Non-Technical Summary 1-9 Lillie Road - Lillie Square

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1 Introduction 1.1 Lillie Square GP Limited (hereafter referred to as the Applicant ) is seeking detailed planning permission for the redevelopment of existing residential buildings at 1-9 Lillie Road SW6 1TX (hereafter referred to as the Proposed Development ) located in the London Borough of Hammersmith and Fulham (LBHF) and forms part of the Earls Court and West Kensington Opportunity Area (ECWKOA). 1.2 The ES is submitted under the Town and Country Planning (Environmental Impact Assessment) Regulations This Non-Technical Summary (NTS) presents an overview of the findings of the ES. 1.4 The purpose of the ES is to inform readers of the nature of the 1-9 Lillie Road Development, the likely significant environmental impacts, and the effects of those impacts and the measures proposed to protect the environment and/or reduce any significant adverse impacts to an acceptable level. The Site and Surrounding Area 1.5 The application site is approximately 0.69 hectares (ha) and is bounded to the north by Lillie Road, to the west by retail and residential properties along Seagrave Road, to the south by residential and commercial properties along Rickett Street, to the east by the West London Overground Line and District London Underground Limited (LUL) Line and is centred at National Grid Reference (NGR) (525326, ) (Hereafter referred to as the Site. The location of the site is shown in Figure 1. Figure 1: Site Location and Context 1.6 The Proposed Development does not lie within a designated conservation area. However, part of the site is covered by the West London Line South of Earls Court Site of Borough Importance for Nature Conservation (SBINC) (Grade I). This area comprises of trees and scattered vegetation leading into a mixture of unmanaged grass and shrubs further south of the Site. 1.7 The nearest conservation area is Brompton Cemetery, situated to the east of the site within the Royal Borough of Kensington and Chelsea (RBKC) and on the opposite side of the West London Line SBINC to the Proposed Development. Brompton Cemetery is also designated as a Grade I Registered Park or Garden of Special Historic Interest. A second conservation area, Sedlescombe Road, is also in close proximity to the Proposed Development and is located to the west of the site within the LBHF. 1.8 There are no surface waterbodies within the site, although a small pond is located on Network Rail land adjacent to the east of the site. The nearest significant waterbody is the River Thames, approximately 1.3 km away. The application site lies within Flood Zone 3a of the Environment Agency s flood maps, although it benefits from flood defences. 1.9 As part of the ECWKOA, there are also other development sites close to the site including Seagrave Road to the south (2011/02000/FUL) and the Earls Court Masterplan (2011/02001/OUT & PP/11/01937) to the north. These sites together seek to redevelop brownfield land to regenerate the opportunity area and provide new housing, commercial development and improve public open space. The Environmental Impact Assessment Process and Methodology 1.10 URS Infrastructure & Environment UK Limited ( URS ) was commissioned by the Applicant to undertake an Environmental Impact Assessment (EIA) in accordance with the Town and Country Planning (Environmental Impact Assessment) Regulations 2011 (Ref. 1). The results of this process are presented in the ES, and this document is the Non-Technical Summary of the ES The total area of the Proposed Development is approximately 0.69 hectares (ha). The size of the Proposed Development therefore exceeds the applicable threshold of 0.5ha identified in Schedule 2, Paragraph 10(b). Also it is recognised that the Proposed Development is located within a densely populated urban environment and will share a boundary, access route and visual links with the neighbouring Seagrave Road proposal (previously determined as an EIA development) and there is the potential for the Proposed Development to have significant environmental effects upon the environment Scoping forms an important stage of the EIA process and it is through Scoping that the Local Planning Authority (LPA) is consulted on those environmental aspects that may be significantly impacted by a development, and, as such, should be included in the scope of the EIA. Through Scoping the existence of a likely significant environmental effect becomes more clearly defined, resulting in the identification of a number of priority issues to be addressed in the EIA Extensive EIA scoping was undertaken in relation to the neighbouring site Seagrave Road which highlighted many of the issues that also needed to be considered for the Proposed Development. Therefore, on this occasion, a formal Scoping Report was not submitted, as it was considered that the EIA would take a similar approach to that followed for the adjacent Seagrave Road application. In order for LBHF to outline any areas of concern an informal Scoping Report was submitted in March Through the informal Scoping process it was identified that it is unlikely that there would be any significant environmental effects associated with Electronic Interference and Aviation. Hence, assessment of these topic areas have been scoped out of this ES The following topics have therefore been addressed as part of the ES Socio-Economics ; Transportation and Access; Wind Microclimate; Daylight, Sunlight, Overshadowing, Light Spillage and Solar Glare; Noise and Vibration; Air Quality; Archaeology; 1

2 Ecology; Ground Conditions; Water Resources and Flood Risk Assessment; and Townscape, Conservation and Visual Impact; 1.16 Consultation between the technical specialists and relevant key statutory consultees has been undertaken. Various meetings have also been held with LBHF, specifically with regards to ecology. The responses on the scope received both during the consultations and meetings and afterwards have been taken into consideration throughout preparation of this ES Consultation was undertaken with the following stakeholders: The London Borough of Hammersmith and Fulham; The Royal Borough of Kensington and Chelsea (borough adjacent to the site); Greater London Authority (GLA); The Environment Agency (EA); English Heritage (EH); Thames Water Utilities Limited (TWUL); Transport for London (TfL); London Underground Limited (LUL); Network Rail; Local Residents, Neighbourhood and Residents Associations; Brompton Cemetery / Royal Parks; Adjacent site owners; and Greenspace Information for Greater London (GiGL) formerly the London Wildlife Trust (LWT) The EIA process has included the identification and assessment of all likely significant impacts to sensitive receptors resulting from the enabling works and construction, and once the Proposed Development is completed and occupied. Potentially sensitive receptors that have been assessed through the EIA include: Nature conservation sites the West London Line South of Earls Court Site of Borough Importance for Nature Conservation (SBINC) (Grade I) and the Brompton Cemetery SBINC (which is also designated as a Registered Park and Garden of Historic Interest); West Brompton Station and the London Underground District Line, London Overground Lines and associated tracks; Important short, medium and long-term views from Brompton Cemetery (a Grade I Registered Park with Grade II* listed features such as the entrance gates) and nearby conservation areas of Sedlescombe Road, Walham Grove, Walham Green, Moore Park; The setting of heritage assets in the vicinity, such as Brompton Cemetery and West Brompton Station; Surrounding major arterial road network including A3218 Lillie Road / Old Brompton Road, A3220 Warwick Road / Finborough Road; Local schools, including the London Oratory School and Fulham Primary School; Surrounding residential properties along Rickett Street, Seagrave Road and Lillie Road and wider area; Local businesses including along Lillie Road, Rickett Street, Seagrave Road (including The Atlas Public House) and in the surrounding area; Other identified local services, including for example doctors surgeries, dentist surgeries, libraries, child care facilities, citizen advice bureaus, local amenities/shops and convenience stores; On site and off site ecology, including potential for protected species such as bats, reptiles and breeding birds along the rail corridor of West London Line SBINC; The shallow Kempton Park Gravels (River Terrace Deposits) beneath the site are highly permeable, forming a secondary A aquifer; Pedestrians, cyclists, the business community and tourists; Subsurface utilities and services; Flood risk from rivers, groundwater, sewerage and surface water; and Potential sub-surface archaeological deposits within the boundary of the application site (although the application site does not lie in an archaeological priority area, potential still exists for archaeological deposits beneath the application site) The sensitivity, importance or value of the affected resource or 'receptor' (such as people or property) and the actual change taking place to the environment (i.e. the 'magnitude' or severity of an impact) have been considered. Beneficial and adverse, short and long-term (temporary and permanent), direct and indirect (including cumulative) impacts have been assessed and presented within the ES. Mitigation measures to either eliminate or reduce potential adverse impacts have been presented in the ES and incorporated into the design of the Proposed Development wherever possible. These mitigation measures are summarised throughout this NTS The residual effects are those effects that remain following the incorporation of any identified mitigation measures, and are considered as the likely significant environmental effects of the Proposed Development. The residual effects identified have been presented within this NTS. The significance of residual effects has been evaluated with reference to definitive standards, accepted criteria, and legislation where available. Where it has not been possible to quantify effects, qualitative assessments have been carried out based on professional experience and judgement The Proposed Development has been assessed against relevant national, regional and local planning policies, as well as other material considerations. Planning policy has been considered in each technical chapter of the ES as appropriate for the consideration of environmental impacts In order to provide a consistent approach across the different technical disciplines addressed within the ES, the following terminology has been used throughout the ES to define effects: Adverse - Detrimental or negative effects to an environmental/socio-economic resource or receptor; Negligible - Imperceptible effects to an environmental/socio-economic resource or receptor; Beneficial - Advantageous or positive effect to an environmental/socio-economic resource or receptor; or No Impact No change to the environmental/socio-economic resource or receptor Where adverse or beneficial effects have been identified these have been assessed against the following scale; Minor - Slight, very short or highly localised impact of no significant consequence; Moderate - Limited impact (by extent, duration or magnitude), which may be considered significant; or Major - Considerable impact (by extent, duration or magnitude) of more than local significance or in breach of recognised acceptability legislation, policy or standards Broadly, short to medium-term impacts are considered to be those associated with the site preparation and construction phase and long-term impacts are those associated with the completed and operational Proposed Development. Where possible, impacts have also been assigned a geographic scale; for example, Local, District or Regional. Environmental Statement Documentation 1.25 The Environmental Statement comprises: Volume I: Main Document - This presents the findings of the EIA and is divided into a number of background and technical chapters supported with figures and tabular information for clarity of reading; 2

3 Volume II: Townscape, Built Heritage and Visual Impact Assessment - This document comprises a stand-alone Townscape, Built Heritage and Visual Impact Assessment accompanied by a set of views and images of the Proposed Development; Volume III: Technical Appendices - The Technical Appendices provide additional detail on the assessments undertaken and information used to inform Volume I; and Non-Technical Summary (NTS): This document - which provides a summary of the Proposed Development and the findings (residual effects) of the ES using non-technical language. Cumulative Impact Assessment 1.26 Cumulative impacts are identified as impacts that may arise from a combination of an individual project s impacts; and those in combination with other planned developments in the area. A cumulative assessment was undertaken as part of the EIA which assessed the impact of the Proposed Development in combination with the potential environmental and socioeconomic impacts of other schemes in the area (see Figure 2) An assessment has also been undertaken of the combined likely effect of individual environmental impacts, for example, noise, dust and traffic, on a single receptor. These impacts are difficult to quantify, due to their differing nature and there is currently no prescribed methodology for assessing such impacts. However, the residual impacts have been listed against the sensitive receptors in order to give an idea of the combined effects of individual impacts Each technical assessment has presented the combined effects of the Proposed Development with certain other development schemes comprising those developments which: Have planning permission (or with a resolution to grant planning permission) and those under construction; and Are located within an approximate 1 km radius of the Site; and Result in an increase of more than 10,000 m 2 GEA in floor area In addition to schemes located within 1km of the Proposed Development, the following two schemes given their scale and proximity to the Proposed Development will take prominence in the Cumulative Impact Assessment: Seagrave Road Planning permission for the site was granted in April Whilst the Proposed Development is considered separate to the Seagrave Road development, the application site lies adjacent to the Seagrave Road site and the two developments will share access and visual links. It is therefore proposed to assess the likely significant cumulative effects created by the Proposed Development in combination with the proposed Seagrave Road development; and Earl s Court the application site lies in close proximity to two major planning applications, both with a resolution to grant, for the redevelopment of the Earls Court area; Earls Court Application 1, within the RBKC boundary and Earls Court Application 1, within the LBHF boundary A schedule of development schemes that have been included in the cumulative impact assessment is provided in ES Volume I - Chapter 02: EIA Methodology a plan showing the location of these schemes is shown in Figure 2 Car, Coach And Lorry Park And 20 Seagrave Road (2011/02000/FUL and 2013/01213/VAR) Earls Court Site 1 (PP/11/01937) Earls Court Site 2 (2011/02001/OUT) Warwick Road (PP/06/02568) Olympia Exhibition Centre (2010/02180/FUL 2010/02181/LBC) Odeon Cinema, Kensington High Street (PP/07/01071) Ibis Hotel, 47 Lillie Road (2007/00608/OUT) Holiday Inn Express, 295 North End Road (2009/01541/FUL) 72 Farm Lane (2008/01550/FUL) Telephone Exchange, Warwick Road (PP/08/01214) The Commonwealth Institute, Kensington High Street (PP/09/00839 CC/09/00841; LB/09/00840) Car Park Adjacent to Hammersmith & City Line Station, Hammersmith Grove and Beadon Road (2007/02005/FUL) Chelsea Harbour Design Centre, Chelsea Harbour (2008/03034/FUL) Hammersmith Palais, 242 Shepherd s Bush Road (2010/03499/CAC) Hammersmith Embankment mixed development (not extant) Consented (2006/03176/FUL). There is also, a new application at the site (2011/00407/COMB) for a residential led scheme. Imperial Wharf, Townmead Road (2008/01525/RES) Land adjacent to the South Side of Chelsea Creek (2011/03122/FUL) 100 West Cromwell Road (PP/11/00107) Former TA Centre, (245 Warwick Road) (PP/08/00218) Earl s Court Link Road (2010/01181/OBS) Fulham Wharf, Townmead Road (2010/02485/CAC and 2010/02481/FUL) Homebase, 195 Warwick Road (PP/10/02817 Queens Wharf (2012/01985/FUL) Hammersmith Town Hall (10/03465/FUL) Irish Centre, Blacks Road (2012/02505/FUL) Shepards Bush Market (2011/02930/OUT) Kings Mall Car Park (2012/03546/FUL) Description of the Site and Surroundings 1.31 The site is currently occupied by a three storey brick residential terrace with a small element of office space dating from the 1990 s on Lillie Road which becomes four storeys at the inner courtyard (Langtry Place) which contains an area of car parking. An area of green space is located adjacent to the east of these buildings extending southeast adjacent to the railway, which is designated as a Site of Borough Importance for Nature Conservation (SBINC) and will form part of the Lost River Park. The proposal includes the demolition of the existing building on the site The site is well served by public transport, with an excellent level of public transport accessibility. West Brompton Station a short walk away, providing access to the West London Line (Overground) and District Line (Underground). In addition bus routes to central and west London destinations pass along Lillie Road and Old Brompton Road to the north of the site, with 7 bus stops located within 500 metres walking distance from the northern end of the Lillie Road site The character of the local area is varied and may be noted for the following key aspects: There is an eclectic mix of building styles, scale and grain to Lillie Road. The Empress State building and Earls Court exhibition hall dominate the skyline to the north; To the north of the site the buildings are a series of disparate building types from early Victorian to 1990's warehouse. To the west and across Seagrave Road is a strong traditional Georgian terrace mixed with a series of average quality 's brick buildings. Beyond Seagrave Road to the west is a more traditional street pattern and Georgian terrace architecture; To the south of the site lies the proposed Seagrave Road development site, which presently comprises predominately of a car park and light ancillary buildings to Roxby Place; and G-gate, Olympia, Corner of Lyons Walk and Hammersmith Road (2008/00547/FUL) 3

4 To the east of the railways line is the 5-6 storey EDF sub station and the Grade 1 listed Brompton Cemetery, an important green space for the local community which has required consideration with regards to the context and setting of the new development. Figure 2: Surrounding Schemes Considered in the Cumultaive Assessment Alternatives and Design Evolution 1.34 An ES is required to provide an outline of the main alternatives studied by the applicant or appellant and an indication of the main reasons for his choice taking into account the environmental effects In accordance with this requirement, and following EIA guidance, the following sections present those alternatives which have been considered by the Applicant, including: The No Development Alternative; Alternative Sites ; and Alternative Designs. No Development Alternative 1.36 The No Development alternative refers to the option of leaving the site in its current state. This option was considered but not deemed appropriate because the site represents an opportunity to redevelop a brownfield area in the heart of London in a sustainable manner. Furthermore, the site forms part of the Earls Court and West Kensington Opportunity Area (ECWKOA) and is identified in the London Plan as the capital s major reservoir of brownfield land with significant capacity to accommodate new housing, commercial and other development linked to existing or potential improvements to public transport accessibility. The Proposed Development has been designed alongside the adjacent Seagrave Road and Earls Court Sites and forms part of a wider masterplan to deliver the comprehensive redevelopment of the ECWKOA. Alternative Sites 1.37 The site, as already stated above, forms part of the ECWKOA, and is an area of brownfield land with potential for regeneration. Furthermore, the site s location has excellent connectivity to central London, the South of England and the Midlands, and is in close proximity to Heathrow Airport, making it an ideal site for redevelopment. Alternative Sites were therefore not considered There is limited availability, within the London Borough of Hammersmith & Fulham, of alternate sites which would be able to meet the housing needs of the borough. Alternative Designs 1.39 A range of constraints and opportunities have influenced the layout and design of the Proposed Development, including: The Grade 1 listed Brompton Cemetery and Brompton Cemetery Conservation Area beyond the train lines to the East and Sedlescombe Road, Walham Grove and Walham Green Conservation Area to the west; The overground Train Line and District Line which bounds the east of the site; The site links the Earls Court masterplan and the Seagrave Road site; The existing site, the surrounding building heights, massing and urban grain; The site would form the main pedestrian entrance to the Seagrave Road site; The creation of a vibrant public realm in alignment with the aspirations of the Earls Court masterplan; The extension to Lost River Park as an amenity for residents, for visitors and a landscape buffer from the railway; Providing a significant amount of new housing as required by regional and local planning policy; Provide a variety of unit types, private and public green spaces for all private and affordable housing; Providing streetscape improvements along Lillie Road; and Opportunity for a local landmark. 4

5 Principles of the Earls Court Masterplan 1.40 The Earls Court Masterplan, created by Terry Farrell and Partners, was submitted as part of the planning applications for the Earls Court Development Proposals to LBHF and RBKC. The proposal involves significant redevelopment within the within the designated Earls Court and West Kensington Opportunity Area (ECWKOA). These applications were given a Resolution to Grant in 2012 and are considered to create the ultimate vision for Earls Court over 20 years. Therefore one of the first considerations in the development of the proposals for 1-9 Lillie Road was reviewing how the Proposed Development would fit into the overarching context of other proposals within the ECWKOA The Earls Court masterplan builds on a series of existing village centres to create distinct character areas and four new villages on the edges of the site; a new high street; a Broadway; the Lost River Park; and four residential quarters. Each quarter has its own brief in terms of character, form and amount of development. The Adjacent Seagrave Road Site 1.42 In June 2011, the Applicant submitted a planning application (2011/02000/FUL) to the LBHF for the Seagrave Road Development for a primarily residential led development. The scheme was granted planning permission in March 2012 and subsequently an application submitted to change the massing, landscaping and units mix in 2013 (which remains to be determined). The scheme is located within the ECWKOA on land adjacent to the south of the 1-9 Lillie Road site During the development of the main Seagrave Road site a series of principles adopted from the Sir Terry Farrell s masterplan were established as the design code through which the design proposals were developed. Central landscaped square; Complete and coherent urban grain; An aspiration for the future continuation of Lost River Park; Massing, Height and Scale 1.46 Having established the preferred positions of the buildings in the local context, the massing of the buildings was developed. The massing of the Proposed Development took into account the desire to make the buildings have a strong street presence along Lillie Road, and include an appropriately scaled local landmark building. It was considered important to consider the height, position and proximity of the Proposed Development to Lillie Road so that it could act as a point of reference in the wider street context and views. It was also important to consider the buildings on the adjacent Seagrave Road Site and the Lost River Park Various massing and scale studies were carried out to assess the appropriate extent and scale of the proposed buildings. These studies provide a snap shot of the evolution of the scheme to arrive at the final proposal (Figure 3). The analysis of the massing was further refined to create two buildings that face each other (Buildings N and M) across a public plaza space, a major new open space within the ECWKOA. This plaza links to the shared surface on Lillie Road to create a vibrant public realm with the introduction of ground floor commercial units, in both buildings The 12 storey Building (Building N) has been established as a landmark that forms a backdrop to the new public realm with a lower 6 storey Building (Building M). The scale of the proposed buildings addresses the existing change in scale from the adjacent Seagrave Road scheme to the existing buildings on Lillie Road as well as the emerging scheme and accords with the Terry Farrell and Partners masterplan moving from lower to higher forms from west to east Building M is positioned as a street building that creates a strong street presence that defines the street frontage to the south side of Lillie Road. The ground floor of Building M is set back to from the boundary line to form a colonnade, which contributes to a wider pavement along Lillie Road Along with its active glazed frontage it contributes to the enhancement of the public realm to the route to the West Brompton underground station. Figure 3: Study 3 Higher element to terminate Building A with strong lesser Street Building A variety of residential typologies and massing; General increase in scale from west to east; Articulated silhouette and massing from the east; Tall building located to north of site; Basement parking strategy; and An accessible public realm and good connectivity It was in adherence to these principles that the design for the 1-9 Lillie Road site was developed. The 1-9 Lillie Road site was designed to link into the Seagrave Road scheme and specifically, Building N (of the proposed development) is to be linked to Building A (from the Seagrave Road Amended Scheme 2013), to provide a seamless urban connection between the Seagrave Road site, to the existing neighbourhood and the Earls Court masterplan as a whole. Opportunities: Extends the rhythm of Building A and completes the building. Dynamic sense of entrance. Increased area (minimal). Constraints: Potential townscape issues created with tower on Lillie Road. Design Development 1.45 A study of the Site was undertaken in order to define the aspirations for the Proposed Development. It was found from these studies that the Proposed Development would be greatly influenced by the Public Realm to be provided adjacent to the rail line. The following principles emerged form the study: View from Lillie Road a landmark building and a formation of a dynamic gateway; a destination that connects to the rest of the consented Seagrave Road scheme; a point of transition of public and semi public spaces and in particular to connect the three meter level difference down to the proposed Lost River Park from Lillie Road; an active link to the emerging Earls Court Masterplan scheme to the North; a strong street presence with an enhanced pavement width along Lillie Road; and an opportunity for a more vibrant public realm with the introduction of retail at street level. Massing Plan 5

6 Public Realm and Lost River Park 1.50 The public realm that has emerged between the buildings has been designed to create a distinctive and attractive public realm linking into the proposed West Brompton Square that is envisaged as a public square centred on West Brompton station as part of the main Earls Court Terry Farrell s and Partners master plan The proposed design is intended to: create a series of linked courtyards moving south away from Lillie Road, from public to semi-public space, and forming the threshold into the more private main Seagrave Road site The public realm can be divided into three distinct yet linked character areas: The lost river park; The public plaza Lillie Plaza ; and The central courtyard The design for the Lost River Park has evolved to encompass a number of requirements from LBHF/ RBKC and the applicant while facing a number of restrictions enforced by Network Rail. The design of the park has been developed with a biodiversity focus to remove invasive plant species and replace where possible with native plant species of value. The design of the park has resulted in areas for natural play, sculptural signage, vegetated swales and a pedestrian boulevard connection to link the adjacent Seagrave Road development. Additionally densely planted trees and shrubs are proposed on the rail side with planted raised earth banks. Further details of the final design are available in the Landscape Strategy submitted in support of the planning application Figure 4: The Public Realm Character Areas 1.56 Building M is set back from the Road to form a colonnade which continues around to the Lillie Plaza elevation (but with a reduced set back) to mark the entrance to the cafe/restaurant. The elevation fronting the Plaza is stepped to provide separation between the two buildings and to create the greater sense of entrance or gateway. The ground and lower ground floor facing the courtyard is also set back to from the building line to allow an animated character at street level and to accentuate the entrance to the residential apartments. The top floor is set back to minimise the perceived height of the building and provides open terraces facing south The Proposed Development also includes the creation of a new landscaped park adjacent to the West London Overground Line; this park will form the first phase of the Lost River Park proposal (Part of the Terry Farrell s and Partners Earls Court Masterplan) which aims to establish a green corridor throughout the Earls Court Masterplan area. At present, this part of the application site currently includes the West London Line South of Earls Court Site of Borough Importance for Nature Conservation (SBINC) (Grade I). Proposed Uses and Layout 1.58 The floor Space for each element of the Proposed Development is summarised in Table 1 below: Table 1: Summary of the Area Schedules Use Class Maximum Gross External Area (GEA) m 2 Residential (C3) 6,593 Retail / Café/ Cinema / Nursery (A1, A3, D2, D1) Ancillary (parking, plant, bike store, bin store etc) (n/a) 1,132 1,654 Reception 277 TOTAL 9,656 *Basement plant level not included in calculations 1.59 The Proposed Development comprises a mix of 65 residential units, with private and intermediate tenure. Planning permission is being sought for three alternative residential tenure options.these consist of: Scenario A 65 residential units (9 Intermediate Rent units and 56 Private units); Scenario B 65 residential units (65 Private units); and Scenario C 65 residential units (22 Intermediate rent units and 43 Private units) The Proposed Development will be split into linear block apartments and tower block apartments ranging from 1 to 3 bedrooms in Building M and Building N. The ground floor and lower ground floors of the buildings will open out on to a square and plaza with steps down to a courtyard to the south and the Lost River Park to the north. The apartment provision and split is summarised in Table 2. The Proposed Development 1.54 The Proposed Development will comprise the demolition of the existing three storey brick residential terrace on Lillie Road and construction of two new mixed use buildings labelled as Buildings M and N; Building M comprises 6 stories ( AOD) and Building N comprises 12 stories ( AOD). Retail space will be located on the ground and lower ground floors of the two buildings with residential accommodation located on the upper floors. The central area of the site will provide public open space with both hard and soft landscaping Building N has been designed as the local landmark building, to provide a significant border to the adjacent Seagrave Road development with a seven story glazed building acting as the link between the buildings. The residential lobby off the courtyard is double height to create a dramatic space overlooking the Plaza and to mark the entrance. 6

7 Table 2: Apartment Provision and Split Figure 5: Buildings N and M in Context (View from North) Building M Number of Flats 1 Bedroom 8 2 Bedroom 9 3 Bedroom 1 Total 18 Building N 1 Bedroom 34 2 Bedroom 2 3 Bedroom 11 Total 47 Combined 1 Bedroom 42 2 Bedroom 11 3 Bedroom 12 Total 65 Façade and Appearance 1.61 Both Buildings N and M will use quality facade materials in stone and glass including the following features: Building N is directly adjacent to the buildings of the Seagrave Road Site (Building A), a 6 storey stepped glazed link connecting the two buildings is proposed. The link element of Building N follows the architecture of Building A (part of the Amended Seagrave Road Development 2013) and is clad in curtain walling. Building N façade to Lost River Park is made up of 3 distinct parts; the vertical separation of the stair core into two distinctive residential elements, an expressive glazed top two floors to form a gentle termination with the sky; The more solid architectural elements of Building N are based on the Building A fenestration with the use of stone cladding; Building N expresses a quiet elevation to Lost River Park with punched openings with layering between stone and glass elements to create depth. Juliette balconies are set behind a glass balustrade; Building N facade to Lillie plaza is more dynamic clad in linear glazed elements framed in stone borders; Obscure or back painted glass modulate walls behind; and The lower retail floors will have a level of transparency and take the form of two storey residential curtain wall to maintain a consistent fenestration to the base of the building. Building M has it own proportion in punched window openings to address the change in urban scale along Lillie Road; Building M has full height glazing to the lower floors; Building M is set back top storey clad in full height curtain wall walling with back painted glass to obscure solid elements or services. External solar shading is provided; and The roof plant enclosure on Building M is to clad in metal vertical louvers. 7

8 Figure 6: The Proposed Site Plan 8

9 1.62 The Proposed Development includes a double level basement. The basement of Building M will contain the plant and energy centre, and the basement of Building N will provide spaces for car parking. Figure 7: Public Realm Concept Layout 1.63 Pedestrians can access the site directly from Lillie Road onto the upper-courtyard. The lower courtyard can be accessed directly from Seagrave Road, via the existing courtyard car park access, or via the consented Seagrave Road development. A wider footway along the site frontage of Building N will be provided and a colonnade along Lillie Road to further widen the pedestrian accessible space In general, vehicular access to the site would be shared with the consented Seagrave Road development. The 20 basement car parking spaces provided for 1-9 Lillie Road would be accessed via the Seagrave Road Site basement. Refuse collection would be consolidated at basement level with collections from the approved off highway central waste store on the Seagrave Road site Residential cycle parking spaces will be provided for within the development. These will be located in the basement and provided in the form of double height parking systems. Visitor cycle parking will be provided at the Lillie Bridge courtyard level. Visitor parking spaces will be provided within the courtyards and basement and motorcycle parking spaces will be provided in the basement Waste will be managed in conjunction with the Seagrave Road scheme and transferred through the basement to the central bin store shared by both developments. Bulky waste will be stored in the central storage area. Commercial waste arising s will be collected by the internal management company and stored separately from residential waste which will be collected on a daily basis The energy strategy for the Proposed Development will involve a low carbon approach with various active and passive measures with an aim to achieve Code for Sustainable Home (CfSH) level 4 for the residential portion of the site. Upper Courtyard Lower Courtyard Landscaping and Public Realm 1.68 The Proposed Development involves the creation of new areas of public realm which can be divided into three main areas; the central courtyard, the public plaza and the Lost River Park The new plaza off Lillie Road shown in Figure 5 is formed with consideration to the future enhanced road and pavement works to Lillie Road (from the proposals under Earls Court main site), it will involve modification to the existing walls of the bridge to provide a defined level access into the Proposed Development A central plaza space opens onto Lillie Road which will form the gateway to the proposed development creating an interconnecting space between the Lost River Park and the wider public realm This will create a public space which runs down to Lost River Park taking pedestrians away from the busy road. Disabled access will also be provided The central courtyard has been designed as an urban sanctuary a semi public space between the new buildings that interface with the retail spaces at lower levels and ground floor levels, creating an active square for outdoor seating The Lost River Park has been designed to enhance the existing ecological corridor increasing and protecting biodiversity on the site and providing a major opportunity to enhance the public realm. This will also provide a link to the Lost River Park within the main Earls Court masterplan and a link into the Seagrave Road site The Lost River Park is proposed to provide a visual amenity for residents while creating a physical buffer from the railway, creating usable public amenity for the residents as well as the general public. For further information see the Landscape Strategy which accompanied the planning application. Demolition and Construction 1.75 A demolition and construction plan has been developed which is shown in Figure 8. A period of less than three years is anticipated for enabling works, demolition and construction however it is expected that 1-9 Lillie Road development will be complete within the first two years with the remaining works to Lost River Park being completed in year three. Half yearly time slices have been developed to help explain the demolition and construction proposals. 9

10 Figure 8: Proposed Development Programme Prohibited or restricted operations (locations, hours, etc); Details of plant to be used and associated noise levels; Details of operations that are likely to result in disturbance, with an indication of the expected duration of each phase with key dates, including a procedure for prior notification to the LBHF and relevant statutory and non-statutory (including neighbours) parties so that local arrangements can be agreed; Environmental impacts mitigation measures register; Training to ensure that all workforce and employees are aware of procedures to reduce and mitigate impacts; Responsibilities under the LBHF Construction Practice and Neighbour and Public Relations Strategy; A procedure to ensure communication is maintained with the LBHF, and the local community to provide information on any operations likely to cause disturbance (through, for example, meetings and newsletters); Provisions for affected parties to register complaints and the procedures for responding to complaints; Provisions for reporting to the LBHF; Details of access and egress and proposed routes for HGV s; and Details of emergency incident procedure In addition to the CEMP, a Site Waste Management Plan (SWMP) will also be prepared and implemented in order to minimise and reduce waste generation. Socio-economics 1.79 The socio-economics assessment considers the Socio-economic impacts of the Proposed Development and the extent to which the Proposed Development conforms to relevant socio-economic planning policy at national, regional and local levels The site is currently occupied by a modern three storey brick residential terrace with a small element of office space on Lillie Road rising to four storeys within the courtyard. The existing residential element consists of 24 intermediate units ranging in size from 2 4 bedrooms and a small commercial / office area (approximately 270 m 2 ) The assessment has therefore considered the effect of the Proposed Development on: 1.76 A Principal Contractor will be appointed to develop and implement a site specific Construction Environmental Management Plan (CEMP) covering demolition and new construction. These plans will deal with the potential impacts arising from these activities and identify the implementation of effective management controls, for example, the employment of dust suppression methods and use of properly maintained plant. This plan will set out the management, monitoring auditing and training procedures in place to ensure compliance with the relevant legislation and ensure significant impacts on the surrounding environment are mitigated. The site specific CEMP will: Identify environmental aspects; Specify measurable limits and targets to be adhered to; and Detail mitigation measures to be undertaken and management tools and procedures required for environmental management The CEMP will include the following main items: Time slice 1 Time slice 2 Time slice 3 Time slice 4 Time slice 5 Programme and phasing details of the works; A broad plan of the demolition and construction works, highlighting the various stages and their context within the project, including a full schedule of materials and manpower resources, as well as plant and equipment schedules; Detailed site layout arrangements (including requirements for temporary works), plans for storage, accommodation, vehicular movements, delivery and access; Site working hours; London economy; Population; Housing and housing needs; Education; Primary health care; Open space; and Play space. Demolition and Construction: Socio-economics 1.82 Construction employment represents a positive economic impact that can be estimated based on the scale and type of construction. It is estimated that the construction phase will generate an estimated gross employment of 60 construction related jobs per year. The estimated net employment generation per year during the construction phase of the Proposed Development is 77 jobs, of which 67 are likely to be taken up by workers from the Greater London area In the context of a large labour pool of construction workers in Greater London, the Proposed Development is likely to have a minor beneficial short-term impact on the Greater London economy. Completed Development: Socio-economics Employment Generation 1.84 The Proposed Development includes approximately 832m 2 Net Internal Area (NIA) of flexible commercial floorspace for shop/ restaurant, cinema or nursery use. Therefore based on the worst case employment density scenario (shops), it is estimated 10

11 that there will be a net employment generation of 39 jobs, of which 34 will be from the Greater London area, taking into account existing jobs on-site. This will therefore have an effect of minor beneficial significance. Additional Local Spending 1.85 There will be an increase in local spending as a result of the 98 residents living in the Proposed Development together with the new employees. The net increase in local spending is estimated to be approximately 1.9 million per annum. This is anticipated to have a long term effect of minor beneficial significance. Housing 1.86 The Proposed Development will contribute to meeting housing targets in LBHF by adding up to 65 residential units to the existing housing stock in the Borough (Scenario A & B) and 41 residential units to be added to the existing housing stock in the Borough (Scenario C). This translates as 11% and 7% respectively of the Borough s yearly target for new build developments. This will also contribute towards the target set for the Earls Court and West Kensington Opportunity Area (ECWKOA). As such it is considered to have an effect of minor beneficial significance With regard to the provision of affordable housing, there are three options. Scenario A is the provision of 9 affordable units (made up of units subsidised below market values/ shared ownership) as intermediate housing with the existing affordable housing relocated off site. Under this option, the Proposed Development is considered to have an effect of minor beneficial significance on the provision of affordable housing. In Scenario B, all the units will be private housing with the existing affordable housing relocated off site, which is expected to have negligible effect on the provision of affordable homes in the Borough. Scenario C, will include the provision of the 22 affordable units within the Proposed Development. This would represent a re-provision of the existing affordable housing on site which is likely to have a negligible effect on meeting the targets for new affordable housing provision in the LBHF. Education 1.88 The Proposed Development will result in an increased demand for education if any households with children occupy the residential units. Based on the accommodation schedule, it is estimated that 7 children aged 0 15 could be residents at the Proposed Development. Education demand calculations have then been undertaken, to estimate the likely number of school places required as a result of the Proposed Development. These have estimated that a total of 5 school places will be required (2 Early Years, 2 Primary and 1 Secondary) The existing capacity within early years, primary and secondary providers in the area means that local schools will likely have sufficient capacity to meet demand arising from the Proposed Development. Therefore the residual effect on early years, Primary and Secondary Schools is considered to be of negligible significance. Health 1.90 The 98 residents anticipated to live at the Proposed Development would place demands on the local health facilities. However the assessment of GP facilities within walking distance of the Proposed Development has found there to be a good level of provision locally, with an estimated ratio of 1,415 patients per GP Existing capacity in local providers identified in the baseline assessment suggests that providers will likely have sufficient capacity to meet demand. Therefore, it is judged that the Proposed Development would have a negligible long term effect on health provision in the borough Open Space 1.92 A study of the surrounding area has found that the site is well served by open spaces including Battersea Park, Hyde Park and Kensington Gardens, all within 3.2km. At a more local level, the site is served by one Local Park and one Pocket Park falling within 0.4km of the site In addition the Proposed Development will provide 4,550m 2 of public open amenity space as part of the Lost River Park, which would help to mitigate any impact the new population may have on existing public space and provide accessible space for employees from the Proposed Development, and local residents. As such it is expected to have a moderate beneficial long-term effect. Childrens Playspace 1.94 The baseline assessment found that there is no play space within 100m or 400m of the Proposed Development, which are suitable for children aged 0 to 11 years. However there are six play spaces within 800m which are suitable for children aged over 11 years The Proposed Development would provide play space as part of the Lost River Park, in the form of natural play space such as play logs, play paths, water and trees, long grass and wildflower meadows, landscaped mounds and sculptural objects and boulders. The play space requirements of all children at the proposed development (calculated as 54m 2 ) would be met by the space provided on-site, which will be accessible to the wider public. It is therefore judged that the proposed development will have a minor beneficial impact on play space in the local area. Cumulative Impact Assessment 1.96 There are 28 schemes in the vicinity of the Proposed Development currently submitted for planning, consented, or under construction, which are likely to result in cumulative effects with regards to the social infrastructure of the area. Please refer to Chapter 2: EIA Methodology of this ES for the list of cumulative schemes considered (and listed above) If all the cumulative schemes are realised, there would be substantial new commercial, retail, and leisure space created that would help meet the needs of the new population and surrounding neighbourhoods. The new employment space would provide job opportunities for existing residents. However, this may in turn increase demand for local open space. Assuming that each scheme mitigates any adverse effects of development, in line with the principles outlined in paragraphs 203 and 204 of the NPPF, the cumulative effect on social infrastructure would be negligible. Transport and Access 1.98 The Transport and Access assessment has been undertaken by WSP UK Ltd and assesses the potential transport and access related environmental impacts of the Proposed Development on the surrounding highway network, public transport and local pedestrian areas A review of the existing baseline has been undertaken and the potential effects identified for: The pedestrian network; Cycling network; Public transport (including bus services, rail services and underground services; and Surrounding highway network. Demolition and Construction: Transportation and Access The likely Construction traffic volumes have been provided by MACE the project construction advisors. Based on the overall construction duration lasting less than 3 years, it is anticipated that vehicle movements will peak at 8 vehicle movements per hour (i.e. delivery every 15 minutes) during the last quarter of the 1 st year. This peak occurs where the demolition overlaps with the basement excavation/construction It has been assessed that the change in vehicle flows and percentage change in HGVs will be small during the demolition and construction of the Development Proposals and does not exceed 1% in general traffic and 18% in HGV traffic on Lillie Road. For the local access via Seagrave Road, the construction traffic will represent an increase of 5% of general traffic and 200% of HGV s although it should be noted that the current baseline flows are very low and the 8 additional movements will have no impact on the operation of the Seagrave Road highway. As such a negligible effect is anticipated With regard to the bus services and the London Underground and rail network, additional passengers relating to demolition and construction activities will not exceed completed development total demands. As a result a negligible effect is anticipated. 11

12 1.103 Pedestrians and cyclists are expected to experience a minor adverse effect as a result of demolition and construction phase, due to disruption of localised routes by HGVs entering and exiting the Earls Court Site and through temporary road / footpath closures may be required To reduce any adverse effects a Construction Travel Plan, Traffic Management Plan and Logistics Plan will be developed that will include details of how construction phase traffic such as staff and visitors will access the site. This will be part of the CEMP which will be submitted to and approved by the Highway Authority and TfL to ensure that the construction vehicle routing is appropriate. Completed Development: Transportation and Access The existing and cumulative transport movement data used in the assessment has drawn from the analysis agreed for the Environmental Assessments of the Earls Court and Seagrave Road applications. In order to forecast the Proposed Development trip generation a spreadsheet based model has been built which forecasts the likely number of trips (vehicle, public transport, pedestrian/ cyclist) that will be generated and takes account of the existing land uses at these sites The net change analysis demonstrates that overall there will be an increase in two-way trip numbers as a result of the proposed development, with up to 112 more trips in the am peak hour and 75 more trips in the pm peak hour. There is a slight increase in vehicular trips, eleven trips in the am peak hour and nine trips in the pm peak hour Changes in transport flows as a result of the Proposed Development are expected to be small (below 5%) on all modes of transport (i.e. all vehicles on the highway network, pedestrians, cyclists, underground/ trains). As a result the residual effect has been assessed as of negligible significance Pedestrians will also benefit as a result of the doubling of the width of the footpath along the front of Lillie Road, the closure of the vehicular access to the Langtry Place courtyard, and the proposed new pedestrian route between the Seagrave Road development and Lillie Road. This will result in an effect of moderate beneficial significance. Cumulative Impact Assessment The cumulative impact assessment considers the Proposed Development in addition to the sites that form the ECWKOA, and the schemes located within 2 km (as described in the Methodology section of this NTS) The changes in transport flows as a result of the Proposed Development together with the cumulative schemes are expected to result in a maximum change of 7.8% in the number of vehicles on the highway network. This has been assessed as having a minor adverse effect Buses- The results for the AM peak period show that overall bus demand is forecast to fall from existing levels due to TfL s committed District Line, Piccadilly Line and West London Line service frequency improvements On the underground network the change in passenger standing densities (i.e. how crowded the trains are and the availability of seats) is forecast to change by a maximum 0.3%. This is considered to be negligible when compared to the 2031 baseline. The additional trips as a result of the Proposed Development, in addition to the cumulative schemes, are considered to be negligible On the West London Line, the standing densities will only experience a minimal change when compared to the 2031 baseline during both the morning and evening peak hours. The increases are expected to be between West Brompton and Imperial Wharf. The additional trips as a result of the Proposed Development, in addition to the cumulative schemes, are considered to be negligible Additional pedestrian and cycle routes through the site and the nearby Earls court and Seagrave Road sites will provide significantly improved pedestrian and cyclist accessibility within area whilst improved crossings allow for enhanced access to stations resulting in major beneficial effect It is therefore considered that the Earls Court and Seagrave Road and applications and the Proposed Development make significant contributions to the improvement of public realm, public transport networks and highway networks, including major improvements to access to West Brompton station. Wind Microclimate The wind microclimate assessment considered the impact of the Proposed Development on the wind microclimate of the Site and surrounding area. The assessment included the construction a scale model of the Proposed Development and surrounding buildings, and testing within a wind tunnel. Wind tunnel testing is the most well-established and robust means of assessing the pedestrian wind environment. The wind tunnel tests enable the pedestrian level wind microclimate at the site to be quantified and classified in accordance with the widely accepted Lawson Comfort Criteria (e.g. sitting, leisure walking, standing/entrance use etc), which enables a judgement on whether the external part of the site and surrounding areas will be suitable for their intended use, particularly proposed amenity areas. In addition the likelihood of locations experiencing strong wind (Beaufort Scale 6 or above) has been measured and is discussed. The wind speed was measured at up to 166 locations The following model configurations were tested in the wind tunnel: Configuration 1: Existing Site (Baseline) with existing surroundings; Configuration 2: Proposed Development with existing surroundings; Configuration 3: Proposed Development with other consented surrounding schemes The testing of the existing site found that the existing site has a mixed wind microclimate that is suitable for standing/entrance use or sitting (during the worst case windiest season). During the summer, when winds are lighter, there was one receptor where the wind microclimate is suitable for standing/entrance use with the remainder are suitable for sitting Three receptors were situated in the proposed Lost River Park, where the wind microclimate at each of these receptors were found to be suitable for standing in the windiest season and suitable for sitting to standing during the summer season. There were no locations where strong winds would be experienced. Demolition and Construction: Wind Microclimate Demolition of the existing buildings will create a more open Site and so there is potential for wind to blow into the Site and affect the wind environment on neighbouring properties. This effect is usually more significant for buildings to the northeast of the Site because they would be more directly exposed to the prevailing south westerly winds. However, because the neighbouring properties are not particularly tall, their increased exposure to the wind is unlikely to generate strong winds and the environment is expected to be suitable for sitting or standing, with the latter likely at west-facing corners of the existing buildings Hoarding around the site during construction would provide localised shelter for pedestrians who walk around the site, but there are no further mitigation will be required during construction or demolition. As construction proceeds the wind environment will progressively adjust to that of the completed Proposed Development. Completed Development: Wind Microclimate The Proposed Development was tested in the wind tunnel with the existing surrounds (Configuration 2). The testing considered both the wind microclimate likely to be experienced by pedestrians. And the likely effects to be experienced by new residents of eth scheme using the external roof terraces. Testing was also undertaken of the effects on new amenity spaces, including the Lost River Park During the worst case (windiest) season there are five receptors (locations 10, 20, 26, 34 and 36) where the wind environment is classified as suitable for leisure walking in the worst case season which is the targeted activity at these locations. Therefore the significance of these effects is therefore negligible. 12

13 1.124 There are other receptors where the desired pedestrian use is leisure walking but where the wind microclimate would be suitable for sitting (e.g. receptor 35) or standing (e.g. receptors 13, 37) during the windiest season. These would represent moderate beneficial and minor beneficial effects respectively Negligible and minor beneficial effects are expected at all entrance receptors to the proposed buildings within the Proposed Development. The wind conditions at these receptors are a mix of sitting and standing during the windiest season shown in Figure 9. Figure 9: Proposed Development with existing surroundings Worst Case season (Ground Level) N During the summer season the Proposed Development at ground level, terrace levels and all locations are suitable for either standing or sitting. Sitting conditions are desired within the public amenity areas at ground level and at the representative roof terraces during the summer. The results show a mixed microclimate suitable for sitting and standing; however, all of the roof terrace receptors are suitable for sitting and the public amenity spaces are also suitable for sitting in the summertime which represents negligible effect None of the locations tested were found to experience strong winds. Cumulative Impact Assessment In addition to the assessment of the Proposed Development in isolation, potential for cumulative effects in combination with other development was assessed. Two consented schemes were considered close enough to the site to be included on the model. The remaining cumulative schemes were sufficiently far way form the Proposed Development in non prevailing wind directions, that their effect on the local wind environment would not be significant. The two consented schemes included in the wind tunnel model for the cumulative assessment were: Seagrave Road (2011/02000/FUL and 2013/01213/VAR); and Earls Court Applications 1 and During the worst case season, the wind microclimate at ground level for the Proposed Development is suitable for a range of conditions, from sitting to leisure walking. There are four locations where the wind environment is classified as suitable for leisure walking in the windiest season including along Lillie Bridge (locations 9 and 36) and through the Site (locations 10 and 26). This is the targeted activity at these locations therefore the significance of these effects is negligible. There are other receptors where the desired pedestrian use is leisure walking, but where the wind microclimate would be suitable for sitting (e.g. receptors 13 and 35) or standing (e.g. receptors 19 and 37) during the windiest season. These would represent moderate beneficial and minor beneficial effects respectively Negligible and minor beneficial effects are expected at all entrances to the Proposed Development buildings. The wind conditions at these receptors are a mix of sitting and standing during the windiest season. Daylight, Sunlight and Overshadowing Chapter 9: Daylight, Sunlight and Overshadowing, (ES Volume I) presents an assessment, using relevant guidance, to identify the effects the Proposed Development has upon daylight, sunlight, overshadowing on the surrounding area As the design of the Proposed Development has evolved, it has sought to minimise the effect upon daylight, sunlight and overshadowing by changing the location of the proposed buildings to try and achieve overall compliance with the relevant guidance and have led to the scheme s current design The assessment has considered three basic scenario s to fully assess the likely impacts of the Proposed Development. The first scenario provides a basic assessment of the existing undeveloped site which is compared against the Proposed Development. The following two scenarios provide an assessment of the cumulative effects of the development considering the surrounding consented and proposed developments. Scenario 1: Existing Undeveloped Site v Proposed Development; Scenario 2: Existing Site + Cumulative A (2012 Consented Seagrave Road Scheme Earls Court Scheme) v Proposed Development; and Scenario 3: Existing Site + Cumulative B (2013 Amended Seagrave Road Scheme + Earls Court Scheme) v Proposed Development. Demolition and Construction: Daylight, Sunlight and Overshadowing The level of effect in relation to daylight and sunlight to the surrounding properties would vary throughout the demolition and construction phase, depending on the level of obstruction caused. Demolition of the existing buildings and structures on Site would lead to an improvement in daylight and sunlight to the closest sensitive receptors, particularly 4-12 Lillie Road Any temporary accommodation or equipment such as cranes would only have a minimal and temporary effect on the daylight and sunlight levels to the surrounding properties, and would not cause as great a detriment as the completed development. 13

14 1.136 The potential effects of the demolition of the existing buildings and other structures on the Site would lead to a temporary improvement in the daylight, sunlight and overshadowing to nearby adjacent properties and amenity areas These effects would likely be short to medium term, local and of minor beneficial significance. Sensitive receptors at a greater distance from the Site would experience a negligible effect Construction of the Proposed Development would have a gradually increasing effect on the levels of daylight, sunlight and overshadowing, as the massing to the Proposed Development steadily increases. Completed Development: Daylight, Sunlight and Overshadowing An assessment of the effect of the Proposed Development was undertaken by creating a digital three-dimensional model of the Site and its surroundings (refer Figure 9 for the existing Site buildings and surrounding area), and assessed the baseline, proposed and cumulative scenarios. The full technical assessment is provided within ES Volume III: Technical Appendix D The assessment involved assessing the effect against the following aspects: Daylight Daylight and sunlight amenity to existing residential properties surrounding the Site; and Overshadowing (transient, temporary) to existing amenity areas surrounding the Site, and those proposed as part of the Proposed Development The BRE Guidelines recommend that residential properties have the highest requirement for daylight and sunlight. The daylight and sunlight assessments focussed upon the closest surrounding residential properties including: 4, 6, 8, 10, 14, 17 Lillie Road; 2, 4, Empress Place; 1, 2A-C, 3-17,19 Seagrave Road; 1-4, 6 Rickett Street; and 1 45 Seagrave Lodge Two methods of daylight analysis were used to identify the effects on daylight and sunlight; Vertical Sky Component (VSC) and No Sky Line (NSL) The result showed that 88% (254 of 288) of the windows in the surrounding residential properties would meet the BRE VSC guidance levels; furthermore there were 22 properties (in which all residential windows would meet the BRE VSC guidance levels). These 22 buildings are considered to achieve adequate daylight or will experience no reduction and thus the effect on these buildings is therefore considered to be of negligible significance The results also showed that 98% (188 out of 191) of the residential rooms around the Site would meet the BRE NSL guidance levels with the development in place, corresponding with a negligible effect There is just one residential property in which one or more of the rooms fail to meet the BRE guidance in relation to VSC and NSL. This property is 2 A Seagrave Road which is a mixed use building, with commercial usage at ground floor and residential at first and second floor level. The overall effect to daylight enjoyment upon this single property as a result of the development is considered to be moderate adverse Apart from 2A Seagrave Road, a further 28 windows within nine properties will see reductions in VSC levels beyond guidance. However all of the rooms which these windows serve will pass the NSL daylight criteria, and thus there will be a negligible impact in this regard of the 28 windows are located directly opposite the Proposed Development and located between 4-10 Lillie Road achieve good existing levels of VSC in excess of the BRE criteria, ranging between 28% and 39% VSC. The remaining nine windows located on Seagrave Road and Rickett Street and experience reductions in daylight that are considered to be generally minor adverse. Sunlight The BRE guidelines state that windows which serve habitable residential rooms that are orientated within 90 degrees of due south should be assessed. These rooms are said to be adversely affected if the centre of the window receives less that 25% of annual probable sunlight hours, or less than 5% of winter probable sunlight hours between 21 st September and 21 st of March and receives less than 20% its former value during either period, and has a reduction in sunlight received over the whole year greater than 4% of annual probable sunlight hours Following our technical assessment it was found that none of the 111 windows in 13 properties which face within 90 degrees of due south will fall below the BRE criteria. As a result there will be a negligible impact to these windows as a result of the Proposed Development One existing area of the public realm that requires assessment which comprises an external seating area for the public house at 14 Lillie Road. This space fully complies with the preferred BRE Guidelines with 97.6% of the area receiving over two hours in sun. This is very comfortably within the recommended BRE criteria. The effect is therefore, negligible The Sun Hours on Ground assessment clearly illustrates that 79.3% of the proposed amenity spaces will achieve over two hours of direct sunlight in the Proposed Development scenario. The affect is therefore negligible. Transient Overshadowing Surrounding Areas The transient overshadowing illustrates the paths of the shadows cast by the Proposed Development in the context of the existing surrounding buildings The Proposed Development would result in some minor, brief transient shadow to the amenity space located along the western edge of the District rail line, and some very minor additional overshadowing to Brompton Cemetery for less than 1 hour at 16:00 (see p.5-8, ES Volume III: Technical Appendix D, Annex 4), moving eastwards across the surrounding area through the day. Given the brevity of the transient overshadowing, the effect would be negligible The analysis shows that during summer there is additional late afternoon to early evening shadow to the district railway line and Brompton Park Cemetery from to Nonetheless, the shadows cast by the Proposed Development are much shorter on the ground and as the transient shadow would be so minor, the effect would be negligible During the winter the sun s altitude is particularly low therefore, relatively low obstructions create long shadows. The analysis shows that both the existing and proposed situations would cast long shadows to the areas to the north and north east of the Proposed Development. The shadow cast does not reach the amenity areas to the east Brompton Park Cemetery therefore there would be little perceived difference in overshadowing. Therefore the effects of the Proposed Development would be negligible. Cumulative Impact Assessment: Cumulative Scenario A and B for Daylight, Sunlight and Overshadowing demonstrated a high level of compliance which will benefit from the mitigation measures adopted within the design of the Proposed Development. Given the high level of compliance and the dense urban environment, no further mitigation measures are considered to be required. The hours in sun assessment (2011 BRE Guidelines) indicates that the Proposed Development will have a negligible effect upon the neighbouring amenity areas considered. The amenity areas assessed within the Proposed Development (on-site) will also fully comply with the BRE Guidelines. The Proposed Development would cause very minor instances of increased transient overshadowing which would be of negligible significance. Given the temporary nature of transient shadowing no mitigation measures would be required. Air Quality A review and assessment of local air quality within the LBHF has resulted in the entire borough being designated an Air Quality Management Area (AQMA), due to exceedences of the national nitrogen dioxide (NO 2) and particulates (PM10) objectives To understand the current air quality baseline at the site, local air quality data has been used for a number of urban background and roadside monitoring locations within and near the Study Area. This data was supplemented with a number of 14

15 urban background and roadside air quality monitoring locations operated by LBHF and RBKC, as well as a URS diffusion tube monitoring survey. Demolition and Construction: Air Quality Based on the overall construction duration lasting less than 3 years, it is anticipated that vehicle movements will peak during the 4 th Quarter of Year 1, when the demolition overlaps with the basement excavation/construction. As the additional number of vehicle movements are not considered to be high enough to have the potential to cause a significant adverse effect at the identified sensitive receptors, construction phase road traffic emissions are considered to be negligible With regards to the emissions from demolition and construction equipment, it is anticipated that there will be relatively few vehicles/plant present on-site at any one time, and the total number of vehicles used will be relatively small compared to background traffic levels in the area With regards to the demolition and construction dust, the movement of soils and rubble during these activities is anticipated to lead to the generation of airborne dust and particulates. The occurrence and significance of dust generated by the minor excavation works and very minor amount of earth moving works is extremely difficult to estimate, and depends upon meteorological and ground conditions at the time and location of earth working It is considered that the impact of the construction site upon local air quality will be negligible and is not considered significant. In addition there will be a series of mitigation measures to control plant emissions and construction dust, which will be managed through a Construction and Environmental Management Plan (CEMP). Noise and Vibration The main noise and vibration sources impacting on the Proposed Development area include traffic passing along Lillie Road to the north of the Proposed Development, rail traffic to the east and aircraft travelling to and from Heathrow Airport Baseline noise surveys were undertaken to establish the current noise levels experienced at the site, with both long term (LT1) and short term (ST1) measurements being undertaken. In addition measurements were undertaken of train passbys on the West London Line. Detailed vibration surveys were undertaken by Hann Tucker Associates adjacent to the West London Line rail tracks within the Seagrave Road car park. These have been used to analyse the existing vibration levels and to predict the levels of perceptible vibration and Structure Bourne Noise (SBN) that could be within the proposed buildings The following surrounding sensitive receptors were also identified: Residential buildings to the north of the site on the opposite side of Lillie Road (AP1),; Residential buildings immediately to the west of the site fronting on to Seagrave Road (AP2); and Residential buildings immediately to the south of the site fronting on to Ricket Street (AP3) The measurement locations and sensitive receptors are shown on Figure 10. Figure 10: Noise Measurement Locations Completed Development: Air Quality Potential impacts to air quality associated with the operational phase of the Proposed Development include road traffic emissions and emissions from heating and energy plant. LT The average annual NO 2 concentrations are predicted to change by a maximum increase of 0.1µg/m 3 as a result of the operational traffic flows attributed to the Proposed Development at 2 of the identified off-site sensitive receptors (both residential properties located above a commercial units on Lillie Road). This impact is all less than 0.4 µg/m 3 and deemed to be an Imperceptible impact of negligible significance. Other modelled off-site receptors and corresponding road networks are considered to experience an impact considered to be of imperceptible magnitude of change, corresponding to an impact of negligible significance upon local air quality The exhaust emissions from the Proposed Development s building plant have been assessed to provide an indication of the likely impact on air quality. The maximum modelled mean annual NO 2 contribution at ground level was found to be less than 0.4µg/m 3 and occurs within the site in close proximity to Building N (where the plant exhaust will be located). Given that the background NO 2 levels currently exceed the national objective level the impact is considered to be of negligible significance In addition it is proposed that a series of mitigation measures will be incorporated when selecting the proposed heating plant during the detailed design phase and the maintenance of the plant over the lifetime of the Proposed Development. Cumulative Impact Assessment: The cumulative schemes identified in Chapter 02: EIA Methodology were applied to a model to identify the cumulative impacts of road traffic on Air Quality with the Proposed Development and other nearby committed developments in operation in The results show that there will be minor beneficial impact on NO 2 concentrations at most modelled individual receptors, as the proposed nearby developments are replacing an Exhibition Centre and the Seagrave Road Car Park, therefore generating significantly less vehicle movements. AP1 AP2 AP3 ST1 15