LILAC MILL AND BRIAR MILL, SHAW, OLDHAM

Transcription

1 JD WILLIAMS LILAC MILL AND BRIAR MILL, SHAW, OLDHAM ENVIRONMENTAL STATEMENT: NON-TECHNICAL SUMMARY SEPTEMBER 2010

2 CONTENTS 1. Introduction 1 2. EIA Approach 3 3. Description of Site, Surroundings and Proposed Development 5 4. The Applicant and the Need for the Development 8 5. Consideration of Alternatives Traffic and Transportation Landscape and Visual Matters Noise and Vibration Planning Policy Context Socio-Economic Effects Interaction of Impacts, Cumulative and Residual Effects 27 Appendices: Appendix 1: Plans Appendix 2: UDP Proposals Map Appendix 3: Summary of Previous Proposals TA Ref: LPA Ref: Office Address: JDWM New York Street Manchester M1 4HD Telephone Date of Issue: September 2010

3 1. Introduction 1.1 This Environmental Statement accompanies as application for full planning application, submitted on behalf of JD Williams Ltd (referred to hereafter as the Applicant ) to Oldham Metropolitan Borough Council (OMBC) for the consolidation and expansion of the Applicant s mail order distribution business by the development of a BDC Picking Warehouse and connecting buildings together with surface car parking, landscaping and other associated development. Specifically, the proposals comprise a number of components which are as follows: A new pick-face warehouse; Surface car parking, associated access and servicing improvements; An extended security lodge; Security fencing and acoustic fencing; and Landscaping. 1.2 The site is located approximately 3 miles to the north east of Oldham Town Centre and immediately to the east of Shaw District Centre. The site is bordered to the north by Beal Lane, to the west by the railway line, to the east by Road Knowl and to the south by agricultural land. The site benefits from a strategic location, lying in close proximity to the A663 Crompton Way/Milnrow Road corridor, the A627(M) and the M62. The development site lies close to public transport linkages with bus and rail stations located within walking distance of the application site. 1.3 The application site covers an area of 2.8 hectares and is currently occupied by the Lilac and Briars Mill buildings together with a number of modern structures and associated car parking. The site is currently in use by the Applicant. 1.4 For clarity, the application site, location and masterplan layout are shown on plans provided at Appendix The development proposals respond to the objectives of the Applicant s business strategy, representing an opportunity to expand this important local business and role as a key employer. 1.6 Moreover, the current proposals have been informed and influenced by the Applicant s previous attempts to consolidate and expand its business on the site which have failed to receive planning permission which sought approval for (i) a high bay warehouse with the same footprint, but with a much increased height, as

4 the building which is now proposed and (ii) a multi-storey car park) for the site. This new application presents a revised proposal which maintains many of the original aspects of previous proposals but, in terms of the proposed warehouse, is significantly different in function, design, scale and massing, and external appearance. 1.7 This Environmental Statement details the planning and environmental issues associated with this proposed development, highlighting its impacts, considerable benefits, and overall compliance with both planning policy and environmental objectives.

5 2. EIA Approach 2.1 The Environmental Impact Assessment (EIA) has been commissioned by the Applicant and co-ordinated by Turley Associates, with considerable input from a large number of specialist consultants. 2.2 Each chapter of the Environmental Statement provides a detailed breakdown of the chosen project methodology. The following key information is included: i) The Consultant Team, their individual responsibilities and how the EIA process, leading to preparation of the ES, has been coordinated; ii) Details of technical studies undertaken; iii) The approach to determining scale and significance of effects (both positive and negative), and the basis upon which predictions were made (e.g. professional knowledge and judgment, initial studies, desktop exercises, preliminary survey work); and iv) Which guidelines, methods and techniques have been used in the process of determining significance of effects. 2.3 Due to the nature of this application and the considerable interest generated by the previous application it was agreed with OMBC during pre-application discussions that a voluntary EIA would be prepared. It was considered that, if consented, the proposed development will potentially give rise to significant environmental effects in the following discrete areas: Landscape and Visual Impact: given the site s proximity to the countryside and land designated as Green Belt; Traffic Impact (both during the construction and operational phases of the proposed development): given the nature and operational requirements of the company s business and the land uses which surround the site; Socio-economic Impact: given the company s ongoing commitment to invest in the local area and the prospect of additional job creation at the site; and Noise and Vibration Impact: given the residential properties located within the vicinity of the site and the anticipated noise and vibration levels which will be generated during the construction and operation of the proposed development; and 2.4 It was agreed that a number of impacts can be scoped out from the Environmental Assessment; these include:

6 Sunlight, Daylight and Overshadowing; Air Quality; Ground Conditions and Contamination; Water Resources and Flood Risk; and Ecology Approach to Technical Studies Undertaken 2.5 EIA Team Meetings, attended by members of the project team, were held throughout the EIA process. These meetings provided a valuable forum for the exchange of information and ensured that the design team were fully aware of the environmental constraints and opportunities, within the site, which could then be fed into the final scheme design. 2.6 The technical EIA studies have been undertaken in accordance with relevant guides and procedures. The majority of this guidance is specific to the various EIA key issues and is therefore referenced within the assessment chapters. 2.7 The majority of assessments involved consultations with statutory and nonstatutory bodies, desk-based research, site inspections and surveys, impact prediction and input of mitigation to the design, where appropriate. 2.8 The main objective of the ES is to present a clear, impartial assessment of the beneficial and adverse impacts of the proposal so as to enable the Council to make a fully informed decision on whether to grant planning permission.

7 3. Description of Site, Surroundings and Proposed Development Site and Surroundings 3.1 The JD Williams site is located within the Oldham MBC administrative boundary; specifically within the Parish of Shaw and Crompton which lies at the foothills of the Pennines, 8.7 miles (14.0 km) to the northeast of the city of Manchester, 3 miles (4.8 km) north of Oldham and 3.6 miles (5.8 km) southeast of Rochdale. 3.2 The site is used as an industrial, storage and distribution facility comprising a number of large warehousing and stock processing buildings, including the original Briar and Lilac Mill buildings, together with a high-bay warehousing unit to the south of the site. The site and buildings have been developed by JD Williams into an integrated / automated computer controlled Warehouse and Distribution centre for its core operations. The balance of the site comprises associated car parking and a semi-natural habitat of woodland and grassland. The River Beal, a fragmented and narrow watercourse at this location, runs along the edge of the current car parking areas within the site. 3.3 The site lies within an area which comprises a mix of commercial and residential properties and is easily accessible by a variety of modes of transport. The relevant UDP Proposals Plan can be found in Appendix 2. Development Proposals 3.4 The site measures approximately 2.8 hectares. Existing buildings at the site include Lilac and Briar Mills, together with a number of modern structures including an existing high-bay warehouse and associated car parking. The proposed development will comprise: A new pick-face warehouse located on land in the eastern/central part of the site which is currently used for staff car parking. The warehouse will occupy a sloping site and, at the point closest to Lilac Mill (which is 25.4m in height to the parapet wall), the warehouse will be 24.3m from the ridge of the roof to ground floor slab. At the opposite end of the building, the ridge height will be 19.1m above the new car park level. The warehouse will include an undercroft distribution area with access at ground level to allow improved in-bound and out-bound HGV/LDV circulation within the wider site. The warehouse will also be connected to Lilac Mill by a two storey link building and transition wedge. The function of the proposed

8 warehouse building dictates that glazing can be incorporated into its external design. Windows will make up to 30% of the buildings external elevation which give a strong horizontal emphasis to the building and is further articulated by a cladding system arrangement. The predominant colour of the cladding system proposed is terracotta which is reflective of the red-brick façades of the traditional mill buildings existing on the site. Vertical grey cladding is also introduced on each elevation to provide further articulation to the building. The external appearance of the two storey link building and transition wedge are to match the external elevation design of the warehouse. Surface car parking (334 spaces) to replace the existing surface parking areas at the site. New security lodge and access barrier. A single storey extension will be added to the existing security lodge increasing its floor area from approximately 38 sq m to 130 sq m. The extended security lodge will feature a new roof, replacing the existing pitched roof with a metal gullwinged roof, which cantilevers out and forms a canopy over the front of the building. The windows and external materials used in the construction of the extended security lodge will match the existing building. Security fencing and acoustic fencing (between 2.0m and 4m in height) around the perimeter boundaries of the car parks. Associated access and servicing improvements. Landscaping. Phasing of Development 3.5 If planning permission is granted it is anticipated that construction would commence within 12 months. Construction work is likely to be completed over a number of phases; Design and Tender post planning permission: 7 months Construction Phase 1 (car park and extended security lodge) construction period: 4 months Construction Phase 2a (link building and transition wedge) construction period: 5 months

9 Construction Phase 2b (Pick-Face Warehouse) construction period: 13 months External works: construction period: 7 months (to run concurrently with Phase 2b) 3.6 In addition to these construction phases, the project will also include for extended building fit out works and the installation of equipment (7 months duration) post the completion of the main building structure works. 3.7 It is envisaged that if the planning application is granted planning permission by January 2011, the development would take approximately 3 years to construct and would be complete by January 2014.

10 4. The Applicant and the Need for the Development JD Williams 4.1 The Applicant Company, JD Williams Ltd, is a leading direct home shopping retailer, fulfilment and financial services company with over 120 years experience in the home shopping market. The company sells a large range of clothing, footwear, household and electrical goods and other products through catalogue and internet shopping. 4.2 Having become part of the N. Brown Group in the 1970s, JD Williams has undergone significant growth since that time and has recently launched new catalogues and acquired other businesses in the home shopping sector. JD Williams operates from 4 major sites in Greater Manchester and employs c. 3,200 people. 4.3 The Company has two main distribution centres, the application site in Shaw, Oldham and a second at Hadfield, near Glossop. The Shaw site was acquired in 1989 and had a new 20m high bay warehouse constructed in 1997 to provide additional stock holding capacity. In a typical day, the site processes over 60,000 orders. 4.4 JD Williams currently employs c people at the Shaw site with 39% of all employers living within 3 miles and 71% within 6 miles of the site. It is widely recognised that the company is one of the largest employers in the Borough and provides a significant annual contribution to the local economy (over 20 million). The Shaw site is operated by JD Williams under the trading name of Fulfilment Logistics. Operations 4.5 The Shaw site is the heart of the JD Williams Mail Order operations. The processes undertaken on-site can largely be summarised as follows : Goods for Sale are received in bulk and stored in the modern fully automated and computer controlled existing high-bay warehouse. When these goods are required to fulfil customer s orders, they are automatically brought from the existing high-bay into Lilac Mill where they are processed and moved to the forward pick-face. Once all the stock items have been gathered together in Lilac Mill, the actual Customer Orders are picked, collated, packed and sorted via

11 automated conveyoring and sortation machinery. Sealed packed parcels, sorted to a national parcel carrier are then automatically loaded onto HGV trailers for delivery. 4.6 Notably Lilac and Briar Mills and the existing high-bay warehouse are all run by the same integrated computer systems and are all interconnected by automated conveyoring systems. Previous Proposals 4.7 The need to secure a successful redevelopment of the site has been a key objective of the applicant for over 3 years. As such, it has had a long planning history and a number of proposals have been secured to support the successful functioning of the business. This included a new 20m high bay warehouse constructed in 1997 to provide additional stock holding capacity. 4.8 In 2009, the applicant submitted a planning application to secure a further automated high bay warehouse along with a multi-storey car park and security lodge. This application was a resubmission of a previous application which was originally refused, against officers advice, on the grounds of visual impact and traffic impacts (although the traffic reason for refusal was subsequently withdrawn by the Council because it accepted that the reason could not be substantiated by evidence). 4.9 The key purpose of the application was to rationalise the site improving internal processing, security and HGV movements and to secure further on-site storage capacity in order to meet the current and future operational requirements of the company. The application was refused by the Council s Planning Committee at its meeting on the 20 th August 2008 against the recommendation of the Council s Planning Officer There was a single reason for the refusal of planning permission which reads as follows: The proposed development by reason of its scale, massing and unacceptable design would have a significant adverse impact in the landscape, both locally and from a distance, to the detriment of visual amenity. The proposal is therefore contrary to criteria c. and h. of Policy D.1.1 of the Oldham Metropolitan Borough Unitary Development Plan (2006).

12 4.11 The proposals were considered at a Planning Inquiry which was held in March In his deliberations, the Planning Inspector confirmed the following: High-bay, functional warehouse buildings are part of the industrial context of Shaw and are not, in themselves, an alien concept; Phase 1 of the redevelopment proposals (i.e. the multi-storey car park) in terms of its dimensions, design and location were acceptable and the landscaping scheme proposed for this phase of the development would be of benefit in that it would improve the visual quality of this particular part of the Lilac Mill site. In terms of the high-bay warehouse, the form of development was justified on the basis of business need; The redevelopment proposals, if consented, would not have an unacceptable adverse impact upon the local highway network; and Local resident concerns relating to matters such as noise, lighting, and air quality could be satisfactorily managed through the imposition of suitably worded planning conditions However, despite these positives, the Inspector came to the view that these considerations were insufficient to outweigh the considerable harm which he felt would accrue in landscape and visual amenity terms if the proposed high-bay warehouse was granted planning permission. The Planning Inspector therefore refused the planning application on visual and landscape impact given the proposals height, scale, and massing. The Current Proposals 4.13 The new proposals have been informed by the conclusions of the Planning Inspector with regards to the previous scheme. However, it is important to note that the new scheme is not solely a direct response to the dismissal of the previous scheme but also a response to the changing economic climate that the applicant now operates within and its requirements to effectively respond to this economic climate and to safeguard its position in the future to take advantage of any upturn of conditions in the future Since the Planning Inquiry, the business world that JD Williams operates within has changed beyond recognition. As such, it has needed to adapt to maintain competiveness and re-evaluate its future requirements. There are a number of key drivers behind the current proposals:

13 The Prevailing Economic Climate The economic climate has shifted from one of buyout growth and increased leisure spending to one of recession and caution. The retail sector in particular has been severely affected by the global economic crisis. The business continues to grow but at a lesser rate than that two years ago and to that originally envisaged in the previous planning application. Just as importantly however, is that the market place is now tougher and highly competitive. This is further compounded by increased product costs, logistics and energy costs that have been associated with the business. Despite internal improvements the site remains, however, at operational capacity. Reduced Stockholding and Operational Capacity A combination of a programme of supply chain improvements and external economic pressures has resulted in a current and forecast reduction in stock holding for 2010 and beyond. This has dramatically reduced the previous urgent need to secure further automated bulk storage at the application site (the key element of the previous scheme). Competitive Market The retail market is highly competitive and is increasing. Competitors are vying to obtain further market share and are looking to process customer orders as quickly as possible with some competitors promising delivery within 24hrs. In order to meet rising customer expectations, improvements in supply-chain efficiency and the processing of orders both in terms of time and capacity through-put is now a high priority for JD Williams in order to meet customer expectations and retain market share. Infrastructure & Investment During the last 12 months, JD Williams have continued work on their infrastructure development requirements to meet its business needs. This has entailed a number of feasibility studies, one of which was the wholesale relocation of the Shaw site out of the Oldham area. The conclusion of these feasibility studies was that the wholesale relocation was not a feasible alternative. The main reasons for this were the retention of the current trained and skilled workforce within the Oldham area, the high levels of existing investment already in place on the site and the economic cost that would

14 be required to facilitate any wholesale relocation. The business therefore concluded that it is in the best interests of the company that they remain in Shaw and build upon its existing investment These key drivers, along with the Planning Inspectors conclusions on the previous scheme and the views of local residents, have shaped the current proposals. Whilst the current proposals still include many of the elements of the previous scheme, the key difference is the function and resulting building form of the new warehouse building that is being proposed The proposed new warehouse, therefore, is not a further high-bay warehouse to provide additional automated bulk storage capacity but is a building to increase the level of manual pick-face areas to increase the capacity and through-put of customer orders to facilitate immediate and/or next day delivery via external carriers The original scheme included proposals to rationalise the operation of the site. These included the provision of a ground floor distribution area to improve internal site circulation and to separate in-bound and out-bound HGV traffic and improvements to the security lodge. These elements of the original proposals are still required and have been incorporated in the current proposals.

15 5. Consideration of Alternatives 5.1 Paragraph 2, part 1 of Schedule 4 of the Town & Country Planning (Environmental Impact Assessment ) (England and Wales) Regulations 1999 require Applicants to provide an outline of the main alternative approaches to the development that have been considered and the reasons for the eventual choice. Scenario A Do Nothing 5.2 Scenario A would represent a missed opportunity in terms of responding positively to the Applicant s business needs and that of maintaining a key local employer within the Borough. In summary, should the scheme not progress, a number of recognised planning and economic objectives which are summarised below would not be achieved: Achieving high density development in terms of maximising the use of brownfield land. Ensuring job creation, and more importantly job retention of one of the largest employers in the borough. Concentrating development on an already successful and operating employment site and a location already served by a variety of modes of transport. 5.3 Moreover, the do-nothing option is not feasible; particularly for a successful company like the Applicant. Despite the recession, there is the need for the Applicant to effectively deal with the economic climate but also to plan ahead in order to be best placed to benefit from any up-turn in demand when the economy recovers. To ensure this is the case, there is a need to put in place the correct facilities and operational capacity now. Scenario B - Re-use / refurbishment / extension 5.4 All the existing buildings on the site are currently fully in use, hence the need for further enhanced facilities. 5.5 The main pick-face processing capacity is situated within Lilac Mill which is now at capacity whilst Briar Mill is predominately used for processing returned deliveries. The existing high-bay warehouse is the only building within the site which provides mass automated storage capacity and was designed in particular to respond to the functional storage requirements of the business. Re-using and/or refurbishing this

16 building to provide further pick-face processing capacity would only decrease the capacity of the automated storage on-site required to serve the operation. This would result in the need for further automated storage capacity to be provided, and in the absence of any further development land within the Shaw site, this would need to be located on a satellite site. This would result in the double handling of stock, increased storage and handling costs and increased traffic movements as stock would enter the Shaw site for registration and checking and then sent out for storage, then retrieved when required for picking, collation and processing and issuing a customer order. Scenario C Alternative Designs 5.6 The design team has undertaken detailed consultation in respect of the design throughout both this and the previous application to ensure a positive response to this important site. 5.7 The scheme has changed significantly since the first proposals were subject to consultation in Autumn 2007 as is demonstrated in Appendix 3. Scenario D - Alternative Location 5.8 In examining alternative locations, the Applicant has reviewed a number of sites and options from both a planning and commercial perspective. 5.9 In sum, the scheme would not work on another site or combination of sites for the following reasons: Insufficient capacity to deal with the Shaw operation; limited scope for further expansion. In overall terms, not a suitable strategic solution. Not cost effective in the sense that there would be redundancies, relocations and retraining. Sites not available in terms of suitable leasehold or freehold. Existing warehouses located on potential sites are not suitable for specific operations required by JD Williams. In some cases sites are a significant distance from the existing Shaw site this may lead to increased traffic flows and associated negative environmental impacts.

17 Alternative Uses 5.10 Alternative uses of the site have been examined in response to comments raised during the determination of the previous application. It is crucial to recognise that the site is allocated for employment uses in the adopted UDP and there is an identified shortage of available and quality sites within the Borough. Indeed, the site s allocation seeks to protect the land from alternative uses.

18 6. Traffic and Transportation 6.1 The transport effects of the proposed new pick-face warehouse and ancillary development scheme at the J D Williams site Beal Lane, Shaw have been subject to technical assessment, the details of which has been scoped and discussed with officers of Oldham Council. 6.2 Network operational issues such as link / junction capacity and delay have been considered in a separate formal Transport Assessment report which has been prepared to accord with Guidance on Transport Assessment published by the Department for Transport (DfT). This report forms an Appendix to this Environmental Assessment. 6.3 Transport related environmental impact has been assessed in accordance with Institute for Environmental Assessment (IEA) guideline standards for the assessment of road traffic. This assessment has included an appraisal of both development construction traffic impact and the future predicted effects of the dayto-day operation of the proposal scheme. This review has identified that construction traffic impact will vary across the construction period, related to the nature of activities taking place on site. Overall anticipated traffic increases across the network, as a result of development construction have been demonstrated to be minor - with both general traffic levels and predicted HGV levels likely to be below baseline thresholds for material environmental impact. Short term (typically less than a week) construction delivery requirements may occasionally result in HGV demand levels above identified IEA levels where impact could potentially take place, however, such events would be of a strictly temporary nature and would be directly managed to minimise effects. 6.4 It is recommended that the transport impacts associated with the construction of the scheme would be managed via the implementation of a detailed Construction Management Plan to control key construction activities. 6.5 Implementation of the proposed pick face warehouse scheme at J D Williams would allow for the continued growth of the main mail order business on the site and secure existing employment levels. Whilst the proposals could ultimately result in small future increases in HGV traffic demand to / from the site, this must be balanced against the significant recent reductions in traffic demand that have been delivered at J D Williams as a result of improvements in logistics operations. Indeed, future predicted operational traffic demand to / from the site following the implementation of the pick-face warehouse scheme would be less than observed baseline demand levels at the site in 2007.

19 6.6 Assessment of future day-to-day operational traffic estimates associated with the pick face warehouse scheme have identified that the proposals are unlikely to generate a substantial level of additional traffic demand. Review of these day to day operational increases with respect to key IEA guideline thresholds demonstrates that operation of the pick face warehouse proposal scheme would be minor and would not result in a material change in key environmental criteria such as noise / vibration, severance, pedestrian intimidation and air quality. Furthermore day-to-day operation of the proposal scheme would be assisted by the implementation of a Travel Plan for the site and controls on times of vehicle movements.

20 7. Landscape and Visual Matters 7.1 The development site lies wholly within the curtilage of JD Williams Lilac and Briar Mills site, which is a mail order distribution facility located on the south side of Beal Lane, Shaw. It is located on the southern edge of an extensive area of urban and industrial development on flat and relatively low-lying land (180m AOD) that forms the valley floor of the River Beal. Similar large scale mail order distribution facilities are located nearby on the north side of Beal Lane within the Littlewoods site, and there are also industrial and commercial mill premises to the west of the Lilac and Briar Mills site at Newtown. To the east, on rising land, is an area of mixed housing development. The southern boundary of the development site abuts open urban fringe farmland that includes flat land on the valley floor and steeply sloping land that rises up the valley sides towards Besom Hill (356m AOD) 4km to the east. 7.2 In terms of broad landscape character, the site lies within the Manchester Pennine Fringe regional character area identified by the former Countryside Agency which owes much of its character to the pronounced landform with deeply incised steep valley sides and localised woodlands, and to its proximity and visual links to the adjacent Pennine moors and where typical features include grassy and wooded valley sides (that) surround the developed valley bottoms, which contain both old and new industrial buildings and houses. 7.3 The western part of JD Williams Lilac and Briar Mills site is highly developed and characterised by three high bulky buildings; two are traditional brick-built Victorian mill buildings (Lilac Mill and Briar Mill) and the third is a recent high-bay warehouse sited south of and adjacent to Lilac Mill. Within the eastern part of the Lilac and Briar Mills site where the development site is located, previously developed land is in use for staff car parking. The River Beal crosses this part of the site, with a public footpath adjacent. Within the development site, on the north side of the River Beal, there is also an area of poor quality woodland, predominantly goat willow and sycamore, which, together with belts of higher quality mature trees located along the eastern site boundary, are likely to be the subject of an area Tree Preservation Order. 7.4 The development site is not subject to any statutory landscape designation. It does not lie within or close to any nationally designated (such as National Parks or AONBs) or locally designated areas of landscape interest. It is not located within statutory Green Belt which protects all of Oldham s open countryside (although it is located adjacent to it) or within any area of Other Protected Open Land (OPOL) identified by Oldham Metropolitan Borough Council (OMBC) in its Adopted Unitary Development Plan (UDP). There is no suggestion of harm to Conservation Areas

21 designated nearby, or to any Listed Building or its setting. The whole of the Lilac and Briar Mills site is located within a Primary Employment Zone, and the land on which the woodland is established is zoned for Business and Industry in the UDP. 7.5 The development proposals are for the erection of a warehouse building (24m high) and associated link building together with two surface level car parks to the north and east of the building and a security lodge. The construction of the north car park and security lodge is within the wooded area, and the construction of the high-bay warehouse, associated link building and east car park is on the existing car park and on land currently occupied by single storey buildings (to be demolished). 7.6 The design and layout of the development proposal has been revised to respond to a change to business circumstance and to respond to comments made by the Council and by consultees to the original planning application submitted in The height, scale and massing of the warehouse responds to requirements for the picking process, while its external appearance including colour and fenestration seeks to reduce the impact and mass of the building and act as a better foil against Lilac Mill. 7.7 In terms of the direct physical effects of the development on landscape features, the construction of the north car park and security lodge in would result in the loss of scrub and trees within a triangular area of poor quality woodland established to the north of the River Beal and to the south of a terrace of nine houses on Beal Lane. There would be some tree losses arising from the construction of the warehouse and linking structures and east car park. However the most valuable trees would be retained, proposed planting of trees and shrubs would greatly exceed the numbers of trees to be lost, and both the new and retained trees and shrubs throughout the development site will be properly managed to achieve improved screening of the site and nature conservation benefits. 7.8 An independent arboricultural survey has confirmed that trees within the woodland collectively provide a reasonable amenity to the surrounding area although individually the trees are of low amenity value and the Greater Manchester ecological unit has also indicated that the trees are not of substantive ecological importance. The loss of scrub and tree cover would be a moderate and slightly negative impact within localised areas and would not represent a likely significant effect. 7.9 The construction of the warehouse, a building 24m high, would lead to some changes in the character of the Lilac and Briar Mills site and in the wider local landscape/townscape. However, the new warehouse would be smaller in scale

22 than the other buildings present on the site and its elevations have been articulated and glazing incorporated to break down the apparent bulk of the building when viewed from the surrounding residential and industrial area. It would not be seen in isolation but would form part of the extensive range of large scale industrial buildings that already characterises development on the floor of the River Beal valley. The warehouse would not appear incongruous or out of place in its urban/industrial setting. Its effect on the established townscape character of Shaw and on the character of the wider local landscape would be negligible and not significant Due to dense urban development within Shaw, existing buildings screen or partly interrupt many views towards Lilac and Briar Mills from within the town, and mature tree belts established along the northern and eastern site boundaries also help to screen some views of the Mills at closer range. Rising valley slopes to the east and west limit the extent to which the Mills may be visible from within the wider landscape. However the development at Lilac and Briar Mills would lead to some changes in existing views from residential properties, footpaths and roads in the area and in the visual amenity of some local residents For residents of 5 properties on Road Knowl which are closest to the proposed warehouse, existing screening provided by a belt of mature trees will be supplemented at lower levels by understorey shrub planting to the tree belts (including evergreen shrubs) that will improve its year-round effectiveness and so limit the magnitude of change in existing views. Impacts on the visual amenity of residents is likely to be moderate initially reducing to moderate-slight after c.10 years when the understorey planting will be fully established and would not represent likely significant effects Residents of a short two-storey terrace of 9 properties on Beal Lane, close to the north surface level car park, currently overlook unmanaged poor quality woodland to the rear viewed through an informal belt of mature trees. Following construction, views will be of an acoustic screen position along the east boundary of the surface level car park, up to 4m high, the appearance of which will be softened by proposed climbing plants on the structure and shrub planting. Residents will experience a medium level of change in existing views, leading to impacts of moderate significance which would not represent a likely significant effect Changes will also occur in existing views from a range of other residential properties, including some of those located to both the north and south of Mark Lane, at Top o Th Knowl, from west of the railway line and from several individual properties including Fulwood Farm, Lower Fulwood Farm and Clough Cottage.

23 Visual impacts of medium to low or low magnitude may occur in some views, leading to effects on visual amenity that would be of moderate to slight or slight significance and adverse. These would not represent likely significant effects There would also be changes in some existing views from footpaths, by-ways and roads in the vicinity. Changes would occur in the views from a number of roads locally, including from Beal Lane, Grains Road, Mark Lane, Road Knowl, Lindale Rise and cul de sacs within the eastern part of Shaw, and from Buckstones Road which links the northern part of Shaw with Delph and offers opportunities for longer distance views. Although the new warehouse would be seen in some views, leading to medium level impacts, these would be of moderate significance and would not represent likely significant effects on existing views. Generally the north and east car parks will not be seen in the view From footpaths, the highest levels of change would be experienced at close range by walkers on footpath no. 1 which runs through the development site between Mark Lane and Beal Lane, and from sections of the Oldham Way from which the warehouse would be prominent in the view, and dominant where the building is in close proximity. Impacts are likely to be high and of substantial to moderate significance, leading to likely significant effects in the views of walkers on sections of these two routes The proposed warehouse in particular would also be a new feature in views from several other footpaths that cross more open land to the south and east of the Lilac and Briar Mills site, including footpath nos. 106/108 and 109 which run between Road Knowl and the Oldham Way. From these routes the new warehouse would mask the existing elevation of Briar Mill and replace views of the car park and single storey building, resulting in a less cluttered view. Medium level impacts of moderate significance may occur but would not represent likely significant effects in the views of walkers. More distant views are available from the higher ground to the south and east, but at distances of 2-3km, the impact of the development will be negligible Overall, the proposal to construct a warehouse and associated surface level car parks within the existing JD Williams site at Lilac and Briar Mills will result in change within the site involving an extension of development into an undeveloped area of poor quality woodland and into previously developed and open car parking areas. There will be some loss of openness and losses due to the removal of existing trees and scrub; proposed tree and shrub planting will however more than compensate for vegetation losses. The effect of the proposed warehouse and

24 surface level car parks on the established townscape character of Shaw and on the character of the wider local landscape would be negligible and not significant The development will lead to some changes in existing views towards the Lilac and Briar Mills site. Significant visual effects are likely to occur in the views of walkers on footpath no. 1 which crosses the development site and from sections of the Oldham Way from which the warehouse will be seen at close range and appear prominent in the view. Generally, however, effects on views will not be significant; closer range local views towards the site from properties, footpaths and roads may be subject to moderate adverse effects with slight or negligible adverse effects on wider views from the surrounding countryside Although the warehouse will be seen from parts of the Oldham Way and from footpath nos. 106/108 and 109 which are all located in Green Belt land to the south and east of the development site, the new warehouse would always be seen in the context of the existing High bay building and associated industrial structures. The new warehouse would mask the existing elevation of Briar Mill and replace the existing views of the car park and single storey building, and the industrial site would have a less cluttered appearance in the view. The visual amenities of the Green Belt would not therefore conflict with paragraph 3.15 of PPG 2.

25 8. Noise and Vibration 8.1 This Chapter describes the noise and vibration impact of the proposed car parks, BDC warehouse and service yard, and the construction activities associated with the same. 8.2 Existing dwellings on Beal Lane and Road Knowl have been considered, including representative noise measurements at each location. 8.3 Noise from the completed development has been assessed against current standards and concluded to be of negligible significance. Noise levels should, in the main, remain unchanged from the existing scenario. 8.4 Construction noise and vibration should create a moderate negative impact with the proposed mitigation measures, which include acoustic screening and controlled hours of operation.

26 9. Planning Policy Context Planning Policy 9.1 National and Local Policies emphasise the need for sustainable development by locating new development in accessible locations, making the best use of available land and infrastructure and prioritising the re-use of previously developed land in areas of existing development and activity. Sustainable economic development is positively supported. 9.2 It is a key objective of the Council to support and encourage the expansion of existing businesses such as the Applicant company. The UDP has designated Primary Employment Zones (PEZs) as a specific means of achieving this objective, promoting them as the most suitable locations for new investment and development and positively encouraging the development of vacant and underutilised land within them to meet the needs of existing and incoming businesses. The application site falls wholly within an area designated as a PEZ and part of the site is allocated as a development site which also appears to have been specifically directed towards encouraging the further expansion of the Applicant s operations at the Beal Lane site. Accordingly, there is very strong Development Plan support for the proposals subject to their satisfying other UDP policies relating to transport, protection of the environment and amenity, and design quality. Assessment of the Proposals 9.3 The proposals will improve the processing capacity available on the Shaw site, and thereby: i) Safeguarding the Company s continued use and operation of the site as a major logistics site for its business; ii) Safeguarding the 1,000+ existing jobs and creating an additional 120 jobs; and iii) Enable the company to provide improved, effective and efficient delivery services for its customers and thereby secure and maintain its market share in the market place. 9.4 The proposals bring back into beneficial use vacant and unutilised land, including land that was formerly occupied by another mill building (Clough Mill) and land within its curtilage (i.e. previously developed) and, by consolidating operations at

27 an existing and established industrial site located within a PEZ, also make best use of the existing access, services and other infrastructure already available at the site. Moreover, the site master plan also seeks to make the most efficient use of the land available to the company, whilst at the same time, having regard to the environmental effects of the development. 9.5 The site lies with the settlement boundary of Shaw, a substantial suburb of Oldham and is located in close proximity to all the shops and services within its District Centre, and enjoys a high level of accessibility by public transport and on foot and cycle from the nearby residential areas. 9.6 The proposed development therefore is not only compatible with, but is positively supported by national planning guidance and the adopted UDP.

28 10. Socio-Economic Effects 10.1 The company already makes a major contribution to the local economy. The Shaw site directly employs around 1,000 people as well as a large number of permanent on site subcontractors and indirect specialists and technical support. A significant proportion of employees are local with 39% of all employers living within 3 miles and 71% within 6 miles of the Shaw site. The total salary costs of those employed at J D Williams, of which 85% relates to the Shaw site, constitutes approximately 23m. The total value to the local economy is much greater due to the spending value of this income The construction stage of the development proposals would last approximately 97 weeks. It is estimated that the construction workforce could peak at approximately between staff. Given the scale and nature of this additional employment, this impact is considered to be moderate, positive, short term and temporary The development proposals would facilitate up to 120 additional jobs. Given the scale and nature of employment, this impact is considered to be major, positive and long term However, securing the rationalisation of the Shaw site through this redevelopment would also; safeguard its operation and secure retain existing employment (and existing contribution to the economy) secure significant investment by a existing and successful company (approximately at 24million) deliver secondary economic/competitive benefits the company being able to compete effectively in the market place Taken together and over the long term, the proposed development would ensure the successful and sustainable economic operation of the Shaw logistics facility for the foreseeable future. It would allow the applicant company to beneficially improve its capacity to process customer order more efficiently and effectively would ensure that the Company maintains its position within the market ensuring its sustainable economic growth and ultimately safeguarding the future of the company and its operational facilities.

29 11. Interaction of Impacts, Cumulative and Residual Effects 11.1 The analysis undertaken by Turley Associates demonstrates that both the interaction and accumulation of effects are relatively insignificant, and the majority can be mitigated by detailed design and management of the construction and operation processes In terms of residual impact the only notable effects will be those on highways (minor in the short and long term) and visual impact. In terms of the latter, close range local views towards the site from properties, footpaths and roads may be subject to moderate adverse effects with minor negative or negligible effects on wider views from the countryside. Taking into account both local and wider views, the overall effects on views however, will not be significant Overall, the analysis demonstrates that the development will have a minor negligible environmental impact only upon the properties immediately adjacent to the JD Williams site.

30 Appendix 1: Plans

31

32 Appendix 2: UDP Proposals Map

33 Appendix 3: Summary of Previous Proposals

34 BELFAST BIRMINGHAM BRISTOL CARDIFF EDINBURGH GLASGOW LEEDS LONDON MANCHESTER SOUTHAMPTON