bagby airfield, thirsk environmental statement non-technical … · 2018-07-20 · bagby airfield,...

Bagby Airfield, Thirsk

Environmental Statement

Non-Technical Summary

Prepared on behalf of Mr Martin Scott

September 2016

Bagby Airfield, Thirsk

Environmental Statement Non-Technical Summary

Prepared on behalf of Mr Martin Scott

Project Ref: 25545/A5/NTS 25545/A5/NTS

Status: Draft Final

Issue/ Rev: 01 02

Date: 28th September 2016 29th September 2016

Prepared by: BW BW

Checked by: BW BW

Barton Willmore LLP

7 Soho Square

London W1D 3QB

Tel: 020 7446 6888 Ref: 25545/A5/NTS

Fax: 020 7446 6889 Date: September 2016

COPYRIGHT

The contents of this document must not be copied or reproduced in whole or in part without the written consent of Barton Willmore LLP.

All Barton Willmore stationery is produced using recycled or FSC paper and vegetation oil based inks.

Bagby Airfield, Thirsk Contents

25545/A5/NTS i September 2016

CONTENTS

1.0 Introduction .................................................................................................................. 1

2.0 EIA Methodology ........................................................................................................... 3

3.0 Site and Proposed Development Description ...................................................................... 7

4.0 Construction Methodology & Programme.......................................................................... 13

5.0 Land Contamination ...................................................................................................... 15

6.0 Air Quality ................................................................................................................... 17

7.0 Noise & Vibration .......................................................................................................... 19

8.0 Transport & Access ....................................................................................................... 21

9.0 Summary ..................................................................................................................... 23

FIGURES Figure 1 Site Boundary Plan

Figure 2 Existing and Proposed Block Plan

Figure 3 Plan of Buildings to be Retained and Demolished

Figure 4 Baseline Noise Survey Measurement Locations

Figure 5 Noise Assessment Locations

Figure 6 Proposed Access Alignment

Bagby Airfield, Thirsk Introduction

25545/A5/NTS 1 September 2016

1.0 INTRODUCTION

1.1 Mr Martin Scott (the “Applicant”) is apply ing for planning permission to improve the facilities,

including the clubhouse, hangars and maintenance facilities (hereafter referred to as the

“Development”) at Bagby Airfield, Thirsk. The site (hereafter referred to as the “Site”) extends

to approximately 15.6 hectares (ha) and is located within the administrative area of

Hambleton District Council (HDC). Figure 1 shows the location of the Site.

1.2 An Environmental Statement (ES) has been prepared to support the planning appli cation. An

ES is the report of an Environmental Impact Assessment (EIA) carried out as required by

national law known as the “EIA Regulations 1”. This document is the non-technical summary

of the ES and summarises the content and conclusions of the ES.

Planning Background

1.3 The Site has a long and complicated planning history, however three applications of note have

been submitted with the intention of modernising the airfield. The first of these applications

was withdrawn, the second application was refused and taken to appeal but subsequently

withdrawn and the third dismissed at appeal over concerns on noise and the lack of a business

case. Following refusal of the third application at appeal, the Applicant has further refined

the proposals to those that are the subject of this ES.

Environmental Statement Availability

1.4 Paper copies of the full ES (chapters and figures) can be purchased at a cost of £60. The

technical appendices can be purchased at a cost of £100 each. The Transport Statement can

be also purchased at a cost of £25. Paper copies of the non-technical summary can be

obtained for £20. Copies of the full ES (Volume 1, 2 and 3 and the NTS) can be obtained on

CD for £15. All documents are available from:

Environmental Planning Team Secretary

Barton Willmore LLP

7 Soho Square

London

W1D 3QB

Tel: 0207 446 6888

1 The Town and Country Planning (Environmental Impact Assessment) (Amendment) Regulations 2015 (No.

660).

Bagby Airfield, Thirsk Introduction


1.5 The ES is available for public viewing during normal office hours at the following address es:

Hambleton District Council

Civic Centre

Stone Cross

Northallerton

North Yorkshire

DL6 2UU

[email protected]

01609 767228

mailto:[email protected]

PROPOSED SITE LOCATION PLAN

N

Sewage Farm

B

A

G

B

Y

L

A

N

E

D

r

a

i

n

C

o

t

t

a

g

e

Helipad

Pond Wood House

Farm

C

o

l

d

s

t

r

e

a

m

9

G

r

e

s

t

a

n

D

r

a

i

n

Pond

D

r

a

i

n

Greenleas

M

i

l

f

o

r

d

T

r

a

c

k

Tank

1

5

C

h

e

r

r

y

t

r

e

e

Poultry Houses

H

o

u

s

e

The

E

l

S

u

b

S

t

a

GP

GP

Westlands

1

Pond

59.0m

Longways

Beech

D

r

a

i

n

D

r

a

i

n

D

r

a

i

n

B

A

G

B

Y

L

A

N

E

2

West View

S

A

N

D

O

W

N

C

L

O

S

E

Kennels

L

i

t

t

o

n

s

l

a

c

k

R

o

z

e

l

Cottage

Cherrytree

Pond

Helipad

Cottage

43.3m

Ordnance Survey (c) Crown Copyright 2015. All rights reserved. Licence number 100022432

Bagby

Airfield

Proposed new access

and track

Do not scale from this drawing. All dimensions must be checked on site by the Contractor prior to the commencement of the Works.Drawings are to be read inconjunction with Specifications, specialist consultants' drawings etc. Any disparity between these documents is to be raised before commencement of the Works

PROJECT

CLIENT

DRAWING

STATUS

SCALE

DATE

DWG NO

REVISION

NO REVISION DATE

Architecture & Building Surveying10 North Street Ripon North Yorkshire HG4 1JY

Tel 01765 694804 Fax 01765 694801 www.joplings.com

1:2500 @ A2

DECEMBER 2015PLANNING

-

MR MARTIN SCOTT

1452-20BAGBY AIRFIELD, BAGBY, THIRSK, YO7 2PH

PROPOSED SITE LOCATION PLANFigure 1

Bagby Airfield, Thirsk EIA Methodology


2.0 EIA METHODOLOGY

2.1 EIA is a procedure used to assess the likely significant effects of a proposed development on

the environment. The results are written in to an ES which is submitted with the planning

application. The ES provides the local planning authority (in this case HDC) with sufficient

information about the potential environmental effects of the development before a decision

is made about the planning application.

2.2 The ES predicts what the significance of each environmental effect would be, during the

construction and operational phases of the development , which is determined by two factors:

The sensitivity, importance or value of the environment (such as people or wildlife);

and

The actual change taking place to the environment (i.e. the size or severity of change

taking place).

2.3 Most environmental disciplines classify effects as negligible, adverse or beneficial, where

effects are minor, moderate or major. Some disciplines use bespoke criteria based on

published guidance. Each chapter of the ES states which effects are considered significant.

2.4 The ES includes a description of the current environmental conditions known as the baseline

conditions, against which the likely significant environmental effects of the development are

assessed.

EIA Screening

2.5 A request for an EIA Screening2 Opinion was submitted to HDC on 26th January 2016 and on

1st March 2016 HDC adopted the Opinion that the Development constituted EIA. On receipt of

this screening opinion, the Applicant sought a Screening Direction 3 from the Secretary of State

(SoS) on 11th March 2016 and the SoS’s screening direction was received on 12 th May 2016

which confirmed that the proposal constituted EIA development by virtue of the potential for

significant effects on noise and air quality.

2 Screening is a procedure used to determine whether a proposed project is likely to have significant effects on the

environment. If deemed so, a full Environmental Impact Assessment is required to be submitted alongside the planning application. 3 If a developer or third party disagrees with the planning authority’s’ screening opinion, a request can be made for a screening direction from the Secretary of State which wil l override the local planning authority’s decision.



EIA Scope

2.6 Scoping involves focusing the ES on the likely significant effects of the development on the

environment during the construction and operational phases.

2.7 A request for an EIA Scoping Opinion was submitted to HDC on 30th June 2016. An EIA Scoping

Opinion was adopted by HDC on 4th August 2016 which requested an assessment of the

following topics:

Noise, Vibration and Air Movements;

Landscape, Access and Recreation;

Heritage;

Biodiversity and Geology;

Contamination;

Ground Related Transport Movements;

Flooding and Drainage;

Climate Change Adaptation;

Air Quality;

Socio-Economics; and

Land Use and Soils.

2.8 It is considered, however, that not all of these topics will result in likely significant

environmental effects. Therefore, the Applicant prepared a response to the EIA Scoping

Opinion justifying why a full scope ES was not required as the Development would not

generate significant effects with respect to all subject areas identified above. The Applicant

is of the view that the ES should include the following technical assessments:

Land Contamination;

Air Quality;

Noise & Vibration; and

Transport & Access.

Aircraft Movements

2.9 As part of the scoping process a cap on AMs is suggested as 8,787 per annum. This figure is

based on the recorded movements over the last 10 years which date back to 2006 and includes

both very low years and very high years of movements. With regards to the Deve lopment, an

increase in flight movements is not anticipated. Therefore, an assessment of the effects of an

uplift in flight movements has not been undertaken.



Cumulative Effects

2.10 An EIA must assess the potentially significant effects of a development tha t may arise

cumulatively (when combined with) other major development with planning permission or

under construction in the local area. Government guidance states that ‘existing and approved’ 4

developments should be considered.

2.11 The Applicant is not aware of any proposed developments or operations that need to be

considered under cumulative effects.

Stakeholder Engagement and Public Consultation

2.12 Consultation has been undertaken with the following statutory consultees 5:

Environment Agency;

Natural England;

HDC (various departments); and

North Yorkshire County Council (various departments) .

2.13 Other organisations consulted as part of the EIA process include:

Bagby and Balk Parish Council;

Swale and Ure Drainage Board;

Thirkleby Parish Council; and

Action for Refusal.

2.14 A public exhibition was held for the Parish Councils and the public to comment on the

Development. The exhibition was held on 9th December 2015 at Bagby Airfield Clubhouse

between 16.00 and 20.00. A flyer inviting residents to the consultation event was distributed

to 390 surrounding households and businesses within a 2km radius of the Site. This informed

them of the date, time and location of the consultation event. A total of five consultation

boards were available for the public to v iew which covered a variety of aspects surrounding

the Development.

2.15 Eight of the local Parish Councils closest to the Site were contacted and invited to attend the

consultation event. An additional email was sent on 10 th December 2015 which offered the

chance to meet with the Parish Councils to discuss the proposals further.

4 DCLG, March 2012, National Planning Policy Framework 5 Organisation and bodies, defined by statute, who must be consulted on relevant planning application.



2.16 In order to record the views of those who attended the event, a questionnaire was available

to be completed on the day and/or returned at a later date. It is estimated that approximate ly

80 people attended the event.

Bagby Airfield, Thirsk Site and Proposed Development Description


3.0 SITE AND PROPOSED DEVELOPMENT DESCRIPTION

Site Context

3.1 The Site (see Figure 1) is located to the south of the village of Bagby, within the administrative

area of HDC. Bagby lies approximately 3.5km to the south east of Thirsk and 18km to the

east of Ripon.

3.2 Immediately to the north of the Site is Bagby Lane, the village of Bagby, and a sewage farm.

Further north lies undeveloped, agricultural fields before Thirsk Industrial Park and the A170

(Sutton Road). Poultry houses and Cherrytree Farm are located immediately to the east of the

Site, with agricultural fields beyond. Immediately south of the Site are further agricultural

fields, with the wooded areas of Pond Wood and Home Wood beyond, the latter of which is

designated as ancient woodland. A small cluster of residential dwellings are also located on

the fringes of this woodland. The eastern part of Home Wood also contains a caravan park.

The A19 is located to the west of the Site, with further agricultural fields beyond.

Site Description

3.3 The Site extends to approximately 15.6ha and comprises a privately owned airfield.

Agricultural land, owned by the Applicant, surrounds the runway and airfield buildings. One

grass runway runs west to east through the southern section of the Site. To the south of this

runway are five hangars of various sizes (hangars A, B, C, D and E) together with a helipad.

To the north of the runway are four further hangars (hangars F, G, H and I) together with a

clubhouse, another Helipad and a Maintenance Building which houses an engineering

business. The airfield also contains supporting infrastructure, including mobile refuelling

facilities, storage and a control tower. A further grass runway runs north to south through

the Site, however this runway has not been used since 2012.

3.4 The existing and only access road to the Site is located immediately adjacent to the eastern

boundary of the Site and runs north before joining Bagby Lane. This access road will remain

and provide only pedestrian access to the village of Bagby.

Description of Development

3.5 The Development intends to modernise facilities at the airfield and comprises the following

elements:

Demolition of:

The existing clubhouse and control tower;



Hanger I and the storage building located at the eastern edge of the Site ( see

existing and proposed block plans at Figure 2);

The single storey extension on hangar B; and

Hangars C and D on the southern boundary of the Site.

Change of use relating to:

External alterations of the existing Maintenance Building to be used as a

clubhouse and control tower; and

The large storage hangar in the north of the Site to be used as the new

Maintenance Building.

Construction of:

A new tractor shed on the northern boundary of the Site;

A new hangar on the southern boundary of the Site (Hanger C1) in place of

hangars C and D; and

A new access road.

Creation of:

New hard and soft landscaping which will require no significant engineering

works, earth or soil movements. Typical works are expected to involve the laying

of access roads and the planting of trees/shrubs; and

Taxiways linking the hangers to the runway which will widen the apron onto the

runway but not the runway itself.

Land Use

3.6 Figure 2 and Figure 3 shows the hangars which are to be demolished and retained. The

existing floorspace at the Site is 3,215 square metres (sqm) Gross Internal Area (GIA)6. The

Development comprises the demolition of 581sqm GIA and the provision of 773sqm GIA

floorspace which will be achieved through the conversion of existing and creation of new

floorspace. Following the demolition of facilities and change of uses, the Development would

result in an uplift of approximately 192sqm GIA from the existing baseline. Further information

is provided in Table 1.

6 Gross Internal Area is the area of a building measured to the internal face of the perimeter walls at each floor level.

EXISTING BLOCK PLAN

N

Hangar

'B'

Hangar

'A'

Hangar

'E'

Hangar

'F'

Hangar

'C'

Hangar

'D'

Hangar and Storage '1'

Hangar

'G'

Helipad '1'

Helipad '2'

Ru

nw

ay

Ru

nw

ay

Hangar

'H'

Maintenance

Facility

(Graham Fox)

Clubhouse

Access


PROJECT

CLIENT

DRAWING

STATUS

SCALE

DATE

DWG NO

REVISION

NO REVISION DATE



1:500 @ A2

OCTOBER 2015PLANNING

-

MR MARTIN SCOTT


EXISTING BLOCK PLANFigure 2

PROPOSED BLOCK PLAN

N

Hangar

'B'

Hangar

'A'

Hangar

'E'

Hangar

'G'

Helipad '1'

Helipad '2'

Ru

nw

ay

Ru

nw

ay

Hangar

'H'

Maintenance

Facility

(Graham Fox)

Access

New

Clubhouse

Proposed

Hangar 'C1'

Existing Hangar and Storage

Unit to be demolished and area

landscaped with low level shrubs

New hardstanding

and access to runway

Dwg No: 1452-14

Dwgs No:

1452-15 +16

Dwg No: 1452-13

Dwg No: 1452-12

Dwg No: 1452-11

Unchanged

Dwgs No:

1452-15 +16

Unchanged

Existing

Hangars 'C'

and 'D' to be

demolished

New Tractor

Shed

Dwg No: 1452-17

Natural screening

with native species


PROJECT

CLIENT

DRAWING

STATUS

SCALE

DATE

DWG NO

REVISION

NO REVISION DATE



1:500 @ A2

OCTOBER 2015PLANNING

-

MR MARTIN SCOTT


PROPOSED BLOCK PLAN

BLOCK PLAN SHOWING BUILDINGS

RETAINED /TO BE DEMOLISHED

N

Ru

nw

ay

Ru

nw

ay

Access

Retained Buildings

Demolished Buildings


PROJECT

CLIENT

DRAWING

STATUS

SCALE

DATE

DWG NO

REVISION

NO REVISION DATE



1:500 @ A2

NOVEMBER 2015PLANNING

-

MR MARTIN SCOTT


BLOCK PLAN SHOWING BUILDINGS RETAINED /

TO BE DEMOLISHED

Figure 3



Table 1: Existing and Proposed Uses

Building

Existing floor space (m2)

Demolished floor space

(m2)

Converted/New floor space

(m2)

Proposed Floor space (m2)

Hangar floor space

Other floor space

Hanger floor space

Other floor space

Existing Clubhouse

89 89

Maintenance Facility – converted into clubhouse

201 108 309

Storage 49 49

Tractor Shed 9 9

Hanger A 183 90 273

Hanger B 718 14 704

Hanger C 53 53

Hanger D 85 85

Hanger E 279 279

Hanger F – converted to maintenance facility

902 902 902

Hanger G 277 43 234

Hanger H 131 131

Hanger I 248 248

Hanger C1 566 566

Totals 2,876 339 581 1,675 2,187 1,220

Overall Total 3,215 3,407

Building Heights and Massing

3.7 The proposed maximum height of the Development will be 9.1m above ground level. The new

tractor shed and new hangar C1 will be 4.7m and 8m above ground level, respectively. Further

information on the existing and proposed building heights is included in Table 2.



Table 2: Existing and Proposed Building Heights

Building Existing Height (m) Proposed Height m)

Existing Clubhouse 4.0 -

Maintenance Facility –

converted into clubhouse

8.1 9.1

Tractor Shed - 4.7

Hanger A 4.6 4.6

Hanger B 8.5 8.5

Hanger C – to be demolished 2.8 -

Hanger D – to be demolished 4.0 -

Hanger E 5.8 5.8

Hanger F – converted to maintenance facility

6.2 6.2

Hanger G 5.4 5.4

Hanger H 5.8 5.8

Hanger I – to be demolished - -

Hanger C1 - 8.0

Green Infrastructure

3.8 The Site is open, predominantly laid to grass and is bound by hedgerows. There are a number

of mature trees within the landscape to the north and south of the Site. The Development

proposes to introduce further planting into the Site including low height s hrubs/hedgerows as

well as some tree planting to the north of the proposed tractor shed. The additional planting

will help screen the buildings from Bagby Lane as well as break up the building mass on Site.

Access

3.9 The existing access to the Site is from Bagby village to the north via a single access track

lane. The Development proposes to include a new highway access from Bagby Lane (see

Figure 1). This would be located to the south of the existing Bagby village boundary and

would provide a new access route through the Site. Passing places would be included along

the access route to allow for fuel tankers to access the Site. The proposed new access route

would leave the existing access route for use by staff and visitors on foot and cycle only.

Drainage

3.10 Whilst the area of impermeable surfaces will increase as a result of the Development, this is

minimal and will not alter any surface water flows. Therefore the existing surface water and

foul drainage systems would be utilised for the Development. There are considered to be no

implications for flooding on Site.



Lighting

3.11 All lights on Site, which are attached to buildings, are on movement sensors and need to be

manually switched on. There are no automatic lights that remain on throughout the night.

Flight movements would be restricted on Site after 11pm and the runway lights are controlled

by a radio frequency and are not permanently left on. When pilots approach the Site, they

can use the radio frequency of the Site to contact the Site and use the pilot’s remotes 7 to

switch on the runway lights. Once triggered by pilots, the lights remain on for exactly 6

minutes and then switch off again. If required the pilots can trigger the lights on again via

the remotes. This ensures the Site’s lighting is not left permanently on.

3.12 The Development does propose altering the existing lighting arrangements on Site, however

the same arrangements will be employed for the new hangars.

Alternatives

3.13 The EIA Regulations require an ES to detail any alternatives that have been considered to the

development submitted for planning permission. Alternatives can include:

No Development;

Alternative Sites; and

Alternative Designs and Design Evolution through Consultation.

No Development

3.14 The ‘No Development’ alternative refers to the option of leaving the Site in its current state.

To proceed with this option would limit the effective use and operation of the airfield and

therefore this option was not considered further.

Alternative Sites

3.15 No alternative sites have been considered, given the nature of the Development.

Alternative Designs and Design Evolution through Consultation

3.16 The design of the Development has been based on the existing layout of the airfield and has

evolved taking into consideration the practical uses of the proposed hangars and other airfield

buildings.

7 Devices used by pilots to control lights on the runway



3.17 Table 3 below sets out key issues of relevance to the EIA raised during the publ ic consultation

and where necessary how the design of the Development has evolved to address them.

Table 3: Design Evolution through Consultation

Topic Comment Response ES Reference

Highways Residents were concerned with the current traffic and access situation in relation to Bagby Village and the airfield.

The Development seeks to alter the access arrangements to the airfield and adopt an access to the west of the village. This would prevent all vehicles travelling to the Site from the A19 from travelling through the village. The large majority of visitors who will use the A19 as the main trunk road to visit the airfield would then not have to travel in to the village in order to access the Site.

ES Chapter 8: Transport & Access Volume 3: Transport Statement

Residents were concerned with the location of the access road in close proximity to the children’s play park.

Traffic speed surveys were carried out which enabled the access to be located away from the play park, further west of the village.

ES Chapter 8: Transport & Access Volume 3: Transport Statement

Noise Increased concern of flight movements and their effects on the noise climate in the area.

A code of conduct will be offered as a legal agreement which would set controls and restrictions over the airfields use. This will involve control over flight paths, circuits and aerobatics.

ES Chapter 7: Noise & Vibration

Bagby Airfield, Thirsk Construction Methodology & Programme


4.0 CONSTRUCTION METHODOLOGY & PROGRAMME

4.1 Planning for construction is broad at this stage. The assessment of construction phase

environmental effects is based on reasonable assumptions and experience.

4.2 The programme for construction anticipates an overall development period of not more than

12 months. The construction of the Development is anticipated to commence in 2017, subject

to gaining planning permission, and span approximately 10 months from commencement of

work. Construction of the proposed new access track will take place in the first instance with

the demolition and upgrade of facilities to follow. Overall, the construction process is expected

to be completed by November 2017. Table 4 below shows an indicative construction

programme.

Table 4: Indicative Construction Programme

Activities Duration (Weeks)

Access Road Construction 6

Excavation / site levelling 4

Foundation works 6

Superstructure Works 6

Fit-out 12

4.3 The Development will involve the demolition of five hangars, a storage facility and the existing

clubhouse.

4.4 A Construction Environmental Management Plan (CEMP) will be prepared for the Development ,

this is a document that will provide methods for managing environmental issues, such as noise

and dust during construction.

Construction Phase Vehicle Movements

4.5 Construction vehicle movements will be managed to minimise the impact on the local road

network. HGV movements would be dispersed across the working day outside of the morning

and evening peak periods. The arrival and departure of cars and small vans would be

concentrated during the morning and evening periods. Table 5 provides an indicative level of

construction traffic trip generation associated with the demolition and construction phase of

the Development.

Table 5: Two-way Daily Construction Traffic Movements

Vehicle Type Duration (Weeks)

HGV 4

Cars and Light goods 16

Bagby Airfield, Thirsk Construction Methodology & Programme


4.6 Construction traffic access will be via the new access road once it has been established to the

west of Bagby village. Construction vehicles will access the Site using the main arterial roads,

most notably the A19 (York Road), as far as possible to minimise the impacts on the local

road network. If abnormal or oversized loads are required to deliver materials to the Site,

notice will be given to HDC, depending on the routing, and also the Police, the Fire Brigade,

and other emergency services, sufficiently in advance of the required closure or diversion

dates. Should any hazardous materials arise during the course of the works, these materials

will be transported to a licensed disposal s ite using permitted routes as identified in the CEMP.

4.7 All management of construction traffic and access will be carried out in accordance with a

Construction Traffic Management Plan (CTMP), as set out below:

Planning and managing both vehicle and pedestrian routes;

The elimination of reversing, where possible;

Safe driving and working practices;

Adequate visibility at new accesses;

Provision of signs and barriers; and

Adequate parking for off-loading storage areas.

Hours of Work

4.8 Working hours on the Site will be agreed with HDC through the CEMP. However, it is likely

that the standard hours of work will be adhered to. These are:

Monday to Friday, 8am to 6pm;

Saturday, 8am to 1pm; and

Sunday and Bank Holidays, no noisy activities on-site.

4.9 All work outside these hours will be subject to prior agreement of, and/or reasonable notice

to HDC as appropriate. Night-time working will be restricted to exceptional circumstances,

and work internally with buildings. By arrangement, there may be some out of hours

construction deliveries made to the Site.

Bagby Airfield, Thirsk Land Contamination


5.0 LAND CONTAMINATION

5.1 The ES has assessed the likely significant effects of the Development on potential existing

land contamination.

5.2 Potential sources of contamination stemming from the Development have been identified as

the following:

Possible Made Ground8;

Leakage from above ground storage tanks (ASTs) or underground storage tanks

(USTs);

Spillage of fuels and/or oils near the aircraft maintenance and refuelling facility; and

Possible asbestos containing materials9 within building structures and Made Ground.

5.3 Those receptors10 which may be affected by the Development:

Human health including maintenance workers, residents of Bagby village and airfield

users;

Controlled waters receptors comprising surface water drains; and

Surrounding agricultural land.

Baseline Conditions

5.4 There are no groundwater abstraction locations11 within 1km of the Site and the Site is not

located within a groundwater Source Protection Zone 12. Environment Agency records suggest

that groundwater is not considered a sensitive receptor. Potential pollutant linkages with

Home Wood (Ancient and Semi-Natural Woodland), located approximately 400m to the south

east of the Site have not been considered given its distance from the Site. No contamination

was identified on Site.

Demolition and Construction Phase Effects

5.5 Demolition of existing structures and below ground excavation may encounter and mobilise

contaminants within soil and/or Made Ground. If potentially contaminated materials are

observed during site works, an appropriate investigation and waste disposal and/or treatment

plan will be developed. The public will not be allowed to access the Site during

8 An area of land that has been man-made e.g. concrete 9 Materials containing a highly resistant fibrous silicate mineral tha t can be woven into fabrics, and is used in brake linings and in fire resistant and insulating materials. 10 Features within the environment which could be affected by a proposed development. 11 Where water is taken from the ground source for irrigation or treatment to produce drinking water. 12 Groundwater Source Protection Zones protect public drinking water supplies to ensure tap water is safe to drink.

Bagby Airfield, Thirsk Land Contamination


demolition/construction and the distance to nearby residents means that significant ef fects

are not considered likely. Surrounding agricultural land is considered sensitive to the

mobilisation of contamination, however this is limited to airborne contamination dispersal and

new contamination occurring on site which migrates off site. The adoption of best practice

measures including the bunding of tanks, the use of Personal Protective Equipment and

restriction to visitor access during demolition/construction will ensure significant effects are

not generated. Overall, the Development will have a minor adverse – negligible effect on land

contamination.

Operational Phase Effects

5.6 Assuming that best practice measures are adopted, no significant effects are anticipated on

the surrounding agricultural land or any potential surface water receptors. Fuel storage is

likely to occur on Site during operation, however this will be held in accordance with the Oil

Storage Regulations13 and spill kits will be available on Site . Maintenance and workers on the

airfield will be required to wear Personal Protective Equipment in accordance with appropriate

guidelines and regulations. The Development would not mobilise or disturb any potentially

contaminated soil/Made Ground during the operational phase. Overall, the Development will

have a minor adverse – negligible effect on land contamination during the operational phase.

13 The Control of Pollution (Oil Storage) (England) Regulations 2001, Water Resources England, No. 2954

Bagby Airfield, Thirsk Air Quality


6.0 AIR QUALITY

6.1 The ES considers the likely effects of the Development on the environment in respect of air

quality.

Baseline Conditions

6.2 The Site does not fall within an Air Quality Management Area which means that the levels of

pollutants are below UK objectives. The Site is located within an area where the main influence

on local air quality is judged to be exhaust emissions from road traffic. There are no known

industrial pollution sources in the immediate vicinity of the Site that will significantly influence

local air quality.

6.3 There are no designated ecological sites within 50m of the Site boundary or within 50m of

roads potentially effected by trackout 14. Therefore ecological sites have not been considered

further within the demolition/construction phase assessment. There are no sensitive human

receptors within 50m of the routes likely to be used by construction vehicles, within a radius

of 500m from the Site access; and as such, impacts from trackout have not been considered

further within the demolition/construction phase assessment.

6.4 The Development will not generate significant amounts of road traffic and traffic flows are

below published criteria. Therefore, emissions relating to the new access road are consid ered

to be insignificant and are not considered further within the assessment. The existing baseline

aircraft movements at the Site are considered to be 8,787 per annum. It is understood that

this number will act as a cap to aircraft movements and flights will not increase above this

with the Development. The Development is not considered to meet the relevant criteria

required to further assess aircraft emissions (see Table 6). As such, the impact of any change

in pollutant concentrations as a result of aircraft emissions associated with the Development

on local air quality are considered to be insignificant, and have not been considered in the

assessment.

14 The transport of dust and dirt from construction/demolition onto the pub lic road network.

Bagby Airfield, Thirsk Air Quality


Table 6: Aircraft Screening Criteria

Criteria15 Development

Determine relevant exposure within 1km of airport boundary

The village of Bagby is within 1km of the airfield boundary. 2013 Population Estimates by North Yorkshire County Council16 estimated 540 residents in Bagby.

If exposure identified, determine whether the airport total equivalent passenger throughput is more than 10 million passengers per annum (mmpa).

The number of aircraft movements at the Site is not expected to increase, with the Development, from the estimated baseline number of 8,787 per annum. It is understood that typically aircraft with more than 6 seats cannot operate at Bagby Airfield and therefore as a conservative assessment, if every aircraft holds 6 passengers (in reality many will hold less), this would equate to 52,722 passengers per annum; well below 10 mppa.

Identify whether background annual mean NOx concentration is above 25μg/m3 in these areas

Predicted 2016 NOx background concentration in Bagby is estimated to be 9.5μg/m3


6.5 During the demolition and construction phase, the adoption of best practice mitigation

measures such as site and waste management, monitoring and the implementation of

sustainable travel will minimise the generation or re-suspension of dust and particulate

matter17. Therefore the effects on nearby properties and human receptor locations and

emissions arising from exhaust emissions from construction traffic would be negligible during

the demolition and construction phase.


6.6 As highlighted above, effects from traffic flows and aircraft movements are not considered to

be significant given the size and scale of the Development and have therefore not been

considered further in the assessment.

15 DEFRA, Local Air Quality Management Technical Guidance (TG16), April 2016. 16 North Yorkshire County Council (2014). 2014 Population Estimates – Parishes. 17 Particulate Matter is a generic term used to describe a complex group of air pollutants that vary in size and composition, depending upon the location and time of its source.

Bagby Airfield, Thirsk Noise & Vibration


7.0 NOISE & VIBRATION

7.1 The ES assesses the likely significant effect of the Development on the environment with

respect to noise & vibration.

Baseline Conditions

7.2 For the purposes of the noise assessment, sensitive locations (identified on Figure 4) have

been identified. These location are assumed to be representative of the locations that could

experience an effect as a result of the demolition, construction and operation of the

Development. These include Bagby village, Thistle Hill Farm, Thirkleby and Low Moor Farm.

7.3 A noise monitoring exercise was undertaken in order to establish the existing baseline noise

conditions at the Site. At each location, also identified on Figure 4, noise levels were measured

continuously over full 24 hour periods, thereby covering daytime, evening and night time

periods. At all locations it was noted that the local noise climate was generally quiet with the

dominant noise sources stemming from birdsong, distant road traffic noise and occasional

aircraft movement from large commercial aircraft rather than those associ ated with the

airfield. At Thirkleby and Low Moor Farm additional background noise stemmed from the A19

and Low Lane and sporadic aircraft noise associated with the airfield.

7.4 There are no proposed changes as part of the Development to the current level of aircraft

use at the Site, fleet mix, or changes in flight paths using the airfield. However, it has been

considered appropriate to understand the influence that aircraft movements have on the

current baseline noise levels in the local area. The noise measurements show that at none of

the measured locations are noise levels influenced significantly by aircraft noise associated

with the airfield.

7.5 It is considered that the scale of works and the distances to the nearest vibration sensitive

receptors are such that a vibration assessment of effects resulting from the construction and

operational phase is not warranted.


7.6 The main noise generating activities during the demolition and construction phase have been

assessed for the following activities:

Demolition;

Access road construction;

45 dB

Figure 4Baseline Noise Survey Measurement Locations

ukmjb009

Stamp

ukaxc025

Rectangle

ukaxc025

Line

ukaxc025

Line

ukaxc025

Text Box

Title:

ukaxc025

Line

ukaxc025

Text Box

Drawing Number:

ukmjb009

Text Box

Key Measurement Locations

ukmjb009

Rectangle

ukmjb009

Rectangle

UKMJB009

Oval

ukmjb009

Stamp

UKMJB009

Text Box

ML1 Bagby Lane, Bagby

ukmjb009

Line

ukmjb009

Line

UKMJB009

Oval

ukmjb009

Stamp

UKMJB009

Text Box

ML2 Thistle Hill Farm

ukmjb009

Line

ukmjb009

Stamp

ukmjb009

Line

UKMJB009

Oval

UKMJB009

Text Box

ML3 Foxglove Cottage, Thirkleby

UKMJB009

Oval

ukmjb009

Line

ukmjb009

Line

ukmjb009

Stamp

UKMJB009

Text Box

ML4 Low Moor Farm

UKMJB009

Oval

ukmjb009

Line

ukmjb009

Line

Bagby Airfield, Thirsk Noise & Vibration


Excavation and sub-structure18 works; and

Superstructure19 works.

7.7 The noise predictions during the demolition and constructi on phase have been undertaken at

representative dwellings in the vicinity. These are identified on Figure 5 and are Milford, Rozel

and Beech Cottage. At these locations the significance of effects are predicted to be negligible .


7.8 With regards to effects during the operational phase of the Development, impacts have been

assessed from Development generated traffic, noise from ground and maintenance activities

and entertainment noise associated with the relocation of the clubhouse. Where practicably

possible, the opening door to the maintenance facility should remain closed when activities

are being undertaken within the building. Any windows and bifold doors would not be included

on the north western façade of the clubhouse and where possible would be kept closed during

evening events where significant noise is likely to be generated.

7.9 A consideration has been made to the noise levels that could arise at the closest existing

residential dwelling to the existing Site access road and the proposed new access road. At the

residential location, Milford and Grestan (see Figure 5), noise levels are predicted to reduce

following the operation of the new Site access. At Rozel (see Figure 5) noise levels are

predicted to increase, however it should be noted that the operational noise levels at Rozel

are low compared to existing levels and given that Rozel is located in relatively close proximity

to Bagby Lane which experiences significantly greater levels of road traffic than the Site

access, it is expected that any increase in noise generated by the new access road will be

minimal. Overall, it is anticipated that there would be a minor beneficial to minor adverse

effect on noise during the operational phase of the Development.

18 An underlying or supporting structure 19 A structure built on top of something else

45 dB

Figure 5Assessment Locations

ukmjb009

Stamp

ukaxc025

Rectangle

ukaxc025

Line

ukaxc025

Line

ukaxc025

Text Box

Title:

ukaxc025

Line

ukaxc025

Text Box

Drawing Number:

ukaxc025

Text Box

Bagby Airfield Environmental Statement

ukmjb009

Text Box

Key Assessment Locations

ukmjb009

Rectangle

ukmjb009

Rectangle

UKMJB009

Oval

UKMJB009

Text Box

Rozel

ukmjb009

Line

UKMJB009

Oval

UKMJB009

Oval

UKMJB009

Oval

UKMJB009

Oval

UKMJB009

Oval

UKMJB009

Oval

UKMJB009

Oval

ukmjb009

Line

ukmjb009

Line

ukmjb009

Line

ukmjb009

Line

ukmjb009

Line

ukmjb009

Line

UKMJB009

Text Box

Coldstream

UKMJB009

Text Box

Gresdan

UKMJB009

Text Box

Milford

UKMJB009

Text Box

Greenleas

UKMJB009

Text Box

The Cottage

UKMJB009

Text Box

Cherrytree cottage

ukmjb009

Stamp

UKMJB009

Text Box

Assessment Locations in Bagby Village (north west of airfield)

UKMJB009

Text Box

Assessment Locations in Thirkleby (south east of the airfield)

UKMJB009

Oval

ukmjb009

Line

UKMJB009

Text Box

Beech Cottage

Bagby Airfield, Thirsk Transport & Access


8.0 TRANSPORT & ACCESS

8.1 The ES assesses the likely significant effect of the Development on the environment with

respect to ground based transport and access.

Baseline Conditions

8.2 With regards to access to the Site, the following routes are currently available:

Access on Foot – Bagby Lane, within Bagby village, has a footway provided along

either its northern or southern edge through the village, which provides access to the

Site on foot;

Access by Bike – Nearby cycle routes include Route 657, which runs to the west of the

Site along Moor End Lane. Route 657 is an alternative route to Route 65 and can be

accessed along Bagby Lane. It is assumed that people will travel by cycle from areas

within Bagby village, Sowerby and Thirk; and

Access by Bus – The nearest bus stops are located within Bagby village around 600m

from the boundary of the Site (via the existing access route). Bus stops within the

village provide access to Thirsk, Kilburn, Oulston and Husthwaite. An additional bus

stop location is the A19 where the 30 and 30X operate. These services provide access

to York, Thirsk, Tollerton, Shipton, Skelton, Rawcliffe, Clifton and other areas.

Highways – The existing Site access is located on Bagby Lane.

8.3 Existing traffic flows at the Site stem from the following activities:

Graham Fox Maintenance Building;

Bagby Airfield;

Visitors to the Site;

Fuel tankers and other deliveries to the Site; and

Abnormal movements.


8.4 The daily traffic flows relating to the demolition and construction phase of the Development

are expected to comprise four HGV movements and 16 cars or light goods vehicles. Each

vehicle will make two trips (one in and one out of the Site) so this number o f daily traffic

movements represents two HGVs and eight cars or light goods vehicles for the purposes of

demolition/construction. On-site facilities will be provided for construction workers to

minimise the number of vehicle trips leaving the Site during the working day. There may be

a slight increase in highway risk due to ad hoc parking, the reversing of heavy vehicles and

debris (i.e. mud) spreading onto the highway. These effects would be temporary and mitigated

Bagby Airfield, Thirsk Transport & Access


through the CEMP through the use of wheelwashing and a banksman20. Overall, effects on

transport and access during the demolition and construction phase are considered to be

negligible.


8.5 The Development includes a new highways access from Bagby Lane, to the west of the village.

A new access route is also proposed through the Site with passing places to allow cars and

heavy vehicles to pass each other. The existing access route to serve the Site will be retained

for staff and visitors on foot and cycle. The overall proposals are shown on Figure 6. It is

considered that the proposed access location overcomes issues at the existing access with

regard to limited visibility and provides an overall improvement to access to the Site. This

would result in a permanent, minor beneficial effect on walking, cycling, public transport and

traffic flows.

8.6 The Development is unlikely to materially affect the number of vehicles accessing the Site

during the operational phase of the Development. The forecast peak hourly change in vehicle

movements is an increase of 12 two-way vehicle movements relating to an increase in visitors

to the Site as the forecast usage of hangars and maintenance facilities could increase from

30 to 33 (at present, which is not at capacity) to around 35 to 40 aircr aft (if efficiently stored

and dependent upon the aircraft size and owner’s requirements). Despite the potential

increase of aircraft on Site, this will not correspond to an increase in aircraft movements at

the airfield. As a result, this non-material increase is considered to have a negligible impact

on the local highway network and is much less than the typical threshold of 30 two -way

vehicle trips which would result in a requirement for further detailed assessment being

undertaken.

20 A banksman is the person who directs the operation of large vehicles .

Figure 6

2554524013/A5/NTS 23 September 2016

9.0 SUMMARY

9.1 The Development has been subject to a thorough analysis of environmental constraints and

opportunities and as the process evolved, measures have been incorporated into the proposals

to avoid, reduce or offset environmental effects. Where this has not been possible, further

mitigation measures have been proposed.

9.2 In conclusion, the Development will result in the following residual effects included in Table 7.

Table 7: Residual Effects

Topic Stage Effect Residual Effect

Land Contamination

Demolition and Construction

Potential effects on geology and mineral resources

Minor Adverse/Negligible

Impacts to human health receptors (demolition, construction and maintenance workers, airfield users and nearby residents)


Potential for impacts to surrounding agricultural land


Potential for impacts to surface water receptors


Completed Development

Impacts to human health receptors (maintenance workers, airfield users and nearby residents)


Air Quality


Increase in dust generated by on-site activities during the demolition and construction phase on nearby properties

Negligible

Increase in particulate matter generated by on-site activities during the demolition and construction phase at nearby human receptor locations

Negligible

Increase in pollutant concentrations as a result of exhaust emissions arising from construction traffic and plant on local air quality at human receptor locations

Negligible


N/A N/A

Noise & Vibration


Construction Noise Negligible

Demolition and

Construction

Noise from Development generated traffic on the Site access road

Minor Beneficial to Negligible

Noise from ground and maintenance

activities

Negligible to Minor

Adverse

Entertainment noise associated with the relocated clubhouse

Negligible

Transport & Access


Construction Vehicles Negligible

Highway Safety Negligible

2554524013/A5/NTS 24 September 2016

Topic Stage Effect Residual Effect


Walking, cycling and public transport Minor beneficial

Traffic Flows Minor beneficial

Highway Safety Negligible

bagby airfield, thirsk environmental statement non-technical … · 2018-07-20 · bagby airfield,...

Documents