“A mixed use development comprising 1,803 residential units (1,303 private flats and 500 affordable dwellings in the form of flats and houses), an hotel, Class A1 retail, Class A3 restaurant, Class D community uses, health and fitness club, Class B1 offices, public open space and riverside walk together with associated car parking, landscaping and access road.”
“The Local Planning Authority or the Secretary of State or Inspector shall not grant planning permission pursuant to an application to which this Regulation applied unless they have first taken the environmental information into consideration and state in their decision that they have done so.”
“The environmental statement should, of course, comprise all the information required by Schedule 3 of the Regulations. Whilst there may be other significant environmental effects for which information may be relevant or required after detailed examination of your application, some of the main areas where there are likely to be significant environmental effects as a result of your intensification of the use of the site are:- a) the interaction between human beings and the soil as a result of its contamination, the details of which have yet to be defined and the appropriate remedial action determined; b) the impact of this quantity of development on the River Thames and its environs of which part of the application site is designated in the Unitary Development Plan as an Area of Special Character and a Conservation Area, and which falls within the Thames Policy Area in the Strategic Planning Guidance for the River Thames; (RPG3B). c) the effect on human beings of locating dwellings in proximity to a hazardous installation – namely the land to be retained by British Gas with its gas holders and other structures; d) the impact of this quantity of development on the generation of traffic on the surrounding road network and thus on the human beings living nearby.”
“7. ……....addressed all the important effects, and potential effects, that the development proposals would be likely to have. …… The Respondent [the authority] scrutinised and assessed the environmental statement and the individual reports through its own officers, within the specialised fields, and also through the use of outside consultants. Additionally the Respondent commissioned the Institute of Environmental Assessment (an independent, non-profit-making body, established to assist in the promotion of best practice in environmental assessment) to provide an independent assessment of the environmental statement. “8. Following massive consultation and extensive publicity, and after revision to the planning application, which [were] a direct result of the concerns expressed by the Respondent or by consultees, the planning application was taken to Committee on the 15th of September 1999. The recommendation was, subject to there being no contrary direction from the Government Office for London, to resolve to authorise the Director of the Environment Department to grant outline planning permission upon the completion of a satisfactory section 106 agreement. The Committee resolved in these terms on the 15th of September 1999. On 24th of February 2000, the Government Office for London indicated that there was to be no contrary direction (Applicants’ bundle – page 222). The s106 agreement was completed, and the planning permission issued, on the 12th of May 2000.”
“parts well attempted but must as a whole be considered unsatisfactory because of omissions and inadequacies”
“Noise, Dust, Vibration 5.39a Noise and Vibration can be caused by a number of processes in connection with construction – delivery vehicles, pumps, generators, earthmoving and excavation machinery, and manual activity on site. Such noise can be intrusive and impact on adjoining properties. Dust can be caused by the moving of soil within the site and the use of building and construction materials, especially during long dry periods and windy conditions. Secondary Effects 5.40a Construction work can, by its very nature, lead to mud on roads, particularly around access points to the scheme, resulting in nuisance to road users. Construction generally can also generate a considerable amount of waste ranging from packaging material and damaged goods whilst the activities of workers themselves can create waste. MITIGATION 5.41a Although St George cannot be precise about the phasing of the development, certain basic measures to mitigate the above potential impacts can be identified at this stage, which will be implemented throughout the construction period of the scheme: a) routes for the delivery of materials will be defined and agreed with the Local Authority: b) access points for the construction phases will be agreed with the Local Authority: c) adequate parking areas will be defined for construction workers: d) restrictions of working hours on those parts of the scheme in close proximity to nearby residential properties; e) the control of dust, through careful management of on-site activity taking account of weather conditions, the need to dampen down soil and limiting on-site vehicle speeds; and f) the provision of wheel wash facilities on site. 5.42a St George is a “considerate contractor” and will follow the voluntary code of conduct which that implies. In addition, the activity on the construction site will be governed by statutory regulations, prevailing British Standards Environment Agency codes of practice and through the conditions placed on the development through the planning permission. 5.43a St George anticipate that it will be necessary to review potential impacts and mitigation on a phase by phase basis, with the local authority, and envisage a programme of notification to local residents in advance of unusual or disruptive activities. The effects of the construction phase are short-term and, given that they cease when the development is completed, are reversible. a) Construction Period: excavation for foundations could mobilise residual contamination causing air pollution, groundwater pollution and recontamination of clean soils, both on and off-site. Deep piling work could mobilise contamination and result in pollution of the low level acquifer; and b) Development occupation: a risk of exposure of occupants to residual contamination via ingestion and risk of explosion caused by emission of methane or other hydrocarbons.”
“Construction Works The excavation for foundations will be carefully controlled to avoid the exposure of large areas of residual contamination at the same time, with excavations damped down as required to avoid air pollution. High level water will be pumped out of excavations and either cleaned prior to returning to the ground or tinkered off site to avoid the possibility of pollution of the shallow acquifer, foreshore and River Thames, and recontamination of “clean” soils. Piling works will be designed to avoid the possibility of transfer of contamination to depth and to avoid further unnecessary disturbed of shallow groundwater. It is anticipated that continuous flight auger piles will be used, founded in the London Clay. During site works suitable measures will be taken to ensure that operatives are protected from the effects of residual contamination including: The provision of dust masks, protective clothing, footwear and gloves to all ground workers. The provision of a basic decontamination unit including changing, hand washing and showering facilities. The prohibition of eating, smoking and drinking in contaminated areas on site. All work on site will be undertaken in accordance with the relevant Health and Safety Executives requirements.”
“……details of siting are hereby not approved for the whole of Stage 3. Such details shall be the subject of applications for approval of details in accordance with Condition 1, 2 and 4 of this permission.”
“Stage 2 of the development, as specified in unnumbered drawing entitled Staging Plan and dated April 1999, shall not commence until a station and passenger train service with a minimum of four trains per hour each way has been provided at Chelsea Harbour/Sands End on the West London Line or a Transport Impact Assessment has been submitted which demonstrates to the Council’s reasonable satisfaction that Stage 2 of the development (or part of it) can proceed without causing adverse traffic conditions on the highway network or prejudicing the Council’s policy of restraining the use of private cars particularly for journeys for work. Stage 3 of the development as specified in the same drawing, shall not commence before Stage 2 has been completed and occupied, and until a subsequent Transport Impact Assessment has been submitted which demonstrates to the Council’s reasonable satisfaction that this part of the development can proceed without causing adverse traffic conditions on the highway network or prejudicing the Council’s policy of restraining the use of private cares particularly for journeys for work. ”
“6.2.2 The study that St George finally submitted (covering the full application for 1615 dwellings plus other land uses) is believed to be flawed by officers and the Council’s transport consultants. Nevertheless officers do accept that the first stage of the proposal could be acceptable in traffic terms if the measures to improve public transport and discourage private care use as proposed in schedule 1 of this study are successfully implemented. But there will undoubtedly be adverse traffic conditions, particularly prior to the anticipated provision of a new railway station. 6.2.3 Officers do not accept that stages two and three can take place without the provision of a new station at the site or evidence that traffic generation in the area and from the site is at lower level than officers currently believe is likely. It is the officers’ view that the first stage of this development, as proposed for 1015 homes, some of which would be specifically “car free”, and other land uses, is at the very limit of what would be acceptable as far as traffic generation is concerned. 6.2.4 The applicants are willing to part-fund a station on the West London Line if such a proposal can be agreed wit the train operators and the railway line owners. The latest signs are encouraging and Council officers are pursuing this option with the appropriate bodies with vigour. A bid for funding to carry out infrastructure works which would increase the capacity of the line and enable new stations to be built, is being submitted t the Office for Passenger Rail Franchising and a decision is expected in the Autumn.” “6.2.5 The Council has been concerned for many years about the use of the local road network and the very large volumes of vehicle traffic in the area generally. The UDP policies for the highway network seek to ensure that Townmead Road and Imperial Road, which are classified as second tier local distributor roads, distribute traffic within the Sands end area. “The UDP site policies also included a proposal that William Morris Way be extended through the site linking to Imperial Road/Townmead Road in order to fulfil the function of local distributor road, thereby relieving the stretch of Townmead Road between the Sainsburys Roundabout and Imperial Road of existing non-local traffic. Traffic calming was envisaged along Townmead Road. This proposal has been dropped form the current development because the new route would have seriously compromised the local park. It is now intended that there be no traffic route through the park. The consequence of this is that traffic on Townmead Road will not be relieved. It is also intended in order to achieve bus priority in Townmead that all other southbound traffic using Townmead Road will divert via Watermeadow Lane and the Sainsburys Roundabout. Any necessary traffic calming measures which can be incorporated within Town mead Road, Watermeadow Lane and William Morris Way will be able to be funded the monies proposed within the Section 106 Agreement.”
“6.2.57 In conclusion, the traffic assessment provided in support of this development is considered to be unsatisfactory. Your officers consider that even the scale of the Stage One development proposed will have a significant effect on local highway and traffic conditions in the area ultimately increasing delays and congestion through the area. The public transport improvements currently proposed are barely sufficient to deal with the problems likely to be created by the Stage One development. Officers are however conscious that any development of this site would inevitably generate substantial additional traffic. Consequently highway and traffic problems for the local community and the South Fulham area generally are bound to be created by practically any conceivable development on this site. The potential long-term scale of these depends on the development quantum. Traffic disbenefits will have to be balanced against the regeneration of this site and any other planning or community benefits which may accrue. If Stage One is implemented, any further phases of development must be dependent on the provision of a station and further evaluation of the highway network in the light of success or otherwise of the infrastructure and planning obligations contained for Stage One ”
"(1). A direction for the set-off of costs against damages or costs to which a legally aided person has become or becomes entitled in the action may be permissible. (2). The set-off is no different from and no more extensive than the set-off available to or against parties who are not legally aided"
"A set-off of costs against costs, when all are incurred in the prosecution or defence of the same action, seems so natural and equitable as not to need any special justification"
"I am nevertheless unable to conclude that they have been able to demonstrate a separate issue, not covered by the Secretary of State, on which they were entitled to be heard"
"Mr Hicks submits that the Club qualifies for orders for costs here and below within those principles. He has made a number of points. In regard to the environmental assessment question, he has said that the Club, having been throughout represented and fully involved at the public inquiry, was uniquely able to assist the judge as to the information available at the inquiry, in order to help him decide whether, in the absence of an environmental statement, there had, as has since been held, been sufficient information available to take its place"
"His third principal point is that it was recognised ahead of the hearing before the judge that the Secretary of State was unlikely to argue the question whether there had been an urban development project"
"Although costs are in the court's discretion, in planning appeals, where the Secretary of State succeeds in defending his decision he will normally be entitled to the whole of his costs and should not be required to share them by apportionment. The developer will not normally be entitled to his costs unless he demonstrates a separate issue, not covered by the Secretary of State, on which he was entitled to be heard, or has an interest requiring separate representation. A second set of costs is more likely to be awarded at first instance than in the Court of Appeal or the House of Lords, and an award of a third set of costs will rarely be justified"