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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
25545/A5/NTS 2 September 2016
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
info@hambleton.gov.uk
01609 767228
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
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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
25545/A5/NTS 3 September 2016
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.
Bagby Airfield, Thirsk EIA Methodology
25545/A5/NTS 4 September 2016
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.
Bagby Airfield, Thirsk EIA Methodology
25545/A5/NTS 5 September 2016
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.
Bagby Airfield, Thirsk EIA Methodology
25545/A5/NTS 6 September 2016
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
25545/A5/NTS 7 September 2016
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;
Bagby Airfield, Thirsk Site and Proposed Development Description
25545/A5/NTS 8 September 2016
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
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
1:500 @ A2
OCTOBER 2015PLANNING
-
MR MARTIN SCOTT
1452-2BAGBY AIRFIELD, BAGBY, THIRSK, YO7 2PH
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
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
1:500 @ A2
OCTOBER 2015PLANNING
-
MR MARTIN SCOTT
1452-10BAGBY AIRFIELD, BAGBY, THIRSK, YO7 2PH
PROPOSED BLOCK PLAN
BLOCK PLAN SHOWING BUILDINGS
RETAINED /TO BE DEMOLISHED
N
Ru
nw
ay
Ru
nw
ay
Access
Retained Buildings
Demolished Buildings
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
1:500 @ A2
NOVEMBER 2015PLANNING
-
MR MARTIN SCOTT
1452-18BAGBY AIRFIELD, BAGBY, THIRSK, YO7 2PH
BLOCK PLAN SHOWING BUILDINGS RETAINED /
TO BE DEMOLISHED
Figure 3
Bagby Airfield, Thirsk Site and Proposed Development Description
25545/A5/NTS 9 September 2016
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.
Bagby Airfield, Thirsk Site and Proposed Development Description
25545/A5/NTS 10 September 2016
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.
Bagby Airfield, Thirsk Site and Proposed Development Description
25545/A5/NTS 11 September 2016
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
Bagby Airfield, Thirsk Site and Proposed Development Description
25545/A5/NTS 12 September 2016
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
25545/A5/NTS 13 September 2016
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
25545/A5/NTS 14 September 2016
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
25545/A5/NTS 15 September 2016
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.
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25545/A5/NTS 16 September 2016
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
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25545/A5/NTS 17 September 2016
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.
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25545/A5/NTS 18 September 2016
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
Demolition and Construction Phase Effects
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.
Operational Phase Effects
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.
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25545/A5/NTS 19 September 2016
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.
Demolition and Construction Phase Effects
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
Bagby Airfield, Thirsk Noise & Vibration
25545/A5/NTS 20 September 2016
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 .
Operational Phase Effects
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
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25545/A5/NTS 21 September 2016
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.
Demolition and Construction Phase Effects
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
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25545/A5/NTS 22 September 2016
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.
Operational Phase Effects
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)
Minor Adverse/Negligible
Potential for impacts to surrounding agricultural land
Minor Adverse/Negligible
Potential for impacts to surface water receptors
Minor Adverse/Negligible
Completed Development
Impacts to human health receptors (maintenance workers, airfield users and nearby residents)
Minor Adverse/Negligible
Air Quality
Demolition and Construction
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
Completed Development
N/A N/A
Noise & Vibration
Demolition and Construction
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
Demolition and Construction
Construction Vehicles Negligible
Highway Safety Negligible
2554524013/A5/NTS 24 September 2016
Topic Stage Effect Residual Effect
Completed Development
Walking, cycling and public transport Minor beneficial
Traffic Flows Minor beneficial
Highway Safety Negligible