Cambridge Airport Engine Ground Run Enclosure (GRE) · Hangar 17 and to the west of the Delta Taxiway, the centre of the development is at Grid Reference NGR 548110, 258460. It is

www.greconsultation.info

Cambridge Airport Engine Ground Run Enclosure (GRE)

Non Technical SummaryJuly 2017

July 2017Cambridge Airport Engine Ground Run Enclosure (GRE) Non Technical Summary

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Purpose of this Non-Technical Summary

This report presents, in non-technical language, the findings of the Environmental Impact Assessment (EIA) that has been undertaken in connection with the proposed ground run-up enclosure at Cambridge Airport within which the testing of aircraft would take place. The development comprises a 20 metre (m) high four sided structure capable of accommodating the largest of the types of aircraft most regularly tested at Cambridge Airport. Currently this aircraft testing takes place in the open towards the north of the airport.

The full report, known as an Environmental Statement, has been submitted by Marshall Group Properties Limited along with a joint planning application for the new ground run-up enclosure to Cambridge City Council and South Cambridgeshire District Council.

The Environmental Statement and this Non-Technical Summary have been updated in July 2017 following comments and requests for clarifications from Cambridge City Council and South Cambridgeshire District Council.

The site and surrounds

The proposed site for the ground run-up enclosure is located within Cambridge Airport on the eastern edge of the City of Cambridge, as shown in Figure 1. The site comprises an area of approximately 4.54 hectares of open managed airport grassland, part of which is covered by a low mound that was created with left over soil from previous construction projects at other parts of the airport. A shallow drainage ditch, known as a swale, surrounds the proposed site on three sides.

The proposed site is located approximately 200m to the northwest of the main airport runway, immediately south of Hangar 21, southwest of Hangar 17 and to the west of the Delta Taxiway, the centre of the development is at Grid Reference NGR 548110, 258460. It is located close to the airport’s existing main centres of operations.

The Cambridge Airport site itself is situated on the eastern fringe of the city, with many of the sites immediately adjacent to the airport boundary being industrial, commercial or trading estates. Beyond these are a number of residential communities, including Abbey Meadows to the north and northwest, Teversham to the east, Church End and Cherry Hinton to the south, and Coleridge to the southwest.

The Barnwell East Local Nature Reserve is located on the airport boundary to the southwest of the proposed development, with the Barnwell West Local Nature Reserve and Coldham’s Brook both located further west on the opposite side of the A1134/Barnwell Road.

Need for the proposed development

Currently the testing of aircraft engines, which is an important part of the business undertaken at Cambridge Airport and supports approximately 1,600 direct jobs, is carried out at an engine run up bay located on the northern edge of the airport immediately to the south of Newmarket Road. This facility consists of an area of apron and taxiway for the parking of the aircraft, with an approximately 7m high earth bund between the apron and the road. This earth bund protects the road and passing traffic from engine blasts, but offers very little noise reduction.

Contains OS data © Crown Copyright and database right 2016

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Marshall Group Properties Ltd

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Site Location and Study AreaFigure 1.1

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ProposedDevelopment Site

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38609 Cambridge Airport GRE EIA

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Figure 1


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In 2015 Marshall Group Properties Limited received planning permission for a new mixed use development, comprising 1,300 dwellings, a new primary school, a community space, open spaces and shops, on land to the north of Newmarket Road. This development, known as the Wing, will provided much needed new housing to this part of Cambridge and South Cambridgeshire.

In order to avoid unacceptable noise levels at the Wing the planning permission included a condition that all aircraft engine testing at the existing engine run up bay should stop prior to the occupation of any development at the Wing. Therefore in order to continue with this important activity Marshall Aerospace and Defence Group identified the need for a new, state of the art, ground run-up enclosure as shown in Figure 2.

The ground run-up enclosure would be a four sided enclosure constructed upon a newly laid area of aircraft concrete pavement (apron), a new taxiway would link to the existing taxiway Delta, which connects the Hangar 17 apron with the runway (please see Figure 3). The testing of aircraft

engines requires that they are facing into the wind, so the enclosure has been designed so that it faces into the prevailing wind, which at Cambridge Airport is predominantly from the southwest.

The walls of the enclosure will be 20m high and will be lined with noise absorbing and insulating panels; the doors will be hinged so that once an aircraft is inside, it would be completely enclosed. The internal dimensions of the enclosure would be approximately 74m wide and 92m long; this can accommodate the largest of the aircraft types currently maintained and tested at the airport.

The enclosure would be constructed from prefabricated steel sections and panels. The external lighting would be limited to the level needed to safely operate the enclosure. No new exterior flood lights would be constructed and the new taxiway would incorporate reflective strips rather than new lights. The internal lighting will be white LED lights, with sufficient light levels for the testing activities to be undertaken within the enclosure.

REVISIONS:

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BLAST DEFLECTORS, INC. ond is not to be copied without permission. It is sent to you in confidence,

to be returned ofter serving its purpose. BLAST DEFLECTORS, INC.

PROJECT TITLE:

CAMBRIDGE INT'L AIRPORT GROUND RUNNING ENCLOSURE

CAMBRIDGE, U.K.

SHEET TITLE:

GROUND RUNNING ENCLOSURE RENDERING 1

DRAWN BY: PROJECT No: SHEET No:

KK 6CBG22

CHECKED BY: DATE: SK13 14 NOV 2016

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Figure 2


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The new apron and taxiway will incorporate a new drainage network for surface water run-off, which will also link into the existing airport drainage and water treatment system.

Alternatives

As part of the project Marshall Aerospace and Defence Group undertook a number of studies to look at the different options and sites for a ground run-up enclosure.

The studies included looking at how a new ground run up enclosure would affect the running of Cambridge Airport, any safety requirements, the effects of noise impacts from the different options, any other environmental constraints/issues, and the costs for the different options.

They also looked at different sites around the airport where a new ground run-up enclosure could be built, and produced a shortlist of six potential sites as shown on Figure 4. More work was done

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Sherwood House,Sherwood Avenue,Newark, Nottinghamshire, NG24 1QQT:01636 605 700 E: [email protected]

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rpsgroup.com/uk

S1

A11:1000 11.10.2016

DHKH

NK017468 P04

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RPS-CBG-XX-DR-C-00100

CBG - Engine Ground RunFacility

Proposed Site Plan

© 2016 RPS Group

Notes

1. This drawing has been prepared in accordance with the scope of RPS’sappointment with its client and is subject to the terms and conditions of thatappointment. RPS accepts no liability for any use of this document other thanby its client and only for the purposes for which it was prepared and provided.

2. If received electronically it is the recipients responsibility to print to correct scale.Only written dimensions should be used.

3. This drawing should be read in conjunction with all other relevant drawings andspecifications.

P01 KH DB 11.10.16First issue.

10m SCALE 1:1000Proposed Site PlanScale 1:1000

P02 KH DH 19.10.16GRE location updated. Hangar 17 & TWY extensionsremoved.

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Local Authority Boundary

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P03 KH DH 03.11.16Site and local authority boundary linetypes changed.

Planning

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Notes






P02 KH DH 19.10.16GRE location updated. Hangar 17 & TWY extensionsremoved.

KEY


Planning Application Site

P03 KH DH 03.11.16Site and local authority boundary linetypes changed.

Planning

P04 KH DH 04.11.16"Nature Reserve" removed.

Figure 2.4

to identify the advantages and disadvantages and noise effects of each of the six sites.

As a result of these studies a site next to Hangar 17 and Hangar 21 in the northwest of Cambridge Airport was selected for the new ground run-up enclosure as this site offered the best all round noise reduction.

Construction

The construction phase of the development would last approximately 48 weeks, with the site set up, earthworks, foundations, drainage and concrete all being undertaken in the initial 16 weeks, and the remaining 32 weeks used for the construction of the ground run-up enclosure.

A site compound would be established within the airport boundary to the north of the site. Access to the site compound and the site itself, for all construction vehicles, will be from the existing gateway (Gate 10) on Barnwell Drive (Figure 5).


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Nature

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Approximate ''Works Area'' (to beconfirmed through detailed design)

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Access through controlled Gate 13 will be available during day& night-time working hours. Gate to be manned by contractorpersonnel. Contractor to provide accommodation, heating etc.

150m Runway Strip

Proposed Contractor route fromA1134 to Site Compound

Barnwell Drive

150m Runway Strip

Taxiway Delta(To remainoperational

during Works)

Hangar 17 Apron(To remainoperational duringWorks)

Temporary "Heras" type fencingto be installed by contractor

Existing Porta-cabin

Proposed compound locationfor office & welfare facilitiesand material storage.Controlled area, non airside.

Proposed Contractor access to ''works area''.Contractor access to be coordinated with Airportmovements along taxiway Delta

Equipment parking area

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Temporary worker car park(100 cars).

Proposed access to andfrom workers car park


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© 2016 RPS Group

Notes






KEY


Site Boundary

P02 KH DH 19.10.16GRE location updated. Hangar 17 & TWY extensionsremoved. Compound location updated.

P03 KH DH 03.11.16Car park added with access route.

Planning

Figure 2.8

Figure 5

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Hangar 17

Hangar 21



Nature

Reserv

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Proposed new Taxiwaylink to GRE

Approximate ''Works Area'' (to beconfirmed through detailed design)

Existing bulk fuel facility

Access through controlled Gate 13 will be available during day& night-time working hours. Gate to be manned by contractorpersonnel. Contractor to provide accommodation, heating etc.

150m Runway Strip

Proposed Contractor route fromA1134 to Site Compound

Barnwell Drive

150m Runway Strip

Taxiway Delta(To remainoperational

during Works)

Hangar 17 Apron(To remainoperational duringWorks)

Temporary "Heras" type fencingto be installed by contractor

Existing Porta-cabin

Proposed compound locationfor office & welfare facilitiesand material storage.Controlled area, non airside.

Proposed Contractor access to ''works area''.Contractor access to be coordinated with Airportmovements along taxiway Delta

Equipment parking area

GRE

Temporary worker car park(100 cars).

Proposed access to andfrom workers car park


Client

Title

Status

Checked byDrawn By


Project

Project Leader


-

Date CreatedScale@

Suitability


rpsgroup.com/uk

S1

A11:1000 11.10.2016

DHKH

NK017468 P03

GDD



Proposed ConstructionCompound and Site AccessArrangement

© 2016 RPS Group

Notes






KEY


Site Boundary

P02 KH DH 19.10.16GRE location updated. Hangar 17 & TWY extensionsremoved. Compound location updated.

P03 KH DH 03.11.16Car park added with access route.

Planning

Figure 2.8


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Following site set up (week 1) the grass and topsoil will be removed (week 2), with the earthwork and ground reduction (weeks 3-4) and foundation and drainage construction (weeks 5-8) following on. The construction of the new concrete pavement (apron) will take eight weeks (weeks 9-16). The delivery, construction and installation of the ground run-up enclosure structure will be undertaken from weeks 17-48; at the end of this there will be a period of testing and optimisation before the ground run-up enclosure is finally commissioned ready for use.

The main working hours for the construction activities will be Monday to Friday 7am to 7pm, and Saturday 7am to 4pm; there will also need to be some limited night-time working, for example to install the drainage connection under the runway, which must be completed when the runway is closed. The contractor will prepare a communication strategy before construction, this will include notifying the local community about the construction activities and managing and responding to any complaints received.

Before any construction works can commence, the main contractor will be required to submit for the approval of the local authorities, a Construction Environmental Management Plan. The aim of this plan is to ensure that construction activities for the proposed development are carried out in accordance with the relevant legislation and best practice for minimising the effects of construction on the environment and local communities.

Control/Restriction

Cessation of all Engine Testing at the existing engine run up bay

All engine testing to take place within the ground run-up enclosure except for:

i) Engine testing for the few aircraft types larger than the defined dimensions of the enclosure

ii) when wind conditions prevent use of the enclosure

iii) other defined exceptional circumstances where such circumstances are approved by the Airport Director or Chief Executive Officer

No engine testing to take place at night No testing to take place outside the hours of 0800 to 2200 Monday to Saturday except in defined exceptional circumstances

No engine testing to take place on Sundays and Bank Holidays

Except in defined exceptional circumstances

Annual Limit on Total Engine Testing Time Total limit of 500 hours of engine testing in any calendar year applying to the whole of the airport including the enclosure

Maintenance of an Engine Test Log Details of all engine tests carried out will be maintained in an Engine Test Log. The log shall be reported annually to the Airport Consultative Committee and made available upon request to the LPAs.

Operation

Following the testing and commissioning of the enclosure all aircraft engine ground running, except in some exceptional circumstances, will transfer from the existing engine run up bay to the new ground run-up enclosure.

Large aircraft will be towed into the new enclosure using a tug, smaller aircraft will either be pushed or use their own power.

Based on current and historic levels of aircraft engine testing at Cambridge Airport it has been estimated that the enclosure will operate for a maximum of 500 hours per year. This annual limit has been used when undertaking the assessments of the potential environmental effects, for example for the assessment of the air quality and noise effects.

A typical engine ground run would have a total duration of four hours per individual aircraft test, of which approximately ½ hour would consist of high powered engine running, and 3½ hours would be lower power engine running. It is assumed that there would be no more than one engine test undertaken on a single day.

As part of the development Cambridge Airport has committed to a number of controls and limits on the operation of the ground run-up enclosure in order to reduce, minimise and manage the environmental effects. These controls are summarised in the table below.


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A variety of different aircraft types will use the enclosure for engine ground running, these will include mid-sized business jets, large jets and turbo-prop aircraft, such as the C-130 transport aircraft. The projected split, for the different types of aircraft, based on current and historic engine testing at Cambridge Airport is shown in the table below.

Aircraft type Projected split (%) Projected total usage (annual hours)

Mid-size business jets (Cessna Citation etc.)

30% 150

Large business jets (Gulfstream, Global Express etc.)

13% 65

Single aisle jets (A320, B737 etc.) 9% 45

Large jets (B747, B777 etc.) 13% 65

Turbo prop (C-130, Fokker 50 etc.) 35% 175

Maintenance of an Engine Test Log Details of all engine tests carried out will be maintained in an Engine Test Log. The log shall be reported annually to the Airport Consultative Committee and made available upon request to the LPAs.

In some exceptional circumstances, when the wind is blowing at more than 5 knots from the north or northeast, the testing of aircraft engines will not be able to be undertaken within the ground run-up enclosure. In these instances the aircraft engine testing will be undertaken at a location in the centre of the runway, this location has been chosen as it is the furthest from the existing and future residential areas. Based on long term wind data it is estimated that testing outside of the ground run-up facility will occur on no more than 10 occasions per year.Planning Policy Context

The proposed development is consistent with the National Planning Policy Framework (NPPF) which sets out the Government’s planning policies for England and how these are expected to be applied.

The NPPF sets out a presumption on favour of sustainable development, which is defined as development that has:

• an economic role – contributing to building a strong, responsive, and competitive economy, by ensuring that sufficient land of the right type is available in the right places and at the right time to support growth and innovation; and by identifying and coordinating development requirements, including the provision of infrastructure;

• a social role – supporting strong, vibrant and healthy communities, by providing the supply of housing required to meet the needs of the present and future generations; and by creating a high quality built environment, with accessible local services that reflect the community’s needs and support its health, social and cultural well-being; and

• an environmental role – contributing to protecting and enhancing our natural, built and historic environment; and, as part of this, helping to improve biodiversity, use natural resources prudently, minimise waste and pollution, and mitigate and adapt to climate change including moving to a low carbon economy.

In promoting this development Marshall Aerospace & Defence Group and Marshall Group Properties Limited are securing the future of 1,600 direct jobs at Cambridge Airport, supporting the development of new houses and communities at the Wing and the land north of Cherry Hinton, and are providing a state of the art solution to reduce, minimise and manage the environmental effects from the airport.

The proposed development is also consistent with the relevant policies of the Cambridge Local Plan (2006), South Cambridgeshire Core Strategy and South Cambridgeshire Development Control Policies Development Plan Document (2007), Cambridge East Area Action Plan (2008), Cambridgeshire and Peterborough Minerals and Waste Core Strategy, and the Cambridgeshire and Peterborough Minerals and Waste Site Specific Proposals Plan.


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Environmental Impact Assessment

Due to the scale and nature of the proposed development, an Environmental Impact Assessment (EIA) has been undertaken in respect of the proposed new ground run-up enclosure at Cambridge Airport. The purpose of the EIA is to identify how people and environmental resources (collectively known as receptors) could be affected by the proposals and to put forward measures (often referred to as mitigation) that will avoid, minimise or offset any negative effects, and where possible to provide positive effects.

The outcome of the EIA has been reported in an Environmental Statement (ES) which has been prepared following a consultation (or scoping) exercise, involving the Cambridge City Council and South Cambridgeshire District Council and other key consultees. Details of the proposals were widely circulated to these bodies and their responses used to inform the scope and content of the ES. Experts in a wide range of disciplines carried out the environmental studies, and the findings are summarised below.

Air Quality

The potential effect on air quality during the construction of the ground run-up enclosure would arise from the emission of construction dust; therefore measures to control construction dust will be detailed within a Dust Management Plan to be produced as part of the Construction Environmental Management Plan. Dust emissions can be managed by standard control measures, for example locating soil stockpiles away from the site boundary, ensuring soil stockpiles are covered during high winds and damped down during dry periods, and using wheel washes and road sweepers to reduce and clean any mud on the local roads. With these procedures in place the effect on air quality from construction dust will be not significant.

The potential air quality effect from the operation of the new enclosure is from mono-nitrogen oxides, including nitrogen dioxide (NO2), which are gases produced as a result of the high temperature combustion within the aircraft engines. The production of NO2 is greatest when the engines are run at high power, and also from the engines of the largest types of jet aircraft. Therefore, the assessment has been based on the annual limit on the number of hours that the ground run-up enclosure can operate, the number of those hours which are predicated to be used for the testing of

large jet aircraft engine, as well as the typical profile of an engine ground run. From this assessment it has been concluded that both the annual average and hourly average air quality effect from the enclosure’s operation will be not significant.

The ground running of aircraft engines could also result in odour which may have an effect on people living and working in close proximity to the airport. The potential effect from odour is greatest when there is a gentle wind blowing from the ground run-up enclosure towards a receptor. Based on an assessment of the long-term wind and weather data, including wind speed and direction, from Cambridge Airport it is estimated that, as a worst case, there will be a 1% chance per year of the weather conditions being right for an odour effect. In order to reduce and manage this potential effect an Odour Management Plan will be produced and submitted for approval before the commissioning of the ground run-up enclosure. Therefore following the implementation of the Odour Management Plan the effect on air quality from odour will be not significant.

Biodiversity

The main potential effects during the construction of the proposed enclosure will be during the vegetation removal and soil stripping, with these activities having the potential to result in the ‘accidental harm’ of killing of breeding birds and amphibians which may be present on site. In order avoid this potential effect the Construction Environmental Management Plan will include the requirement that all vegetation removal is undertaken during the winter months, and that if any removal is undertaken during the Spring/Summer a suitably qualified ecologist is employed to act as an Ecological Clerk of Works who would supervise the vegetation removal.

The potential effects on biodiversity from the operation of the enclosure will be from noise and lighting on populations of birds and bats, both of which are present in the adjacent Barnwell East Local Nature Reserve. The lighting for the ground run-up enclosure has been designed to minimise any effects, for example, external lights will be limited and there will be no new runway lighting columns as part of the development which will limit any effects. Internal lights will be energy efficient white LED lights.

The noise from the operation of the enclosure could affect both birds and bats in those parts of the nature reserve closest to the enclosure. However


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any effects would be minor given the design of the enclosure, the controls on the total number of hours of use and the hours of operation of the ground run-up enclosure. (For further information on noise please see the sub-section of this non-technical summary entitled noise).

In conclusion, the effects on biodiversity have been assessed to be not significant for both the construction and operational phases of the new enclosure. The ending of any aircraft engine ground running at the existing engine run-up bay will have a minor positive effect on the populations of bats and birds that are present in the vicinity of the engine run-up bay.

Flood Risk and Surface Water

The potential effects from the construction of the enclosure include accidental spillages and leaks of fuel and other chemicals and run-off and discharge of water and mud into the adjacent nature reserve and watercourses. These will be managed by the adoption of best practice measures and other standard management controls and procedures. These will be detailed within the Construction Environmental Management Plan.

For the operational phase, the development has been designed to incorporate sufficient drainage and water treatment capacity for any surface water run-off, including accounting for any long term effects from climate change (Figure 6). The drainage from the ground run-up enclosure will also be linked into the existing airport drainage and water treatment system, where, following treatment, it will use the existing permitted discharge to Coldham’s Brook.

In summary with the adoption of the standard controls and best practice measures during the construction phase, and the implementation of the design of the drainage and water treatment system for the operational phase, the effects on flood risk and surface water from the proposed enclosure will be not significant.

Historic Environment

From available information there is a potential for some Iron Age and Medieval features to extend within the proposed enclosure site, and also for previously unrecorded remains, mainly from the Iron Age, to be present on the site. It is considered that any remains will be of lower level of significance.

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150Ø

@ 1

:500

200Ø @ 1:500

200Ø

@ 1

:500

525Ø

@ 1

:500

P9.001150Ø @ 1:350

150Ø @ 1:350

150Ø @ 1:350

P11.000

P8.001

P8.0

00P

12.0

00

150Ø @

1:760

525Ø

@ 1:

500

P14.002P14.001

150Ø @

1:200

300Ø @ 1:500

525Ø

@ 1

:500

150Ø @ 1:350

200Ø @ 1:350

200Ø

@ 1:

350

P4.0

00

150Ø

@ 1

:760

C.P_26

C.P_27

C.P_28

C.P_29

C.P_32

C.P_31/45

C.P_46

C.P_47

C.P_34

C.P_35

C.P_37

C.P_39

C.P_43

C.P_40

C.P_41

C.P_42

C.P_38/48

C.P_54

C.P_55

C.P_56C.P_57

C.P_49C.P_50

C.P_51

822m³ attentuationtank for 1 in 30 yearevent storage

InterceptorC.P_36

Gully

Gully

Existing Filter Drainremoved and replacedwith Gatic Slot Drain

Coldhams Lane Attenuation Pond

Key:

Pipe Extents

ManholeM.H_??

Existing ManholeEx MH

M.H_??SW Manhole

Existing Surface Water Drainage

Proposed Gatic Slot Drain & Catchpit

CatchpitC.P_??

Proposed 150Ømm Filter Drain & Catchpit




Client

Title

Status

Checked byDrawn By


Project

Project Leader


-

Date CreatedScale@

Suitability


rpsgroup.com/uk

S1

A11:1000 11.10.2016

DHKH

NK017468 P07

GDD



Proposed Drainage Plan

© 2016 RPS Group

Notes





10m SCALE 1:1000Proposed Drainage PlanScale 1:1000

P03 KH DH 20.10.16Drainage lines updated to new layout.

P04 KH DH 21.10.16Permanent diverted flow pipe & temp solution added.

P05 Drainage network updated to suit new location. 03.11.16DHBJPF

Red line site boundary andLocal Authority Boundaryremoved for clarity.

Planning

P02 TAW DH 17.11.16Issue for planning

P06 Slope gradient amended on pipe No P01.013 andPn1.014. Catchpits ID'd and annotation amended.

23.11.16DAHBJPF

P07 BJPF DAH 05.12.16200Ømm filter drain through Pipe No's. P12.000,12.001,12.002, P14.002 & P14.003, replaced with 300Ømm filterdrain.

Figure 2.7

Figure 6

Paint Shop

Hangar 17

Hangar 21

B

Ex M.H_A

M.H_59Pump station15.3l/sec pump rate

M.H_58

M.H_22

M.H_16Flow diversioncontrol

C.P_13

C.P_09

C.P_08

C.P_07C.P_06C.P_05

C.P_04C.P_03C.P_02

P1.0013

Gravity M

ain 225Ø @

1:335

P1.

012

525Ø

@ 1

:500

P1.

011

525Ø

@ 1

:500

P1.

010

P1.009

450Ø @ 1:400

P1.

008

P1.005200Ø @ 1:300

P1.004200Ø @ 1:300

P1.000200Ø @ 1:300

C.P_01/C.P_23

P2.000

P2.001

P2.002

C.P_10

C.P_11C.P_12

P1.0014

Gravity M

ain 225Ø @

1:335

M.H_60

P3.

000

P3.001525Ø @ 1:500

C.P_14

M.H_15 C.P_17

C.P_18

C.P_19

C.P_20

C.P_21

200Ø

@ 1

:350

P4.001

P4.002P4.003200Ø @ 1:350

P5.000150Ø @ 1:500

C.P_30

C.P_24

C.P_25

C.P_33

M.H_44

M.H_53

M.H_52

P6.

000

P6.001

P6.002

P6.003

Gatic Slot D

rain (400)

P6.

004

525Ø

@ 1

:500

P6.

006

525Ø

@ 1

:165

P5.007525Ø @ 1:500

P6.005

525Ø @ 1:500

P7.

000

200Ø

@ 1

:500

P7.0

01

P7.002

P7.003

150Ø @ 1:500

150Ø

@ 1

:500

300Ø

@ 1

:350

P12.001

300Ø @

1:350

P12.002300Ø @ 1:350

P9.000150Ø @ 1:350

P9.002

P9.003

P9.004

P9.005

150Ø @ 1:760

P11

.001

P11.002

P10.000

P13.000

P13.001150Ø @ 1:350

P13

.002

150Ø

@ 1

:350

P13.003150Ø @ 1:150

P14.000

150Ø @ 1:250

300Ø @ 1:350P14.003

P1.001200Ø @ 1:300

P1.002200Ø @ 1:300

P1.003200Ø @ 1:300

P1.006200Ø @ 1:300

150Ø @ 1:500

150Ø @ 1:500

150Ø @ 1:500

P3.002525Ø @ 1:500

200Ø

@ 1

:300

P1.

007

200Ø

@ 1

:300

150Ø

@ 1:

500

150Ø

@ 1

:500

200Ø @ 1:500

200Ø

@ 1

:500

525Ø

@ 1

:500

P9.001150Ø @ 1:350

150Ø @ 1:350

150Ø @ 1:350

P11.000

P8.001

P8.0

00P

12.0

00

150Ø @

1:760

525Ø

@ 1:

500

P14.002P14.001

150Ø @

1:200

300Ø @ 1:500

525Ø

@ 1

:500

150Ø @ 1:350

200Ø @ 1:350

200Ø

@ 1:

350

P4.0

00

150Ø

@ 1

:760

C.P_26

C.P_27

C.P_28

C.P_29

C.P_32

C.P_31/45

C.P_46

C.P_47

C.P_34

C.P_35

C.P_37

C.P_39

C.P_43

C.P_40

C.P_41

C.P_42

C.P_38/48

C.P_54

C.P_55

C.P_56C.P_57

C.P_49C.P_50

C.P_51

822m³ attentuationtank for 1 in 30 yearevent storage

InterceptorC.P_36

Gully

Gully

Existing Filter Drainremoved and replacedwith Gatic Slot Drain

Coldhams Lane Attenuation Pond

Key:

Pipe Extents

ManholeM.H_??

Existing ManholeEx MH

M.H_??SW Manhole

Existing Surface Water Drainage

Proposed Gatic Slot Drain & Catchpit

CatchpitC.P_??





Client

Title

Status

Checked byDrawn By


Project

Project Leader


-

Date CreatedScale@

Suitability


rpsgroup.com/uk

S1

A11:1000 11.10.2016

DHKH

NK017468 P07

GDD



Proposed Drainage Plan

© 2016 RPS Group

Notes





10m SCALE 1:1000Proposed Drainage PlanScale 1:1000

P03 KH DH 20.10.16Drainage lines updated to new layout.

P04 KH DH 21.10.16Permanent diverted flow pipe & temp solution added.

P05 Drainage network updated to suit new location. 03.11.16DHBJPF

Red line site boundary andLocal Authority Boundaryremoved for clarity.

Planning

P02 TAW DH 17.11.16Issue for planning

P06 Slope gradient amended on pipe No P01.013 andPn1.014. Catchpits ID'd and annotation amended.

23.11.16DAHBJPF

P07 BJPF DAH 05.12.16200Ømm filter drain through Pipe No's. P12.000,12.001,12.002, P14.002 & P14.003, replaced with 300Ømm filterdrain.

Figure 2.7


10

As part of the construction works a programme of archaeological investigations, including trial trenching and/or watching briefs, will be undertaken to record the archaeological remains. These will be carried out by a suitably qualified archaeological contractor who will supervise the excavation of the ground and record any archaeological remains that are revealed. The scope and methodology for these investigations will be agreed in advance with Cambridgeshire County Council Historic Environment Team.

The enclosure will not have a significant effect on any designated or non-designated heritage assets during operation. The Marshall Cambridge Airport Control and Office Building, which is a Grade II Listed Building, will have some long distance views of the proposed development, but these will be partly screened by intervening buildings and infrastructure (for example the airport control tower), and the proposed development will sit alongside, and be very similar in appearance to, the existing Hanger 17.

In conclusion, the effects on historic environment features are assessed to be not significant for both the construction and operational phases.

Land Quality

The site for the proposed enclosure has been part of Cambridge Airport since at least 1952. Prior to that it was open farmland and fields. The geology for the area is Topsoil overlying West Melbury Marly Chalk Formation; this type of rock is known as a principal aquifer because it can provide a high level of water storage and may support a water supply or river flow. Part of the site is covered by a low mound of Made Ground, this was created from materials excavated as part of the construction of Hangar 17.

It is considered that the main potential sources of contamination on site would be the Made Ground and a historical landfill located approximately 580m to the south.

The main receptors on site are considered to be current and adjacent users, for example the workers at Cambridge Airport and the Barnwell Road business park the surface water environment, including Coldham’s Brook which is located to the west, and ground water, including the underlying principal aquifer.

Based on the available land quality information and details of the proposed construction design and methodologies and operation of the ground run-up enclosure it is considered that the effects will be not significant.

Before construction commences, samples from the Made Ground will be collected and tested to ensure they are not contaminated, and if required any contaminated material will be removed from site for disposal or remediation.

Landscape and Townscape

The proposed development site, and all of Cambridge Airport, is within the Bedfordshire and Cambridgeshire Claylands National Character Area which is defined as a predominantly open arable landscape. However the Cambridge Landscape Character Assessment defines the area on the eastern edge of the city urban area, including the airport site, as Eastern Transition Lands which are dominated by Cambridge Airport (Figure 7).

During the construction phase, the site and lower level activities (such as ground clearance/foundation construction) would be well contained and screened to the north and west, and to the south and east any effect would be in the context of the wider airport and the existing activities. The introduction of cranes and the construction of taller elements would have an influence over a wider area of commercial and suburban townscapes and the rural landscape. However any effects would be limited, short-term and temporary during the 48 week construction period and would be not significant.

During the operational phase, the townscape and landscape within and around the site would undergo a medium level of change with the new enclosure structure and associated infrastructure replacing the current open grassed site and low mound. However, the close proximity of the ground run-up enclosure to the existing typical airport infrastructure within an urban fringe context would not be damaging to the wider townscape and landscape, which defines the character area. The operation of the enclosure would represent a natural extension and continuation of this surrounding airport activity.

In conclusion, the effects on landscape and townscape elements and character types are assessed to be not significant for both the construction and operational phases.


11

Visual

The views of the construction activity for the proposed enclosure would be limited, and for most visual receptors (such as residents, passing motorists or pedestrians) the construction would be restricted or framed through gaps in the boundary vegetation. Views from the south and east would be more open, but would also be medium or long distance views, and therefore the effects would be moderate or minor. Any effects would also be short-term and temporary during the 48 week construction period and would therefore be not significant.

During the operational phase, the views from the south, from Coldham’s Lane, Church End and

the public footpath along the airport boundary, would be open mid-distance views which would experience a moderate to minor effect, although the ground run-up enclosure would be seen alongside the existing airport buildings and hangars which are of a similar size, shape and construction (Figure 8). Those visual receptors further away from the proposed development to the east, as well as those to the north and northwest will have only glimpsed views, often seen through or above intervening vegetation, of the ground run-up enclosure, and would experience a negligible effect. Therefore the effects on visual receptors from the operation of the proposed enclosure would be considered not significant.

20 Western Avenue, Milton Park, Abingdon, Oxfordshire, OX14 4SHT: +44(0)1235 821 888 E: [email protected] F: +44(0)1235 834 698

Client

Project

Title

Status Drawn By: PM/Checked By

Rev Description InitialDate Checked

8

7

1 2

3

4

5

6

12

13

14

15

9

9A

10

11

The Fens

East Anglian Chalk

The

Fens

Wes

t Ang

lian

Plai

n

East Anglian ChalkWest Anglian Plain

CR

-

0 10.5 km

Job Ref Scale @ A3 Date Created

O:\9609 Cambridge Airport\Tech\Drawings\9609-0015-02.mxd

O:\9

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© 2016 RPS GroupNotes1. This drawing has been prepared in accordance with the scope ofRPS’s appointment with its client and is subject to the terms andconditions of that appointment. RPS accepts no liability for any use of thisdocument other than by its client and only for the purposes for which itwas prepared and provided.2. If received electronically it is the recipients responsibility to print tocorrect scale. Only written dimensions should be used.

rpsgroup.com/uk

RevFigure Number

Cambridge Airport GRE

ZTV and Landscape Character Areas

OXF9609

PE

LegendSite Boundary

6km Search

Parish Boundary

Zone of Theoretical Visibility (ZTV)-based on maximum development heightof 29.15m AOD

!# Viewpoint Location

National Character Areas

Cambridge Landscape CharacterAssessment (2003)

City Centre

East Corridor

Eastern Transition Lands

© Crown copyright, All rights reserved. 2016 License number 0100031673,10001998,100048492. Contains Ordnance Survey data © Crown copyright and database right 2016.

NOV 20161:50,000

DRAFT

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Figure 7


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Title



8

7

1 2

3

4

5

6

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The Fens

East Anglian Chalk

The

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rpsgroup.com/uk

RevFigure Number



OXF9609

PE

LegendSite Boundary

6km Search

Parish Boundary





City Centre

East Corridor



NOV 20161:50,000

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10.2

±


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Title



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7

1 2

3

4

5

6

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The Fens

East Anglian Chalk

The

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rpsgroup.com/uk

RevFigure Number



OXF9609

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City Centre

East Corridor



NOV 20161:50,000

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Ref

: 960

9-00

11-0

3

Figure: 10.11

Distance to site: 0.9km

OS reference: 548409, 257536

Direction to site: north

Viewpoint height: 20m AOD

Horizontal field of view: Approx. 750

Viewing distance: 300mm @ A3Cambridge Airport

Proposed view

Existing view

Viewpoint 1: Coldhams Lane, Cherry HintonFigure 8

Noise

The noise effect from the construction phase of the proposed development on the closest sensitive receptors, the residential dwellings at Barnes Close, will be equivalent to the noise level that would be experienced in a shop or restaurant, or when speaking and therefore is considered as a negligible effect. The small number of additional vehicle movement during the construction period, and the level of additional noise effect from them will also be negligible, and therefore the effects from the construction of the proposed development will be not significant.

The main effect of noise from the proposed development will be a major reduction in both the average and maximum noise levels from aircraft engine ground running at Cambridge Airport on the majority of the adjacent noise sensitive

receptors. Teversham Primary School, and the existing residential receptors at Braybrooke Place, Teversham Drift and Peverel Road would experience reductions in noise levels. Therefore the effect on these receptors from the operation of the proposed development would be a significant beneficial effect.

A limited number of properties would experience significant adverse effects, with the Nuttings Road and Uphall Road areas being specifically assessed as experiencing such effects. These effects are primarily due to predicted increases in noise when aircraft engine ground running takes place in the GRE when compared to the present situation. However, the resultant noise is predicted to remain below both the threshold of Significant Observed Adverse Effects and the existing ambient noise levels at these locations. It is also the case that the higher levels of noise would only be


13

experienced during high power aircraft engine ground running which would occur for half an hour per day when testing occurs, and such testing will only occur on average on 2 or 3 days per week and not on Sundays.

People using the Barnwell East Local Nature Reserve will experience a small temporary and short term increase in noise level as a result of the operation of the ground run-up enclosure, which would result in a significant adverse effect. (For further information on the effect of noise on non-humans in the nature reserve please see the sub-section of this non-technical summary entitled biodiversity).

Traffic and Transport

The construction phase of the development will last 48 weeks, with the largest number of vehicle movements predicted during weeks 5 to 16 (a period of 12 weeks in total) for the delivery of concrete and other construction materials to the site. It is estimated that there would be 20 additional Heavy Goods Vehicle (HGV) movements per day, Monday to Saturday, during this period. The Construction Environmental Management Plan will include a Construction Traffic Management Plan; this will ensure all deliveries use an approved route, that they are timed to avoid the busiest periods of the day and that they are also spread across the day to reduce effects.

With these measures in place the additional HGV movements represent an increase of approximately 6% during peak hours at the Barnwell Drive/Barnwell Road junction, and an increase of 3% during peak hours at the Barnwell Road/Newmarket Road roundabout. Therefore the effect on traffic and transport from the construction of the development will be not significant

The operation of the new ground run-up enclosure will not result in any new or increased traffic as the existing aircraft engine testing will just be relocating from another part of the airport. Therefore the effects on traffic and transport from the operation of the enclosure will be not significant.

Designed and produced by Amec Foster Wheeler ©201638609-Lon43b_NTS.indd pattn

www.greconsultation.info

Cambridge Airport Engine Ground Run Enclosure (GRE) · Hangar 17 and to the west of the Delta Taxiway, the centre of the development is at Grid Reference NGR 548110, 258460. It is

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