out of the EIA, with the agreement of UDC; and Section 17 sets out the proposed structure of the ES. 7/75

8 2 FORECASTS AND EIA ASSESSMENT YEARS The Proposed Development 2.1 Manchester Airports Group (MAG) acquired Stansted Airport in February 2013 with a clear vision for the future. Stansted is London s third largest airport, primarily serving Greater London, the East of England and the South East, and passenger numbers are predicted to grow rapidly over coming years. In 2016 it catered for 24.3 million passengers, making it already the busiest single terminal airport in the UK and one of the busiest in Europe. Stansted also has the highest volume of dedicated freighter traffic of the London airports and it handled 223,200 tonnes of cargo in STAL is now seeking planning permission for an increase in the annual number of passengers that it is allowed to cater for - from the previously consented 35mppa (as outlined in Section 3) to 44.5mppa. Permission is also sought for a corresponding increase of 11,000 annual aircraft movements, from the currently permitted total of 274,000 ATMs to 285,000 ATMs. This new single movement limit will combine passenger ATMs (PATMs), Cargo ATMs (CATMs) and General Aviation (GA) aircraft movements. 2.3 The changes to the existing passenger and ATM caps will enable the airport to make the best and most efficient use of the existing single runway capacity in the period up to 2030 and beyond, in accordance with the stated vision of the Stansted Sustainable Development Plan (SDP) which was published and widely consulted upon in Furthermore, so as to ensure a flexible and resilient airfield, which will in turn facilitate the best and most efficient use of the single runway capacity, permission is sought for the construction of a number of physical structures within the airport boundary. These comprise two new links to the runway a Rapid Exit Taxiway (RET) to the south west (known as Mike Romeo RET) and a Rapid Access Taxiway (RAT) at the north eastern end of the runway (known as Runway Tango 22/04 RAT), together with six additional aircraft stands located in the mid airfield (known as the Yankee Remote Stands) and three additional stands located to the north of the existing Echo Stands. The location of this proposed airfield infrastructure is shown in blue in Figure 2.1 below Airfield Infrastructure 01 RET (Mike Romeo) 02 Yankee Remote 03 RAT (Tango) 04 Echo Figure 2.1 Proposed New Airfield Infrastructure 8/75

9 ATM and Passenger Forecasts 2.5 Tables 2.1 and 2.2 below summarise passenger and ATM forecasting data provided by the airport s forecasting team (advised by ICF and ACL), which illustrates how growth would be constrained under the Do Minimum (capped) scenario. Recorded data from 2016 is provided within the table for comparison. 2.6 Passenger numbers under the Do Minimum scenario are expected to continue to increase until the 35mppa cap is reached in Passenger ATMs are anticipated to increase in parallel until the passenger cap is reached and then stabilise thereafter. Table 2.1 Annual passenger forecasts under the Do Minimum Scenario (constrained by the existing 35mppa cap 1 ) Annual Passengers Total [000s] 24,300 34,700 35,000 35,000 35,000 Table 2.2 Annual ATM forecasts under the Do Minimum Scenario (constrained by the existing 274,000 aircraft movement cap) Annual Aircraft Movements Passenger ATMs [000s] Cargo ATMs [000s] GA [000s] Total [000s] STAL has also provided passenger and ATM forecasting data under the Do Something scenario whereby the current passenger and aircraft movement caps are removed, as envisaged under the proposed development. 2.8 As illustrated in Tables 2.3 and 2.4 below, releasing the current passenger and ATM caps will allow the airport to make best use of its runway capacity of 285,000 total flights per annum (combining PATMs, CATMs and GA) and 44.5mppa, which is projected to occur at 2029, were planning permission for the proposed development to be granted. 2.9 Under this scenario, the 35mppa current cap will be reached and exceeded slightly earlier than the Do Minimum case, occurring in Thereafter, PATMs are expected to increase progressively until they reach 261,000 in 2029, after which they would remain largely consistent each year. CATMs and GA will fluctuate somewhat over time, due to the assumption that slot allocations for PATMs will take precedence. However, at no point would the new upper limit of 285,000 total aircraft movements be exceeded. 1 Figures rounded to the nearest 100s. 2 Condition ATM2 of the 2008 Permission contains a number of sub categories which define what comprises the imposed 10,000 limit. Once of these categories excludes aircraft with less than 10 seats. The total GA component therefore can exceed a 10,000 limit without breaching planning controls. 9/75

10 Table 2.3 Annual passenger forecasts under the Do Something Scenario 3 Annual Passengers Total [000s] 24,300 35,200 37,000 43,000 44,500 Table 2.4 Annual ATM forecasts under the Do Something Scenario Annual Aircraft Movements Passenger ATMs [000s] Cargo ATMs [000s] GA [000s] Total [000s] EIA Assessment Years and Scenarios 2.10 As illustrated by the summary forecast tables above, the existing 35mppa cap will have effectively been reached by 2023 under both the Do Minimum and Do Something scenarios. For the purpose of the EIA, 2023 will therefore be adopted as the Design Year of the proposed development. The forecasts show very little divergence between the two forecast scenarios in terms of passenger numbers and aircraft movements until after this date. As such, the environmental effects during this Design Year do not warrant detailed assessment, but will nonetheless be described in the ES where relevant (e.g. air noise) Between the 2023 Design Year and the 2029 Principal Assessment Year the forecasts show a marked and progressive divergence between the Do Minimum (capped) and Do Something (new cap) scenarios. However, having examined these forecasts, it is the professional opinion of STAL s consultant team for noise, air quality, traffic and other EIA topics, that there is no obvious intervening year before 2029, or after, which would derive more pronounced (i.e. worst case ) environmental effects than those which would occur in As such, there is no evident need to assess the operational environmental effects of the proposed development during these intervening years Moreover, STALs forecasting team (advised by ICF and ACL) has not identified any realistic alternative lower or higher growth forecasts, up to 2029, to those presented above. London s airports have seen particularly strong growth in the last five years, outstripping the Airport Commission s forecasts. Economic forecasts of expected market demand in London and the South East, prior to the proposed third runway at Heathrow opening, demonstrate all available runway capacity at major airports will be needed to meet that demand for air travel. As such, there is a no more likely scenario to these core forecasts. Notwithstanding, even if the growth in passenger numbers and aircraft movements were slower to materialise than currently assumed (e.g. due to unforeseen effects on the economy after Brexit) then the consequence of reaching the upper projections for passenger and movements at a later year would not derive any materially different environmental effects (e.g. air noise) than those which would be expected to occur in Equally, more ambitious growth projections for Stansted, such that the respective 3 Figures rounded to the nearest 100s. 10/75

11 35mppa and 44.5mppa thresholds would be achieved before 2023/4 and 2028/9 respectively, are also considered unlikely based on current knowledge of market demand and future investment planning by the major home based airlines at Stansted Accounting for the above, it is not considered necessary for the EIA to apply any particular sensitivity tests for alternative forecasts or assessment years outside of the 2023 Design Year and 2029 Principal Assessment Year Where appropriate, reference will be made in the ES to the findings of the previous EIA process that informed the Generation 1 (G1) 2006 planning application, which was granted permission in This will serve the purpose of identifying whether or not the environmental effects of the proposed development are likely to be different (better or worse than) those assessed previously, including for the central 35mppa case and a 40mppa Sensitivity Test case, undertaken at that time. 11/75

12 3 PLANNING CONTEXT TO THE PROPOSED DEVELOPMENT Existing Stansted Planning Permissions 3.1 In May 2003 outline planning permission (UDC ref: UTT/1000/01/OP) was granted for the extension to the passenger terminal as well as provision of additional aircraft stands, taxiways and other associated facilities and infrastructure. The permission imposed a passenger limit of up to 25mppa and up to 241,000 ATMs. 3.2 A Section 73 application (UDC ref: UTT/0717/06/FUL) was subsequently submitted in April 2006 to amend the 2003 permission as follows: Extension to the passenger terminal, provision of additional aircraft stands and taxiways, aircraft maintenance facilities, offices, cargo handling facilities, aviation fuel storage, passenger and staff car parking and other operational and industrial support accommodation; alterations to airport roads, terminal forecourt and the Stansted rail, coach and bus station; together with associated landscaping and infrastructure as permitted under application UTT/1000/01/OP but without complying with Condition MPPA1 and varying Condition ATM1 to 264,000 ATMs. 3.3 This planning application, known as Generation One (G1), was accompanied by an Environmental Statement (UDC ref: UTT/0717/06/FUL). Whilst the application was initially refused by UDC in November 2006, it was allowed following public inquiry and granted planning permission on 8 October This allowed for up to 35mppa and up to 264,000 ATMs, with an additional 10,000 General Aviation (GA) aircraft movements. Since then the permission has been implemented and a number of conditions have been discharged. National Planning Policy and Guidance NPPF 3.4 The proposed development has regard to the National Planning Policy Framework (NPPF) (March 2012), which replaced the previous suite of national Planning Policy Statements and Planning Policy Guidance documents and should be read alongside the National Planning Practice Guidance (NPPG) online resource. 3.5 The policies contained within the NPPF articulate the Government s vision of sustainable development, which should be interpreted and applied locally to meet local aspirations. 3.6 With reference to airports, paragraph 31 of the NPPF states that local authorities should work with neighbouring authorities and transport providers to develop strategies for the provision of viable infrastructure necessary to support sustainable development, including large scale facilities or transport investment which support the growth of airports. 3.7 Paragraph 33 adds that when planning for airports and airfields that are not subject to a separate national policy statement, plans should take account of their growth and role in serving business, leisure, training and emergency service needs. The NPPF specifies that such plans should take account of the principles set out in the relevant National Policy Statements and the Government s Aviation Policy Framework (APF). 12/75

13 Aviation Policy Framework (APF) 3.8 The Aviation Policy Framework (APF) was published in March 2013 and set out principles for the independent Airports Commission to take into account in their recommendations and reports. The Airports Commission was established in 2012 with the aim to provide advice on maintaining the UK s airport hub capability, but has subsequently been disbanded following its final recommendations and report to the Government. 3.9 The APF supersedes The Future of Air Transport White Paper (December 2003) as Government policy, and seeks to address all the changes which have occurred in terms of aviation policy, the economy, the market and the needs of passengers and airlines since the publication of the White Paper Whilst the 2003 White Paper set out in detail which specific developments would be supported at particular airports across the UK, the APF outlines the Government s wider objectives and principles to guide plans and decisions at the local and regional level, to the extent that it is relevant to that area. The document seeks to strike the right balance between aviation growth, economic wellbeing, respecting the environment and protecting quality of life The APF identified the medium to long term capacity and connectivity challenge of the UK s main airports. With specific reference to Stansted, at the time of publication of the APF in 2013 (i.e. in the aftermath of the Global economic downturn) the airport was forecast to reach capacity by the early 2030s. However, since that time, Stansted has expanded far more rapidly than forecast, especially on account of the significantly improved economic environment and strong market demand for air travel in London and South East. This was recognised by the Airports Commission (AC) in its Final Report of July The report also noted that the airport s acquisition by MAG has provided opportunities for a significant increase in passenger numbers, new routes to be introduced and new investment in the airport s terminal facilities With regard to expansion capacity at Stansted Airport, the AC recognised the strategic importance of Stansted to the wider London airport system and considered that there is a case for reviewing the Stansted planning cap if and when the airport moves closer to full capacity. The report notes that the airport has seen rapid growth since its purchase by MAG, which if sustained over a longer period, would bring the airport to full capacity in the 2020s. Future Aviation Policy 3.13 The Government is currently reviewing a number of aviation policies and is looking to update the overarching strategy for the sector, in order to better respond to future challenges and opportunities In this respect, a consultation on UK Airspace Policy is currently underway in support of airspace modernisation to deliver benefits for the UK economy, passengers and communities. The aim of the consultation is to outline the policy principles that will guide such decisions and offering greater flexibility to three of London s major airports, including Stansted, to adapt their noise management to the needs of local communities. A range of supporting documents have been published in support of this consultation, including the following: Draft Air Navigation Guidance: Guidance on Airspace & Noise Management and Environmental Objectives; Survey of Noise Attitudes; and Upgrading UK Airspace: Strategic Rationale. 13/75

14 3.15 The result of the above studies and reports will inform the development of a new Aviation Strategy that the Government was working on, prior to the announcement of the General Election for June Subject to that election, it is anticipated that this new strategy will set out the Government s vision for the wider aviation sector and will eventually replace the 2013 APF. Over the course of the latter part of 2017, the Government is expected to publish a series of Green Papers focused on specific topics, including airport safety, security, competitiveness, consumers, regulation and capacity. Subsequently, it is anticipated that a final White Paper setting out the Government s new Aviation Strategy will be published in In parallel with the consultation on UK Airspace Policy, a consultation on a draft Airports National Policy Statement (NPS) 4 began in February Whilst the focus of this document is the proposed Northwest runway at Heathrow Airport, the draft NPS also acknowledges the overarching need for additional airport capacity in the South East of England Consultation on the draft NPS and UK Airspace Policy is being run in parallel due to the interrelationship of the issues they address (especially air noise). Both consultations ended on 25 May In addition to the above, a separate consultation on the next night flights regime at the designated airports (Heathrow, Gatwick and Stansted) ended on 28 February The proposed new restrictions would come into effect in October 2017 and the Government is proposing that they last for a period of five years The implications of these future policy changes to Stansted Airport will be addressed in the ES, where these are relevant to the proposed development and their effects (e.g. on air noise) are reasonably foreseeable. Local Planning Policy and Guidance 3.20 The development plan for Stansted Airport is made up of the Adopted Uttlesford Local Plan, the Essex Minerals Local Plan and the Essex County Council and Southend-on-Sea Borough Council Waste Local Plan Figure 3.1 provides an extract of the UDC Proposals Maps which identifies the site s policy designations. 4 Department for Transport (2017) Draft Airports National Policy Statement: new runway capacity and infrastructure at airports in the South East of England. 14/75

15 Figure 3.1 UDC Proposals Map (extract) 3.22 Stansted Airport comprises the following designations: Table 3.1 Key to Figure 3.1 Important Woodland County Wildlife Site Route of New Road to be Safeguarded Ancient Woodland Terminal Support Area Cargo Handling / Aircraft Maintenance Area Site Designations Southern Ancillary Area Northern Ancillary Area Long Term Car Park Landscaped Areas Public Safety Zone 1:100,000 risk Public Safety Zone 1:10,000 risk 3.23 The airport is bounded by land designated as Countryside Protection Zone. Uttlesford Adopted Local Plan (January 2005) 3.24 Uttlesford Local Plan was adopted in 2005, with the majority of policies being saved by the Secretary of State in Within the Local Plan, the following policies are specific to Stansted Airport: Policy S4 (Stansted Airport Boundary); Policy S8 (The Countryside Protection Zone); Policy AIR1 (Development in the Terminal Support Area); Policy AIR2 (Cargo Handling/Aircraft Maintenance Area); Policy AIR3 (Development in the Southern Ancillary Area); 15/75

16 Policy AIR4 (Development in the Northern Ancillary Area); Policy AIR5 (The Long Term Car Park); Policy AIR6 (Strategic Landscape Areas); and Policy AIR7 (Public Safety Zones). Uttlesford Emerging Local Plan 3.26 UDC has recently paused the formal implementation process for its emerging draft Local Plan, which included the allocation of sites and supporting policies, and is working on drafting a new version of the Local Plan The Council is currently gathering evidence in support of a new draft Plan which is expected to be published in the summer of The new Plan will seek to protect the essential qualities of the district whilst at the same time delivering the housing, jobs, open space and other infrastructure which people need. Other Planning Policy and Guidance London Stansted Cambridge Corridor (LSCC) Growth Commission 3.28 The London Stansted Cambridge Consortium (LSCC) was launched in June 2013 as a strategic partnership of public and private organisations covering the London-Stansted-Cambridge- Peterborough Corridor. The Consortium subsequently set up the LSCC Growth Commission The London Plan (March 2016) defines the London Stansted Cambridge Corridor regional growth area as a development corridor to the east and west of the Lee Valley through north London and Harlow and north to Stansted, Cambridge and Peterborough. London Plan Policy 2.3 (Growth Areas and Co-ordination Corridors) states that the Mayor of London will engage with relevant agencies beyond London to identify and develop capacity and linkages across nationally recognised growth areas which include parts of London, such as the London Stansted Cambridge Corridor In July 2016 the LSCC Growth Commission published a report titled Findings and Recommendations of the London Stansted Cambridge Corridor Growth Commission, which outlines a 20-year vision for the Corridor to become one of the top knowledge regions in the world and identified the growth of Stansted Airport as being crucial to the economic development of the Corridor. Stansted Sustainable Development Plan (SDP) In the APF, the Government recommends that airports produce master plans to enable future development of the airport to be given due consideration in local planning processes. The APF considers that informed master plans which have undergone extensive consultation are of great value for the planning system in terms of informing future land use, transport and economic planning processes, as well as supporting forthcoming planning applications Accordingly, in line with Government s advice, Stansted Airport consulted publically on a draft Sustainable Development Plan (SDP) in 2014 and produced its final version on 4 March The SDP provides a framework for sustainable growth of Stansted Airport with its existing single runway, and is introduced as follows: 16/75

17 M.A.G s vision is to grow Stansted to better serve the region, including attracting a wider range of airlines and new routes...this is vital to sustain prosperity and create jobs and investment in our region. The plan looks at ways to make efficient use of our current single runway, develop and improve surface access links and strengthen our community engagement programme while at the same time being mindful of the environmental impacts, ensuring we strike the right balance between growth and sustainability This vision is underpinned by the following guiding principles: support Stansted in becoming the best London airport; proactively plan for growth to make best use of existing capacity; support prosperity and economic growth in the region; actively manage and contain environmental impacts; be active and supportive partners in the local community; and maintain Stansted s position as the best airport in the UK for public transport The SDP is composed of an introductory summary plus four detailed plans, which set out in greater detail the Airport s approach to future opportunities as well as dealing with the principal issues that would arise from making full use of the existing capacity. See Figure 3.2. Figure 3.2 Stansted SDP detailed plans 17/75

18 4 GENERAL APPROACH TO THE EIA 4.1 The EIA will consider the likely significant environmental effects of the proposed development, utilising current knowledge of the airport site and the surrounding environment. Based on the findings of the studies undertaken as part of the EIA, methods of preventing, reducing, or offsetting significant adverse effects (collectively known as mitigation measures ), and methods to enhance any beneficial effects of the proposed development, will be set out in each relevant technical chapter of the ES (where relevant). EIA Statutory Requirements and Guidance 4.2 The ES will be prepared in accordance with legislative requirements and current guidance for EIA. In particular, the ES will be prepared with due consideration to: the Town and Country Planning (Environmental Impact Assessment) Regulations 2017 which have been prepared to meet the requirements of European Union (EU) 2014/52/EC; the Department for Communities and Local Government Planning Practice Guidance (PPG) on EIA; and the Institute of Environmental Management and Assessment (IEMA) Guidelines for Environmental Impact Assessment 2004 (amended 2006). Structure of the Technical Chapters 4.3 Each environmental topic scoped into the EIA (identified at Sections 7-15 of this Scoping Report) will be addressed in a separate technical chapter of the ES. Within each of these technical chapters, the assessment will generally be structured in the following way: Introduction 4.4 This will provide a summary of what matters are considered in the chapter and will state the author and/or relevant technical contributor. Legislation, Guidance and Planning Policy Context 4.5 This section will summarise the key legislation and national, regional and local policies and standards that are relevant to the particular environmental topic being considered and the assessment being undertaken. It will provide a topic-specific overview of any relevant existing planning conditions and legal obligations attached to the grant of the G1 35mppa permission. Assessment Methodology and Significance Criteria 4.6 This section will describe any assumptions made or assessment limitations, as well as the methods used to carry out the technical assessment. It will also include an outline of the approach used to define the significance of environmental effects for the subject topic with reference to published standards, guidelines, best practice and relevant significance criteria. 4.7 Where a detailed methodological description is required, this will be provided in the appropriate technical appendix. 18/75

19 Baseline Conditions 4.8 The existing baseline conditions at the airport and surrounding area will be described for the environmental topic being considered. This will be based on either a 2015 or 2016 dataset, depending on availability. 4.9 The projected baseline or Do Minimum scenario will also be described to identify the conditions that are reasonably foreseeable in the future assessment year scenarios 2023 and 2029 (see below). This assumes that the separate developments at the airport brought forward under the previous 2003 and 2008 planning permissions, the arrivals terminal (recently granted planning permission) and any other permitted developments forming part of the wider Stansted Transformation Project (STP), will be in place before The baseline conditions will describe the receptors or resources that could be impacted by the construction or operation of the proposed development, and will state the relative sensitivity or importance of these. Together, this will provide the context against which the environmental effects of the development will be assessed. Incorporated Mitigation 4.11 This section will be provided before the impact assessment section to account for any designed in mitigation including those required under extant planning conditions, S106 obligations (where these remain relevant) and commitments made by the airport in the 2015 Sustainable Development Plan. As such, the assessment of effects will be undertaken on the basis that many such measures are already assumed as part of both the Do Minimum 35mppa capped case and the Do Something 44.5mppa case. Impact Assessment 4.12 The potential for temporary environmental effects (e.g. noise, dust, HGV traffic etc.) from the construction of the new RAT, RET and aircraft stands (as described in Sections 1 and 2 of this Scoping Report) will be considered within each ES chapter, where applicable. The construction phase is anticipated to take place between 2021 and An illustrative programme and description of the main construction activities, plant and materials will be provided in a dedicated chapter of the ES, as described in Section 6 of this Scoping Report. These details will be used to inform the assessment of related environmental effects. However, due to the limited extent, location and nature of these construction works, significant environmental effects are not anticipated with appropriate environmental controls in place For each topic, the likely operational effects arising from the proposed raising of the passenger and ATM caps will be undertaken by comparing the difference in environmental effects between the Do Minimum (capped) and Do Something (new cap) case from the point at which the existing 35mppa cap will be reached, which is projected to occur in However, for most EIA topics, the impact assessments will be founded on a Principal Assessment Year of 2029 representing the point at which the passenger throughput of 44.5mppa as well as maximum 285,000 ATMs will be reached The rationale for the assessment years/ scenarios that are applied will be described in the EIA methodology chapter of the ES and in the corresponding technical chapters of the ES. 19/75

20 Additional Mitigation Measures and Residual Effects 4.15 Should adverse effects be identified as a consequence of the proposed increase in passengers and ATMs (particularly significant effects), this section will describe any further mitigation measures and scheme enhancements that will be committed to by STAL in order to avoid, reduce or offset these effects. Such measures may relate to design, construction or operational controls in place at the airport. Cumulative Schemes 4.16 With regard to the cumulative effects of the proposed development, a number of committed schemes have been identified as relevant and are proposed for inclusion within the ES. However, many of these developments are likely to be built out and fully operational before 2029, and will therefore form part of the projected baseline for the EIA, against which the environmental effects of the proposed development scheme will assessed (e.g. new residential receptors coming within the air noise contours). This distinction between cumulative schemes and baseline schemes will be further described in the ES, once the timeline for each development has been established The schemes, listed in Table 4.1 below and illustrated in Figure 4.1, have been selected according to the following criteria: Residential developments over 30 units that are within 2 km of the airport boundary or else within the defined Study Area for each respective environmental discipline (as described in Sections 7-15); Developments which could be EIA development in their own right and which meet or exceed the relevant screening thresholds contained in the EIA Regulations; and Developments which have been granted planning permission, have received resolution to grant, or, are likely to be determined before Q Further developments in the wider area of influence around the airport are also already factored into the approved transport model (Tempro), so the associated effects of traffic noise and exhaust emissions are already factored into these assessments. Table 4.1 List of Proposed Cumulative Developments No. UDC reference no. Address Description Status 1 UTT/16/3601/SO Stansted Airport Northside 55ha site comprising storage and distribution (B8), logistics and commercial space (B1/B2), revised site access and internal road layout, north of Stansted Airport. EIA Scoping/ Application not submitted 2 UTT/13/0177/OP Land west of Hall Road, Elsenham Erection of up to 130 dwellings with associated open space, play areas, land for educational use and other ancillary works. Approved 20/75

21 No. UDC reference no. Address Description Status 3 UTT/0142/12/OP Land north of Stansted Road, Elsenham Residential development comprising of 155 dwellings, 55 extra care units, land for the provision of a multi-use community building, and associated on and off site infrastructure provision, following demolition and clearance of Essex Auto spray and associated residential property. Approved 4 UTT/13/1393/OP Land South of Dunmow Road, Brewers End, Takeley, Bishops Stortford Proposed residential planning application for erection of up to 100 dwellings, to include provision of 6.3ha of public open space. Approved 5 UTT/15/1036/FUL Land adjacent to Enterprise House, Stansted Airport Eight storey, 12,842sqm (GEA) quality hotel consisting of a net accommodation area of 8,159sqm, with ancillary restaurant and gym, vehicle parking and access. Under Construction/ Opening Soon 6 UTT/16/3566/FUL Gorefield Road, Stansted A dedicated terminal facility for arriving passengers (34,384sqm); an associated forecourt; and altered access and service roads. Approved 7 UTT/16/3669/OP Land South east of Great Hallingbury Outline application with all matters reserved for 35 dwellings. Awaiting decision 8 UTT/17/1080/SCO Land west of Canfield Road, Great Canfield Proposed development of 210 dwellings, public open space, landscaping, sustainable drainage systems and access point from Green Lane. EIA Scoping/ Application not submitted 21/75

22 No. UDC reference no. Address Description Status 9 UTT/13/1618/OP Land at Walpole Farm, Cambridge Road, Stansted Redevelopment of land to provide approximately 160 dwelling houses, up to 600sqm of commercial (B1) floorspace, approximately 0.45ha reserved for educational uses, seven full size allotments, paddock and community woodland area with associated open space, landscaping, access, parking and drainage. Approved 10 UTT/1335/12/FUL Land at Brewers End, Dunmow Road, Takeley Erection of 41 dwellings (including affordable housing) with new vehicular and pedestrian access, associated infrastructure and landscaping. Conditions discharged 11 UTT/14/2991/OP Land at Elsenham Nurseries, Elsenham Demolition of existing buildings and erection of 40 residential dwellings including open space and landscaping. Discharging conditions Figure 4.1 Stansted Cumulative Developments 22/75

23 4.19 Cumulative effects of these developments will be assessed for the majority of disciplines through desk based, qualitative means. The results of the cumulative effects assessment will then be reported in a dedicated chapter of the ES, which will also present a summary of impact interactions, drawing on the various technical assessments provided in the detailed ES chapters. Consideration of Alternatives 4.20 In accordance with the EIA Regulations and statutory guidance, the ES will describe any alternatives to the proposed development that were considered by STAL, accounting for environmental effects. 23/75

24 5 CONSULTATION 5.1 The Good Practice Guide to Public Engagement in Development Schemes published in 2012 by the Royal Town Planning Institute (RTPI) recommends public consultation and engagement before any major planning application. Accordingly, public consultation events are scheduled to be held in July 2017, coupled with a survey of local community attitudes and issues relating to the airport. Details of the proposed development are to be circulated to residents/ interested parties in due course. 5.2 In the lead up to the planning application, a programme of specific consultation on the EIA and associated Health Impact Assessment (HIA) will also be held with statutory and non-statutory consultees. Each of the consultees in Table 5.1 will be given an opportunity (via UDC or in contact by STAL directly) to comment upon the scope of this EIA. Relevant bodies will also be contacted in order to obtain baseline and base data to be used in the EIA/ HIA. Table 5.1 List of EIA Consultees List of EIA Consultees Uttlesford District Council (UDC) Essex County Council (ECC) Hertfordshire County Council East Herts District Council Harlow Council Epping Forest District Council Braintree Borough Council Environment Agency (EA) National Trust Natural England (NE) Historic England (HE) Forestry Commission East of England Regional Assembly (EERA) Highways Agency (HA) Department for Transport (DfT) Department for Transport, Civil Aviation Division Network Rail Transport Operators Thames Water Utilities Ltd (TWUL) Three Valleys Water (TVW) EDF Energy National Grid (Transco) Relevant local community groups 5.3 A summary of relevant consultations will be presented in the introductory sections of the ES. This will provide details of any environmental issues raised and provide an audit trail of how the EIA process has responded to any pertinent matters raised through this consultation. 24/75

25 6 CONSTRUCTION PROGRAMME AND EFFECTS 6.1 This chapter will be completed by RPS with inputs from the wider consultant team. Key Issues/ Overview 6.2 The potential effects of the activities involved in constructing the new RAT, RET, additional Echo stands and mid-field Yankee stands will be assessed within the ES. This construction work is expected to commence in 2021 and be completed by 2022, i.e. in advance of the existing 35mppa cap being reached. 6.3 The assessment will be informed by an Illustrative Construction Programme prepared by STAL. 6.4 In order to undertake such an assessment, STAL and RPS will identify and describe: the areas and location of land to be developed, including any onsite upgrades to utilities, water treatment facilities and drainage; the duration, nature and location of all key activities; arrangements for on- and off-site construction compounds, batching and fabrication facilities; the approximate volume of earth works required and the need for any exportation of spoil or importation of fill; the demand for construction materials and the extent to which reclaimed materials may be used; the public highway network to be used by construction related vehicles and points of access and egress to the working sites for construction related traffic; the likely maximum hourly flows by type (HGV, MDV) and any necessary controls over vehicular movements (e.g. out of hours deliveries); the sources and likely levels of emissions (including dust and noise) generated by construction activity; the effects of the proposed development during construction upon the ground water regime and the methods of disposal of surface water, including any necessary quality control; and the use of lighting during construction activity. 6.5 Statutory regulations applicable to construction (e.g. The Control of Pollution Act 1974) will be set out together with industry best practices for controlling such effects, including an Outline Construction Environmental Management Plan (CEMP). 6.6 STAL will also formulate a Code of Construction Practice, based on its extensive experience of managing construction projects at Stansted, and the wider MAG airports of Manchester, East Midlands and Bournemouth, which will set out the measures to ensure the effective controls of all environmental effects, including, where appropriate, using Best Practice Measures (BPM). 25/75