North Terminal Development Projects Environmental Statement Non-Technical Summary July 2009 London BAA Gatwick
Gatwick Airport North Terminal Development Projects Non-Technical Summary Date: July 2009
Contents 1 Introduction 1 2 The Existing Site 3 3 Background and Need 5 4 Consideration of Alternatives 7 5 Project Description 9 6 Construction 15 7 Approach to the Environmental Impact Assessment 17 8 Air Noise 21 9 Air Quality 23 10 Ecology 25 11 Economics 27 12 Employment 29 13 Ground Noise 31 14 Landscape and Visual 33 15 Transport 35 16 Waste 37 17 Water 39 18 Where to find a copy of the Environmental Statement 43 Tables Table 1: Summary of Headline Forecasts 12 Table 2: Key Assessment Terms 19 Table 3: Basis of Assessment 19 Figures Figure 1: Overview of the North Terminal Development Projects 1 Figure 2: Location of Proposed Development Sites 3 Figure 3: Illustration of the North Terminal Extension 9 Figure 4: Illustration of Multi-storey Car Park 6 9 Figure 5: Construction Programme 15 2
1 Introduction 1.1.1 Gatwick Airport is a major international airport primarily serving London, the South East and Southern England. In 2008 over 34 million passengers per annum (mppa) used the Airport, travelling on some 256,400 flights. Of these 34 mppa, 18.7 mppa used the South Terminal and 15.4 mppa used the North Terminal. 1.1.2 This document is the Non-Technical Summary of the Environmental Statement that has been prepared to accompany two planning applications submitted by Gatwick Airport Limited. The first is for extensions to the eastern and southern sides of the North Terminal building (the North Terminal extension ) and the second is for the provision of a new multi-storey car park adjacent to the North Terminal ( multi-storey car park 6 ). 1.1.3 These developments would support an increase in passenger throughput at Gatwick Airport overall to 40 million passengers per annum (with 276,000 air transport movements per year). This level of capacity is expected to be reached in 2019. The North Terminal extension and multi-storey car park 6 would enable the predicted growth in passenger traffic to be accommodated at the passenger service levels that the Airport and the airlines aspiresto. 1.1.4 While not being applied for at this stage, the environmental impact assessment also takes account of two other developments that are expected to come forward at the Airport (in accordance with the Gatwick Airport Interim Master Plan 1 and Car Parking Strategy 2 ) over the period up to 2019. These comprise airfield and pier works and the provision of additional long-stay parking at Flying Pan and Summer Special car parks, to meet the increased demand arising from passenger growth. Considering these additional developments allows the environmental impact assessment to provide a complete picture of the likely significant effects of the Airport s growth to 40 million passengers per annum. 1.1.5 Collectively, the above developments being assessed within the EIA are known as the North Terminal Development Projects. Figure 1 provides a diagram showing the make-up of the North Terminal Development Projects and their status with regard to whether or not planning permission is being sought at this time. Figure 1: Overview of the North Terminal Development Projects North Terminal Development Projects (1) Airfield and pier works (2) Additional long-stay car parking North Terminal extension Planning permission sought Multi-storey car park 6 Planning permission sought Planning permission not sought EIA assumptions 1 Gatwick Airport Limited (2006) Gatwick Airport Interim Master Plan, October 2006. 2 Entec UK Limited (2009) Gatwick Airport Car Parking Strategy, February 2009. 1
1.1.6 The preparation of the environmental impact assessment has been managed by Ove Arup & Partners Ltd on behalf of Gatwick Airport Limited. Ove Arup & Partners Ltd and other environmental consultancies have carried out the assessments for each environmental topic. The Environmental Statement comprises the following sections: 1 Introduction and Composition of the Environmental Statement 2 The North Terminal Development Projects Sites 3 Project Description 4 Construction Methodology 5 Approach to the Environmental Impact Assessment 6 Policy Context 7 Consideration of Alternatives 8 Air Noise 9 Air Quality 10 Ecology 11 Economics 12 Employment 13 Ground Noise 14 Landscape and Visual 15 Transport 16 Waste 17 Water 1.1.7 The Environmental Statement comprises three volumes: Volume 1 Main Text, Volume 2 Figures and Volume 3 Appendices, as well as this Non-Technical Summary. 1.1.8 Information on obtaining copies or viewing the full Environmental Statement is given at the end of this document. 2
2 The Existing Site 2.1 Gatwick Airport 2.1.1 Gatwick Airport is approximately 40 kilometres (25 miles) from central London, within the local authority administrative district of Crawley and the county of West Sussex. The Airport is also close to the boundaries of Reigate and Banstead, Mole Valley and Tandridge districts to the north, north-west and north-east of Gatwick Airport respectively. 2.1.2 The nearest towns to Gatwick Airport are Horley and Crawley, the centres of which are located approximately two kilometres to the north-east and 5.5 kilometres to the south of the Airport respectively with suburbs of these towns bordering the Airport Site. Two kilometres to the west and one kilometre to the northwest of the Airport boundary respectively are the villages of Charlwood and Hookwood. 2.1.3 The London to South Coast (Eastbourne, Brighton, Portsmouth, Southampton and Bognor Regis) railway line passes through the Airport. The Airport has a railway station (at the South Terminal) which is served by regular through trains and the Gatwick Express service running directly between Gatwick Airport and London Victoria. 2.1.4 The M23 motorway runs to the east of Gatwick Airport with a motorway spur leading from Junction 9 of the M23 to Junction 9a at Gatwick Airport. Road access to the Airport is provided from this junction as well as from the A23 and A217. 2.2 The Proposed Development Sites 2.2.1 The total area of the proposed development sites is 29.7 hectares, although the actual development area for which planning permission is currently being sought (ie without the airfield and pier works and the additional long-stay car parking) is significantly less at 1.8 hectares. Figure 2: Location of Proposed Development Sites 2.2.2 There are no statutorily designated ecological sites within or adjacent to the proposed development sites. Brockley Wood, listed on the Forestry Commission s Inventory of Woodland and Trees (a non-statutory listing), is situated approximately 400 metres south-west of the existing Summer Special car park. 2.2.3 The River Mole flows adjacent to the northern boundary of the Airport in a north-easterly direction and there are three further watercourses within 2km, namely Mans Brook, Gatwick Stream and Crawters Brook. 2.2.4 The proposed development sites are described individually below. 3
North Terminal Extension Site 2.2.5 The North Terminal extension would be developed along the eastern and part of the southern edges of the existing North Terminal building. 2.2.6 The southern extension area is currently an area of level and vacant tarmac that is used for empty baggage storage, following the removal a temporary building. The eastern extension area currently partly comprises an existing glass atrium which sits on the front of the Terminal building and is used as circulation space and is partly built out over the existing elevated roadway that currently functions as the departures forecourt. 2.2.7 The North Terminal extension necessitates the demolition and re-routing of the domestic passenger route from the existing Terminal to the domestic baggage reclaim hall. Multi-Storey Car Park 6 Site 2.2.8 The new multi-storey car park would be provided to the east of the North Terminal and north of existing multistorey car park 5 and the Transit station. This land is an existing ground-level car park, currently occupied by the North Terminal car rental operation as well as providing parking for high-sided vehicles. Additional Long-Stay Parking Sites 2.2.9 The Flying Pan and Summer Special car parks are situated to the north and west of the cargo facility at North Terminal respectively. 2.2.10 Both car parks currently provide long-stay block parking, where a higher density of cars can be parked than in a conventional car park. Dog Kennel Pond (a balancing pond) is immediately to the north of the Flying Pan car park, whilst new stands will soon be constructed west of Summer Special car park as part of the North West Zone Stands Project, which recently received planning permission. Airfield and Pier Works 2.2.11 The airfield and pier works would take place within the existing airfield in the locations shown in Figure 2. This comprises works to Pier 1, Pier 2, Pier 6, remote parking for small aircraft and the remote parking area / new Pier 7 on the Tower Stands site. 4
3 Background and Need 3.1.1 Gatwick Airport Limited is predicting growth in passenger numbers at the Airport to 40 million passengers per annum in the year 2019. It is proposed to accommodate this growth mainly within the North Terminal which currently serves about 15 mppa by increasing the passenger throughput capacity to 20 mppa. 3.1.2 The need for the North Terminal Development Projects can be put simply as to ensure that the predicted growth in passenger traffic planned for North Terminal can be accommodated at the passenger service levels the Airport and its airlines aspires to. 3.1.3 Internal improvements are currently being made to facilities in North Terminal such as the departures lounge. However, further improvements to the landside departures and check-in concourse and the international and domestic arrivals concourse and baggage reclaim halls, are required if service standards are to be met. 3.1.4 Additionally, to ensure the proper and efficient functioning of the Airport as passenger throughput grows, further short-stay car parking would be required to meet anticipated demands that would arise. A planning application is therefore also made for multi-storey car park 6, to meet these future demands for short-stay car parking adjacent to the Terminal. 3.1.5 It is also anticipated that over time, the demand for passenger long-stay parking would increase as the number of passengers increases. Included in the assessment (but not being applied for within the current planning application) therefore, are anticipated proposals for further long-stay car parking developments (a single level of decked parking on the Flying Pan and Summer Special sites). Whether the scale of additional demand for long-stay passenger parking as assessed materialises will only become clear in future years. 3.1.6 In addition, in accordance with the Interim Master Plan, development of the airfield is likely to continue over the period to 2019, to meet increased demand arising from passenger growth. These developments include a new Pier 7 to serve North Terminal, reconfiguration of a number of remote and pier served stands and the redevelopment of Pier 1. 5
4 Consideration of Alternatives 4.1.1 With regard to the North Terminal Development Projects, the only element for which alternatives has been considered in detail is the North Terminal extension. Only one site was considered for the multi-storey car park 6, this being the obvious location and as identified in the Interim Master Plan. 4.1.2 In relation to the additional long-stay parking and airfield works, these elements are not being applied for as part of the current planning application and therefore have not yet been subject to full optioneering studies and detailed design. The schemes considered within this environmental impact assessment reflect the most likely options being considered by Gatwick Airport Limited at the present time. 4.2 North Terminal Extension Alternatives 4.2.1 At the start of the optioneering process four possible designs for the North Terminal building extension were produced, essentially considering internal reconfiguration only, south extension, north extension and east extension. To investigate these four initial design options, the design team engaged in a process of testing each of the options against Gatwick Airport Limited s key business objectives that include the maintaining good service levels throughout the development and ability to provide future flexibility. 4.2.2 Using these criteria, it was identified that there was no single directional extension (south, north or east) that could provide a suitable solution but that a combination would need to be provided. 4.2.3 From this it was determined that the preferred options to be investigated further were a combination of an eastern extension with a south reclaim hall expansion. Following the design of a number of sub-options and further analysis, the southern and eastern extension was selected which is presented and assessed in this Environmental Statement. 7
5 Project Description 5.1 North Terminal Building Extension 5.1.1 The North Terminal extension would partially infill the vacant area to the south of the existing Terminal (at all four levels: Arrivals, Avenue, Departures and plant room) and also extend to the east at Departures Level, over the former forecourt road. This would create an additional floor area of 14,555 square metres over four floors. This additional area is required for the increases in baggage reclaim halls, both domestic and international (at Arrivals Level) and Departures Level check-in facilities, to accommodate predicted future passenger numbers. 5.1.2 The North Terminal extension and multi-storey car park 6 are shown in Figure 3 and Figure 4. Figure 3: Illustration of the North Terminal Extension Figure 4: Illustration of Multi-storey Car Park 6 9
5.1.3 At Arrivals Level to the south, the new domestic baggage reclaim hall would add an additional baggage belt. The increase in area of the international baggage reclaim hall would also add an additional longer baggage belt suitable for new large aircraft. The new extension to the south at this level also encompasses a new domestic passenger route from the Terminal to the reclaim hall. The route consists of an elevated corridor located in the double height space crossing through the international reclaim hall and down into the domestic reclaim hall. 5.1.4 Above the double height baggage reclaim halls is the south extension to the Departures Level check-in hall. The check-in hall would increase by an additional bay, adding extra check-in desks. Additional check-in desks are also to be added to the north of the check-in hall, at the end of the existing row of desks. At Departures Level, additional space would be created for circulation and check-in facilities with a new roof with skylights, allowing natural light into the Terminal. 5.1.5 To the east, the extension takes over half of the elevated roadway, formerly the departures forecourt, creating a new area for customer service desks and ticket desks and passenger circulation and wayfinding. Internally, the departures concourse would be rationalised and upgraded to reflect the quality of the new extension and create a more light filled space. A new roof and canopy extend over this area providing a new front to the Terminal bringing it up-to-date both internally and externally. 5.1.6 The extension would add a new bomb blast resistant glazed façade to the Terminal which would also enhance the presence and appearance of the Airport as passengers approach. 5.2 Multi-Storey Car Park 6 5.2.1 Multi-storey car park 6 (Figure 4) is intended to provide additional car parking to meet anticipated short-term demand at North Terminal as its passenger throughput increases. This land is currently occupied by the North Terminal car rental operation as well as providing parking for highsided vehicles. 5.2.2 The new car park comprises a ground-level plus six storeys of parking with access to the Terminal at Avenue and Departures Levels. The car park would provide approximately 900 self park, shortstay spaces. There would also be car rental and spaces in a pick-up zone. 5.2.3 Vehicular access to the upper floors would be via externally located circular ramps which would provide independent up and down vertical circulation. Passenger access would be via lifts and access stairs and dedicated fire escape stairs would also be provided. Vehicular access and egress would be via the outer forecourt road. 5.3 Additional Long-Stay Parking 5.3.1 It is assumed that 2,600 new car parking spaces would be provided by constructing elevated decks at the existing ground-level Flying Pan and Summer Special car parks, to accommodate the forecast increase in passenger numbers associated with increasing the capacity of the Airport to 40 million passengers per annum. 5.3.2 The elevated decks at the Flying Pan and Summer Special car parks would be of simple steel framed construction with treated steel decks. The car park frames and decks are pre-assembled in units off site and then transported to site for assembly. Once on site, the steel frames and decks are bolted together and lifted into place consecutively in units using cranes. 10
5.4 Airfield and Pier Works 5.4.1 The environmental impact assessment also takes account of the changes to the airfield that are expected to come forward at the Airport over the period to 2019. These airfield works comprise the following elements. 5.4.2 Gatwick Airport Limited intends to develop a new pier (Pier 7) on the airfield to provide an improved, covered pier service to a greater number of aircraft stands. Based on work completed to date a likely location for this new pier is on the Tower Stands site which is a largely paved area currently used for aircraft parking. 5.4.3 The following airfield works are assumed for the purposes of the environmental impact assessment: A new pier ( Pier 7 ) comprising a two-level structure with an internal third suspended level forming the Arrivals corridor, and adjacent aircraft stands. The dimensions of the structure would be 30 metres by 250 metres with a maximum height of 13.8 metres. The pier would be connected to the existing Terminals using electric buses. Redevelopment of Pier 1 this involves the demolition of the existing Pier 1 facility, together with the adjacent Southgate warehouse units and Old Customs House offices, to enable the construction of a new pier (two levels) with the opportunity for a further two push and hold stands to the west. The new Pier 1 would have a smaller footprint than the existing Pier 1 facility with an area of approximately 1,500 square metres, dimensions of 25 metres by 60 metres and a building height of 9 metres. Connectivity to the Terminal would be provided by new link corridors. Reconfiguration of Pier 2 this involves reconfiguring the stands to replace the existing nine stands with 13 smaller stands. The footprint of the pier would remain unchanged with the reconfiguration works taking place within the existing footprint. Reconfiguration of Pier 6 this involves reconfiguring the stands to replace the existing six stands with four stands to accommodate wider aircraft. Reconfiguration of remote stand parking for small aircraft to the south of Pier 6 this involves moving the remote stand parking for small aircraft southwards slightly and reconfiguring the stands to provide stands for three larger aircraft. 5.5 Forecasts 5.5.1 As a result of the North Terminal Development Projects, passenger throughput at the Airport is expected to increase to 40 mppa (from a current level of 34.2 mppa). It is predicted that this level of throughput would be reached in 2019. 5.5.2 For the purposes of the EIA, forecasts have been provided by Gatwick Airport Limited for the 40 mppa development case scenario. Forecasts have also been prepared for the base case scenario in 2019 which represents the Airport operational situation in 2019 without the North Terminal Development Projects. 5.5.3 Table 1 summarises the headline forecasts associated with each of the assessment cases that have been used in the EIA. 11
Table 1: Summary of Headline Forecasts 2007 2008 2019 Base Case 2019 Development Case Passenger throughput (mppa) 35 34 36 40 South Terminal 21.1 18.7 20.0 20.2 North Terminal 14.1 15.4 16.0 19.8 Passenger Air Transport Movements (000s) 258.63 256.05 265.43 275.79 Cargo Air Transport Movements (000s) 0.17 0.32 0.13 0.25 Total Air Transport Movements (000s) 258.8 256.4 265.6 276.0 Other Aircraft Movements (000s) 7.8 7.4 8.0 9.7 Total Aircraft Movements (000s) 266.6 263.7 273.6 285.7 Cargo tonnage 171,200 107,700 91,400 116,200 5.6 Wider Context 5.6.1 The environmental impact assessment assesses the environmental effects of the four developments described above. However, it is important to put the projects within the wider context of other already permitted development projects at Gatwick North Terminal. These projects are the: North Terminal Forecourt; North Terminal Interchange; Inter-Terminal Transit System upgrade; and North West Zone Stands Project. 5.6.2 The North Terminal Forecourt and North Terminal Interchange Projects are being undertaken in response to the regulations being imposed on Gatwick Airport Limited by the Department for Transport under Aviation Security in Airport Development, the purpose of which is to mitigate terrorist threat. Compliance with Aviation Security in Airport Development requires that uncontrolled vehicles cannot come within 30 metres of the Terminal building. This means introducing a controlled zone to the front of the Terminal restricting access for uncontrolled vehicles. 5.6.3 Previously, uncontrolled vehicles have been able to drop off directly outside the Terminal at ground level and at second floor level via the raised roadway. Given that uncontrolled vehicles will no longer be able to use this raised roadway, a new forecourt area needs to be developed which is to be provided along Northways and Furlong Way this is the North Terminal Forecourt Project. 5.6.4 This new forecourt proposal has instigated a review of pedestrian access to the Terminal (due to the shifting arrival point for many passengers) which has led to the development of a new interchange (the North Terminal Interchange Project) through which passengers arriving at North Terminal by varying modes of transport will enter and leave the Terminal. 5.6.5 The Inter-Terminal Transit System that currently runs between the North and South Terminals at Gatwick Airport is coming to the end of its design life and is due to be upgraded. This will involve a full closure of the Inter-Terminal Transit System to upgrade the system and install new trains. 5.6.6 The North Terminal Forecourt, North Terminal Interchange and Inter-Terminal Transit System upgrade are separate projects that are going ahead independently of the North Terminal Development Projects. The cumulative effects of these projects, in conjunction with the North Terminal Development Projects, have been considered as part of the environmental assessment. 12
5.6.7 Additionally, the cumulative effects of the North Terminal Development Projects with the North West Zone Stands Project (granted planning permission in January 2009) are also considered. The North West Zone Stands Project comprises the development of six fully serviced remote stands and an associated taxi lane in the North West Zone area of the Airport, with associated earth screening bund, surface water attenuation pond and other infrastructure. 13
6 Construction 6.1 Phasing 6.1.1 Construction of the North Terminal extension and multi-storey car park 6 would follow a sequential process planned to commence in Autumn 2009, with overall completion planned for 2011. The construction programme for the North Terminal Development Projects is provided in Figure 5. This figure also shows the anticipated construction programmes for the other projects in the wider North Terminal context, described in Section 5 of this NTS. Figure 5: Construction Programme 6.1.2 The construction of the assumed additional long-stay car parking would take place over the ten year period of growth of the Airport to 2019, with the intention of providing car parking to meet demand as it arises. 6.2 Working Hours 6.2.1 Site working hours would be 07.00 to 18.00 hours Monday to Friday inclusive. No Saturday, Sunday or night-time work is planned, however there may be occasions when this would require adjustment to accommodate specific activities. These could include variations to construction working hours to cope with loss of programme due to poor weather. 6.2.2 It is envisaged that deliveries of aggregates and materials would probably be spread across the 11 hour day. 6.3 Community Liaison Strategy 6.3.1 A community liaison strategy would be introduced for the projects, led by Gatwick Airport Limited staff. The precise form of this liaison would be agreed with the local stakeholders based upon what is required, but may include flyers or consultation meetings. 6.4 Construction Environmental Management Plan 6.4.1 A Construction Environmental Management Plan would be prepared by the appointed contractor, and construction would need to comply with measures detailed within the Plan. 15
6.4.2 The Construction Environmental Management Plan would set out the environmental management measures that would be adopted during the construction of the projects in order to prevent or reduce potential environmental effects associated with demolition and construction activities. It would also identify who is responsible for the implementation of each measure and what evidence will be required to demonstrate compliance. 6.4.3 All the necessary permits, licences and consents would be obtained, for example for handling any hazardous waste found or discharges to water. 6.4.4 Measures set out in the Construction Environmental Management Plan are assumed to be adopted for the purposes of assessing likely environmental effects of construction as detailed in the Environmental Statement. 16
7 Approach to the Environmental Impact Assessment 7.1 Overview 7.1.1 The Environmental Statement has been prepared in accordance with the Environmental Impact Assessment Regulations 3. 7.1.2 The Environmental Impact Assessment Regulations enact in UK legislation, the European Community requirements for the environmental impact assessment of major projects, set out in Directive 85/337/EEC, as amended by Directive 97/11/EC, as part of the planning consent procedures. 7.1.3 The North Terminal Development Projects fall within Schedule 2 of the Environmental Impact Assessment Regulations, meaning that an environmental impact assessment may be required, depending on the likelihood of significant environmental effects. In this case, taking account of the possibility that there may be environmental effects which could potentially be significant, it was agreed with Crawley Borough Council that an environmental impact assessment would be carried out. 7.1.4 The purpose of undertaking an environmental impact assessment is to assess how the environment is likely to be affected by a proposal so that measures can be taken, if necessary, that would prevent or reduce the adverse environmental effects. The main stages in the preparation of the Environmental Statement were: scoping and consultation; baseline data gathering; impact assessment; consideration of measures to prevent, reduce or offset effects, where appropriate; and preparation of an Environmental Statement and Non-Technical Summary. 7.1.5 Each of these is described in turn below. 7.2 Scoping and Consultation 7.2.1 A Scoping Paper 4 guided by Regulation 10(2) of the Environmental Impact Assessment Regulations was produced and circulated by Gatwick Airport Limited in January 2009. The purpose of this Paper was to engage with the local planning authority and other consultees in seeking agreement on the scope of the environmental impact assessment and the approach to be adopted for the assessment of those topics which had been scoped in to the environmental impact assessment. 7.2.2 The Scoping Paper was distributed to a range of consultees, providing information about the proposed Project and giving an overview of existing conditions on the Sites and in the area. On a topic by topic basis, the approach to identifying baseline information and potential environmental effects was described and the scope of the assessment and the methodology for assessing both construction and operational effects was set out. 7.2.3 Following distribution of the Scoping Paper, two Scoping Workshops were held to facilitate discussions with statutory and non-statutory consultees on the proposed scope and methodologies for the environmental impact assessment. As a result of the scoping exercise the following assessment topics were scoped in to the environmental impact assessment: Air Noise; Air Quality; Ecology; Economics; Employment; 3 The Town and Country Planning (Environmental Impact Assessment)(England and Wales) Regulations1999 (SI No. 293) as amended by the Town & Country Planning (Environmental Impact Assessment)(Amendment) Regulations 2006 (SI 2006 No. 3295) and the Town & Country (Environmental Impact Assessment)(Amendment)(England) Regulations 2008 (SI 2008 No. 2093). 4 Gatwick Airport Limited (2009) Environmental Scoping Paper, January 2009 17
Ground Noise; Landscape and Visual; Transport; Waste; and Water. 7.2.4 The following topics were scoped out of the Environmental Statement: Third Party Risk; Cultural Heritage; and Ground Resources and Contaminated Land. 7.3 Baseline Data Gathering 7.3.1 Information about existing conditions at and in the area around the Sites has been obtained for each of the environmental topics scoped in from the following sources: documentary information from a wide variety of sources including information held by Gatwick Airport Limited, and historical and contemporary records; field survey information including background noise levels, ecological features, landscape character and traffic levels on the road network; maps of both historical and contemporary features; and data from statutory and non-statutory consultees. 7.4 Impact Assessment 7.4.1 The likelihood of significant environmental effects arising from the North Terminal Development Projects has been assessed by reference to construction, existence and operational characteristics of the developments. A cumulative assessment was also undertaken. These are described in turn below. Construction Effects 7.4.2 Construction effects are defined in the Environmental Statement as those temporary effects that arise during demolition, enabling works and construction which cease after the completion of construction. Examples would include construction noise, vibration and dust. Existence and Operational Effects 7.4.3 The operational assessment identifies effects arising from both the existence and operation of the North Terminal Development Projects: Existence effects arise from the physical presence of the development and are generally unchanging over time (eg effects from land take for the development such as loss of ecological resources). Operational effects may vary from hour to hour, day to day and year to year. These include operational ground noise, emissions to air and water and visual effects from new floodlighting associated with the additional long-stay car parking. Cumulative Effects 7.4.4 Cumulative effects are those effects that arise (during both construction and operation) from the combination of the North Terminal Development Projects and other existing or reasonably foreseeable proposed developments. 7.4.5 If development projects are considered individually, the environmental effects may appear not likely to be significant. However the combination of effects from the proposed development and those caused by other permitted developments (existing, not yet constructed or currently under construction), acting together, may generate elevated levels of environmental effect and these are referred to as cumulative effects. 7.4.6 These types of effects have been assessed in the environmental impact assessment process and are reported in the topic sections of the Environmental Statement. 18
Assessment Years 7.4.7 The environmental assessment work reported in the Environmental Statement has adopted the following assessment years. Construction: the construction effects assessment considers the construction effects of the North Terminal Development Projects at the peak construction period which is identified as November 2009 to January 2010; Operation: the core assessment year for the environmental impact assessment of operational effects is 2019, which is the year at which the expanded Airport is expected to reach 40 million passengers per annum; For the transport assessment, an additional year of 2026 has been assessed, for consistency with the South East Plan 5 housing forecasts. Assessment Cases 7.4.8 For the purposes of predicting and assessing the likely significant environmental effects of the North Terminal Development Projects, a series of scenarios have been developed which have been used to formulate assessments. 7.4.9 A series of terms are used for this purpose, which are defined in the table below. Table 2: Key Assessment Terms Term used Baseline Base case Development case Mitigation measures Explanation The Sites (and surrounding area) as they currently exist. This is the predicted future scenario representing the situation at the Airport without the North Terminal Development Projects, either during the construction period or at 2019. The construction development case represents the situation at the Airport during construction and assumes that the Projects are implemented in accordance with a Construction Environmental Management Plan. The operational development case represents the situation at the Airport with the North Terminal Development Projects in operation at 2019. This case assumes that planning permission and other consents have been granted for all elements Project. Measures proposed as part of the North Terminal Development Projects that would prevent or reduce significant adverse environmental effects. 7.4.10 The construction effects assessment of the North Terminal Development Projects considers the effects of construction by comparison to the no development base case for the relevant assessment year and where appropriate, by comparison to absolute criteria. 7.4.11 The operational assessment for each topic considers the existence and operational effects of the North Terminal Development Projects by comparison to the no development base case for the relevant assessment year and, where appropriate, by comparison to absolute criteria. This is summarised in Table 3 below, which applies to both construction and operational assessments. Table 3: Basis of Assessment Base case Development case Assessment = Baseline projected forward to the relevant assessment year = Base case + North Terminal Development Projects at the relevant assessment year = Effect of the development case by comparison to the base case 5 The South East Plan (2009) Regional Spatial Strategy for the South East of England, May 2009, Government Office for the South East. 19
Consideration of Mitigation Measures 7.4.12 In general a hierarchy of mitigation has been adopted for the environmental impact assessment, such that potentially significant adverse environmental effects have been firstly prevented or avoided (eg through environmental design). Where this is not possible, they have been reduced or ameliorated as far as practicable. Where effects cannot be entirely avoided or reduced, then offsetting measures have been adopted, where this is practicable. All types of mitigation measures are described within the individual topic sections in the Environmental Statement. 20
8 Air Noise 8.1 Introduction 8.1.1 The air noise assessment identifies the effects that may occur from the North Terminal Development Projects due to noise generated by aircraft whilst on the runway, during take-off, in flight, on approach and landing. Noise due to aircraft during taxiing or from other operations on the ground is considered within the ground noise assessment (Section 13). 8.1.2 The effects of the North Terminal Development Projects which have the potential to result in changes in air noise are the increase in total aircraft numbers using the Airport (around 4%), and the changes in the numbers of certain types of aircraft using the Airport. Therefore only the operational phase of the development is relevant to air noise and so the construction phase is not considered further. 8.2 Methodology 8.2.1 Noise from airports is typically represented by noise contours that show areas around an airport which experience similar noise levels. The air noise contours used in this assessment have been calculated by the Environmental Consultancy and Research Department of the Civil Aviation Authority using an air noise model, which has been developed over the last 30 years and brings together a range of international best practice. The model makes use of airport characteristics such as flight paths and routes and aircraft noise data derived from measurements taken at London airports including Gatwick. The model and its database are updated each summer. 8.2.2 The model allows air noise levels to be calculated at a grid of locations surrounding the Airport. The noise levels are calculated by considering, for each aircraft, its track and noise characteristics which are then used to generate noise contours. 8.2.3 The noise contours are overlaid onto Ordnance Survey mapping to show locations that are affected by aircraft noise. This allows the number of dwellings and people exposed to certain noise levels to be calculated. The computer models used to generate the noise contours also allow noise levels at specific points to be identified. The assessment has considered sensitive receptors such as residential dwellings, schools and hospitals, and assigned appropriate assessment criteria based on Government policy and other guidelines. Effects on Areas of Outstanding Natural Beauty in the surrounding area are also considered. 8.2.4 Two models have been developed for the assessment; one that models the number of aircraft movements which would occur in 2019 without the North Terminal Development Projects and a second that models the number of aircraft movements which would occur with the in 2019 with the Projects. By comparing models, the change due to the North Terminal Development Projects can be examined. 8.2.5 The assessment methodology has been discussed with a number of consultees, including representatives from the relevant local authorities and at a Scoping Workshop held in January 2009. Further consultation has also been undertaken with other consultees by the project team. 21
8.3 Baseline 8.3.1 The level of air noise experienced by sensitive receptors depends primarily on their proximity to the runway and flight paths. The noise contours for the current number of aircraft movements at Gatwick Airport show that some (but not all) parts of Lowfield Heath, Burstow, Charlwood and Fernhill Road, experience what the Government considers to be a medium level of noise. A small number of properties off Ilfield Road and some areas of Fernhill experience a high level of noise. Communities in some areas in the southern parts of Lingfield, Charlwood and Chorley would experience lower levels of noise, but may still be annoyed by aircraft noise. A number of flight paths overfly the various Areas of Outstanding Natural Beauty surrounding the Airport. 8.4 Assessment 8.4.1 The assessment compares the situation which would occur in 2019 without the North Terminal Development Projects to the situation in 2019 when the North Terminal Development Projects is assumed to be operational. 8.4.2 The air noise levels in 2019 without the North Terminal Development Projects are very similar to those described above for the current conditions, described under Baseline above. Compared with the base case and the baseline, the North Terminal Development Projects result in only minor changes to the location and extent of the noise contours. There are no clear changes in the areas exposed to medium or high noise levels. However, the noise contour area where communities may be described as experiencing significant annoyance includes slightly more of south Lingfield. There is no change proposed to the flight paths in the future, either with or without the North Terminal Development Projects. 8.4.3 All of the receptors considered by the assessment, including Areas of Outstanding Natural Beauty, are likely to experience increases in air noise of less than 1 decibel, with most experiencing changes of less than half a decibel. An increase of this level of noise is unlikely to be noticeable. 8.4.4 The air noise effects are not considered significant. 8.5 Mitigation 8.5.1 Gatwick Airport already has a number of measures in place to manage and reduce air noise levels. These include departure noise limits, specified arrival and departure routes, night noise limits, and a noise action plan is currently being developed. No additional measures are considered necessary, since the air noise effects due to the North Terminal Development Projects are not considered significant. 8.6 Residual Assessment 8.6.1 People living and working in the area around Gatwick Airport and its flight paths are likely to experience very small air noise level increases (of much less than 1 decibel) due to the North Terminal Development Projects, which are unlikely to be noticeable. 22
9 Air Quality 9.1 Introduction 9.1.1 The assessment evaluates the likely significant effects of the North Terminal Development Projects on air quality arising from emissions of polluting gases and fine particles from: aircraft main engines in the landing and take-off flight phases on the ground and up to 1000 metres height; aircraft auxiliary power units; airside support vehicles and plant; road vehicles on Airport landside roads and on a specified road network around the Airport; vehicles in car parks and car rental pounds; and Airport heating plant and the fire training ground. 9.1.2 The key pollutants that have been assessed are nitrogen oxide which comprises nitric oxide and nitrogen dioxide, and particulate matter less than 10 micrometers and 2.5 micrometers in diameter. 9.1.3 Effects have been assessed in 2019, when the North Terminal Development Projects would reach full use. 9.1.4 Potential effects on air quality during construction were considered during scoping. It was concluded that the increase in exhaust emissions associated with additional road traffic movements, over what would be a relatively short period of time, with no overlap between the peak construction periods for each element of the North Terminal Development Projects, would be small and insignificant in relation to the emissions from the baseline traffic flows on the local road network. The distance between source and receptor is also sufficient for effects of construction dust to be not significant and, as with all construction phase emissions, these are short-term and temporary in nature. Construction effects from air quality were therefore scoped out of the ES. 9.2 Methodology 9.2.1 The methodology involved the quantification of emissions of nitrogen oxide, particulate matter less than 10 micrometers and less than 2.5 micrometers in diameter arising without and with the North Terminal Development Projects in 2019. This enabled the absolute values and incremental change in ground-level concentrations of these pollutants as well as levels of nitrogen deposition to be determined. The methodology enables the environmental effects on air quality from the operation of the North Terminal Development Projects to be assessed. 9.2.2 Calculated emissions are input to a dispersion model, which uses actual meteorological data for one year to simulate the way the emitted pollutants are diluted and dispersed in the atmosphere. ADMS-Airport version 2.3 computer software was used for the modelling assessment to determine concentrations and deposition rates of airborne pollutants emitted from the sources described above at specified locations within the assessment area, termed sensitive receptors. These concentrations and deposition rates were then compared with UK and EU Air Quality Standards, and other relevant guideline values for each pollutant, and the magnitude and significance of the changes brought about by the North Terminal Development Projects were assessed. 23
9.3 Baseline 9.3.1 The baseline air quality conditions have been established from air quality monitoring data collected in the assessment area by local authorities (Crawley Borough Council, Reigate and Banstead Borough Council and Mole Valley District Council), from data collected by Gatwick Airport Limited in the vicinity of the Airport and from background pollutant concentration data published on behalf of the Department for Environment, Food and Rural Affairs. 9.3.2 To provide some context for the calculated nitrogen deposition, rates from Airport sources have been presented alongside the total nitrogen deposition from all sources, at the selected ecological receptor locations, calculated using the UK Air Pollution Information Service 6 website. 9.3.3 Baseline air quality in the area close to the Airport is generally good, although Reigate and Banstead Borough Council has declared an Air Quality Management Area in the south-west of Horley near to Gatwick Airport (to the north-east of the Airport and west of the M23 motorway), on the basis of a potential exceedence of the annual mean nitrogen dioxide Air Quality Objective. A further nitrogen dioxide Air Quality Management Area has also been declared for a section of the M23 motorway near Horley (extending 30 metres either side of the carriageway) between Junctions 8 and 9, where the motorway lies within the administrative boundary of Reigate and Banstead. At all other locations around the boundary of Gatwick Airport, the Air Quality Objectives are comfortably achieved. 9.4 Assessment 9.4.1 The assessment focused on quantifying the change in concentrations of nitrogen dioxide, particulate matter less than 10 micrometers and less than 2.5 micrometers in diameter at sensitive receptor locations around the Airport, and at locations of existing air quality monitoring stations. Concentrations of nitrogen oxide and rates of nitrogen deposition at sensitive ecological receptors around the Airport, including Sites of Special Scientific Interest, Special Protection Areas and Special Areas of Conservation have been determined. During operation of the North Terminal Development Projects the changes in ambient concentrations of nitrogen oxide, nitrogen dioxide, particulate matter less than 10 micrometers and 2.5 micrometers in diameter were shown by the dispersion modelling to be very small and were therefore considered as not significant. Air quality in 2019 is also forecast to improve beyond the current baseline, to the extent that the Air Quality Objective for nitrogen dioxide is anticipated to be met at locations where there are currently Air Quality Management Areas. At ecological receptor locations the assessment has shown that changes in nitrogen oxide concentrations and nitrogen deposition rates are very small and not significant. 9.5 Mitigation 9.5.1 In air quality terms, the operational effects of the North Terminal Development Projects have been shown to be very small and no further measures to prevent or reduce air quality effects are required. 9.6 Residual Assessment 9.6.1 The residual air quality effects of the operation of the North Terminal Development Projects are considered not significant. 6 Air Pollution Information Service (2007) www.apis.ac.uk 24
10 Ecology 10.1 Introduction and Methodology 10.1.1 The assessment of likely significant ecological effects has involved desk based data gathering and field surveys of the sites of all elements of the development, to identify the presence of species and semi-natural habitats protected by law or considered to be of nature conservation value. 10.1.2 Significant ecological effects can be defined as changes in the status of species, or the habitats that support them. Effects on status generally relate to changes in the presence or absence of species or habitats through direct loss or as a result of disturbance due to either the construction or the operation and existence of the development. The assessment has been carried out in accordance with national recognised best practice guidance set out by, amongst others, the Institute of Ecology and Environmental Management 7. 10.2 Baseline 10.2.1 All the elements of the Project would be undertaken within areas of existing built structure or hardstanding within the curtilage of Gatwick Airport. The potential for the built structures to support species or habitats of ecological value was examined by survey. All structures were inspected for their potential to support bats. In addition, data held by the Sussex and Surrey Biological Records Centres was sought and reviewed to identify whether there were any historic records for species and habitats within, or in association with, the proposed development sites. 10.2.2 There are historic records of bats dispersing along the River Mole corridor and foraging in areas of semi-natural habitat to the north and west of the Summer Special and Flying Pan car parks, outside the extent of the currently developed land. No other species or habitats of nature conservation value were recorded in any part of the proposed development sites and therefore effects on bats was the only element scoped into the ecological assessment for the North Terminal Development Projects. 10.3 Assessment 10.3.1 Proposed works would be restricted to existing areas of developed land. Moreover, indirect effects associated with dust, uncontrolled surface water run-off, noise, vibration and traffic movements would also be restricted within the existing extent of developed land. The construction of all the elements of the proposed development would therefore not result in any significant ecological effects. 10.3.2 The provision of elevated decks for the Summer Special and Flying Pan would require additional lighting as part of the operation of the these car parks. Whilst the car parks are already lit, it was assessed that the provision of additional lighting would increase overall lighting intensity and result in a greater degree of light spillage into the surrounding areas of semi-natural habitat along the River Mole corridor and the boundary of the North West Zone area. Light spillage can disrupt bats ability to navigate and forage and it was therefore considered that the provision of additional lighting in relation to these car parks would have a minor adverse effect on a bat assemblage, assessed as being of local importance. 7 Institute of Ecology and Environmental Management (2006) Guidelines for Ecological Impact Assessment in the United Kingdom. 25
10.4 Mitigation 10.4.1 Lighting design including the arrangement of the light columns, the use of flat glass, internal louvres, hoods and deflectors, have been identified as providing mitigation to significantly reduce additional light spillage resulting from the operation of the decked car parks. Measures would be designed to ensure that as much of the light as possible is focused directly onto the car park deck to significantly reduce light spillage. 10.5 Residual Assessment 10.5.1 The implementation of the proposed measures to mitigate effects would result in a negligible effect on the bats ability to disperse and forage. 10.5.2 No other potentially significant ecological effects were identified. 26
11 Economics 11.1 Introduction and Methodology 11.1.1 The assessment of the likely significant effects of the North Terminal Development Projects on economics considers: the benefits to people using the Airport (direct user benefits); and the benefits to the economy as a result of the Airport enabling other types of activity to take place (wider economic benefits). 11.1.2 These effects arise as a result of the operation of the Airport. There are no economic effects associated with construction of the North Terminal Development Projects beyond the employment created which is covered in Section 12, Employment. Direct Benefits 11.1.3 The proposed development would generate direct user benefits from the additional capacity. While it is not possible to value the benefits (due to insufficient data), such benefits include benefits to existing users of the Airport, new passengers who were previously unable to fly, freight users, the Airport operator and government revenue. Wider Economic Benefits 11.1.4 The assessment area covers the South East and Greater London regions. The analysis considers the importance of Gatwick Airport to the following activities and assesses the contribution of the North Terminal Development Projects to the different activities: where companies choose to invest including investment from overseas companies (inward investment); international trade; international tourism; and benefits to business through increased productivity. 11.1.5 The baseline has been assembled from published data. Forecasts of future passenger and cargo levels at the Airport have been provided by Gatwick Airport Limited. 11.2 Baseline 11.2.1 With 34.2 million passengers per annum in 2008, Gatwick is the second largest airport in the UK and the principal airport in the South East region. Heathrow is the largest airport. In 2008 Gatwick was served by approximately 80 airlines carrying passengers to almost 200 destinations. 11.2.2 Some 17% of Gatwick s passengers are making business trips which make Gatwick the second largest airport in the UK for business passengers. Of its 34.2 million passengers, approximately 12 million come from or go to a destination in Greater London and approximately 12 million come from or go to a destination in the South East. 11.2.3 The assessment area of the South East and London is very important to the success of the UK economy and as competition from overseas increases, it is important that the assessment area can respond to these changing circumstances. 11.3 Assessment Business Location Decisions and Inward Investment 11.3.1 Access to air services influences where certain businesses choose to locate, particularly businesses who deal with customers and suppliers who are located overseas. Gatwick has an important role to play in attracting and retaining investment in the assessment area. The North Terminal Development Projects would provide additional capacity which would help the assessment area to remain competitive relative to overseas locations. A target for the South East Regional Economic Strategy 8 is to increase the proportion of businesses operating internationally 8 South East England Development Agency, The Regional Economic Strategy 2006-2016. 27
and to encourage inward investment. On this basis, the effect of the North Terminal Development Projects on location decisions and inward investment is assessed as beneficial. International Trade 11.3.2 International trade is important to the growth and development of the economy and aviation allows international trade in goods and services to take place. Aviation plays a part in the movement of traded goods and it provides businesses which trade internationally with easy contact to overseas customers and suppliers for face-to-face meetings. The network of services provided by Gatwick helps businesses in the assessment area to trade and operate on an international basis. The effect of the North Terminal Development Projects on international trade is therefore assessed as beneficial. International Tourism 11.3.3 International tourism is an important industry throughout the world and the UK is one of the top destinations. Gatwick is the third most important airport in the UK for international visitors coming to the UK and is the second most important airport for UK residents wanting to make overseas trips. The North Terminal Development Projects would enable more trips to and from the UK to be made. International tourism is a very competitive industry and it is important that overseas visitors find it easy to access the UK. The effect of the North Terminal Development Projects on international tourism is therefore assessed as beneficial. Productivity Gains 11.3.4 Economic analysis has found that there is a relationship between business air use and productivity. Applying this relationship shows that gross value added in the UK would be 0.8 billion higher in 2019 with the North Terminal Development Projects than would otherwise be the case. On this basis the North Terminal Development Projects are assessed as having a beneficial effect on productivity. Overall Conclusion 11.3.5 The North Terminal Development Projects are assessed as having a beneficial effect on the assessment area economy as they contribute to specific policies and objectives for the development of the economy. 11.4 Mitigation 11.4.1 As the effects on economics of the North Terminal Development Projects have been assessed as beneficial, there are no measures required to prevent or reduce effects. 11.5 Residual Assessment 11.5.1 As there are no measures required to prevent or reduce effects, the residual effect remains beneficial. 28
12 Employment 12.1 Introduction and Methodology 12.1.1 The assessment of the likely significant effects of the North Terminal Development Projects on employment considers the employment created during its construction and operation. 12.1.2 The construction employment assessment area covers the South East and Greater London regions. The operational employment assessment area covers 13 local authorities around the Airport from Croydon in the north to Brighton and Hove in the south, Worthing in the west and Wealdon in the East. 12.1.3 The baseline has been assembled from published data and surveys of companies and employees at Gatwick. Forecasts of future employment at the Airport have been made using information on future passenger numbers and the relationship between passengers and employment. 12.2 Baseline 12.2.1 In 2008 there were 33,200 people in employment related to Gatwick Airport in the assessment area. These employees earned wages and salaries of nearly 770 million. 12.2.2 Most of the employees (22,700) were employed within the boundary of Gatwick Airport while the rest were employed throughout the assessment area in activities related to the operation of the Airport. 12.2.3 The assessment area lies within the South East region which has been one of the fastest growing regions in the UK. The assessment area has a high proportion of the working age population in work or looking for work and employment has been growing in recent years. Average earnings of people living in the assessment area are high and reflect the effect of commuting patterns on earnings in the assessment area. 12.2.4 The assessment area as a whole has a relatively low rate of unemployment, but for some groups of the unemployed (eg lower skilled people) and some individual local authorities the unemployment rate is much higher. This shows that there is a need for job opportunities in the assessment area which could be done by people with lower skills. 12.3 Assessment Construction 12.3.1 At the peak of activity, there would be 705 people employed at the Airport on the construction of the North Terminal Development Projects which represents less than 0.5% of construction employment in the assessment area. 12.3.2 There would also be some employment created elsewhere in the South East and London as a result of the development. This is estimated to be 635 which also represents a very small percentage of total employment in the assessment area. 12.3.3 The construction of the North Terminal Development Projects on employment is assessed as minor beneficial. 29
Operation 12.3.4 In 2019 the North Terminal Development Projects would increase Gatwick related employment by 3,200 in the assessment area. The wages and salaries of the additional 3,200 employees would be almost 74 million and the majority of these jobs (2,200) would be on the Airport site. 12.3.5 These additional jobs would contribute to the jobs target in the South East Plan 5. Hence, when the North Terminal Development Projects are operational, the employment effect is assessed as moderate beneficial. 12.4 Mitigation 12.4.1 As the effects on employment during construction and operation of the North Terminal Development Projects have been assessed as minor and moderate beneficial respectively, there are no measures required to prevent or reduce effects. 12.5 Residual Assessment 12.5.1 As there are no measures to prevent or reduce effects, the residual effect during construction and operation remains minor and moderate beneficial respectively. 12.5.2 Additionally, the Gatwick Skills Centre is an initiative which could support the employment growth at the Airport with the North Terminal Development Projects which would ensure that people living in the assessment area could make the most of the job opportunities at the Airport. 30
13 Ground Noise 13.1 Introduction 13.1.1 Ground noise is defined as any airport or airport related noise other than that generated by aircraft in flight or taking-off or landing (which is defined as air noise). The North Terminal Development Projects are required to support planned increases in passenger capacity at the Airport which would in turn lead to small increases in the total amount of aircraft taxiing and Auxiliary Power Unit operation and airport related road traffic as well as some re-distribution of aircraft ground operations around the Airport. 13.1.2 The North Terminal Development Projects do not in themselves generate any significant ground noise, but the changes in aircraft ground operations and road traffic would lead to small changes in ground noise sound levels at different receiver locations around the Airport which are therefore assessed in this Environmental Statement. It is not expected that the North Terminal Development Projects would lead to any changes in rail traffic in the area and it is not therefore expected that there would be any changes in rail traffic noise. 13.2 Methodology 13.2.1 Baseline background noise sound level surveys have been carried out in representative residential areas around the Airport at three yearly intervals since 1999. The data are used to show any changes in background noise sound levels since 1999 and to set a context against which modelled aircraft taxiing and Auxiliary Power Unit noise sound levels can be compared. 13.2.2 Aircraft taxiing and Auxiliary Power Unit noise is assessed by modelling future sound levels from these sources and then comparing the modelled sound levels against adopted criteria. The method for calculating aircraft taxiing and Auxiliary Power Unit sound levels is based on accepted methods used for previous large-scale airport development projects, as are the adopted criteria. 13.2.3 Road traffic noise is assessed by investigating proportional differences in predicted road traffic flows between the base and development cases, as predicted by the LGW CONTRAM 2019 road traffic model which was prepared as part of the Transport Assessment 9, to determine the need, or otherwise, for detailed quantitative noise modelling. 13.3 Baseline 13.3.1 The baseline background noise sound level survey data show small differences, both up and down, in the lowest hourly average background sound levels between the different sets of survey data. Some of these differences are simply due to statistical variation. The differences may also reflect small changes in road traffic or to some extent aircraft ground operations in particular areas around the Airport where the infrastructure has changed since 1999. However, there is no consistent pattern overall, suggesting that there has not been any systematic or overall change in background noise sound levels when looking at the area as a whole since 1999. 13.4 Assessment 13.4.1 None of the North Terminal Development Projects require any major earthworks, and as all of the general building works would be carried out at considerable distances from the nearest noise sensitive receivers outside the Airport boundary, it is not expected that there would be any significant construction noise effects. Contractors would be required to produce and comply with a Construction Environmental Management Plan for the day-to-day limitation and management of any minor construction noise problems arising. 13.4.2 The assessment of aircraft taxiing and Auxiliary Power Unit noise sound levels during operation shows small and mostly negligible differences in those receptors experiencing minor, moderate, and major adverse effects (as calculated according to the adopted criteria) between the base and development cases in 2019. These differences are attributable to small differences in the forecast total numbers of arrivals and departures at both the North and South Terminals at different times 9 Included in the planning application documents. 31
of the day and night, which in turn leads to small differences in the total numbers of aircraft ground operations on different parts of the Airport. 13.4.3 The assessment of road traffic noise shows that the proportional differences in road traffic flows between the base and development cases in 2019 are not large enough to produce any significant difference in road traffic noise effects between the two cases. 13.5 Mitigation 13.5.1 Any construction noise effects arising during the course of the works would be managed under the provisions of the Construction Environmental Management Plans which all contractors would be required to produce. 13.5.2 Aircraft ground noise is managed under Managing Director's Instructions which impose specific restrictions on aircraft operators to minimise unecessary running of aircraft engines and Auxiliary Power Units while on the ground. The taxiway layout is designed to minimise taxiway delays as much as possible, and this helps to keep taxiing noise down. Fixed Electrical Ground Power is provided on all aircraft parking stands to substitute for aircraft mounted Auxiliary Power Units or mobile Ground Power Units whenever possible. 13.5.3 A new Gatwick Airport Noise Insulation Scheme has just opened offering a range of noise insulation options to 1,183 eligible households in different directions around the Airport. 13.6 Residual Assessment 13.6.1 For ground noise, the residual effects remain as identified in the Assessment section. 32
14 Landscape and Visual 14.1 Introduction and Methodology 14.1.1 The assessment of likely significant landscape and visual effects has involved a study of existing landscape character, identification of key viewpoints for the proposed development and an assessment of the sensitivity of such views. Landscape effects may be defined as changes to landscape elements, characteristics, character, and qualities of the landscape as a result of development. Visual effects relate to the changes that arise in the composition of views as a result of changes to the landscape, to people s responses to the changes, and to the overall effects with respect to visual amenity. 14.1.2 The assessment has been carried out in accordance with best practice guidance recommended, amongst others, by the Landscape Institute and Institute of Environmental Assessment 10. 14.2 Baseline 14.2.1 The baseline study considered the quality, value and sensitivity of the existing landscape, the nature and sensitivity of existing views, and the existing visual amenity of local residents and other sensitive receptors, both at night and during the day. 14.2.2 Gatwick Airport comprises an intensively developed area of flat, open, low-lying land within a broad river valley. It is located within the undulating countryside of the Low Weald, which is interrupted by the extensive built-up areas of Horley to the north and Crawley to the south. Existing views of the Airport may be obtained by walkers, horse-riders, motorists and residents. Open, far-distance views of the Airport may be obtained from elevated land to the west and northwest. The Airport is seen as a slither of built development in these views, seen against a backdrop of distant hills (refer to the photograph above showing an elevated view of the Airport from Norwood Hill Road). 14.2.3 Near-distance views of Airport structures are filtered and enclosed, in many cases, by tree and shrub belts and/or earth bunds along the peripheries of the Airport. Near-distance unobstructed views of the Airport are rare, and have been identified only in the vicinity of the Airport access road/roundabout to the north-east of the Terminal. In a small number of cases where views are unobstructed, their character is already dominated, or at least strongly influenced, by Airport buildings, lighting and traffic/aircraft movements. 14.3 Assessment 14.3.1 Existing vegetation and earth bunding along the Airport periphery would substantially enclose most external ground-level views of the construction works, including views from the rural landscapes to the west and north-west. The construction works would not result in any significant adverse effects on external views, including distant elevated views, or on the character of the landscapes beyond the boundary of the Airport. 14.3.2 Open views of the North Terminal extension and multi-storey car park 6 would be obtained from the Airport access road/roundabout to the north-east of the Terminal. The proposed development would not alter the character of these views, or their amenity value, to a fundamental degree. The development is also unlikely to result in any real change to the amenity of other existing views. 10 The Institute of Environmental Assessment and Landscape Institute (2002) Guidelines for Landscape and Visual Impact Assessment, 2 nd Edition; Spon Press; London. 33
Where available from low-lying ground around the Airport, these views would be mostly limited to highly filtered winter views, seen through existing tree and shrub planting along the periphery of the Airport, with only very occasional glimpsed views of the upper parts of the additional long-stay decked car parks and associated lighting columns. Lighting emanating from the columns on the proposed additional long-stay car parking would be seen in the context of sky-glow from existing Airport lighting sources and the occasional, highly filtered direct views of existing lighting sources, which may be seen through peripheral Airport tree and shrub vegetation. The proposed development, including new artificial lighting would not have any significant effect on these existing views. 14.3.3 The completed development would represent an expansion of features which are already characteristic of the Gatwick Airport landscape. The proposed buildings would be confined to the existing built footprint of the Airport and would not exceed the prevailing height of existing structures. The North Terminal extension and multi-storey car park 6 would reinforce the existing cluster of relatively large-scale buildings around the North Terminal. The reconfigured piers and the additional long-stay car parking would be seen in the context of the existing airfield structures and the already permitted North West Zone development. Additionally, the completed development would not change the fundamental character of the existing settings of the Charlwood Conservation Area and listed buildings. 14.4 Mitigation 14.4.1 A series of measures to reduce significant adverse construction effects are set out in the Construction Environmental Management Plan and include topsoil storage, and use of directional lighting to control spillage from security lighting. 14.4.2 In order to mitigate operational effects of light spillage on existing views from the dark skies rural landscape to the west and north-west, lighting at the two additional long-stay car parking areas would have back-shields fitted to the inside of each light to prevent up-lighting, and would be positioned in the centre of the car park, rather than the outside edges. These measures would be sufficient to prevent any additional light spillage into the adjacent dark skies landscape, above and beyond the current levels. 14.5 Residual Assessment 14.5.1 The implementation of measures to control spillage from artificial light would further reduce the level of effects, which would not be significant, with or without this mitigation. 34
15 Transport 15.1 Introduction 15.1.1 The likely surface access transport effects have been assessed for the construction and operation of the North Terminal Development Projects, that is, the changes in the levels of road congestion, delays and public transport travel conditions. 15.2 Methodology 15.2.1 The methodology for the assessment of surface transport effects has been guided by relevant transport policies and guidance. 15.2.2 To assess the transport effects during construction, the traffic predicted to be generated by the construction of the North Terminal Development Projects is compared to forecast base case traffic flows across the local road network. Guidance published by the Institute of Environmental Assessment 11 has been used to assess the significance of the calculated traffic changes on individual road links. 15.2.3 Transport effects during the operation of the North Terminal Development Projects have been determined by comparing modelled scenarios with and without the Projects in 2019. In addition, effects have been identified in 2026 in line with the South East Plan housing forecasts. 15.2.4 A suite of traffic models have been developed as the basis for forecasting future growth in general traffic, and traffic directly associated with the Airport. Forecasts of demand drivers such as future levels of households, population and employment in the region (and in the rest of the country) and of future Airport passengers and employees have been used to develop forecasts of future travel demand and the effects on the public transport and highway networks. 15.2.5 It is noted that the future year base case scenarios include junction improvements at the North Terminal Roundabout, M23 Junction 9A and the Beehive Roundabout to increase capacity at these junctions that are currently suffering congestion due background traffic volumes. These junction improvement schemes are assumed to be operational in both the base and development case scenarios as they are schemes that are being brought forward regardless of the North Terminal Development Projects. 15.2.6 The effect of the North Terminal Development Projects on public transport has also been assessed to determine whether any effects can be accommodated within the existing services. 15.3 Baseline 15.3.1 There are three main points of access to the Airport from the strategic road network; the North Terminal Roundabout and the two roundabouts off the M23 link, which provide access to both the South and North Terminals. The M23 is managed by the Highways Agency and North Terminal Roundabout is managed by West Sussex County Council as the local highway authority. 15.3.2 Gatwick Airport is served by a railway station situated at South Terminal. The station concourse and platforms are owned and operated by Network Rail. Six train operators run services from Gatwick Airport, providing links to destinations across the UK. The Gatwick Airport Surface Access Strategy (2007) states that there are 950 trains serving Gatwick Airport every day. 15.3.3 Daily coach services connect Gatwick to more than 400 UK towns and cities. Direct services run to destinations including Heathrow, central London, Bristol, Brighton, Birmingham, Oxford, Cambridge and Norwich. 15.3.4 The principal pedestrian and cycle access to the Airport is via National Cycle Route 21, which passes through the Airport site on a north south axis and which links into local networks in Crawley and Horley. Povey Cross Bridge provides additional access to the Airport and is convenient for staff living in and around Charlwood and Hookwood, and from the Balcombe Road for residential areas to the east of the Airport. 11 Institute of Environmental Assessment (1993) Guidelines for the Environmental Assessment of Road Traffic. 35
15.4 Assessment 15.4.1 Transport modelling results suggest that all junctions operate within capacity in 2019 and 2026, with the exception of Junction 9 where the background traffic causes the junction to slightly exceed capacity in the AM peak period. When comparing the 2019 base case and development cases for all junctions the results shows that the North Terminal Development Projects only increase traffic levels slightly on the existing local network. 15.4.2 The main construction traffic effects are the increase in HGV traffic during the PM peak. This is due to the low numbers of existing HGVs traffic on the network at this time. Therefore although the actual numbers of construction HGVs are relatively low, this results in a higher percentage on some road links. Despite the higher percentage of HGVs there would not be a significant effect in terms of traffic congestion, queue lengths and journey times due to the low numbers. 15.4.3 With regard to the analysis of the capacity of the public transport services operating at the Airport, this showed that the public transport services are capable of absorbing an increase in patronage on existing services, as well as being able provide additional services. 15.5 Mitigation 15.5.1 With the junction improvements in place at the North Terminal Roundabout, M23 Junction 9A and Beehive Roundabout, no additional highways mitigation is required as a result of the North Terminal Development Projects. 15.5.2 To reduce the effects of construction traffic, a number of measures would be built into the Construction Environmental Management Plan which would be used to define the methodology during the construction period. This would include controlling site deliveries to avoid peak traffic periods, night working and other standard practices. 15.6 Residual Assessment 15.6.1 The modelling results show that all scenarios operate within capacity in the 2019 and 2026 scenarios with the exception of Junction 9 which slightly exceeds capacity during the AM peak period in 2019 and 2026. However, this is as a result of background growth and not the North Terminal Development Projects. 15.6.2 No significant residual effects are identified for the construction. 36
16 Waste 16.1 Introduction 16.1.1 The principles of the waste hierarchy and circular product life-cycle (illustrated below) have been considered during the design process of the North Terminal Development Projects to prevent waste generation and to find opportunities for re-use of materials on-site. 16.1.2 The principles of the waste hierarchy have also been addressed as part of the existing operational waste management at Gatwick Airport, which has an on-site composting facility to manage green waste generated around the Airport complex. Waste that cannot be prevented or re-used on-site would require off-site treatment or disposal to enable the waste to be managed in such a way that would not cause harm to the environment, human health or amenity. 16.1.3 Whilst all forms of waste management have the potential to adversely affect the environment, those associated with landfill are considered to be of greater significance than those associated with other forms of waste management such as recycling and composting. 16.1.4 The purpose of the waste assessment, therefore, is to establish the likely significant environmental effects of the disposal by landfill of solid waste that would be generated by the construction and operation of the North Terminal Development Projects. 16.2 Methodology 16.2.1 The amount of solid waste requiring off-site management has been quantified using empirical waste generation rates and information provided by Gatwick Airport Limited. The proportion of the waste that would require landfill disposal has been determined on the basis that 85% of construction waste and 70% of operational waste would be diverted from landfill by recycling and composting in line with BAA s corporate waste management targets. 16.2.2 The criteria used to determine the significance of the predicted landfill disposal requirement is based on professional judgement, taking into account the amount of waste that would require landfill disposal and the capacity of landfill predicted to be available in West Sussex and the South East of England during: the period 2009 to 2011 for the assessment of construction waste, in line with the proposed construction programme; and in 2019 for the assessment of operational waste, the year in which an additional four million passengers is expected to pass through Gatwick Airport as a result of the new facilities provided by the North Terminal Development Projects. 16.2.3 The assessment has also considered the effect of varying rates of recycling and composting for operational waste and the effect of the cumulative quantity of waste that would be generated by construction of the North Terminal Development Projects and other major development projects planned for Gatwick Airport. 37
16.3 Baseline 16.3.1 In 2008, Gatwick Airport generated an estimated 16,319 tonnes of operational waste, managed by BAA s waste management contractor (Grundon) and other independent waste contractors, of which 24% was recycled and composted. This is likely to increase to 18,207 tonnes in 2019, based on an average 1% increase per year in the quantity of waste generated by businesses and industry in West Sussex. 16.3.2 The quantity of waste generated by on-site construction activities at Gatwick Airport varies each year due to the different types and numbers of construction activities that are undertaken. 16.3.3 Future waste arisings and landfill disposal capacity has been identified through a desk-based review of publicly available sources of information. This information shows that: Construction waste arisings in West Sussex and the South East of England are projected to be 4,017,000 tonnes and 36,402,000 tonnes respectively during the period 2009 to 2011. Whilst there is likely to be a deficit of landfill capacity West Sussex, sufficient capacity would be available in the South East of England. In 2019, waste from businesses in West Sussex and the South East of England is likely to amount to 859,000 tonnes and 10,614,000 tonnes respectively but there is a projected deficit of landfill capacity in both West Sussex and the South East of England for this year. 16.4 Assessment 16.4.1 Waste generated by the construction and operation of the North Terminal Development Projects would have an adverse impact in terms of further increasing the quantity of waste to be managed using landfill disposal in West Sussex and the South East of England during the period 2009 to 2011 and in 2019. 16.4.2 In 2009 to 2011, it has been estimated that the North Terminal Development Projects would generate 72,746 tonnes of construction waste, of which 10,912 tonnes (15%) would require landfill disposal. The likely significant environmental effects would be minor adverse due to a predicted deficit of space in West Sussex and further depletion of available space in the South East of England. 16.4.3 In 2019, an additional 2,040 tonnes of waste would be generated as a result of the operation of the North Terminal Development Projects, of which 612 tonnes (30%) would require landfill disposal. The likely significant environmental effects would be minor adverse due to a deficit of landfill space in both West Sussex and the South East of England. 16.5 Mitigation and Residual Assessment 16.5.1 No additional mitigation or offsetting measures have been proposed at this stage although the use of construction waste resource efficiency tools may help to identify further opportunities for on-site re-use of construction waste materials, thereby reducing the quantity of waste requiring off-site treatment and disposal. As such, the residual environmental effects would be as identified for the initial assessment, which has already considered environmental design and waste management measures agreed during the design phase. 16.5.2 Enhancement opportunities are suggested including the use of construction waste resource efficiency tools and on-site composting of food waste generated at Gatwick Airport. 38
17 Water 17.1 Introduction 17.1.1 The assessment of the likely significant effects of the North Terminal Development Projects on the water environment encompasses the natural waters such as surface water (channels, flow, flood risk and quality) and groundwater (its availability and water quality); and Airport waters, that is, the man made aspects of drainage, water supply, use and discharge. 17.2 Methodology 17.2.1 The existing (baseline) conditions have been established using a combination of desk based studies and site visits. The assessment used a combination of recognised good practice, established standards, and professional judgement to determine the importance of the water environment at Gatwick Airport and the changes that would be brought about by the construction of the North Terminal Development Projects. The project team held consultation meetings seeking advice and feedback from the Environment Agency and other interest groups. Consultation was also held with a wide range of interested parties during a Scoping Workshop in January 2009. 17.2.2 Results of previous hydrologic modelling have been used as part of the Flood Risk Assessment prepared for the development. The Flood Risk Assessment included the existing flood risk and the projected future flood risk with the North Terminal Development Projects in place. 17.2.3 An assessment of cumulative effects has been made, as well as the identification of appropriate mitigation measures to minimise potential effects. 17.3 Baseline 17.3.1 The North Terminal Development Projects cover various locations within Gatwick Airport. Surface drainage from the area surrounding the North Terminal drains to Balancing Pond D (shown in the below photograph). Clean water from Pond D discharges to the River Mole to the north of the Airport. In addition, the Gatwick Stream borders the eastern edge of the Airport. The River Mole has good flow and water quality and supports a wide range of fish; such as carp, roach and gudgeon. The Gatwick Stream skirts the town of Crawley, and flows northwards from its source on the Tunbridge Wells Sands, meeting the River Mole south of Horley (just downstream of the Airport). 17.3.2 Hydraulic modelling of baseline conditions shows that the area around North Terminal is within Flood Zone 3. This means that it has a 1%, or 1 in 100 year, risk of flooding each year, caused by the Gatwick Stream overflowing its banks. In addition, all of the sites for the North Terminal Development Projects are a risk of flooding from surface run-off. 17.3.3 The area around Gatwick Airport is underlain by Weald Clay and is classified as unproductive for groundwater abstraction. The nearest aquifers are five kilometres to the south-east and nine kilometres north of the site. There are no groundwater or surface water abstractions within two kilometres of the site. The management of the River Mole catchment has been integrated within 39