PLANNING STATEMENT Planning Application · WSP | Parsons Brinckerhoff WSP House London WC2A 1AF UK...

Paddington QuarterGerald Eve LLP 12th September 2016

Planning Application

PLANNING STATEMENT



PLANNING STATEMENT



PLANNING STATEMENT

Environmental Statement Volume 4: Non-Technical Summary

WSP Parsons Brinckerhoff

FINAL Project no: 70008427 Date: September 2016

– WSP | Parsons Brinckerhoff WSP House London WC2A 1AF UK Tel: +44 (0) 2073 145 000 Fax: +44 (0) 2073 145 111 www.wsp-pb.com

PADDINGTON QUARTER

NON-TECHNICAL SUMMARY OF THE ENVIRONMENTAL STATEMENT

Great Western Developments Ltd

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Paddington Quarter WSP | Parsons Brinckerhoff Great Western Developments Project No 70008427 ES Volume 4: Non Technical Summary September 2016

Q U A L I T Y M A N A G E M E N T

ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3

Remarks FINAL

Date September 2016

Prepared by Caroline Coletto

Signature

Checked by Tony Selwyn

Signature

Authorised by Karen McAllister

Signature

Project number 70008427

Report number FINAL

File reference W:\Environmental Planning London\03. Projects\02. EIA Projects\70005349 - Paddington\2. 2016 Application\5. Reporting\3. ES\

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Paddington Quarter WSP | Parsons Brinckerhoff Great Western Developments Project No 70008427 ES Volume 4: Non Technical Summary September 2016 Click here to enter text.

TABLE OF CONTENTS PADDINGTON QUARTER ..........................................................................1

1 INTRODUCTION ...........................................................................1

2 BACKGROUND AND CONTEXT .................................................6

3 THE PROPOSED DEVELOPMENT ........................................... 12

4 ENVIRONMENTAL EFFECTS .................................................... 22

5 PROPOSED MITIGATION MEASURES .................................... 29

6 WHAT HAPPENS NEXT? .......................................................... 31

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Paddington Quarter WSP | Parsons Brinckerhoff Great Western Developments Ltd Project No 70008427 ES Volume 4: Non Technical Summary September 2016

1 INTRODUCTION

1.1 THE SITE AND PROPOSED DEVELOPMENT

This Non-Technical Summary (NTS) is part of the Environmental Statement (ES) that supports 1.1.1the detailed planning application by Great Western Developments Ltd (the ‘Applicant’), for the mixed-use redevelopment of land at 31 London Street, Paddington (the ‘Site’), that will provide new commercial, retail and restaurant facilities, whilst facilitating substantial new public realm at the entrance to Paddington Station, a new underground station entrance and ticket hall for the Bakerloo Line and associated infrastructure.

The Site lies wholly within the administrative area of Westminster City Council (WCC) and is 1.1.2approximately 0.45 hectares (ha) in size, the location and boundary of which is shown in red on Figure 1.

Figure 1: Site Location Plan and Boundary

The ES reports the assessment of the likely significant environmental effects as a result of the 1.1.3Proposed Development. The Proposed Development for the basis of this assessment and as reported within the ES is as described below and as defined in the Application Plans submitted for approval:

“Full planning permission for demolition of existing buildings and mixed use redevelopment comprising a commercial cube providing up to 50,000 sqm (GEA) floorspace of office / commercial uses; retail and cafe / restaurant uses at lower levels and top floor level, a retail block on Praed Street; a new major piazza including pedestrianisation of London Street, a new access road between Winsland Street and Praed Street; hard and soft landscaping, new underground station entrance and new Bakerloo Line Ticket Hall; and associated infrastructure and interface highway and transport works for underground connections and ancillary works.”

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Further details of the proposals are provided in Section 3 of this NTS. The proposed elements can 1.1.4be described as follows:

Demolition of the existing Royal Mail Group (RMG) buildings and single storey basement;

Construction of an 18 storey commercial cube-shaped building (the ‘Cube’) comprising 14 storeys of office use, with retail and café / restaurant uses at lower and basement levels, and a restaurant with external terrace provided at the 17

th storey;

A separate two-storey retail / restaurant building on Praed Street with associated public realm and basement level access;

1.35 acres of new public realm at ground and concourse level, including the creation of a major new piazza at the station entrance with the pedestrianisation of London Street and new open space off Praed Street. These offer improved access and circulation through the Site;

A new access road is proposed at the eastern boundary of the Site, linking Praed Street to Winsland Street, providing an alternative access route to the Hospital A&E for ambulances, Hospital visitors and for deliveries to the Proposed Development;

A new Bakerloo Line ticket hall and associated infrastructure, as well as new underground station entrances from Praed Street and the piazza, including a step-free access to platform level;

Cycle parking including a minimum of 529 long-stay cycle parking spaces and 124 short-stay cycle parking spaces.

Figure 2: The Proposed Development – Cube building and Piazza view from Hilton Hotel looking east

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1.2 PLANNING HISTORY

The Site benefits from a resolution to grant planning permission and Conservation Area Consent 1.2.1(Ref: 11/04623/Full and 11/04625/CAC), on behalf of the RMG for the mixed-use redevelopment of the Site including residential, offices and retail uses.

In 2012, members resolved to grant planning permission for the RMG application; however the 1.2.2S106 Agreement was never signed. Despite this, the resolution to grant demonstrates WCC’s support of redevelopment at this site.

In November 2014, a further application (Ref: 14/11372/FULL) was submitted for the demolition of 1.2.3all buildings to the basement slab level, with the exception of the 1907 red brick façade fronting London Street, which was to be retained. This application was conceived to assist the delivery of the Crossrail project, but also to facilitate the delivery of a new pedestrian tunnel to link the existing Bakerloo Line to the new Crossrail Station. This was subsequently not progressed.

The Applicant (GWR) acquired the Site in October 2014 and did not consider the above resolution 1.2.4scheme (Ref: 11/04623/Full and 11/04625/CAC) to be the optimum solution for the Site and the wider area and, as such, employed Renzo Piano Building Workshop (RPBW) architects to design a new more extensive regeneration proposal.

In December 2015 the Applicant submitted a full planning application (Ref: 15/11219/FULL) for a 1.2.572-storey residential-led tower which was accompanied by an ES (hereafter referred to as the ‘2015 Application’). The application was later withdrawn prior to determination to enable further design development.

Prior to this submission, consultation has taken place with WCC, statutory and non-statutory 1.2.6consultees and the public in relation to alternative design options at the Site. Chapter 3 of the ES walks through the design evolution by the RPBW team and indicates what has influenced the final design. In particular consultation comments on the building height from the 2015 Application has resulted in a scheme of reduced height which is agreed to be more in keeping with the Site surrounds. The substantial transport and access improvements and public realm provided by the 2015 Application have been retained and amended where required to complement the new land use and building design.

1.3 THE PURPOSE OF THIS DOCUMENT

This document is a Non-Technical Summary (NTS) of the ES submitted with the planning 1.3.1application. The NTS presents the facts in non-technical language and as a series of key questions and answers regarding the Proposed Development to identify the likely significant environmental effects and describes how any significant negative effects are proposed to be mitigated, prevented and/or offset during the construction and future operation of the completed Proposed Development.

The Project Team appointed by the Applicant to prepare the detailed planning application and 1.3.2relevant reports as submitted is confirmed in Table 1 below.

Table 1 - The Project Team

Team Member

Role

Great Western Developments Ltd

Applicant

Sellar PG Development Manager

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Team Member

Role

Gerald Eve

Planners

Renzo Piano Building Workshop

Architects

BDP

Public Realm

Pringle, Richards, Sharratt Architects Office Space Planner

Ettwein Bridges Architects LLP

Heritage, Townscape and Visual Impact Assessment

Point2 Surveyors

Daylight, Sunlight, Overshadowing, Light Pollution and Solar Glare

RWDI

Wind Assessment

Turner & Townsend

Construction Management Plan

WSP | Parsons Brinckerhoff

EIA Project Management & Co-ordination, Transportation and Access, Local Air Quality, Noise and Vibration, Water Resources, Flood Risk and Drainage, Archaeology, Socio-Economics, Waste Management, Energy and Sustainability Full Design, Structures and Engineering services

https://www.google.co.uk/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0CAcQjRxqFQoTCJnJs5mzv8gCFYJPGgod24AJHA&url=https://twitter.com/bdp_com&psig=AFQjCNFq1DA3mIHYBpK2mUIWljns5CNAeg&ust=1444824039961568

http://www.rwdi.com/

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1.4 WHAT IS AN ENVIRONMENTAL IMPACT ASSESSMENT

The Town and Country Planning (Environmental Impact Assessment) (Amendment) Regulations 1.4.12015 (the EIA Regulations) require that before planning permission is granted for certain types of development an Environmental Impact Assessment (EIA) must be undertaken.

EIA is a process that identifies the likely significant environmental effects of a development and 1.4.2suggests ways in which any significant adverse effects on the environment can be prevented, reduced and/or offset.

Given the location of the Site and nature of the Proposed Development, an EIA was undertaken 1.4.3of the likely significant environmental effects on the environment including those associated with the demolition / construction works and the effects following the completion (referred to as operation) of the Proposed Development. The ES (including baseline information, survey information and technical assessments) submitted with the application, presents the findings of the EIA process, the scope of which was agreed with WCC as part of a scoping exercise in direct consultation with a number of consultees.

The ES, which has been submitted with the applications, is publically available for anyone to 1.4.4review, to understand the nature and form of the Proposed Development and the outcome of the EIA process.

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2 BACKGROUND AND CONTEXT

2.1 THE SITE

The 0.45 ha Site is located directly to the southeast of Paddington Station and to the south and 2.1.1west of St Mary’s Hospital. There are currently three buildings on the Site referred to as Blocks A, B and C. The buildings were formerly occupied by the RMG and used as a mail centre and sorting office with a post office counter operation at ground floor fronting Praed Street.

Block A comprises the original 1892 red brick Edwardian building and its 1907, is located on the 2.1.2corner of London Street and Winsland Street. The building is arranged over basement to third floor. Only a small portion of the original 1892 building remains following partial demolition for the development of Block B to the rear in 1985. This building is currently in use by Crossrail as a temporary works area (planning approval Ref: 15/06222/XRCA).

Block B is a 6 storey, modern 1980’s building constructed in red brick, located to the rear (east) of 2.1.3Block A, which is linked internally. At ground floor, Block B has a loading bay accessible from both Winsland Mews and Winsland Street and a basement car park connecting to Block C.

Block C is situated to the south of Blocks A and B, between Winsland Mews and Praed Street, 2.1.4directly east of the Mercure Hotel. It has a similar red-brick style to Block B, and was constructed at the same time. The building provides retail frontage onto Praed Street (previously the post office) with offices on 5 levels. The basement connects to Block B and there is a bridge link at first and second floors to Block A.

The RMG vacated the site in 2010. Block C, has remained vacant until the ground floor was 2.1.5converted internally for public exhibition use in 2015, (Ref: 15/07224/FULL).

The existing Site layout is shown in Figure 3. 2.1.6

Figure 3: Existing Site Layout

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2.2 THE SURROUNDING AREA

The surrounding area comprises a mixture of architectural styles and uses, predominantly 2.2.1characterised by commercial, residential, infrastructure and institutional uses. Praed Street comprises modest, brick built terraces dating back to the 1880’s. The north side of Praed Street is occupied by the Mercure Hotel, the RMG building and St Mary’s hospital buildings. The south side of Praed Street is characterised by restaurant and retail uses at ground floor with a mixture of mainly commercial and residential uses above.

Abutting the north-eastern boundary of the Site are the temporary buildings associated with St 2.2.2Mary’s Hospital and to the north-west is the Grade II listed Royal Mint Wing of St Mary’s Hospital.

The nearby Paddington Station lies immediately to the west of the Site and is a Grade I listed 2.2.3building designed by Isambard Kingdom Brunel and Sir Matthew Digby Wyatt.

2.3 WHY IS THE DEVELOPMENT BEING BUILT HERE?

The Site lies within the Paddington Opportunity Area as defined by the London Plan (2016) and 2.3.1Policy S3 of the Westminster City Plan (2016) which specify that “at least 1,000 new homes and development capacity for 5,000 new jobs will be provided within the Paddington Opportunity Area between 2011 and 2031.”

The Site is also the subject of a Planning Brief ‘Paddington Station and its Environs’ dated 2009 2.3.2which states that any development of the Post Office site would have to be coordinated with proposals for Paddington Station, particularly in so far as the physical relationships, especially at basement level, to tie the sites together.

The ’Cube’ office building is necessary in two respects; 1) firstly to generate the commercial value 2.3.3to deliver the substantial public benefits (which is evidenced by the financial viability assessment) and 2) because the concept of a substantial office building in this location reflects WCC/GLA aspirations for the Opportunity Area and is part of a wider development concept which involves providing land currently built upon to create a major new piazza space.

Furthermore, it is considered that this is the only site capable of realising the opportunity to deliver 2.3.4such benefits, primarily due to its location in the Paddington Opportunity Area and the geographical relationship of the site of in relation to the critical elements of the Bakerloo Line ticket hall and the Paddington Station entrance. Great Western Development owns the majority of the land and is able to deliver the development and associated benefits to coincide closely with the arrival of Crossrail.

2.4 HOW HAS THE DESIGN EVOLVED OVER TIME?

As part of the evolution of the Proposed Development, consideration was given to the planning 2.4.1history and the existing environmental constraints and opportunities within and surrounding the Site and the adjoining areas. This has informed the land uses, nature, scale, massing and proposed layout of the built form and the areas of open space and public realm of the Proposed Development. The design has evolved over a period of time in the context of relevant national and local planning policies, best practice guidance and development standards as operated by WCC and other decision making bodies.

The design has been informed by the sunlight, daylight and overshadowing, wind, townscape, 2.4.2transport and access, and technical issues (including engineering and connections to the underground and avoidance of key constraints). Consultation queries and comments raised during consultation with officers at WCC, TfL, Network Rail, Historic England and the GLA have informed the design, as have responses to the pre-application meetings and public consultation events held from June 2016 to September 2016.

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The sequence of the design evolution of the Proposed Development is set out below: 2.4.3

2012 RESOLUTION SCHEME, ROYAL MAIL GROUP

The 2012 resolution scheme included a mixed-use proposal up to 7 storeys in height with provision for

the following:

■ 129 residential units;

■ 12,515m2 (GEA) office floorspace (Class B1) in Block A;

■ 1,024m2 (GEA) retail/restaurant floorspace (Class A1/A3);

■ Landscaped courtyard, communal gardens and improvements to surrounding public realm; and

■ 84 car parking spaces at basement level.

DECEMBER 2015 SCHEME, GWD, PLANNING APPLICATION 15/11219/FULL

In October 2014 Great Western Developments Ltd acquired the Site and in 2015, the commissioned RPBW architects to commence development of a design for the RMG site. The aim was for this to include significant pedestrianisation near to Paddington Station to provide improved access and to connect to the surrounds and the future St Mary's Hospital Masterplan development. The scheme was based around a residential-led tower with associated commercial, retail and restaurant uses. From March 2015, the scheme evolved as follows:

■ Removal of the wall that forms the boundary between the arrivals ramp to the Station and London

Street and replacing it with an bridge structure that provides views toward a new public plaza, whilst

maintaining essential vehicle access to St Mary’s Hospital;

■ A new piazza extending from the Station concourse delivering a new place and destination in

Paddington with enhanced public realm;

■ Underground passenger routes improved via a sequence of terraced concourses with elevator and

escalator access linked to the new piazza improving wayfinding and legibility;

■ High quality retail accommodation around each of the underground station concourse levels

enhancing the experience for the travelling public;

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■ Each concourse level is developed to provide clear and direct access to each of the underground

lines significantly improving wayfinding;

■ In September 2015, the tower was moved East to improve public realm area and public access to

Bakerloo Line, moving the foundations further from the underground infrastructure;

The final design submitted for the December 2015 Application submission (Ref. 15/11219/FULL) and ES included:

■ The facade of the tower evolved into a sophisticated system of vertical elements that accommodate

the curved form in a manner reminiscent of the facetted panels of Brunel’s roof.

■ The introduction of a suspension system to the bridge reduces its structural thickness and introduces

an element of interest to the public realm

■ The pedestrian routes to the side of the bridge are designed as wings that can be removed to

produce a narrower element when vehicular traffic is relocated to Winsland Street

■ The layout of the public realm is fine tuned with regard to levels and a more purposeful landscape

strategy is developed.

■ The Praed Street office building is reduced in height to align with the Mercure Hotel elevation before

stepping back and up to relate to the level of the Hilton Hotel and St Mary’s Hospital.

■ The facades of the office buildings, while sharing a common architectural language, are now varied

in order to respond more directly to their context.

JUNE 2016 SCHEME, GREAT WESTERN DEVELOPMENTS, REVISED DESIGN

Following submission of the December 2015 Application based on the October 2015 scheme, it was decided to withdraw the application and to redesign the scheme to further address consultee concerns and an updated brief from the Applicant. As such, in 2016 the Proposed Development moved away from a slim, high-rise tower, to a lower building which addresses the height and skyline concerns from the public, whilst addressing the environmental issues identified through earlier designs.

As such, two design options were presented at public exhibition:

a 35-storey residential tower; and

a sub-20 storey commercial building.

Following public consultation and further design development, a decision was taken by the Applicant to change the primary land use from residential to high quality commercial space. Despite these changes, the Proposed Development maintains the underlying principles of the 2015 scheme to deliver substantial

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improvements in public realm, access and retail / restaurant opportunities on site, whilst fully addressing previous concerns regarding height.

The initial design ideas included:

■ A proposed building which forms a perfect cube, 54m by 54m wide and 54m high, giving rise to a net

internal area floorplate of 2,400 m2 which is a commercially optimum size for the London market.

■ Each face of the cube building and the roof is proposed to float at the edges, not quite touching one

another.

■ The underside of the cube would form a soffit to the lower level retail spaces and public realm. As for

the main facades the soffit is to be treated as a floating plane, reflecting light and providing interest

to the ground floor.

■ Following initial design review for wind effects, a glass canopy was introduced at second floor level

which acts as a skirt around the Cube and offers wind protection at ground level for pedestrians.

AUGUST 2016 SCHEME, GREAT WESTERN DEVELOPMENTS, PLANNING APPLICATION SUBMISSION SEPTEMBER 2016

The design has continued to evolve and be refined from the June 2016 scheme with further public realm design included, façade and rooftop restaurant design advancement and finalising external features in light of environmental microclimate testing. The design has been informed by public exhibition feedback, ongoing consultation and outcomes from environmental design testing.

The final design is as described in Section 1.1 and Section 3 herein.

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2.5 WHO HAS BEEN CONSULTED ABOUT THE PROPOSED DEVELOPMENT?

Consultation has been undertaken with statutory and non-statutory consultees as part of the EIA 2.5.1Scoping exercise and technical studies for the ES The following organisations were also consulted during the design evolution of the development (although this list is not exhaustive):

WCC Officers, including: Conservation & Design Team; Environmental Protection Team [Noise / Air Quality / Ventilation]; Housing Regeneration Initiatives; Planning Policy; Public Realm – Project Design Team; Transport Planning Team; Waste Management Team; Waste Management; Economic Development & Strategic Partnerships Team;

Greater London Authority (GLA)

The Royal Parks;

Greater London Archaeology Advisory Service (GLAAS);

Thames Water;

Environment Agency;

Natural England – London Region & South East Region;

Transport for London;

London Underground Limited (LUL);

Historic England;

St Mary’s Hospital;

Royal Borough of Kensington and Chelsea (RBKC);

Network Rail;

Crossrail;

Canal and River Trust;

Historic Royal Parks; and

London Borough of Camden (LBC).

An EIA Scoping Report was submitted in July 2016 to WCC which set out the proposed scope of 2.5.2the EIA, assessment methodology and potential effects. A formal Scoping Opinion was received from WCC on 26 August 2016 which has informed this ES.

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3 THE PROPOSED DEVELOPMENT

The description of the Proposed Development for which detailed planning permission is being 3.1.1sought was confirmed in Section 1. Table 2 below sets out the components of the Proposed Development and the quantum of development of each land use. Figure 4 illustrates a cross section of the Cube building.

Table 2 - Proposed Land Use of the Development

LAND USE QUANTUM OF FLOOR SPACE (GEA) (M2)

Office (B1) 44,352 m2

Retail (A1) / Restaurant (A3) 6,017 m2 (excluding the rooftop restaurant and terrace)

Rooftop Restaurant (A3) 1,358 m2

(excluding the external terrace)

Energy Centre / Plant Space 4,476 m2

Waste Storage 346 m2

Loading Dock 494 m2

Cycle Parking 1,446 m2 (comprising 529 Long-Stay and 124 Short-Stay Spaces)

Figure 4: Cross Section of the Cube

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A description and quantum of each element is confirmed below and for clarity the components are 3.1.2described in terms of ‘above ground development’ and ‘below ground development’.

ABOVE GROUND DEVELOPMENT

THE CUBE

The 18 storey Cube comprises : 3.1.3

Retail and café / restaurant space (A1 / A3 use) use over four floors from basement B1 to first floor (below ground level retail extends also under Praed Street building described below);

Office space (B1 use) from second to 16th floor;

Restaurant (A3 use) at 17th floor. The restaurant and associated roof terrace will be

accessible via an external elevator from street level;

Loading bay provided at street level with access from Winsland Street;

Plant rooms at floors 17 and 18;

Cycle storage consisting 124 Short-Stay spaces provided at street level; and

An architectural mast will be located on the roof of the Cube up to a maximum height of 42.3m, extending the maximum buidling height to 145 m AOD; and

1.35 acres of new public realm including a piazza with new Paddington Station entrance (see Figure 5) and access to the below ground levels.

Figure 5: View Paddington Station entrance looking towards Mercure Hotel and Praed Street

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PRAED STREET BUILDING

The two storey retail / restaurant building fronting onto Praed Street sits to the South East of the 3.1.4Cube (see Figure 6) comprising:

A1 / A3 retail and café / restaurant use at street to first floor level; and

Plant room on first floor and on top of the building.

Figure 6: View of proposed Praed Street Building and new access road

BELOW GROUND DEVELOPMENT

Below ground works provide a Site-wide basement B1 level at +18m AOD and a deeper two-3.1.1storey basement (B2 Mezzanine level at 14.5m AOD and B2 level at +11m AOD).

The below ground level development provides for the following uses and connections: 3.1.2

An integrated transport solution for the Bakerloo line / Crossrail connection, including a new Bakerloo ticket hall and associated pedestrian link tunnels, increasing the number of ticket gates from an existing 5 to 12;

A new means of open access to Paddington Rail station, accessible from the new external public realm, or from the new Circle and District and Bakerloo levels via the Concourse level;

The new urban realm will increase Site permeability, improving wayfinding and encouraging walking and cycling;

A relocated Praed Street entrance will offer escalator access down to the Bakerloo Line Ticket Hall and step-free access from the street level will also be provided via lifts;

Provision of retail and restaurant uses at the Concourse and B1 levels;

Plant rooms at concourse to basement B2 below the Cube building;

Refuse storage in basement B2 below the Cube building;

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New cycle parking and hire bike docking stations will be provided for office and retail employees, visitors and station visitors, with 529 long-stay spaces provided in basement B1 and B2.

Figures 7 to 10 provide a visual representation of the Proposed Development, including the Cube 3.1.3building, the Praed Street building and associated open space and public realm.

ACCESSIBLE OPEN SPACE AND PUBLIC REALM

The Proposed Development will stop-up and pedestrianise London Street between Praed Street 3.1.4and Winsland Street, together with a section of Winsland Mews, in order to introduce a high quality public realm which will encourage improved pedestrian activity. As such the Site will become more permeable to both pedestrians and cyclists.

A roof terrace surrounding the restaurant at level 17 of the Cube building will also be provided and 3.1.5will be accessible via an elevator from street level (Table 5).

Table 5 - Accessible Open Space and Public Realm

LOCATION LEVEL TOTAL FLOORSPACE SQUARE METRES (GEA)

Cube 17 1,238 m2

Public Realm Concourse and Street Level 5463 m2 (1.35 acres)

Illustrations of the proposed public realm are provided in Figures 5 to 7 below. 3.1.6

Figure 7: View from Praed Street Building looking north towards Paddington Station entrance

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Figure 8: Public Realm – Street Level Plan

Figure 9: View looking north from Praed Street towards Paddington Station entrance

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Figure 10: Public Realm – Cycle Parking, Active Frontage and Dwelling Space

ACCESS AND CIRCULATION

PEDESTRIAN ACCESS

The proposals offer a unique opportunity to improve access between London Paddington rail and 3.1.7underground stations and the surrounding area, including London Street and Praed Street. This will be achieved through:

The provision of new steps, escalators and a lift at the north-west extent of the Site, which will provide a direct link between the Paddington rail station entrance and Winsland Street via the concourse to street level;

Stopping-up and pedestrianising of London Street between Praed Street and Winsland Street;

A new pedestrian bridge over the concourse level, along the south western flank of the Cube providing access from Winsland Street entrance towards Praed Street to the south; and

Improved public realm across the scheme which will act to increase permeability, security and public safety.

Access to office space in the Cube will be achieved via internal lifts. Retail and restaurants at 3.1.8lower levels are accessible from street or concourse level, escalators or lifts, whilst the restaurant at 17

th floor is accessible via an external lift from street level. Access to the basement cycle

storage will be achieved via a lift at street level from the new access road, whilst a loading bay will be located at the Winsland Street entrance to the Cube for office and retail deliveries.

Key pedestrian routes and connections within the Site and surrounds are shown in Figure 11. 3.1.9

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Figure 11: Accessibility – Pedestrian

VEHICULAR ACCESS

The Proposed Development is intended to be car-free with no on-Site car parking provision 3.1.10except for two disabled bays. This is compliant with the London Plan and WCC policy for the proposed land uses.

The Proposed Development has been designed to fully cater for cyclists, with provision for 529 3.1.11long-stay in the lower basement levels intended for office and retail employees and 124 short-stay cycle parking spaces at street level on Site (see Figure 10).

LONDON STREET

The existing London Street section from Praed Street to Winsland Street will be closed and re-3.1.12profiled to provide a landscaped pedestrian and cycle access to the Paddington rail station and a new quality public realm.

PROPOSED NEW ACCESS

A new two-way vehicular access road will be provided at the eastern boundary of the Site 3.1.13between the Cube and the existing St Mary’s Hospital Out Patients Building. This road will operate as a primary vehicular access route for the Proposed Development for deliveries and will also provide a new Blue Light route for ambulances, an access route for visitors and staff and servicing route for St Mary’s Hospital.

The proposed access routes for road vehicles is shown in Figure 12. 3.1.14

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WINSLAND STREET

Vehicular access will be provided to the loading bay area proposed at the northwest of the Site 3.1.15via Winsland Street, to enable deliveries and refuse collection. The access point has been designed not to conflict with the new access road or the Hospital. Sufficient space will be provided within the loading bay for vehicles to turn, ensuring that they enter and exit in forward gear.

WINSLAND MEWS

The Proposed Development would result in the partial stopping-up of Winsland Mews. An area of 3.1.16dedicated vehicular access will however be provided adjacent to the Mercure Hotel to enable continued delivery services for the hotel.

Figure 12 Proposed Vehicle Access Strategy

SERVICING AND REFUSE COLLECTION

All servicing and refuse collection at the Proposed Development for the office and retail / 3.1.17restaurant uses will take place within the designated loading bay / service area at street level; accessed via Winsland Street at the north of the Site. The loading bay can accommodate seven vehicles, up to a maximum size of 10m rigid vehicles.

A time-restricted layby outside of the loading bay / service area will be provided for use by 3.1.18couriers or small vehicle drop-offs when quick-turnarounds are required.

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Commercial and retail waste will be transported to the communal waste store located at level B2 3.1.19where it will be segregated and placed into 1,100 litre Eurobins.

On a daily basis the on-site management team will remove the Eurobins from the communal 3.1.20waste store and transport them via the service lifts to the temporary waste presentation point within the service area from where the waste contractor will collect the waste from.

BUILDING HEIGHTS

Table 6 below confirms the maximum heights for the Cube and Praed Street Building. 3.1.21

Table 6- Building Heights

TOWER STOREY HEIGHT MAXIMUM HEIGHT (M) AOD

Cube (Top of Mast) 18 145 (Top of Mast)

Cube 18 102.7

Praed Street Building 2 34.46

UTILITIES AND DRAINAGE

An Outline Surface Water and Foul Water Drainage Strategy has been produced by WSP | 3.1.22Parsons Brinckerhoff to accompany the planning application.

Existing drainage assets within the area include the Thames Water combined sewer on Winsland 3.1.23Street which connects to a brick sewer flowing north to south on London Street, and a sewer on Winsland Street which connects to a sewer running east to west on Praed Street.

Based on a review of the Thames Water Asset Records, the depth of the Praed Street sewer 3.1.24adjacent to the Site is approximately 7-8m bgl. The existing Site discharges both surface water and foul water into the Thames Water sewer network. The existing sewer on London Street will be subject to diversion during the construction of the basement of the Proposed Development.

The Drainage Strategy proposes to reduce the surface water runoff discharged into the public 3.1.25drainage network by 50% from the existing rates, in accordance with best practice, to ensure no increased risk of surface water flooding in the local area and to reduce the risk in more extreme events.

The proposed surface water drainage scheme will ensure that the Proposed Development is able 3.1.26to cater for the 1:100 year + 40% climate change event on Site via the use of SuDS / attenuation storage, thereby significantly reducing the pressure on the public drainage network.

SUSTAINABILITY AND ENERGY

The Proposed Development targets as a minimum a BREEAM Excellent rating for the office and 3.1.27retail spaces, which has been considered throughout the design. A BREEAM pre-assessment has been undertaken for the office spaces and is included within the Sustainability Statement.

An Energy Strategy has also been developed for the proposal in accordance with the London 3.1.28Plan and in consideration of the following requirements:

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Meeting WCC’s requirements that new developments achieve a 35% reduction in carbon emissions compared to the minimum requirements of Building Regulations Part L 2013;

Meeting WCC’s requirements that new development achieves a 20% reduction in carbon emissions through the use of low and zero carbon technologies.

The Proposed Development incorporates the following primary plant: 3.1.29

A heating and cooling energy centre located within basement B2, with heat rejection plant located within the rooftop tower plant room at level 17 mezzanine;

Primary electrical infrastructure located in plant rooms within the basement levels;

Water and fire protection tanks located within basement level B2; and

Air handling plant for the office levels located within the rooftop tower plant room on level 17 mezzanine.

Secondary plant areas will be provided throughout the basement levels and main Cube building. 3.1.30

The proposals for the scheme have been developed in accordance with the desire to achieve an 3.1.31energy efficient and sustainable development. The Proposed Development incorporates several key design features which enhance its sustainability credentials:

Future connection to district heating network;

Combined heat and power plant;

Mechanically ventilated heat recovery units; and

LED lighting.

An area on the roof of the Cube building of 1,200 m2 has been identified for PV panels. This 3.1.32

renewable energy source would provide a reduction in carbon emissions of approximately 68.7 MT CO2 per annum.

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4 ENVIRONMENTAL EFFECTS

4.1 WILL THE EXISTING LOCAL COMMUNITY BE DISTURBED AS A RESULT OF THE CONSTRUCTION STAGE?

The Proposed Development is anticipated to be built out over approximately 3.25 years from May 4.1.12017, during which time there will be controls in place through appropriate planning conditions to mitigate any unavoidable negative effects on nearby existing residents that may arise from the disturbance during the construction works. Details of the proposed demolition and construction programme and activities are provided in an Outline Construction Management Plan submitted with this application. Such effects may include noise from construction works, dust during certain activities and construction traffic. These effects have been assessed as part of the EIA and reported in the ES. The effects will be of temporary duration.

Such mitigation will include a Site Environmental Management Plan (SEMP) to be prepared and 4.1.2submitted to WCC for approval before construction can start. The SEMP will be developed in accordance with all relevant legislation and guidance, including the environment agency’s pollution prevention guidance notes, and will include, but not be limited to, measures for the effective management of surface water run-off and the appropriate storage of construction materials and fuels. These measures will effectively control and mitigate any significant negative effects.

The contractor will be required to sign up to the Considerate Constructors Scheme, which will set 4.1.3out the management measures that the contractors will adopt and implement for construction to avoid and manage any construction effects on the environment and the local community. There will also be regular liaison with the local community throughout the construction period. With the application of the proposed mitigation measures (to be secured by planning condition), it is not anticipated there will be significant long-term negative effects on the local community.

4.2 WILL THE CONSTRUCTION AND OPERATION OF THE PROPOSED DEVELOPMENT CAUSE A LOT OF NOISE?

An assessment has been undertaken to determine the likely significant noise and vibration effects 4.2.1associated with the Proposed Development during the demolition and construction stages, and once it is complete and operational.

A baseline noise survey was undertaken in 2015, prior to Crossrail occupation of the Site, 4.2.2providing a combination of long term, continuous measurements at height, and short term, attended measurements at ground floor levels. It was observed that the noise environment around the perimeter of the Site is dominated by road traffic noise.

During the demolition of the existing buildings and construction of the Proposed Development, 4.2.3there is potential for some noise effects of major negative significance to could occur at the nearest dwellings, hotels, Hospital buildings and offices. This is due to the proximity of the receptors, as well as relatively low background noise levels being recorded at the nearest receptors, meaning any increase is more noticeable. Such instances are likely to be limited to discrete activities and will be short term, such as piling works for the foundations.

In terms of vibration, during the demolition and construction works, again due to the proximity of 4.2.4the nearest receptors, there is the potential for significant effects, with levels of up to minor negative significance having been predicted, but of short term duration, with the application of best practice and a SEMP.

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Construction traffic will generate additional noise during the three year construction period on 4.2.5local roads. There is the potential for significant effects up to minor negative significance, of temporary and short term duration, whilst hoarding, acoustic screens and logistics plans will help reduce these effects.

The assessment of the changes in road traffic noise levels as a result of the Proposed 4.2.6Development during operation has found that changes are expected on Winsland Street only. The lack of changes on the wider road network is due to the relatively small number of vehicle movements associated with the Proposed Development. Winsland Street has a very low traffic flow currently, therefore the Proposed Development contribution, despite being relatively small, still results in a high effect due to the change in flows predicted. The additional traffic with Development results in an increase of up to 10.9 decibels (dB) in traffic noise on Winsland Street. Despite this seemingly large increase, the effect on the overall ambient noise levels (due to the contribution of other sources of noise) is less pronounced and will remain low. Winsland Street noise environment will remain below the noise experienced currently on London Street.

In consideration of the existing noise and expected increase, any changes in road traffic noise as 4.2.7a result of the Proposed Development are not considered to be significant, and no mitigation measures are proposed.

It is not possible to determine the effect or mitigation measures associated with any fixed plant 4.2.8that may be associated with the Proposed Development at this stage of design. Instead, noise emission limits have been proposed as a guide based on the existing baseline noise data and the Council’s requirement, which, when complied with, will ensure no significant effects occur.

4.3 WILL THE CONSTRUCTION AND OPERATION OF THE PROPOSED DEVELOPMENT LEAD TO MORE TRAFFIC ALONG THE SURROUND LOCAL ROAD NETWORKS?

An assessment has been carried out on the likely effects of the Proposed Development on public 4.3.1transport, the highway network, pedestrian and cyclist movement, as well as a summary of the findings of the Transport Assessment.

The likely increase in additional vehicle trips and Heavy Goods Vehicle trips on the local road 4.3.2network during the construction works would be negligible. Potential effects on road surfaces from mud and dirt, as well as temporary footway closures, if and when required, would be actively managed in accordance with measures set out in the Construction Management Plan and Logistics Plan which would also manage additional traffic flows.

The pedestrian environment within the Site will be of high quality with the provision of attractive 4.3.3landscaped spaces which will be open to the public, and would be well maintained with legible pathways and lighting, thus providing natural surveillance. The Proposed Development will provide pedestrian and cycle access to the surrounding streets, and connections with Paddington Station for interchange opportunities for London Underground and National Rail Trips.

All footpaths will be provided at widths capable of accommodating the forecast pedestrian flows 4.3.4along them and the public realm will be non-vehicular, with the exception of the new access road along the eastern boundary. The public realm will offer a pleasant pedestrian experience, providing Moderate Positive effects.

The Proposed Development is predicted to generate an additional 115 two-way weekday cycle 4.3.5trips during the AM peak and 118 two-way trips during the PM peak. Given the Site’s linkages to current infrastructure, as well as proposed improved infrastructure links with Paddington Station, substantial provision of cycle parking, the Proposed Development would have a negligible effect on the local cycle network.

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The assessment has demonstrated that the Proposed Development will have a largely negligible 4.3.6effect on both National Rail and London Underground services which is predominantly as a result of capacity increases on both modes as well as the introduction of Crossrail. The effect on bus services will be negligible, with a weekday average of less than four additional trips per bus service, as detailed within the Transport Assessment.

The Proposed Development is likely to have a negligible effect on highway conditions at the 4.3.7junctions that have been modelled. This is largely due to the zero parking provision and the promotion of public transport and green travel options. Mitigation is therefore not required.

4.4 WHAT WILL HAPPEN TO AIR QUALITY DURING THE CONSTRUCTION AND OPERATION OF THE PROPOSED DEVELOPMENT?

Following a review of existing air quality data for the Site, it was confirmed that the Site and 4.4.1surrounding road network currently experience high levels of air pollutants, in particular Nitrogen Dioxide, which exceed the national annual mean objectives.

The results of the air quality assessment showed that in the opening year of the Proposed 4.4.2Development, the predicted pollutant concentrations exceed the annual mean objective for Nitrogen Dioxide, as per the existing background, with a small increase due to the additional traffic contribution and energy centre emissions. Any increase from existing air quality levels which exceed the objectives, indicate that mitigation is required to ensure that future employees and visitors to the Site are not exposed to Nitrogen Dioxide concentrations that may cause harm to health. Mitigation will include travel plans and mechanical ventilation (air conditioning) will be provided for the commercial and retail uses on Site. For particulate matter no exceedances were predicted at new receptors, and thus mitigation is not required.

The results of the Air Quality Neutral Assessment show that the Proposed Development is not 4.4.3compliant with the building emissions benchmark for NOx (Nitrogen Dioxide and Nitric Oxide); however, particulate matter emissions are compliant. For transport emissions, both NOx and particulate matter are below the benchmark and are thus compliant. It is recommended that once more detailed information for boiler operation becomes available the air quality neutral assessment is revisited to determine the need for mitigation. Any mitigation would be agreed with WCC as part of the Air Pollution Abatement and Mitigation Plan for the Proposed Development.

4.5 WILL THE NEW DEVELOPMENT HAVE MICROCLIMATIC EFFECTS?

ENVIRONMENTAL WIND

Wind speeds across the Site at street level, concourse level and the restaurant roof terrace were 4.5.1tested in a wind tunnel to replicate the Site conditions. Initial test results recorded exceedances for both pedestrian comfort levels and safety concern levels. Mitigation was developed including additional landscaping, porous and solid screens, increased railing heights and glass balustrades at terrace level. This was re-tested and found to be effective in mitigating effects and has therefore been integrated into the final design.

Therefore the results from the wind assessment with inherent mitigation (see Figure 13) included 4.5.2demonstrate that wind conditions are acceptable at all receptors across the Site, with the exception of one location to the north-east of the Cube on the new access road. This location, within the Site, shows comfort conditions potentially unsuitable for the intended thoroughfare (highway) use, for cyclists. Mitigation has been tested and the introduction of a porous screen or green wall along the eastern side of the road in this location reduces the wind speeds to acceptable levels and is therefore recommended for inclusion, by suitable condition.

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Figure 13: Location of Mitigation incorporated into the Application Plans for Wind at ground level (left) and roof terrace (right)

DAYLIGHT, SUNLIGHT AND OVERSHADOWING

DAYLIGHT

Considering their dense urban location and the extent of the alterations and/or the retained levels 4.5.1of daylight amenity, the overall effect upon the surrounding residential buildings as a result of the Proposed Development is considered to be of no greater than minor negative significance.

SUNLIGHT

Any alterations to the sunlight amenity of the surrounding residential properties as a result of the 4.5.2Proposed Development, is considered to be of negligible significance.

OVERSHADOWING TO EXISTING AMENITY SPACES SURROUNDING THE SITE

The shadow cast by the Cube building moves quickly as the sun passes around it. The overall 4.5.3effect upon the surrounding area is, therefore, considered to be of no greater than minor negative significance.

OVERSHADOWING OF PROPOSED AMENITY SPACES WITHIN THE PROPOSED DEVELOPMENT

An assessment was completed to determine the acceptability of sunlight and overshadowing 4.5.4levels on the proposed public realm. This involves testing the area of public realm which receives sunlight (as a percentage) on 21

st March, The Proposed Development was found to receive more

than 50% sunlight and therefore meets the required BRE criteria.

LIGHT POLLUTION

When the Proposed Development is complete and occupied, the office, retail and restaurant 4.5.5space may be lit throughout the night. As such, an assessment was completed to determine the effect of light pollution on surrounding properties, hotel rooms and the hospital. If all lights were left on, there is likely to be be a minor negative effect. Mitigation is therefore recommended in the form of intelligent lighting (sensor activated) and ./ or use of black-out blind in the offices (levels 2 – 16) at night.

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SOLAR GLARE

The Cube building is proposed to have a glazed façade. In consideration of its massing and 4.5.6proposed glazed façade the Cube has been tested for solar glare effects on viewpoints at transport junctions (road) and nearby properties including residents, Mercure and Hilton Hotel and St Mary’s Hospital.

The solar glare assessment found no effects to receptors of a hazardous nature e.g. to road 4.5.7users, however there may be individual instances of glare on receptors for long periods of the day throughout the year. Although this is not hazardous in nature, due to the angles of the instances of glare and duration there may be nuisance of moderate negative significance to occupiers of nearby properties.

Mitigation options require further development as the façade design evolves. 4.5.8

4.6 WILL THE PROPOSED DEVELOPMENT INCREASE THE RISK OF FLOODING?

The Site broadly slopes downwards from the north and east, away from the Paddington Basin 4.6.1canal located 100m to the north. The geology of the site is predominantly Made Ground and London Clay formation. Superficial deposits may be present in insignificant quantities, as such groundwater is not likely to present in significant quantities. There are public combined sewers surrounding the Site and it is expected that the Site currently drains both surface water and foul water into the public sewer network.

Thames Water (the water supplier within the Paddington area) has confirmed that there are 4.6.2currently no supply-demand issues in the Paddington area. Thames Water states that they have accounted for urban development, climate change, population, etc. in determining their supply-demand baseline. As such, they don’t foresee a future issue in water supply in the area should they adopt their planned improvement works.

The Site lies within Flood Zone 1 and therefore has low to negligible risk of flooding from all 4.6.3potential sources.

A surface water and foul water drainage strategy which protects the site from surface water 4.6.1flooding in the 1:100 year return period event plus 40% climate change allowance is proposed in line with current regulation and best practice. The surface water runoff will be reduced by 50% for up to 1:100 year return period events, in line with the London Plan.

With mitigation including a SEMP applied during construction, there will be residual effects of 4.6.2Minor to Negligible significance.

4.7 WILL THE PROPOSED DEVELOPMENT BENEFIT THE LOCAL ECONOMY?

During construction works, it is anticipated that the Proposed Development will provide up to 290 4.7.1direct Full Time Equivalent (FTE) jobs per year and approximately 900 construction workers on-site during the peak period. In addition, the Proposed Development construction is anticipated to provide 75 indirect jobs and around £1.4 million in additional spending from workers per year. This results in a Negligible to Minor Positive effect for construction employment within Westminster and Greater London.

Once completed and operational, the Proposed Development is likely to have a positive effect on 4.7.2the socio-economics of the area. It is anticipated that the number of jobs created could be as much as 2,413 FTE jobs per year which will provide an additional estimated 1,690 indirect jobs once operational. The direct and indirect employment will provide Negligible to Minor Positive effects in Westminster and Greater London.

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4.8 WILL THE PROPOSED DEVELOPMENT AFFECT THE AMENITY OR PUBLIC SPACE AROUND THE SITE?

During the construction stage, there is anticipated to be minor disruption to local amenity space 4.8.1and accessibility due to temporary closures for health and safety reasons and the closure of London Street. As such, there is considered to be a Minor Negative effect which is temporary and short term.

Once completed, the Proposed Development will provide significant enhancements to the public 4.8.2open space around the Site and entrance to Paddington Station. It is anticipated that this new public realm, transport and access improvements and services within the Proposed Development will also offer Moderate Positive effects which are permanent and long term.

4.9 WILL THE PROPOSED DEVELOPMENT AFFECT THE HISTORIC BUILT ENVIRONMENT IN THE LOCAL AREA?

There are 122 listed buildings within 500 m of the Site. Assets of highest significance are: Grade I 4.9.1Paddington Rail Station (designed and built by I K Brunel and Sir Wyatt), Tournament House (Grade I, part of the Paddington Station listing), Grade II Mint Wing of St Mary’s Hospital, Grade II Clarence Memorial Wing of St Mary’s Hospital, Grade II Great Western Hotel, Grade II Paddington Underground Station and Grade II* St James’s Church.

The sensitivities of these assets vary from medium to high. There will be some harm to the 4.9.2heritage assets’ setting, but not to the degree that it will materially compromise the significance of these assets. Although the magnitude of change on these heritage assets will be high to very high, the overall significance of effect will be moderate or moderate to major beneficial.

Listed buildings in the surrounding area will be subject to lower levels of change to their 4.9.3surroundings such that the effect on their settings will be neutral or negligible in the long term and not significant.

4.10 WILL THE PROPOSED DEVELOPMENT AFFECT LOCAL ARCHAEOLOGY?

The Site is not located within an Archaeological Priority Area (APA). However, the Paddington 4.10.1and Lillestone Villages APA are located approximately 340m north of the Site.

In terms of archaeological baseline, there is no evidence for activity dating to the Prehistoric or 4.10.2Roman period on the Site or within the surrounding study area. There are no records of known archaeological assets relating to the Early Medieval and Medieval periods within the Site and only limited records relating to these periods within the wider Study Area. These records are largely derived from documentary sources.

Evidence for activity in the vicinity of the Site for the Post-Medieval and Modern periods increase 4.10.3significantly. These records however largely relate to 19

th century built heritage and the

development of the areas as London expanded north during the 19th century. One record from the

Modern period relates to the non-designated Paddington Mail Centre and underground Mail Rail.

Much of the Site has been disturbed by prior development and remediation. This includes the 4.10.4construction of the RMG buildings, basement and associated Mail Rail system, and prior construction of a reservoir and housing during the first part of the 19

th century, the Bakerloo Line

and a major sewer running along London Street.

Due to the extent and degree of previous development, the value and potential for the survival of 4.10.5below ground archaeological remains of significance, is assessed as low for the Prehistoric, Roman, Early Medieval, Medieval and Modern periods. The value and potential for the survival of below ground archaeological assets of significance from the Post Medieval period is considered

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to be low to medium. This relates to two potential areas where survival for archaeological remains may be more likely, in the north-western section of the existing RMG building below the loading bays and Winsland Mews.

In the absence of site investigations, it is possible that there will be at worst a minor negative 4.10.6effect on potential buried archaeological remains. Mitigation has been recommended in the form of further ground investigation to be completed to an agreed methodology and submitted to WCC prior to construction commencing, by way of planning condition.

4.11 WILL I BE ABLE TO SEE THE PROPOSED DEVELOPMENT?

The Proposed Development will result in notable visual change both on and adjacent to the Site 4.11.1across a range of visual receptors of varying sensitivity including views from surrounding buildings / dwellings, roads, paths, open spaces and heritage assets.

The proposed contemporary buildings, streetscape and public open spaces will transform the Site 4.11.2from its current transitional state. Significant visual effects predicted to arise during operation will be moderate to major beneficial and permanent. During construction the visual effects will be moderate to major adverse for the duration of the works, becoming beneficial on completion of the development.

Moderate to major beneficial and significant visual effects will arise on Site and in the immediate 4.11.3surrounding area during operation up to a distance of approximately 500m. Moving away from the Site visual change will decrease as visibility of the proposals reduces and becomes partly interrupted by intervening built form and vegetation.

A range of moderate to major, significant beneficial visual effects are predicted to arise at 4.11.4distances between approximately 500 – 1,000m from the Site. Beyond approximately 1km from the Site boundary visual change will decrease further to the extent that significant visual effects (beneficial or adverse) are not likely to occur.

4.12 WHAT ARE THE CUMULATIVE EFFECTS OF THE PROPOSED DEVELOPMENT?

The likely effects of the Proposed Development, together with committed developments (those 4.12.1with planning permission or under determination for planning) within 1km of the Site, have been assessed. The construction works may result in negative effects to nearby residents, hotel and hospital visitors, should the committed developments be constructed at the same time as the Proposed Development, resulting in an increase in disturbance from construction activities such as noise and dust, additional traffic and a change in townscape character.

It is important to note that these effects will be temporary and intermittent during the construction 4.12.2works. Application of a SEMP for the Proposed Development and committed developments will reduce and control any negative effects on the existing environment, including effects on existing residential properties near the Site.

Once the Proposed Development is complete, long-term positive in-combination effects on 4.12.3existing and future residents (within surrounding schemes) are expected to arise from changes in road traffic, changes in views, an increase in employment, public amenity spaces and local facilities.

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5 PROPOSED MITIGATION MEASURES

A summary of the proposed mitigation measures identified to offset and reduce any negative 5.1.1environmental effects and enhance environmental benefit associated with the Proposed Development is summarised in Table 7 below.

Table 7: Summary of Mitigation Measures

TOPIC AREA MEASURES TO AVOID OF OFFSET POTENTIAL NEGATIVE ENVIRONMENTAL EFFECTS / ENHANCEMENT MEASURES

DEMOLITION AND CONSTRUCTION STAGE

OPERATION STAGE

Socio-Economics and Population

■ Measures to be incorporated into a CEMP, including public information, use of specific access, provision of alternative routes; tidy construction site policy, direction of public away from construction activities.

■ None required

Transport & Access

■ Implementation of Construction Management Plan and Construction Logistics Plan.

■ None required

Local Air Quality

■ Implementation of a CEMP.

■ Implementing good site practice, including dampening of exposed road surfaces and stock piles of materials. All vehicles carrying loose aggregates should be sheeted.

■ Ensure all motorised equipment on-site is kept in good working order.

■ Restrict on-site vehicle movements where possible.

■ Use of best practice in materials storage and transportations, plant maintenance and site management.

■ Restrict HGV movements to non-peak hour deliveries.

■ Implementation of NOx filtration on the mechanical ventilation may be required based on the outcome of monitoring surveys which may be subject to planning condition.

■ Implementation of a Travel Plan detailing preferred modes of transport and routes to the Site.

■ Once more detailed information for the boiler operation becomes available the air quality neutral assessment should be revisited to determine the need for mitigation.

Noise & Vibration

■ Selection of quietest practicable plant and techniques

■ Implementation of best practicable measures

■ Section 61 Consent

■ Adoption of a Construction Management Plan, logistics plan and a Temporary Traffic Management Plan

■ Selection of least vibration inducing plant and techniques

■ Adoption of fixed plant within the Proposed Development to the recommended noise emission limits.

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TOPIC AREA MEASURES TO AVOID OF OFFSET POTENTIAL NEGATIVE ENVIRONMENTAL EFFECTS / ENHANCEMENT MEASURES

DEMOLITION AND CONSTRUCTION STAGE

OPERATION STAGE

Environmental Wind

■ 2.5 high hoardings around the site and access restriction along the new access road on particularly windy days.

■ All mitigation tested has been included within the Application Plans as inherent to the design.

■ A porous screen / green wall along the eastern side of the northern section of the new access road, within the Site boundary.

Daylight, Sunlight, Overshadowing, Light Pollution and Solar Glare

■ None Required. ■ Recommended that intelligent lighting system is installed and / or blackout blinds are applied post-curfew times if lights to be left on.

■ Further mitigation to be tested as part of the detailed post planning design development of the façade.

Water Resources and Flood Risk

■ Implementation of a CEMP.

■ Upgrade works, if needed.

Archaeology

■ Archaeological site investigations and recording as required.

■ None Required.

Heritage, Townscape and Visual

■ Adoption of CEMP.

■ Temporary Site hoarding .

■ High quality soft and hard landscaping. Adoption of landscape management plan.

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6 WHAT HAPPENS NEXT?

The ES has been submitted together with other Planning Application documents and plans to 6.1.1WCC for the officers to consider in consultation with various stakeholders in the context of planning policy before making a recommendation to WCC Planning Committee on the Planning Application.

During the period of determination, the WCC will contact government bodies and agencies and 6.1.2other consultees regarding the Proposed Development.

Members of the general public are also invited by WCC to make comments on the planning 6.1.3application. The feedback from such consultation will be taken into account by WCC in reaching their recommendations and decision on the planning application.

WHO CAN I CONTACT IF I WANT SOME MORE INFORMATION?

Further Information, including a copy of the planning application documents, the ES and this Non-6.1.4Technical Summary, are available at the following website:

https://www.westminster.gov.uk/planning

Any comments can be sent to: 6.1.5

Westminster City Hall 64 Victoria Street London SW1E 6QP

CAN I HAVE A COPY OF THE ENVIRONMENT STATEMENT OR THIS NON-TECHNICAL SUMMARY?

The ES and Non-Technical Summary will be available to view online on WCC’s planning website. 6.1.6

Paper copies of the ES documents can be provided at a cost, via WSP | Parsons Brinckerhoff.6.1.7

https://www.westminster.gov.uk/planning

PLANNING STATEMENT Planning Application · WSP | Parsons Brinckerhoff WSP House London WC2A 1AF UK...

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