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Brent Cross Cricklewood – Phase 1A (North) RMAs

Volume 1: Environmental Statement Further Information Report

Non-Technical Summary

N:\Projects\EED13492\101 & 102 RMA and Conditions\Reports\Working Drafts\12. Further Information Report -

ES\NTS\EED13492-101.R.0.2.2.ES Further Information Report Phase 1A (North) NTS.docx


Introduction

The Brent Cross Cricklewood regeneration

scheme is located in northwest London and

comprises 151 hectares (ha) of land within the

London Borough of Barnet (LBB) (the ‘Site’). In

July 2014, LBB granted planning permission for

the regeneration scheme Masterplan, hereafter

referred to as the ‘2014 Permission’. The

consented proposals, applied for by the Brent

Cross Cricklewood Development Partners,

comprising Hammerson plc and Standard Life

Investments (the ‘Applicant’), are referred to as

the ‘Consented Scheme’.

The Site includes the existing Brent Cross

Shopping Centre to the north, the A41 and Brent

Cross London Underground Station to the east,

Cricklewood Lane to the south, the A5 to the west

and the M1 motorway to the northwest. The

location of the Site and extent of the 2014

Permission planning application boundary are

shown in Figure 1.

The Consented Scheme already has the benefit

of outline planning permission, with full details

also approved for alterations to road junctions

within the Site, known as the ‘Gateway

Junctions’. The Applicant has now progressed to

detailed design which, due to the scale of the

Consented Scheme, will come forward on a

phase by phase basis in line with the 2014

Permission. The Applicant is currently seeking

planning approval for details of the first phase of

the Consented Scheme referred to as ‘Phase 1A

(North)’. A series of Reserved Matters

Applications (RMAs) have therefore been

prepared to submit to the London Borough of

Barnet (LBB) which seek approval for elements

that will come forward as part of Phase 1A

(North). An RMA can be defined as an application

for further details in respect of an outline planning

permission which has already been given.

This document provides a Non-Technical

Summary of a report prepared by Waterman EED

Ltd and a consultant team to inform the planning

decision making process of the Phase 1A (North)

RMAs with reference to the likely significant

environmental impacts. The report is titled ‘Brent

Cross Cricklewood Environmental Statement –

Further Information Report’ and provides further

environmental information (where necessary) to

inform decision making to that which forms the

basis of the 2014 Permission.

Background

Brent Cross Cricklewood is one of London’s

major regeneration schemes and development of

the area is supported by both regional and local

planning policy. The Applicant first received

outline planning permission in October 2010 for

the redevelopment of Brent Cross Cricklewood.

An application was then submitted in October

2013 to amend the 2010 Permission and to

include additional design elements. The October

2013 planning application was submitted under

Section 73 of The Town and Country Planning

Act 1990 and is therefore referred to as the

‘Section 73 Application’.

Due to the scale of the regeneration project, the

proposals were subject to an Environmental

Impact Assessment (EIA) process undertaken in

line with relevant UK legislation (The Town and

Country Planning (Environmental Impact

Assessment) Regulations 2011 (the ‘EIA

Regulations’)). EIA is a process required under

UK law for certain development projects which

identifies the likely significant impacts that the

project has on the environment. The purpose of

the EIA process is to ensure that decision makers

are fully aware of the environmental impacts of a

project before making a decision on whether to

grant planning permission. Where an EIA is

required, information on the likely significant

impacts must be provided by the Applicant in an

Environmental Statement (‘ES’) to accompany

the planning application.

The findings of the EIA were reported in a Section

73 Environmental Statement dated October 2013

(referred to subsequently as the ‘s.73 ES’) and

summarised in a Non-Technical Summary. The

s.73 Application, s.73 ES, Non-Technical

Summary and accompanying drawings and

appendices are available for download at






www.brentcrosscricklewood.com. This Non-

Technical Summary does not summarise the

findings of the s.73 ES and therefore should be

read in conjunction with the s.73 ES and its Non-

Technical Summary.

The EIA Regulations also apply to the stages of

consent after outline planning permission is

granted, including RMAs. Since an ES has

already been submitted (the s.73 ES) and

permission granted, when granting permission for

the Phase 1A (North) RMAs LBB must ensure

that the environmental information before it is

‘adequate’. The ES Further Information Report

considers whether the s.73 ES remains valid and

therefore adequate for decision making. In some

instances, more environmental information is

provided to reflect the detailed design or new

baseline information. The Consented Scheme

authorised by the 2014 Permission with the

Phase 1A (North) RMAs elements in place (as a

whole) is hereafter referred to as the

‘Development’.

The 2014 Permission

The overall vision for the area is centred on

creating a new gateway for London and a vibrant

urban area for Barnet. The Consented Scheme

will be at the centre of a new mixed-use town

centre developed on both sides of the A406 North

Circular Road, along a new high street. The

existing Brent Cross Shopping Centre will be

integrated with new uses such as business, hotel

and residential linked to a network of new streets

and squares, with the intention for the Site to

attract people day and night to create a vibrant

new destination. The Consented Scheme will

deliver 7,500 new homes as well as new buildings

for three local schools, new health facilities and

high quality parks and open spaces. More than

£400 million will be invested in transport

infrastructure, including new roads, increased

capacity at key junctions and the creation of a

new railway station on the Midland Mainline and

Thameslink lines. The Illustrative Masterplan

presented in Figure 2 shows one way in which

the Consented Scheme could be delivered.

Phase 1A (North) RMAs

Phase 1A (North) is the first development phase

to be brought forward in line with the 2014

Permission and its extent and key features are

shown in Figure 3.

Through the Phase 1A (North) RMAs the

Applicant is now seeking permission for the

detailed design of infrastructure, open space, two

residential plots and a temporary bus station and

bus stops, via a series of individual RMAs.

Collectively, the RMAs are referred to as the

‘Phase 1A (North) RMAs’. The detailed design

for each element of the Phase 1A (North) RMAs

has been the subject of ongoing consultation with

LBB, statutory bodies and interested groups.

Public exhibition events for the Phase 1A (North)

RMAs were also undertaken in October 2014.

As the detailed design has been developed for

Phase 1A (North) elements, some minor

deviations from the 2014 Permission have been

identified. Approval for these has been sought

under planning conditions attached to the 2014

Permission and a S96A Application. The

deviations however, are limited and they are not

expected to give rise to significant environmental

impacts not already identified in the s.73 ES.

Details for temporary car parks, roads and

bridges will be subject to a separate RMA which

will be submitted to LBB in 2015. Details of a

temporary bus station and bus stops are included

within the Phase 1A (North) RMAs and as such

have been assessed within the ES Further

Information Report.

The elements included within the Phase 1A

(North) RMAs are set out below. Details of

components of the Consented Scheme not

described below will be submitted for approval in

the future either by the Applicant or Southern

Developer.

http://www.brentcrosscricklewood.com/



Non Technical Summary

Figure 1: Site Location




Figure 2: Revised Illustrative Masterplan




Figure 3: Phase 1A (North) Elements






Infrastructure

The infrastructure that forms part of the Phase 1A (North) RMAs is summarised in Table 1 and identified in

Figure 4. The Gateway Junctions will also be delivered as part of Phase 1A (North) although they already

have detailed planning permission and therefore reserved matters approval does not need to be sought for

them.

Table 1: Description of Phase 1A (North) Infrastructure

Type of infrastructure

Infrastructure item and description

Primary and Secondary Routes

Claremont Avenue - The route in the Market Quarter Zone which links the new Claremont Road

North Junction with Tilling Road.

Templehof Avenue - The route connecting Market Quarter and Brent Cross East Zones across

Bridge Structure B1 (A406 Templehof Bridge).

Templehof Link Road - The route connecting Claremont Avenue and Templehof Avenue within

the Market Quarter Zone.

Tilling Road West Re-alignment and Diversion (Part 1) - The alterations to the existing Tilling

Road west of the new Claremont Avenue.

Prince Charles Drive Diversion - The diversion of Prince Charles Drive towards the south of

Brent Cross East Zone.

Claremont Road Junction North - The creation of a new junction between the existing

Claremont Road, new Claremont Avenue, Claremont Park Road and Orchard Lane.

Claremont Avenue Junction with Tilling Road - The creation of a new junction between existing

Tilling Road and new Claremont Avenue and including such realignment of Tilling Road as may be necessary in order to accommodate Bridge Structure B7 (Living Bridge).

High Street South (East Works) - Part of High Street South within Market Quarter zone.

Orchard Lane - A new road linking with the new Claremont Avenue / Claremont Park Road /

Claremont Road signal junction.

Brent Cross Pedestrian Underpass Works - Such works to the existing pedestrian underpass

beneath the A41 adjacent to the Brent Cross East Zone to include improvements to pedestrian links between the underpass and Brent Cross Shopping Centre.

Engineering Works

Eastern, Central and Western River Brent Alteration & Diversion Works -

The alteration and diversion works to the River Brent. This encompasses the stretch of the river between the M1 slip road onto the A406 North Circular in the West and the A41 Brent Cross flyover in the east.

Reconfiguration of the channel, south of the Shopping Centre, is designed to allow creation of the pedestrianised High Street North but also an attractive resource for the new and existing community, address current flooding problems and offer habitat for wildlife.

The works will be delivered in stages. The first will involve alterations to the eastern section around the new internal roundabout, created as a result of the A406/A41 modifications and particularly the new slip road off the A406, as well as around the western internal roundabout and River Brent Nature Park. The eastern section will be completed in line with the A41/A406 junction works.

Bridge Structures

Bridge Structure B1 (Replacement A406 Templehof Bridge) - The creation of a replacement

road bridge to provide a link over the A406 to link Market Quarter and Brent Cross East and West






Type of infrastructure

Infrastructure item and description

Zones to include insofar as reasonably practicable provision for bus lanes, step free access and cycle access (without dismounting).

River Brent Bridges (as relevant to the Eastern, Western and Central River Brent Alteration and Diversion Works) - Two pedestrian and cyclist only bridges and nine vehicular bridges to be

provided (as part of the River Brent Alteration and Diversion Works and the River Brent Riverside Park) over the River Brent within Brent Cross East and West Development Zones.

Bridge Structure B6 (M1 Junction Pedestrian and Cycle Bridge) – A new pedestrian and

cycle bridge to provide a link between the Site at the Station Quarter Zone to the existing communities north of the Site to include insofar as reasonably practicable provision for step free access and cycle access (without dismounting).

Bridge Structure B7 (Living Bridge) (for approval purposes only) - A new pedestrian and cycle

bridge within the Northern Development to provide a link over the A406 between the Market Quarter Zone and the Eastern Lands Zone and the Brent Cross East Zone to include provision for step free access. The Living Bridge will include landscaped areas as well as a multi-use space for relaxing, events, activities and occasional markets. The northern and southern sections of the bridge will have parapet openings to enable views of the River Brent and surrounding Development. Cycles will have to dismount crossing the bridge.

Temporary Bus Station and Bus Stops

Access to the existing Brent Cross bus station on Prince Charles Drive will not be available during

construction of the Phase 1A (North). A temporary facility is therefore required to allow construction

works to progress for a period of four years until the new bus station has been constructed. A

Temporary Bus Station will be provided within Plot 114 (currently the south-west car park for the

Brent Cross Shopping Centre) to accommodate 18 bus ‘layover’ stands and four drop-off and four

pick-up spaces. Temporary bus stops will also be provided within Plot 113 (car park directly west of

Layfield Close) comprising four drop-off and four pick-up spaces. A 2.5 metre high fence will be

provided along the western boundary of Plot 113 to reduce environmental impacts. Details of the

temporary bus station were not available in the s.73 Application.




Figure 4: Phase 1A (North) Infrastructure (for illustration purposes only includes some associated temporary works)






Open Spaces

Claremont Park: Improvements to the

existing Claremont Way Open Space (total

area 1.95ha) including planting, play and

activity space with seating and cycle parking

provision. A minimum of 2,000m2 of play

space will be provided together with a picnic

area (minimum of 200m2);

Clitterhouse Playing Fields Part 1:

Improvements to the existing playing fields

(total area 18.2ha) providing new recreation

facilities and landscaping. Demolition of the

existing Clitterhouse Farm Buildings in the

south of the park was proposed in the s.73

Application but these will now be retained and

re-used and an element will be used for a

maintenance store as part of Phase 1A

(North). The remainder of the Farm Buildings

will be retained and refurbished by the

Southern Developer. Future uses are likely to

include a café as well as other community

uses. Key features of the improvements to the

Playing Fields include:

Landscape planting and selected tree

removal or replacement (the majority of

trees along the boundaries of the

existing Playing Fields will be retained);

Natural turf sports pitches (3 senior

pitches, 2 junior pitches (9 aside) and 2

mini soccer pitches (7 aside) in the

southeast – there will be no specific

lighting or full perimeter fences;

Outdoor gym;

Play space (minimum of 5,000m2);

Park pavilion building including

changing facilities, store, café kiosk and

public toilets;

Car (21 spaces), cycle parking (55

spaces), and a network of paths; and

Changes to ground levels to create

suitable playing surfaces.

Part 2 of the proposals for Clitterhouse

Playing Fields will be delivered by the

Southern Developer and includes creation

of AstroTurf pitches and the Clitterhouse

Stream area.

Central Brent Riverside Park: Creation of a

riverside park (total area 3.18ha) associated

with the central section of the realigned River

Brent. The detailed proposals comprise

planting, a river path providing pedestrian and

cycle access, bank stabilisation measures as

well as wildlife improvements.

Plots 53 and 54 Landscape: Private and

communal gardens will be provided to the east

of the new residential buildings with hedging

and trees planted along the eastern and

western boundary. A ‘doorstep’ playspace will

also be provided. ‘Green’ roofs will be

provided on all of the buildings to provide

wildlife habitat.

All open spaces in Phase 1A (North) are

illustrated in Figure 5.

Development Plots 53 and 54 (Brent Terrace)

New residential buildings are proposed at two

triangle shaped plots of land off Brent Terrace (as

shown on Figure 6). The buildings will provide

47 new homes with a mix of two and three

bedroom flats and three and four bedroom

houses. The buildings will be three storeys high

and a total of 47 car parking spaces will be

provided together with cycle storage. Access to

the accommodation and car parks will be

provided from Brent Terrace and a new turning

circle is proposed at the northern end of Brent

Terrace.

Plots 53 and 54 have been brought forward in

order to provide new homes for some of the

residents displaced by demolition of part of the

Whitefield Estate to allow construction of the

Living Bridge and associated road works. A small

gas-fired combined heat and power plant (CHP)

will be provided within Plot 53 to generate

electricity for the new housing.

Demolition and Construction

The areas identified for demolition in Phase 1A

(North) remain as identified in the s.73






Application and include 60 units of the Whitefield

Estate, 25 units of the Rosa Freedman Centre, 8

units over shops facing Claremont Way, units

within Claremont Industrial Estate, Cardiff House

at northern end of Brent Terrace and buildings at

the corner of A5/A407 to allow for junction

improvements. The amount of land required to

deliver Phase 1A (North) remains the same as

presented in the s.73 Application apart from some

additional areas of land at the western

roundabout (off the A406) due to necessary

alterations in its design.

The construction information presented in the

s.73 Application remains valid. The majority of

information was set out in a Construction Impact

Assessment Addendum (‘CIA Addendum’) and

an Indicative Construction Programme. The

Applicant is required to submit more details in

relation to construction for approval before works

start, including Remediation Strategies, Code of

Construction Practice (CoCP), Construction

Traffic Management Plan (CTMP), Construction

Environmental Management Plan (CEMP) and a

Demolition and Site Waste Management Plan.

The Indicative Construction Programme and

phasing remains as set out in the s.73 Application

with the exception of the fact that Plots 53 and 54

will now be delivered as part of Phase 1A (North)

rather than 1C. This minor change does not affect

the findings of the s.73 ES. Construction is due

to commence in 2016 with completion of the

Masterplan as a whole in 2031.

Development of the Scheme and

Alternatives

The Scheme already has planning permission

and as such, the main alternatives set out in the

s.73 ES have not been re-visited as they remain

valid. Alternatives considered during detailed

design for the Phase 1A (North) RMAs are limited

since they were constrained by the limits of the

2014 Permission.

Highways Improvements

As detailed design modelling work results

determined the final road layouts, junctions and

traffic management required for the

Development, no main alternative highway

layouts were considered by the Applicant. The

layout of the western roundabout was however

altered from the initial design presented in the

s.73 Application as a result of detailed traffic

modelling which showed that an extra road was

required through the roundabout.

Bridge Structures

The Living Bridge design was amended following

consultation with LBB. Early designs did not allow

pedestrians to view the wider Development

including the Riverside Park from the Living

Bridge. In response, viewing panels have been

added to sections of the bridge with metal

fretwork.

A high level of cycle parking across the bridge is

included in the design with parking repositioned

following consultation, at the entrances to the

bridge with the majority on the northern end

where cyclists will likely arrive at the

Development.

The replacement to the existing Templehof

Bridge was designed in response to the

outcomes of the detailed design traffic model.

Through identifying alternative routes, the need to

accommodate abnormal loads was deemed to no

longer be required. It was also defined during the

detailed design stage that a circular ramp, rather

than a lift, will provide step-free access.

River Brent Re-alignment

The detailed design of the river alteration and

diversion works have been developed in line with

the parameters of the 2014 Permission, as such

no significant alternatives were considered

further by the Applicant.

Temporary Bus Station and Bus Stops (Plots 114

and 113 respectively)

During the construction works for Phase 1A

(North), the Brent Cross Shopping Centre Bus

Station will need to be relocated. Three options






were explored by the Applicant in 2014 to

accommodate the existing bus operations. The

first option included keeping the bus station in its

current location during Phase 1A (North)

construction and providing alternative temporary

access routes. However, a temporary bus station

location will still likely be required towards the end

of 1A (North) construction works. This was

therefore discounted. Two options were

considered for the location of a temporary bus

station; either in the south west Shopping Centre

car park (Plot 114), to the south of the River Brent

or in the north west Shopping Centre car park

(Plot 113), to the west of the existing John Lewis.

An options study was undertaken of a number of

the Shopping Centre car parks looking at

transport and access, noise and air quality

issues. Following this initial study, it was agreed

that the best solution was to provide the

Temporary Bus Station at Plot 114 in the south

west Shopping Centre car park and separate

Temporary Bus Stops at Plot 113.

Open Spaces

A number of design alternatives were considered

for Clitterhouse Playing Fields with input from

LBB and local community groups. The Phase 1A

(North) RMAs propose to retain and reuse the

Clitterhouse Farm Buildings rather than remove

them (as proposed in the s.73 Application). The

following main alternatives for the Clitterhouse

Playing Fields were explored:

Varying locations for play space;

Varying parking and access road locations

considered, with final plans choosing to move

them further away from existing and proposed

buildings; and

Access for maintenance vehicles considered

and discrete access incorporated into the final

design; and

Varying locations for maintenance store and

offices.

A number of alternatives were also considered to

explore the most efficient way of providing sports

pitches, to minimise impact on existing levels and

adjacent paths, while at the same time providing

improved gradients to the playing fields.

Alternatives to the final play space strategy were

also considered during the design development.

No significant design alternatives considered for

Claremont Park or the Central Brent Riverside

Park.

See Figure 5 for open spaces.

Plots 53 and 54 (Brent Terrace)

A reduced amount of units is now proposed within

Plots 53 and 54 from the early designs, but the

floorspace to be provided in the 47 replacement

units exceeds that of the 60 units to be

demolished in the existing Whitefield Estate and

secures some larger social rented units as

required by LBB. The Phase 1A (North) RMAs

now includes 30 units on Plot 53 (initially was 39

units) and 17 units on Plot 54 (initially was 21

units). See final plans on Figure 6. This is due to

restrictions and consideration of the building

height, distance to neighbouring buildings, design

standards and LBB requirements. The reduction

in housing numbers has allowed the building

lengths to be reduced, increasing the distance

from neighbouring properties. Approach to the ES

Further Information Report

The main aims of the ES Further Information

Report are to review the s.73 ES in light of the

detailed design of the Phase 1A (North) RMAs

and the current baseline conditions; assess

whether the s.73 ES remains valid for the

purposes of decision making, and / or provide

‘further environmental information’ to ensure that

the environmental information for the decision

making is adequate and takes into account all the

likely significant environmental impacts of the

Development and provides any other requisite

information (i.e. 2014 Permission with the Phase

1A (North) RMAs in place). The Report presents

any changes to the likely significant impacts and

other requisite information reported in the s.73 ES

as a result of the detailed RMA designs or the

availability of other new information.






A ‘Statement of Conformity’ is provided for those

topics where environmental baseline information

presented in the s.73 ES remains valid, the

methodology remains valid and the detailed

design has been reviewed and found not to result

in any new or different likely significant

environmental impacts from those reported in the

s.73 ES or the need for any other requisite

information.

For some environmental topics, further

information and assessment has been provided

over and above that presented in the s.73 ES. In

most cases this is as a result of new baseline

information obtained in 2014 or to ensure the

assessments reflect the detailed designs now

available which were not available in the s.73

Application (as they were submitted in ‘outline’).

Where there are new or different likely significant

environmental impacts from those presented in

the s.73 ES these are reported along with

measures to avoid or reduce impacts (‘mitigation

measures’).

The scope of the ES Further Information Report

was discussed with LBB and their advisors,

Capita, in September 2014 and an EIA Scoping

Report was submitted to LBB in October 2014

which set out the proposed approach. LBB

provided an EIA Scoping Opinion in December

2014 which comments on the scope and content

of the ES Further Information Report.

The approach and methodology used in the s.73

ES has been applied wherever possible. A

summary of the approach to each technical

chapter considered in the s.73 ES is provided in

Table 2.

Land Use

The existing land uses within and surrounding the

Site were reported in the s.73 ES. These have

been reviewed and are deemed to remain valid

as there has been no significant change in the

land use from that reported in the s.73 ES.

Land Use Planning

The s.73 ES included a full review of relevant

planning policy and considered the s.73

Application against this. This review is not

required under the EIA Regulations and given

that the Scheme has planning permission it is not

appropriate to re-consider the detailed proposals

in this way. Since the s.73 ES was prepared,

however the following notable documents have

been published:

Revised Early Minor Alterations to the London

Plan, 2013;

Draft Further Alterations to the London Plan,

2014;

Supplementary Planning Guidance-

Sustainable Design and Construction, 2014;

and

NPPF Planning Practice Guidance, 2014.




Figure 5: Phase 1A (North) Open Spaces – For Illustrative Purposes Only (only Central Brent

Riverside Park and Nature Park 5 in Phase 1A (North))

Figure 6: Plots 53 and 54 Proposal






Table 2: Summary of Approach to ES Further Information Report

Chapter Title Approach and Content of the ES Further Information Report

Land Use Statement of Conformity

Land Use Planning Summarises new legislation, policy or guidance since the s.73 ES

Traffic and Transport Statement of Conformity with presentation of additional information on the latest transport

studies and model outputs

Socio-Economics Statement of Conformity

Noise and Vibration Further assessment in light of detailed design for Phase 1A (North) RMAs including

Temporary Bus Station and Bus Stops, and updated baseline monitoring

Townscape and Visual

Impact Assessment

Further assessment in light of detailed design for Phase 1A (North) RMAs including

Temporary Bus Station and Bus Stops, updated baseline photography and Accurate

Visual Representations (AVRs)

Ecology and Nature

Conservation

Further assessment in light of detailed design for Phase 1A (North) RMAs and

presentation of updated survey results (Phase 1 Habitat Survey and bat survey)

Water Resources and

Flood Risk

Statement of Conformity

Archaeology and

Cultural Heritage

Further assessment of detailed design with presentation of updated baseline information

and Written Scheme of Investigation for archaeology

Air Quality and Dust Further assessment in light of detailed design for Phase 1A (North) RMAs, updated

baseline monitoring and details of Temporary Bus Station and Bus Stops

Ground Contamination Statement of Conformity with summary of 2014 ground investigations and details of

Remediation Strategies prepared since the s.73 ES

Waste Statement of Conformity

Microclimate

- Wind

- Daylight,

Sunlight and

Overshadowing

Further assessment in light of detailed design for Phase 1A (North) RMAs and the

outcome of further modelling studies for wind and shading

TV, Radio and Mobile

Phone Reception


Carbon Dioxide

Emissions


Intermediate Years

Assessment


Additional assessment summary included for the Temporary Bus Station and Bus Stops

during a typical year of operation

Cumulative Effects Further assessment and commentary for particular topics in light of the an updated

cumulative scheme list

Summary of Residual

Effects and Mitigation

Update in accordance with potential new or different significant effects identified in the

ES technical chapters






Land Use

The existing land uses within and surrounding the

Site were reported in the s.73 ES. These have

been reviewed and are deemed to remain valid

as there has been no significant change in the

land use from that reported in the s.73 ES.

Land Use Planning

The s.73 ES included a full review of relevant

planning policy and considered the s.73

Application against this. This review is not

required under the EIA Regulations and given

that the Scheme has planning permission it is not

appropriate to re-consider the detailed proposals

in this way. Since the s.73 ES was prepared,

however the following notable documents have

been published:

Revised Early Minor Alterations to the London

Plan, 2013;

Draft Further Alterations to the London Plan,

2014;

Supplementary Planning Guidance-

Sustainable Design and Construction, 2014;

and

NPPF Planning Practice Guidance, 2014.

Traffic and Transport

Most major infrastructure elements within the

Consented Scheme will be delivered within

Phase 1A (North). Since the s.73 ES was

prepared, the detailed design of highway

improvements, bridges and other elements of the

Consented Scheme previously approved in

outline has been developed in consultation with

LBB and Transport for London (TfL). The s.73

Application was accompanied by a Consolidated

Transport Assessment (TA) which set out the

likely impacts of the Development on the highway

network, public transport, pedestrians and

cyclists.

The TA which accompanied the s.73 Application

was based on a traffic model known as the ‘BXC

- Transport Model’. Subsequent to the s.73

Application the Brent Cross Cricklewood Detailed

Design Model (‘BXC-DDM’) was produced to

inform the detailed highways design for the

Development for the purposes of informing the

technical approvals process for the highway

authorities’ functions. The BXC – DDM models

the Development as a whole and not specifically

impacts of Phase 1A (North) and the opportunity

has been taken to use output for the BXC – DDM

in relevant chapters.

There have been no significant changes to policy,

legislation or guidance since the s.73 ES was

prepared which affect the approach to or findings

of the assessment.

Since the s.73 ES, further baseline data including

traffic counts on local roads have been obtained

in 2013 to inform the detailed design, although

these are not considered to affect the outcome of

the TA. A Reserved Matters Transport Report has

been prepared to accompany the Phase 1A

(North) RMAs which sets out the baseline traffic,

transport and access conditions in the areas

affected by this phase of the Development.

In terms of construction traffic, the s.73 ES and

Consolidated TA, a Construction Impact

Assessment Addendum (CIA), and Indicative

Construction Programme which accompanied the

s.73 Application formed the basis of the

assessment of impacts. The likely construction

phasing, routes, road closures and estimates of

construction traffic flows presented in these

documents remain unchanged from that included

in the s.73 Application. As such, construction

traffic impacts presented in the TA and s.73 are

considered to remain valid.

In line with the 2014 Permission the Applicant has

submitted a feasibility study on the use of a

Construction Consolidation Centre (CCC) which

is a distribution facility through which material

deliveries are channeled to construction sites to

improve overall resource efficiency. The

construction traffic impacts of the CCC are not

considered in this Report as the final option has

not yet been confirmed. In terms of construction






traffic the s.73 ES presented a worst-case since

it did not assume a CCC was in place and use of

a CCC can reduce road and freight traffic

significantly during the construction period. In

light of the CIA Addendum and Consolidated TA

still remaining valid and applicable to the Phase

1A (North) RMAs, with no additional information

on construction traffic or transport related

impacts, the conclusions of the s.73 ES with

regards to construction traffic remain valid.

Further construction design and planning will be

undertaken prior to the start of construction works

for Phase 1A (North) which will provide further

information on construction, notably within a

CTMP and Construction Worker Travel Plan.

With the temporary relocation of the bus station

and the provision of additional passenger

facilities at Plot 113, the local routing of services

will change which will have some impact on

journey times. There will be some disruption as a

result of these temporary facilities although this

will only be for a period of four years and the

impact on local residents and visitors is

considered to be negligible.

The Consolidated TA which accompanied the

s.73 Application provided detailed analysis of the

impact of the Development on traffic and junction

capacity based on the BXC-Transport Model.

Further analysis of junctions has been

undertaken using the BXC-DDM which has

resulted in some design adjustments to junctions.

Overall however, the BXC-DDM modelling shows

that local congestion predicted in 2021 and 2031

with the Development in place, particularly the

evening peak hour and Saturday, is consistent

with the findings of the BXC-Transport Model.

The Phase 1A (North) RMAs include a number of

public transport improvements including

replacement bus stops, new bus stops (four), a

new bus stand and new bus lanes. This will be a

beneficial impact as identified in the s.73 ES.

Phase 1A (North) RMAs will not result in any

direct impacts to rail or London Underground

infrastructure and are therefore are not

considered further in the ES Further Information

Report. The s.73 ES and TA remain valid in

relation to rail and London Underground.

Extensive facilities have been designed into

Phase 1A (North) to provide safe and convenient

routes for pedestrian and cyclists as well as cycle

storage. The impacts on pedestrians and cycles

therefore remain beneficial as described in the

s.73 ES and Consolidated TA.

The traffic and transport demands of the

Development (taking into account the details of

Phase 1A (North)) will be accommodated on the

highway, public transport, pedestrian and cycle

networks through the provision of appropriate

new junction and access arrangements, many of

which will be delivered as part of Phase 1A

(North). The s.73 ES identified a minor adverse

residual impact (i.e. the likely impact of the

Development, taking account of proposed

mitigation measures) associated with increased

traffic, which will include some congestion on the

highway network. Based on the findings of the

BXC-DDM traffic modelling and detailed design of

Phase 1A (North) this is considered to remain

valid. The Phase 1A (North) proposals will

however also deliver significant improvements to

facilities for pedestrians and cyclists, including

dedicated links, safe crossing locations and

increased accessibility to public transport

services / facilities, thereby helping to encourage

people to travel using more sustainable modes

than the car.

Socio-Economics




of the assessment. The methodology and

significance criteria presented in the s.73 ES

Socio-Economic Chapter therefore remain valid.

Following a review of the baseline conditions

section of the s.73 ES it is deemed that this

remains valid for the purposes of decision

making, having been updated in 2013 with 2011

Census and other relevant data.






The detailed designs of the residential units at

Plots 53 and 54, open spaces and other features

of Phase 1A (North) RMAs have been reviewed

to ensure the significant impacts of demolition

and disruption from temporary closure of open

spaces have been adequately assessed in the

s.73 ES. Additional commentary on these

elements have been included in the Report,

however no new or different significant impacts or

mitigation measures have been identified. The

detailed design of the Phase 1A (North) open

spaces in particular, will deliver significant

benefits for the local community through

improved sport and recreation areas, playspace

and landscaped open space. These areas

include the Clitterhouse Playing Fields

Improvements Part 1, Claremont Park and

Central Brent Riverside Park. Overall, the likely

significant socio-economic impacts identified in

the s.73 remain valid.

Noise and Vibration

Following a review of the s.73 ES and in light of

new industry best practice guidance for noise

assessments, further baseline noise monitoring,

traffic data available from the BXC-DDM and the

detailed design of Phase 1A (North) RMAs,

further environmental information has been

provided for noise and vibration impacts

associated with the completed Development.

Noise monitoring was undertaken on the Site in

Autumn 2014 to supplement survey results from

2013, with a focus on the areas affected by the

Phase 1A (North) works, including amenity areas,

Plots 53 and 54 and the Temporary Bus Station

and Bus Stops (Plots 114 and 113 respectively).

The Consented Scheme included a commitment

to delivery of a ‘low noise’ surface for the A406

North Circular and also a barrier to reduce noise

(an acoustic barrier) along the A406 to reduce

noise levels experienced by people walking along

the realigned River Brent (final details not yet

available). The Temporary Bus Station and Bus

Stops are assessed in the ES Further Information

Report since details of these were not available

in the s.73 ES.

The noise and vibration impacts from demolition

and construction works associated with Phase 1A

(North) in the s.73 ES are considered to remain

valid and no further environmental information is

provided. This is partly due to the fact that the

construction traffic data and Construction Impact

Assessment (CIA) Addendum remain valid.

A 2.5 metre high screen will be provided along the

boundary of Plot 113 to reduce noise emissions

from the temporary Bus Stops at the nearest

properties on Layfield Close. The impact of the

Temporary Bus Station and Bus Stops will be

negligible for the nearest properties on Layfield

Close and Brent Park Road (based on idling

times for buses of 20 and 60 seconds). No

significant vibration impacts are likely.

Vibration impacts remain valid as per the s.73 ES.

The assessment of impacts form the operational

(i.e. completed Development) has been updated

through noise modelling to ensure the findings

reflect the detailed designs now available, noise

monitoring and updated traffic data from the BXC

– DDM. The s.73 ES noise assessment was

based on the BXC Transport Model.

A 3-Dimensional noise model was created for the

Development including the detailed design of

Phase 1A (North) and the maximum building

heights of the 2014 Permission. New noise data

and traffic data from the BXC-DDM were then

applied to produce ‘noise contour plots’ which

graphically show the predicted noise levels with

and without the Development in 2031 (see Figure

7). Predicted noise levels from road traffic were

also calculated using best practice.

For the majority of the roads the change in noise

levels from Development related traffic will be

less than 1dB which will be negligible. Some

beneficial impacts ranging from minor to

substantial are predicted, mainly due to the

screening effect of new buildings within the

Development. Some minor adverse impacts are

predicted (Oaklands Road, Gladstone Park

Gardens, Tadworth Road, Waterloo Road, A5

(southbound from Geron Way), Geron Way






(roundabout link from A5 southbound). Where

moderate adverse impacts have been identified

(Roman Road, Geron Way, Link off Geron Way

Roundabout; and Link off Geron Way) these are

likely to be conservative as they are generally a

result of traffic speeds being below the predictive

accuracy of the calculation method (i.e. well

below 20 kilometers per hour). The moderate

adverse impacts are therefore likely to be

overestimated.

The detailed design of the housing been using

within Phase 1A (North), Plots 53 and 54, will be

require to incorporate measures to ensure

acceptable noise standards will be achieved.

Noise modelling confirms that the residential

buildings which face major roads (A406) and the

railway are likely to require mitigation. Other new

buildings may also require noise mitigation

measures although these will be addressed

through existing planning conditions.

An assessment of noise levels within open space

was undertaken which found suitable noise levels

at all open spaces except for around the

realigned River Brent and the Central Brent

Riverside Park, which is already exposed to high

levels of noise form the A406. A noise barrier

between the Riverside Park and the A406 will

help achieve more acceptable noise levels for

park users and no further mitigation measures

beyond those presented in the s.73 ES are

necessary.

Impacts from fixed plant and building services,

the CHP / energy centres and waste handling

facility are all deemed to remain negligible as

reported in the s.73 ES. All plant will be required

to meet certain design standards for noise, as per

existing planning conditions.

Noise from use of the football, Multi-Use Games

Areas and sports pitches at Clitterhouse Playing

Fields has been assessed. The usage is daytime

only with evening use when natural light allows,

as the sports areas are not floodlight. The

predicted noise levels at the nearest residential

properties are considered to be negligible with the

exception of the closest properties on Cotswold

Gardens and Prayle Grove where temporary

increases in the noise levels will be experienced

when the sports pitches are in use. This will be a

minor adverse impact (3 – 5 decibel increase).

Townscape and Visual Impact

Assessment





significance criteria presented in the s.73 ES has

been reviewed and updated in line with best

practice guidance.

The assessment of landscape (now referred to as

‘townscape’ in the Report) and visual impacts in

the s.73 ES was based on 14 photographic

viewpoints. In order to assess whether any

significant impacts will arise from Phase 1A

(North) not already reported in the s.73 ES,

additional photographic viewpoints were taken in

2014 to capture the detailed proposals in the

context of the Consented Scheme, including the

Temporary Bus Station and Bus Stops. A 3D

model of the Development has been used to

prepare accurate visual representations of the

Phase 1A (North) proposals and a total of 25

viewpoints have been considered. Baseline

conditions presented in the s.73 ES have also

been updated as considered necessary.

Considering that the overall construction

programme and proposed construction methods

and locations remain as per that detailed in the

s.73 Application, the townscape and visual

impacts during construction set out in the s.73 ES

are considered to remain valid.

In addition to the construction impacts reported in

the s.73 ES, the Temporary Bus Station and Bus

Stops in Plots 114 and 113 respectively, have

been assessed for a four year duration. Details of

this facility were not available in the s.73

Application. Three viewpoints were taken from

nearby residential areas. The assessment found

that the temporary structures will not be visible

from public footpaths on nearby residential roads

and due to the screening by existing houses and

mature trees and the proposed acoustic screen at






Plot 113. The visual impacts of the Temporary

Bus Station and Bus Stops will therefore be

negligible. The mitigation measures for

construction remain valid.

The assessment of the operational Development

has been updated with a focus on the detailed

design of Phase 1A (North). Updated townscape

impacts are provided for townscape character

areas TCA1: North Circular Corridor, TCA4: Brent

Terrace, TCA7: Clitterhouse Playing Fields,

TCA13: Claremont Way Public Open Spaces;

and the 25 viewpoints across the Site (see Figure

8). The impacts for Phase 1A (North) elements

will be highly localised with only four of the 20

townscape character areas being affected, three

with beneficial impacts and one (Brent Terrace)

experiencing a minor adverse impact at Plots 53

and 54 which will reduce to negligible once the

new hedge and vegetation is fully established. Of

the 25 viewpoints assessed only 10 will be

affected by the Phase 1A (North) RMAs. Seven

of these will have a beneficial impact whilst views

of Plots 53 and 54 from Brent Terrace will have a

moderate adverse impact including screening

from the new hedge. No additional mitigation has

been identified over and above that set out in the

s.73 ES and within planning conditions attached

to the 2014 Permission.

Ecology and Nature Conservation



prepared which effect the approach to or findings

of the assessment. The baseline information

presented in the s.73 ES has been reviewed and

it is considered in the most part to be valid. A

habitat survey was undertaken in Spring 2014

and additional bat surveys were undertaken in

Summer 2014 to update survey work presented

in the s.73 ES. The habitat survey confirmed

there had been no significant change since the

s.73 ES had been prepared. The bat survey

identified a roost of common pipistrelle bats in the

Clitterhouse Farm Buildings and a number of

trees with bat roost potential on the Site, primarily

within Clitterhouse Playing Fields. All other

protected species surveys presented in the s.73

ES were considered to remain valid.

The loss of a single bat roost at the Clitterhouse

Farm Buildings was identified in the s.73 ES as a

local adverse impact. These buildings will now be

retained within the Development and refurbished.

Whilst this will be beneficial in the longer term; a

minor adverse impact will arise due to

disturbance from the refurbishment works which

are likely to directly affect the bat roost present

there. The bat roost should now be replaced

within the refurbished Farm Building rather than

be provided for in adjacent retained trees (as

proposed in the s.73 ES). Further details will be

provided as part of a protected species licence

required for the work.

The assessment of construction ecology and

nature conservation impacts presented in the

s.73 ES is considered to remain valid taking into

account the detailed design of the Phase 1A

(North) RMAs and no significant ecological

impacts are identified in relation to the

construction or operation of the Temporary Bus

Station and Bus Stops.

Mitigation measures for construction impacts

identified in the s.73 ES are considered to remain

valid.

Impacts of the Development on the Brent

Reservoir Site of Special Scientific Interest (0.1

km west of the Site) remain not significant (as

reported in the s.73 ES) as the proposals for the

River Brent have not changed significantly from

those of the s.73 Application.

Habitats at Clitterhouse Playing Fields Site of

Local Interest for Nature Conservation (SLINC)

will be enhanced by the detailed design of the

Phase 1A (North) RMAs. The majority of mature

trees within the area of the Site affected by the

Phase 1A (North) RMAs will be retained,

especially within the Clitterhouse Playing Fields

SLINC (Appendix 2.1) eastern and southern

margins. As such, the impact on the Clitterhouse

Playing Fields SLINC will be minor beneficial in

the long-term rather than neutral as stated in the

s.73 ES.

Based on the detailed landscaping design for

Phase 1A (North) approximately 24.5 hectares of

open space will be created within this first phase

of the Development. The habitat to be provided






as part of Phase 1A (North) will be far more

diverse and beneficial to wildlife than the existing

habitats. There will be an overall increase in

public / open space for the Development as a

whole.

Detailed design of the landscaping has provided

further information, including bird and bat boxes

and native species planting at Clitterhouse

Playing Fields, the new Claremont Park, Living

Bridge, Central Brent Riverside Park and within

the landscaping at Plots 53 and 54. As such the

minor negative impacts identified in the s.73 ES

improve to minor beneficial in relation to ‘Habitat

Damage, Loss and Creation for Habitats outside

the River Corridor’.

Mitigation measures for operational impacts

identified in the s.73 ES have largely been

incorporated into the detailed design proposals,

therefore no new or different mitigation has been

identified.

Water Resources and Flood Risk






Water Resources and Flood Risk Chapter

therefore remain valid. Since the s.73 ES was

prepared, the detailed designs for the works to

the River Brent have been developed in

consultation with the Environment Agency and

the detailed design of highway drainage and

surface water drainage from open spaces and

development Plots 53 and 54 has been further

developed.

The baseline conditions have been reviewed to

determine whether there have been any

significant changes since the s.73 ES was

prepared. This review included the results of the

groundwater sampling as part of a ground

investigation in 2014. The review indicated that

there have been no significant changes to the

water environment within the study area since the

s.73 ES.

A number of studies are progressing as part of

the detailed design and separate consent

process (Flood Defence Consent). These studies

are expected to be completed and submitted for

approval to the Environment Agency and LBB in

June 2015 although they will not give rise to

significant impacts which have not already been

identified in the s.73 ES. The studies being

undertaken will deal with more detailed matters

and provide more data.

An assessment of the impacts of highway runoff

on surface water has been undertaken to

determine whether there is an environmental risk

and if further mitigation measures are required. A

system of Sustainable Drainage Systems is

proposed to be incorporated within the highway

drainage network to intercept sediment, remove

contaminants and minimise

environmental/ecological risk. Taking into

account the proposed drainage system, there are

no changes to pollution and spill risk impacts

reported in the s.73 ES.

A shading study has been undertaken of the

River Brent and the structures that have the

potential to cause shading. The findings of this

study are that the realigned river will experience

shading where the bridges cross over the river.

However, the new landscape has been designed

to address this and the findings of the shading

study do not alter those of the s.73 ES which were

that no significant adverse impacts are expected.

In summary, no new or different impacts arising

from the Development have been identified in

respect of Water Resources and Flood Risk as a

result of the detailed design of the Phase 1A

(North) RMAs or Temporary Bus Station and Bus

Stops. No further mitigation has been identified

beyond that identified in the s.73 ES which will be

addressed by existing planning conditions

attached to the 2014 Permission. The s.73 ES

therefore remains valid.




Figure 7: Noise Contour Plot for Daytime Noise ‘With Development’ Scenario in 2031




Figure 8: Views across Claremont Park, Brent Terrace and Clitterhouse Playing Fields






Archaeology and Cultural Heritage




of the assessment. Since the s.73 ES was

prepared and in accordance with the 2014

Permission, proposals for further archaeological

investigation have been provided to and agreed

with the Greater London Archaeology Advisory

Service (GLAAS). In addition, a methodology for

investigation of those ground-intrusive works

identified for Phase 1A (North) has been

prepared (Phase 1A (North) Scheme of

Archaeological Investigation).

The Phase 1A (North) Scheme of Archaeological

Investigation reviewed all the data relevant to the

Phase 1A (North) RMAs presented in the s.73

ES, and included an up-to-date search of the

Greater London Historic Environment Records.

When the s.73 ES was prepared the significance

of impacts from the Development on heritage

assets was limited by the level of information

available at the outline stage. The updated

baseline as well as the Phase 1A (North) RMAs

detailed design, has allowed a quantified

assessment of the impacts on the heritage

resource to be undertaken. Mitigation measures

have also been refined. As a result, the

construction impacts presented in the s.73 ES

have been updated.

The heritage assets within the Site include the

Childs Hill Area of Special Archaeological

Significance (ASAS) designed by LBB. There is

also the potential for other archaeological

features including those in association with

Watling Street (a Roman Road), paleo-

environmental and pre-historic deposits relating

to the historic channel of the River Brent.

Clitterhouse Farm Buildings are considered to be

of local value.

Designated heritage features are shown on

Figure 9. The Grade II listed Brent Cross

Underground Station and Parade of Shops is

within the Site although the Phase 1A (North)

RMAs will not affect this or the nearby

Cricklewood Railway Terraces Conservation

Area.

The construction activity within Clitterhouse

Playing Fields is likely to have a permanent

impact of moderate to large adverse significance

on the designated Childs Hill Area of Special

Archaeological Significance (ASAS). This is

largely due to the undisturbed ground within the

Playing Fields which has the potential to contain

archaeology of value. A programme of ground

investigation has already been agreed with

GLAAS geophysical survey to better understand

this potential. Once, the results of the field

investigations are known the significance of the

residual impact may reduce.

An archaeological watching brief over ground

intrusive works will be undertaken at Watling

Street although slight adverse impacts will

remain.

The ground intrusive elements of the

Development will have a moderate adverse

significance on paleo-environmental remains

within the north of the Site with sampling of these

remains being undertaken. The impacts on pre-

historic deposits will range from moderate to large

adverse, should these be found to exist. With

mitigation in the form of a watching brief over

ground intrusive works the impact will be

moderate adverse.

Historical building recording will be undertaken of

the Clitterhouse Farm Buildings to inform the

details of the restoration process resulting in a

large beneficial impact.

No significant impacts are identified during the

operational phase of the Development.

Air Quality and Dust

Following a review of the s.73 ES and in light of

new guidance for air quality assessments, air

quality monitoring, traffic data available from the

BXC-DDM and the detailed design of Phase 1A

(North) RMAs, further environmental information

has been provided for air quality and dust

impacts.

The assessment of construction air quality and

dust has been updated to include the Temporary

Bus Station and Bus Stops at Plots 114 and 113

respectively to identify likely impacts on nearby






residents. It was also agreed with LBB that the

air quality assessment will be compliant with the

Design Manual for Roads and Bridges (DMRB)

methodology due to the highways infrastructure

involved in Phase 1A (North).

Baseline air quality monitoring (nitrogen dioxide)

was undertaken on the Site for a period of three

months between September and December 2014

to supplement the data reported in the s.73 ES

(14 monitoring locations). Overall, based on the

survey, estimated average exceed the annual

objective level set at the majority of the locations

(9 out of 14).

The construction air quality impacts remain valid

as per the s.73 ES as the construction traffic data

remains unchanged from that presented in the

CIA Addendum and the Consolidated TA of the

s.73 Application. The Temporary Bus Station and

Bus Stops impacts were predicted using air

quality modelling for the year 2019. There will be

no significant impact on nearby properties in

relation to particulates during the operation of

Temporary Bus Station and Bus Stops. For

nitrogen dioxide, there will be an increase in

annual average concentrations, with ‘large’

increases predicted at two properties on Brent

Park Road (No’s 136 and 140). This will represent

a moderate adverse impact. There will be a slight

adverse impact at a number of nearby properties

along Brent Park Road. The remaining

properties, notably on the western side of Brent

Park Road, and along Layfield Close, will not

experience any adverse effect. . Further

mitigation is however proposed such as limiting

bus idling times, encouraging green buses on

these routes and taking into account the acoustic

screen, the impacts are expected to be reduced

to a minor adverse.

The air quality assessment presented in the s.73

ES has been updated to incorporate the traffic

data from the BXC - DDM. Traffic data has been

provided for 2012 as the baseline year. A

computer model was created for the

Development taking into account the detailed

design of Phase 1A (North). The updated

baseline data (2012) and traffic data were applied

to the model predict pollutant emission

concentrations at nearby receptors (residents or

site visitors) with and without the Development in

2031.

The modelling results showed that there will be a

substantial adverse impact on nitrogen dioxide at

the junction of the A5 Cricklewood Broadway and

Cricklewood Lane, as well as moderate adverse

impacts locally along stretches of Cricklewood

Lane and Claremont Road and slight adverse

impacts at a number of residences along the main

A-Roads and a number of minor roads. The

majority of sensitive receptors will however

experience negligible impacts, whilst slight

beneficial impacts are also predicted at a number

of receptors. See Figure 10.

Measures to encourage non-car travel will be

implemented through the Framework Travel Plan

(FTP) for the Development. A draft FTP

accompanied the s.73 Application. The main

objectives of the FTP will be to reduce reliance on

the private car and encourage people to travel in

a more sustainable manner. Any reduction in

traffic flows through the implementation of the

FTP will further reduce predicted impacts on air

quality.

Air quality monitoring will be necessary at the

locations described above in line with planning

conditions attached to the 2014 Permission.

Where exceedances of the nitrogen dioxide

annual mean objective are confirmed, and can be

directly linked to the Development, mitigation

measures such as ventilation and filtration may

be required to ensure appropriate indoor air

quality.

The Phase 1A (North) RMAs do not include any

significant features of relevance to the

assessment of the energy centres, CHP, Waste

Handling Facility, odour and dust, or emissions

from rail movements. As such the s.73 ES is

considered to remain valid in respect of these

topics.




Figure 9: Site Heritage Designations

Hatched area: Child’s Hill Area of Special Archaeological Significance

Green area: Paleo-environmental deposit potential




Figure 10: Nitrogen Dioxide Annual Average Concentrations ‘With Development’ in 2031






Ground Contamination






therefore remain valid.

The baseline information presented in the s.73

ES Ground Contamination Chapter has been

reviewed, taking into account the results of

ground investigations undertaken in 2014 and it

is confirmed that the s.73 ES remains valid with

regard to soil and groundwater quality and

ground-gas for the Phase 1A (North) area. There

have been no significant changes to the detailed

design from the outline parameters defined in the

s.73 ES. In respect of ground contamination, the

impacts identified in the s.73 therefore remain

valid.

An overarching Remediation Strategy and Site

Specific Remediation Strategies for Phase 1A

(North) have been prepared to discharge

Planning Conditions attached to the 2014

Permission. These documents set out how

contamination will be dealt with, based on the

findings of further investigation of the ground and

the detailed design. Measures to deal with

contamination and ground conditions are an

integral part of the Development and assuming

they are well implemented, the negligible impacts

identified in the s.73 ES from construction will

remain valid. Implementation of the remediation

strategies is not considered likely to give rise to

significant environmental impacts not already

identified in the s.73 ES.

Waste






Waste Chapter therefore remain valid. The

baseline information presented in the s.73 ES has

been reviewed with reference to newly available

information on the North London Waste Plan

website and the 2014 ground investigation.

Waste from Plots 53 and 54 will be subject to

collection and recycling by LBB, whilst open

space ‘green waste’ will be collected by LBB and

composting will occur on Site for new residences

and parks where possible. No new or different

potential impacts, mitigation or residual impacts

arising from the Development have been

identified in respect of Waste, and thus the s.73

ES remains valid.

Microclimate (Wind)




of the assessment. The wind baseline information

presented in the s.73 ES Microclimate Chapter

has been reviewed and its validity is confirmed.

An accurate scale model of the Phase 1A (North)

RMAs, including highways layout, bridges and

open spaces has been subject to testing in a wind

tunnel facility to predict the likely wind conditions

that will arise. The model was based on the

detailed design of Phase 1A (North) RMAs

together with the maximum height parameters for

buildings defined within the 2014 Permission to

identify potential wind impacts for pedestrians

using the spaces. The residential buildings

proposed at Plots 53 and 54 are below four

storeys in height and therefore are not considered

to require further assessment of wind speeds.

Test results show that wind conditions in some

areas of the Living Bridge (at the northern and

southern approach) are likely to be moderate

adverse due to downdraughts of wind from future

proposed tall buildings adjacent to the bridge.

The need for mitigation will be considered as part

of the design development of the adjacent

buildings, but could include localised soft

landscaping and building canopies. This will

create areas of the bridge that could be suitable

for longer periods of sitting, and therefore suitable

for outdoor seating such as cafes. Wind

conditions on the replacement Templehof Bridge

will be unsuitable for less abled pedestrians and






cyclists (a major adverse impact) if the adjacent

development plots are built to the maximum

height parameters permitted by the 2014

Permission. Mitigation cannot be determined

until the building heights of the future phases is

known, therefore appropriate measures will be

considered in the design development of the

adjacent phases.

With the introduction of the mitigation measures

into the future phases it is predicted that all Phase

1A (North) elements will be considered as

suitable, in terms of comfort and safety, for the

intended usage. The wind impacts associated

with Phase 1A (North) can therefore be

considered negligible.

Microclimate (Daylight, Sunlight and

Overshadowing)



prepared which have a material effect on the

approach to or findings of the assessment. The

daylight, sunlight and overshadowing baseline

information presented in the s.73 ES

Microclimate Chapter has been reviewed and

remains valid.

A study of the shading impacts of the bridges that

will cross the River Brent has been undertaken to

identify whether impacts will arise which were not

identified in the s.73 ES. The study was

undertaken using a 3-D model based on the

detailed design of the Phase 1A (North) RMAs

and the maximum height parameters of the rest

of the Consented Scheme. Results indicate that

the areas of the River Brent which will experience

lengthy periods of overshadowing are those

located directly beneath the bridge structures.

This is to be expected and has been accounted

for within the Central Brent Riverside Park

detailed design planting strategy. No significant

impacts are therefore expected.

A study has been undertaken of whether the

residential development at Plots 53 and 54 will

affect the amount of daylight and sunlight

received at neighbouring properties and whether

the buildings will shade the adjacent gardens.

The results indicate that the impact of the new

buildings on nearby properties and gardens will

be negligible.

No new or different impacts or mitigation

measures have therefore been identified in

respect of Daylight, Sunlight or Overshadowing.

TV, Radio and Mobile Phone Reception




of the assessment. The assessment

methodology and baseline information presented

in the s.73 ES has been reviewed and it is

deemed to remain valid and as such, no further

baseline study has been undertaken. The s.73

ES refers to construction of the Scheme starting

in 2011 and referred to 'digital TV switchover'

taking place in 2012. Digital switchover was

implemented in 2012.

The Phase 1A (North) RMAs include no

significant built structures deemed to be of a

scale which could impact TV, radio or mobile

phone reception. No new or different impacts or

mitigation measures have therefore been

identified in respect of TV, Radio and Mobile

Reception.

Carbon Dioxide Emissions

There have been no significant changes to

planning policy, legislation or guidance which

affect the approach to the carbon dioxide (CO2)

emissions assessment presented in the s.73 ES.

The s.73 ES chapter assessed whether the

change in CO2 emissions as a result of the

transport or energy use resulting from the

Consented Scheme were in accordance with the

policy requirements. It concluded that due to the

scale of the Consented Scheme there will be a

negative impact.

The Energy Strategy for the Scheme has been

revised since the s.73 ES. The s.73 Application

proposed a single energy centre that will be

fuelled by waste (Refused Derived Fuel) as the






preferred option for the Scheme. Further studies

conclude that refuse-derived fuel (the preferred

option in the s.73 ES) is not currently feasible or

viable and that natural gas is the favourable fuel.

There is now a preference for two energy centres

for the Site; one in the north as well as the original

proposal for one in the south of the Site. Detailed

information on these energy centres will come

forward in future phases and associated impacts

will be considered further at that stage.

The CO2 emission calculations and assessment

within the s.73 ES remain valid as they provided

conservative estimates. The overall negative

impact on CO2 emissions also therefore remains

valid.

A small-scale on-site gas-fired CHP will be

provided in the car park of Plot 53 to provide

energy for the residential units of both Plots 53

and 54. This could be joined in the future to a

Site-wide energy and heating system. The CO2

emissions from this plant will be negligible in the

context of the Development as a whole.

No new or different impacts or mitigation

measures have therefore been identified in

respect of carbon dioxide emissions, therefore all

of these remain as identified in the s.73 ES.

Intermediate Years Assessment

An intermediate years assessment was provided

in the s.73 ES which set out likely significant

impacts of the Scheme during the construction

period from commencement in 2016 to

completion in 2031. The s.73 ES Chapter

provides an assessment of the Consented

Scheme for three snapshots in time:

Quarter three of 2020 (nearing completion of

Phase 1 works);

Quarter two of 2023 (end of Phase 1 works

and ongoing construction of subsequent

phases); and

Quarter four of 2029 (nearing completion of

the Scheme, prior to new railway station

opening).

This Chapter has been reviewed and updated

where necessary to reflect the outcome of the

technical studies and detailed design of Phase 1A

(North) RMAs as well as the details of the

Temporary Bus Station and Bus Stops. The likely

impacts of the intermediate years remain valid as

reported within the s.73 ES with the exception of

archaeology impacts in 2020 which have

increased from negligible to moderate adverse,

and air quality in 2023 which has reduced from

moderate to minor adverse.

Cumulative Impacts

The cumulative schemes considered in the s.73

ES have been reviewed to consider development

schemes which have received planning

permission or which have been built out since the

cumulative assessment was presented in the

s.73 ES. The updated list of cumulative schemes

was agreed with LBB. See Figure 11.

The full list of cumulative schemes considered is

provided below with those previously considered

in the s.73 ES presented in bold:

West Hendon Regeneration (H/01054/13)

(under construction);

Plot 61, Edgware Road, Former Parcel

Force Depot (F/01932/11) (under

construction);

Beaufort Park, Former RAF East Camp,

Aerodrome Road (W00198AA/04) (under

construction);

Grahame Park Estate Regeneration,

Grahame Park Way (W01731JS/04).

Extension to the planning permission time

was sought in 2010 and granted

(H/0448/10) (under construction);

Former Colindale Hospital (H/00093/13);

British Library Newspapers, 130 Colindale

Avenue (H/05856/13);

Former Wickes, Mercedes Benz site,

Colindale, Brent (08/2823) (under

construction);

Homebase / Hydro House (H/05828/14);

Granville Road Estate: (F/04474/14);






Peel Centre (Ref: H/04753/14);

Hendon Road Football Club (Ref:

H/02747/14) (under construction);

Finchley Road/Platt’s Lane/Kiddepore Avenue

regeneration (Ref: 2013/0685/P and

2014/5416/P);

The Crest Boy’s Academy, Crest Road (Ref:

14/0326) (under construction);

Sarena House and Allied Manufacture, Grove

Park (Ref: 14/2930);

It should be noted that in granting permission for

any schemes that came after the 2010 planning

consent for the Brent Cross Cricklewood it is

reasonable to assume that the local planning

authorities will have had regard to the potential for

cumulative impacts from those subsequent

schemes in combination with the Development to

the extent considered necessary by the

authorities.

A review of the cumulative impact assessment

presented in the s.73 ES was undertaken with

consideration of the Phase 1A (North) RMA

design details and the new cumulative schemes.

The cumulative impacts reported in the s.73 ES

are deemed to remain valid with the addition of

some new impacts identified for Hendon Road

Football Club due to its proximity to the

Development and proposed overlap in

construction periods.

Summary of Residual Impacts and

Mitigation

For the majority of the technical assessments of

this ES Further Information Report the residual

impacts and mitigation remain consistent with the

s.73 ES, with the exception of the following

studies:

Archaeology and cultural heritage impacts

updated in light of site designations;

Ecology and nature conservation impacts

updated in light of detailed design resulting in

more beneficial impacts due to biodiversity

enhancements;

Townscape and visual impact assessment

updated based on the detailed design

resulting in moderate adverse impacts for

Plots 53 and 54 on Brent Terrace which will be

reduced through visual screening as the new

hedge establishes and matures to full height;

Noise modelling results identify minor adverse

impacts from road traffic noise and at some

amenity areas however both will be controlled

through noise barriers and building design in

future phases of the Development through

planning conditions;

Air quality modelling results identify moderate

to minor adverse impacts near Cricklewood

Lane and Claremont Road which will be

controlled through the application of the

Framework Transport Plan, ongoing air quality

monitoring to satisfy planning conditions and if

impacts persist mechanical ventilation would

be considered for nearby properties;

Temporary Bus Station and Bus Stops

assessment reports minor adverse impacts for

air quality with mitigation in place (restricted

idling times) but negligible noise impacts with

the application of a 2.5m high noise screen at

the bus stops;

Wind impacts updated for the detailed design

report moderate adverse impacts at the Living

Bridge for which mitigation such as canopies

to reduce the downdraught from tall buildings

in future phases and landscaping is proposed

which will reduce impacts to negligible.




Figure 11: Cumulative Scheme Locations

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