Environmental. Non-Technical Summary PHASE ONE

Transcription

1 DRAFT Environmental Statement Non-Technical Summary PHASE ONE

2 2 HS2 Phase One Draft Environmental Statement Non-Technical Summary High Speed Two (HS2) Limited, 2nd Floor, Eland House, Bressenden Place, London SW1E 5DU Telephone General enquiries Website: Queen s Printer and Controller of Her Majesty s Stationery Office, 2013, except where otherwise stated Copyright in the typographical arrangement rests with the Crown. You may re-use this information (not including logos or third-party material) free of charge in any format or medium, under the terms of the Open Government Licence. To view this licence, visit doc/open-government-licence/ or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or psi@nationalarchives.gsi.gov.uk. Where we have identified any third-party copyright information you will need to obtain permission from the copyright holders concerned. To order further copies contact: DfT Publications Tel: Web: Product code : ES/01 Printed in Great Britain on paper containing at least 75% recycled fibre. ENGINE FOR GROWTH

3 HS2 Phase One Draft Environmental Statement Non-Technical Summary Foreword The draft Environmental Statement When the Government submits a hybrid Bill to Parliament in late 2013, seeking powers to build a new high speed railway between London and the West Midlands (referred to as Phase One of HS2), it will be accompanied by a formal Environmental Statement (ES). The ES is being prepared in accordance with European legislation and Government guidance. It will provide Members of Parliament with information on all the significant environmental effects likely to result from HS2 Phase One so that they can be taken into account before Parliament decides whether or not to grant the powers to build the railway. The ES will set out: A description of the scheme and how it was developed; The alternatives that were considered; Assessment of the likely adverse and beneficial environmental effects of the scheme; and Proposed mitigation measures to manage or reduce likely significant adverse effects. As part of the mitigation proposals a Code of Construction Practice will be included in the ES documents. It sets out the requirements and procedures to protect residents, businesses and the environment adjacent to the construction sites. HS2 Ltd is consulting on the draft ES in order to inform interested parties on the design of the scheme and the likely environmental effects with a view to completion of the formal ES. The draft ES is based on the best information available to date and the assessment of effects and conclusions will be updated to reflect further work and decisions between now and when the hybrid Bill is deposited. This consultation Consultation on the draft ES is not a statutory requirement but HS2 Ltd recognises the importance of ensuring widespread engagement on the scheme and wishes to offer everybody with an interest the opportunity to: Understand what the likely significant environmental effects would be and what mitigation is proposed; and Comment on the assessment undertaken to date and the conclusions reached so far. This consultation may identify issues that result in changes being made to the design of the scheme or the proposals to mitigate significant adverse effects. These changes will be included in the ES to be submitted to Parliament. Once the hybrid Bill is deposited, there will be public consultation on the formal ES as part of the Parliamentary process. Proposed changes to the January 2012 scheme Since the Secretary of State published the proposed route in January 2012, work has continued to refine the scheme to reduce its environmental effects, to resolve some previously unexplored engineering issues and to improve value for money. This has resulted in numerous minor changes and fourteen more significant design changes. The minor changes have been incorporated into the scheme, but the Secretary of State is consulting publically on the fourteen more significant design changes before deciding whether to incorporate them into the hybrid Bill scheme. That consultation is taking place in parallel with consultation on the draft ES. Each of the fourteen proposed changes to the design are described in the Design Refinement Consultation document. The draft ES incorporates both the fourteen proposed design changes and minor amendments made since January In the event that following public consultation the Secretary of State decides not to include one or more of the fourteen proposed changes in the hybrid Bill scheme, his decision will be reflected in the formal ES.

4 HS2 Phase One Draft Environmental Statement Non-Technical Summary Contents 1. Introduction Approach to the environment Consultation and engagement 3 2. Background to HS Development of HS The need for HS Enhancing capacity An engine for growth Controlling greenhouse gas emissions Managing local effects 7 3. Description of the scheme Stations The route Other components of the scheme Construction and operation of the scheme Construction programme Construction management Services and 0perating characteristics Maintenance Electromagnetic compatibility 15 This document has been prepared by Arup and URS for HS2. May 2013

5 HS2 Phase One Draft Environmental Statement Non-Technical Summary 5. Environmental impact assessment Strategic and route-wide alternatives Introduction Strategic alternatives to high speed rail Route-wide alternatives Local alternatives considered prior to January Summary of environmental effects by area Euston Camden Town and HS1 Link Primrose Hill to Kilburn (Camden) Kilburn (Brent) to Old Oak Common Northolt Corridor South Ruislip to Ickenham Colne Valley The Chalfonts and Amersham Central Chilterns Dunsmore, Wendover and Halton Stoke Mandeville and Aylesbury Waddesdon and Quainton Calvert, Steeple Claydon, Twyford and Chetwode Newton Purcell to Brackley Greatworth to Lower Boddington Ladbroke and Southam Offchurch and Cubbington Stoneleigh, Kenilworth and Burton Green Coleshill Junction Curdworth to Middleton Drayton Bassett, Hints and Weeford Whittington to Handsacre Balsall Common and Hampton in Arden Birmingham Interchange and Chelmsley Wood Castle Bromwich and Bromford Washwood Heath to Curzon Street Summary of route-wide environmental effects Introduction Chilterns Area of Outstanding Natural Beauty Agriculture, forestry and soils Climate Cultural heritage Ecology Socio-economics Traffic and transport Waste and material resources 116

6

7 HS2 Phase One Draft Environmental Statement Non-Technical Summary 1 1. Introduction High Speed Two (HS2) is a new high speed railway proposed by Government to connect major cities in Britain. When completed, it would provide a new link between London, the Midlands and the North. It would increase the capacity of the rail network to meet future demand and bring people and businesses closer together. It is proposed that HS2 be developed in two phases. Phase One would link London, Birmingham and the West Coast Main Line north of Lichfield, extending for approximately 230km (143 miles). Phase Two would in due course extend to Leeds and to Manchester, with connections onto the West Coast Main Line south of Wigan and the East Coast Main Line south of York. The proposed HS2 network and connections to existing railways is shown in Figure 1. Development of Phase Two is continuing and will be subject to separate consultations, environmental assessment process, ES and a hybrid Bill at a later date. However, where necessary the environmental assessment for Phase One includes consideration of the effects of operating both phases of HS2. The draft ES for Phase One sets out the scheme and its likely significant environmental effects based on the current level of understanding. The assessment of effects and conclusions will be updated to reflect further work and decisions between now and when the hybrid Bill is deposited. The draft ES has been produced for consultation during Spring 2013 and comprises a series of documents, namely: A non-technical summary (NTS) of the draft ES (this document); Volume 1 - An introduction to the draft ES and the scheme; and Volume 2 - Twenty-six community forum area (CFA) reports and a route-wide effects report (Report 27) together with maps and photomontages, which provide a summary of the assessment of environmental effects. The community forums have been established to inform local people about the scheme, to consider local issues and discuss potential ways to avoid or reduce effects and to identify possible community benefits. This draft ES makes reference to the scope and methodology report and the draft Code of Construction Practice. These documents both provide background information to the draft ES and will be part of the formal ES. They can be found on the following website: Following this consultation and continuing development of the design, the assessment will be further refined and reported in the formal ES that will support a hybrid Bill which is due to be submitted to Parliament in late Glasgow Edinburgh WEST COAST MAIN LINE Liverpool Warrington Runcorn Crewe Carlisle Preston Wigan Stafford Figure 1: The proposed HS2 network and connections to existing railways Birmingham Newcastle Leeds Manchester Manchester Airport PHASE TWO EAST COAST MAIN LINE York Sheffield Meadowhall East Midlands Hub Birmingham Interchange PHASE ONE Old Oak Common London (Euston) Heathrow Airport HS1

8 2 HS2 Phase One Draft Environmental Statement Non-Technical Summary 1.1 Approach to the environment In developing the scheme, HS2 Ltd has been mindful of the need to reduce and respond to the range of potential environmental effects. Environmental assessment has been integral to the development of the scheme, initially by way of an appraisal of sustainability and more recently as part of the ongoing environmental impact assessment process (described in Section 5). The appraisal of sustainability process included the development of design objectives focused on avoiding or reducing potential effects on sensitive areas, re-aligning the route or introducing measures such as additional sections of tunnel. The benefits of such changes were weighed against their costeffectiveness, their implications for journey times and their engineering feasibility. The approach to mitigating adverse effects on the environment is shown in Figure 2. The preference has been to avoid the effect in the first instance through the design of the scheme. Where this is not possible, measures to reduce or abate effects have been considered. Where significant adverse environmental effects are predicted to occur despite efforts to avoid and reduce them, repair and compensation measures have been proposed. In some cases, repair and compensation measures may actually lead to an overall improvement in the environment in the longer term. The mitigation proposed in each case will depend on the nature and severity of the effect and the effectiveness and value for money of the alternative measures. Mitigation measures considered in the design of the scheme include: Development of the scheme to avoid potential adverse effects, especially on residential properties, community facilities, public open space, businesses, farm buildings, sites of ecological and/ or heritage importance and the wider landscape; Changes in the vertical alignment (i.e. height above/below existing ground level) of the scheme. For instance, putting the scheme in cutting to provide noise mitigation and visual screening; Provision of links across the route to avoid causing severance of roads, public rights of way and properties and allow safe passage of wildlife; Figure 2: Approach to mitigation Avoid Reduce Abate Repair Compensate Avoiding a potential increase in flood risk by providing storage areas for flood water; Reducing, as far as reasonably practicable, the amount of land required; Using earth mounding and planting to screen views and blend the scheme into the local landscape; Design of trains and tracks to control noise and vibration; and Providing noise barriers (fence barriers or earth mounds) to protect communities from noise. Mitigation measures will continue to be identified, considered and incorporated into the scheme as it is further refined. The final scheme design and the proposed mitigation measures will be presented in the formal ES. Designing the scheme so that a feature causing effects is avoided (e.g. through changes in alignment) Designing the scheme so that a feature causing effects is reduced (e.g. design changes to reduce visual effect) Abating, either at the railway (e.g. noise barrier) or at receptor (e.g. screening at property) Restoring or reinstating a feature after effects have occurred (e.g. to address temporary construction effects) Compensation for loss or damage (e.g. planting new woodland elsewhere, or compensation for loss of amenity)

9 HS2 Phase One Draft Environmental Statement Non-Technical Summary Consultation and engagement The Government first published a proposed route between London and the West Midlands in March Formal public consultation took place between February and July 2011 both on the Government s high speed rail strategy and on its preferred route for Phase One London to the West Midlands. In March 2012 community forums were set up. The areas covered by each community forum are shown in Figure 6 (page 26). This has enabled wider public engagement on the scheme design and on the likely adverse and beneficial effects. The community forums inform local people, identify issues of concern and consider possible community benefits. There is also: An environment forum that facilitates discussion on environmental matters between HS2 Ltd and Government departments and agencies such as the Environment Agency, Natural England and English Heritage; A series of planning forums along the route that facilitate discussion between HS2 Ltd and local authority officers on technical planning and environmental matters; and A non-governmental organisation forum that meets to exchange views with a variety of independent environmental organisations (such as the Wildlife Trusts and the Ramblers) in order to benefit from their expertise. There was a consultation on the draft scope and methodology report for the ES in Spring Consultation responses were considered and, where appropriate, changes were made to the final scope and methodology report issued in September 2012.

10 4 HS2 Phase One Draft Environmental Statement Non-Technical Summary Visualisation of HS2 passing over the Grand Union Canal at Denham Green, Buckinghamshire Arup / URS

11 HS2 Phase One Draft Environmental Statement Non-Technical Summary 5 2. Background to HS2 2.1 Development of HS2 HS2 Ltd was established in January 2009 to develop proposals for a new high speed railway between London and the West Midlands and to consider the case for high speed services to northern England and Scotland. HS2 Ltd produced its initial report to Government High speed rail London to the West Midlands and beyond in December This report recommended a preferred route from London to Birmingham and to a junction with the West Coast Main Line just north of Lichfield, broadly following the same route as the currently proposed scheme. In March 2010 the Secretary of State presented his response to Parliament in the report High Speed Rail supporting the proposal for a Y-shaped route from London to Leeds and Manchester. Public consultation in 2011 covered both the Government s high speed rail strategy and its preferred route for Phase One. In January 2012 the Secretary of State published the Command Paper Investing in Britain s Future - Decisions and Next Steps. The Secretary of State confirmed the Government s commitment to high speed rail as its strategy for meeting growing demand for travel, connecting urban centres, supporting economic growth and responding to climate change. The Command Paper published the Secretary of State s proposed route for Phase One of HS2 (London to the West Midlands). Work has continued since then, to arrive at the scheme presented in the draft ES. 2.2 The need for HS2 The 2012 Command Paper sets out the Government s case for a high speed rail network. The primary purpose is to ensure that the inter-urban rail network supports the economic development of the country by providing sufficient capacity for efficient and rapid journeys between urban centres. This need for capacity is particularly pressing on the UK s key north-south inter-city rail routes, with capacity expected to be reached on the West Coast Main Line by the mid-2020s. The Government s view is that further incremental upgrades to the existing north-south rail network would not be sufficient to provide the necessary capacity. Therefore, new railways would be needed. These could operate at conventional speeds or at high speed. The Command Paper concludes that building new conventional rail lines would not be significantly cheaper than new high speed lines, nor would their effects on the environment and communities be significantly less than those of high speed rail. However, they would deliver far fewer benefits in terms of enhanced connectivity and support for long term economic growth. The Government also considered that high speed rail would have greater potential to attract travellers from other transport modes creating opportunities to reduce carbon emissions. The need for the scheme is set out in more detail in the remainder of this section.

12 6 HS2 Phase One Draft Environmental Statement Non-Technical Summary 2.3 Enhancing capacity Demand for rail travel in Britain is increasing. The 2007 White Paper Delivering a sustainable railway reported that rail patronage had risen by more than 40% over the preceding decade. In response, the Government adopted the strategy set out in the White Paper to deliver sufficient capacity to accommodate a further doubling in patronage by The White Paper specifically identified London-Birmingham-Manchester as one of the first routes likely to require attention. It is the Government s view that even major enhancement packages to existing rail lines cannot provide sufficient rail capacity between London and the Midlands over the coming decades. It has concluded that a new line must be built, not only to provide new, fast, long-distance services, but also because it would release capacity on existing routes, such as the West Coast Main Line, which could be redistributed to benefit both passenger and freight movements. 2.4 An engine for growth Efficient movement of people and freight is essential for economic growth as good connectivity strengthens the links between businesses, workers and customers and removes geographical barriers to markets. The ability of rail to provide direct connections into city centres makes it a particularly effective means of moving large numbers of people into and between urban areas. The extension of the high speed rail network to the north of England reflects the Government s intention that the Shutterstock

13 HS2 Phase One Draft Environmental Statement Non-Technical Summary 7 regional benefits of high speed rail travel should be more widely distributed. The proposed interchange stations at Old Oak Common and Birmingham Interchange would improve the accessibility of the surrounding areas - Park Royal and the West Midlands region - and Heathrow and Birmingham airports respectively. Both interchanges would offer connections to other urban transport links such as Crossrail (at Old Oak Common), and enhance access to regional markets as well as key facilities such as the National Exhibition Centre. In addition, the scheme includes a link to HS1, allowing access to Kent and the wider European high speed rail network. 2.5 Controlling greenhouse gas emissions Transport is a significant source of greenhouse gas emissions (e.g. carbon dioxide). Different methods of transport produce very different levels of carbon emissions and electric trains are amongst the most carbon efficient. Encouraging a shift to modes of transport with lower carbon emissions is an important response in addressing climate change and was one of the reasons for rejecting alternatives such as increasing domestic aviation capacity or building new roads. High speed rail is considered to offer the appropriate balance between addressing climate change and economic benefits. The carbon footprint of a high speed rail network is likely to be reduced in the future as electricity supply in Britain moves away from carbonbased sources, such as coal, oil and gas, to renewables and nuclear. 2.6 Managing local effects A major consideration in choosing the initial route in 2009 was to minimise the adverse effects on people and the environment. As the work on scheme design and environmental assessment has progressed, issues have become clearer, refinements have been made and mitigation measures have been incorporated into the scheme. As a result there have been numerous changes to the scheme, including increasing the length of route in tunnel and changes to the alignment of the route.

14 Visualisation of the proposed Birmingham Curzon Street station Arup

15 HS2 Phase One Draft Environmental Statement Non-Technical Summary 9 3. Description of the scheme 3.1 Stations Four stations are proposed: London Euston station the existing station would be extended to the west to provide 11 new HS2 platforms while retaining 13 existing platforms. The station would be built to an integrated design with a single modernised concourse serving the whole station, and with improved connections with rail, tube (Northern and Victoria lines and a new direct link to Euston Square station) and bus services; Old Oak Common station, west London providing connections with Crossrail, Great Western Main Line and Heathrow Airport services; Birmingham Interchange station, Solihull providing connections (by people mover system) to Birmingham International railway station, the National Exhibition Centre and Birmingham Airport; and Curzon Street station, central Birmingham a new terminus with a link to Moor Street station. 3.2 The route Leaving London Euston, the route would descend into a tunnel for approximately 7.3km (5 miles) curving round to the west, broadly in line with the West Coast Main Line, to a new interchange station at Old Oak Common. This tunnel would require three vent shafts. As with all vent shafts along the route, each vent shaft would require an associated surface structure. There would be a link from Old Oak Common to HS1, partially in tunnel and partially along an upgraded section of the North London line, to an existing junction with HS1 just north of St Pancras International station. Upon leaving Old Oak Common, the route would enter a tunnel through Northolt, Ealing and Ruislip for approximately 13.7km (8.5 miles). This tunnel would require four vent shafts. The route would emerge from tunnel at West Ruislip alongside the Chiltern Main Line (Marylebone to Aylesbury Line) and would curve northwards to cross the Colne Valley on viaduct, before entering an approximately 13.5km (8 miles) long tunnel just inside the M25 to pass underneath a section of the Chiltern Hills, including Chalfont St Giles and the edge of Amersham. This tunnel would require four vent shafts. The route would emerge from tunnel within the Chilterns Area of Outstanding Natural Beauty near Little Missenden. Exiting this tunnel, the route would be in cutting before passing between South Heath and Great Missenden within an approximately 1.2km (0.75 miles) long tunnel. The route would then cross Wendover Dean on a viaduct before passing Wendover in an approximately 1.3km (0.8 miles) long tunnel. The route would then pass to the south-west of Stoke Mandeville and Aylesbury, and to the north-east of Waddesdon, largely at surface level. At Calvert it would cross under the former Oxford to Bletchley railway (the future East-West Rail Line) where the infrastructure maintenance depot would be located. It would continue to follow the corridor of the former Great Central Line railway, largely at surface level or in shallow cutting before passing to the east of Brackley. The route would then head north-west through open countryside, largely in cutting, but with an approximately 2.1km (1.5 miles) long tunnel past Greatworth. It would then enter an approximately 2.6km (1.6 miles) long tunnel past Chipping Warden and Aston le Walls, before running largely on the surface towards Ladbroke and Southam. Beyond Southam the route would enter an approximately 1.5km (1 mile) long tunnel to pass under the hill at Long Itchington Wood and Ufton Wood. Then the route would head towards the gap between Kenilworth and Coventry, passing Offchurch, Cubbington and through part of the Stoneleigh Park Exhibition and Conference Centre. Between

16 10 HS2 Phase One Draft Environmental Statement Non-Technical Summary Kenilworth and Coventry, the route would enter a short tunnel on the alignment of the disused Berkswell to Kenilworth railway cutting through Burton Green. From Burton Green the route would head northwest to cross the Rugby to Birmingham branch of the West Coast Main Line. The route would then curve to the north past Hampton in Arden towards the proposed Birmingham Interchange station. Leaving the station the route would head north across the M42 to a triangular (Delta) junction located to the west of Coleshill. Heading north, the route would cross the M6, then the M42 twice, before curving to the north-west to pass close to Middleton, near Tamworth. From Middleton the route would curve past Tamworth and to the east of Lichfield connecting with the West Coast Main Line to the south of Handsacre. The route into Birmingham city centre would follow the Water Orton rail corridor in the east of the city, initially passing to the north of Castle Bromwich and over the River Tame where it would enter a tunnel to the east of the A452 Chester Road. The tunnel would continue for approximately 2.8km (1.7 miles) before emerging next to the new depot located at Washwood Heath. The route would continue westwards before terminating at a new station at Curzon Street in central Birmingham. 3.3 Other components of the scheme Railway corridor At ground level, the scheme would typically require a minimum width of 19m between boundary fences to accommodate two railway tracks and other features including signalling; telecommunication and overhead line equipment; ducting for fibre optic communications; railway drainage; and access tracks. However, the width of the railway corridor would vary along its length due to operational requirements, including the need for cuttings and embankments. Future potential connections Provision has been made for extensions to the HS2 Phase One network at a later date: On either side of the Colne valley for a future link to Heathrow Airport; At Curdworth, near Coleshill for a Phase Two extension to Leeds; and East of Lichfield for a Phase Two extension to Manchester. Depots The scheme would include two maintenance depots: An infrastructure maintenance depot at Calvert (north of Aylesbury); and A rolling stock maintenance depot at Washwood Heath in Birmingham. Further details on the depots are provided in Section 4.4 of this NTS. Land required The land required permanently for the scheme would include the operational rail corridor, stations, depots, some permanently diverted roads and public rights of way. Land would also be required temporarily for construction site compounds; temporary diversion of roads; public rights of way and private access routes; watercourses; and utilities. Bridges and viaducts Where the route would pass over or under a feature such as a public right of way, road, river or other railway, bridges or viaducts would be required. Viaducts would be built where crossings over 45m in length are needed.

17 HS2 Phase One Draft Environmental Statement Non-Technical Summary 11 Tunnels Long or deep tunnels would generally be bored (using a tunnel boring machine), but short tunnels near the surface would be constructed using a cutand-cover method, which involves constructing an underground concrete box from the surface. The ends of bored tunnels would usually be constructed using the cut-and-cover method as they are too near the surface for tunnel boring techniques. Power supply The scheme would require connections to the National Grid. The proposed principal connections would be located at Ickenham, Quainton and Burton Green. These would require road access and security fencing. At Ickenham and Quainton new electricity transmission towers would also be needed. In addition, smaller power supply connections would need to be provided The existing London Euston station would be expanded and refurbished Arup

18

19 HS2 Phase One Draft Environmental Statement Non-Technical Summary Construction and operation of the scheme 4.1 Construction programme Construction and commissioning of the scheme is expected to take place between 2016 and the end of An overall indicative construction programme is provided in Volume 1. The duration, intensity and scale of works along the route would vary over this period. An indicative construction programme for each area is provided in the relevant community forum area report in Volume Construction management All contractors would be required to comply with the environmental management regime for the scheme, which would include the following core documents: The Code of Construction Practice; and Associated local environmental management plans, which would apply the management strategies within each local area. Draft Code of Construction Practice The draft Code of Construction Practice is included for public consultation in this draft ES. It sets out a series of measures and standards of work which would be applied by HS2 Ltd or its contractors throughout the construction period. HS2 Ltd would engage with the community, particularly focusing on those who may be affected by construction such as local residents, businesses and community facilities. Appropriately experienced community relations personnel would be appointed. The draft Code of Construction Practice sets out the proposed measures to manage and control the effects of construction. At a local level, site-specific control measures would be included within local environmental management plans. Construction site compounds Construction site compounds would provide office space, welfare facilities, areas for the storage of material and equipment and vehicle parking. Details for construction site compounds are provided for each area in the relevant community forum area report in Volume 2. Working hours The draft Code of Construction Practice outlines the anticipated working hours for construction. Core working hours would be from 08:00 to 18:00 on weekdays (excluding bank holidays) and from 08:00 to 13:00 on Saturdays. HS2 Ltd would require its contractors to adhere to these core working hours for each site as far as reasonably practicable or unless otherwise permitted under appropriate legislation. Guidance on the site specific variations to core hours and/or additional hours likely to be required would be included within the local environmental management plans following consultation with the relevant local authority. To maximise productivity within the core hours, the contractors would require a period of up to one hour before and up to one hour after normal working hours for start-up and close down of activities. Work within existing stations, track laying activities and works requiring possession of major transport infrastructure (e.g. highways) may be undertaken during night-time, Saturday afternoons, Sundays and/ or bank holidays for reasons of safety or operational necessity. These works would often involve consecutive night works over weekends and may on occasions involve longer durations. Tunnelling (excluding cut-and-cover tunnels) and directly associated activities (such as removal of excavated material from tunnels, supply of materials and maintenance of tunnelling equipment) would be carried out on a 24 hours a day, seven days a week basis. Where reasonably practicable, material would be stored within the site boundary for removal during normal working hours.

20 14 HS2 Phase One Draft Environmental Statement Non-Technical Summary Certain activities such as earthworks are season and weather dependent and contractors would seek to extend the core working hours and/or days for such operations to take advantage of daylight hours and weather conditions, with the approval of the relevant local authority. Certain other specific construction activities would require extended working hours for reasons of engineering practicability. Abnormal and special loads may be delivered outside core working hours subject to the requirements and approval of the relevant authorities. Road, public right of way and utility diversions Where temporary road diversions are required, the nature of and programme for the temporary works would be confirmed in consultation with the relevant authority. Where roads, public rights of way and utilities need to be diverted (either temporarily or permanently), they would normally follow the shortest practicable route, taking into account safety, pedestrian and traffic flows, construction duration and local environmental effects. 4.3 Services and 0perating characteristics HS2 trains For Phase One there would be two types of trains; trains that would only run on the high speed network and trains which would be able to run on both the high speed network and the existing network. Depending on demand and the time of day, services could operate as 200m long trains and would carry up to 550 passengers or two trains coupled together to form 400m long trains carrying up to 1,100 passengers. On the high speed railway, trains would travel at speeds of up to 360kph (225mph). HS2 services Services are likely to operate from 05:00 to 24:00 from Monday to Saturday and from 08:00 to 24:00 on Sunday. Maintenance and engineering works would normally take place outside of these operational hours, unless the works can be fully separated to enable them to be undertaken during the day with trains operating at the same time. Phase One could accommodate up to 14 trains per hour in each direction during peak hours. The current assumed initial service pattern is for 11 trains per hour in each direction in the peak. Once Phase Two becomes operational, Phase One (i.e. between London and the West Midlands) would aim to accommodate up to 18 trains per hour in each direction. The proposed journey times for Phase One are set out in Table 1. Table 1: Assumed journey times Destination from London - Euston station Solihull - Birmingham Interchange station Birmingham - Curzon Street station Journey time (hours:minutes) 00:38 00:49 Manchester - Piccadilly station 01:40 Liverpool - Lime Street station 01:50 Preston - Preston station 01:48 Glasgow - Glasgow Central station 04:00 Operating staff Phase One is estimated to directly support around 1,500 jobs for the operation of stations and trains, infrastructure and maintenance. Additional employment would be created by the provision of other facilities such as retail outlets at stations.

21 HS2 Phase One Draft Environmental Statement Non-Technical Summary 15 Connections with other public transport Phase One stations would be connected to other public transport networks, as summarised in Table 2. All stations would offer interchange options with buses, taxis, cycling and walking. Table 2: Connections with other public transport Location London Euston station Old Oak Common station - London Birmingham Interchange station Curzon Street station - Birmingham Connections Interchange with West Coast Main Line and other rail services and London Underground. Interchange with Crossrail and Great Western Main Line. Interchange (by people mover system) with Birmingham International station and Birmingham Airport. Link with Moor Street station. The proposed connection to HS1 would enable direct high speed services to be run from the Midlands to mainland Europe and Kent. 4.4 Maintenance High speed trains would be maintained at the Washwood Heath rolling stock maintenance depot (Birmingham), where activities would include cleaning and servicing. Up to 300 staff would be based at the Washwood Heath depot. A depot for infrastructure maintenance would be located at Calvert (north of Aylesbury), with approximately 300 staff. This would provide the base for infrastructure maintenance work across the new high speed railway. Two maintenance loops (additional rail tracks, primarily for maintenance activities) would be provided approximately midway between Calvert and London and approximately midway between Calvert and Birmingham. 4.5 Electromagnetic compatibility The generation of electromagnetic fields would be carefully managed during construction and operation of the scheme to ensure that electrical equipment and human health are not adversely affected. The draft Code of Construction Practice contains measures, in line with industry good practice and British and European standards, to manage electromagnetic interference. The main source of electromagnetic fields from operation of the scheme would be the power supply system along the railway. The voltage and current generated by the power supply system would not be high enough to cause significant electromagnetic fields outside of the railway boundary and any potential issues would be controlled by designing the scheme in accordance with British and European standards and electrical engineering best practice.

22 Shutterstock

23 HS2 Phase One Draft Environmental Statement Non-Technical Summary Environmental impact assessment The main steps in the preparation of the formal ES are shown in Figure 3 and are outlined in this section. The ES is being prepared in accordance with European legislation and Government guidance. It will provide Members of Parliament with information on the likely significant environmental effects of the scheme so that they can be properly taken into account before Parliament decides whether or not to grant the powers to build and operate the railway. Where likely significant adverse effects are identified, the ES will identify measures to avoid, reduce or manage effects (referred to as mitigation ). Figure 3: Environmental impact assessment Consultation and engagement Baseline data gathering Preparation of the formal ES for HS2 Phase One comprises the following related activities: Preparation of a scope and methodology report (scoping) to determine the scope of the assessment, which was finalised following consultation with the public, local authorities and a wide range of environmental organisations; Collection of information about current environmental conditions (baseline) in the vicinity of the scheme; Scoping Impact assessment Draft Environmental Statement Hybrid Bill submission including ES Design development Mitigation Prediction of future environmental conditions without the scheme (future baseline), such as other development proposals or other transport projects. This will be reported in the formal ES; Assessment of the likely adverse and beneficial environmental effects of the scheme in accordance with the scope and methodology report; Development and assessment of proposed mitigation for identified likely significant adverse environmental effects; Assessment of the remaining significant adverse environmental effects assuming the proposed mitigation is in place (referred to as residual effects ); Public consultation on the draft ES; Further environmental assessment and refinement of the scheme design, including consideration of comments received on the draft ES; Finalisation and submission of the formal ES with the hybrid Bill; and Following submission of the hybrid Bill and the formal ES, there is public consultation on the formal ES during the Parliamentary process. Hybrid Bill process

24 istockphoto

25 HS2 Phase One Draft Environmental Statement Non-Technical Summary Strategic and route-wide alternatives 6.1 Introduction In selecting the scheme HS2 Ltd and DfT considered a number of alternatives at three levels: Strategic alternatives were those that did not involve high speed rail; Route-wide alternatives involved different layouts or operational characteristics for a high speed railway between London and the West Midlands; and Local alternatives comprised different design, construction and mitigation arrangements within the preferred route corridor. At the various levels, alternatives have been evaluated against a range of criteria, including environmental considerations. 6.2 Strategic alternatives to high speed rail The Government s policy over the next 20 to 30 years promotes a step change in transport capacity between the largest and most productive urban centres to support long term economic growth. Before deciding to proceed with HS2, a wide range of options were considered to address Britain s inter-city transport challenges. These included new motorways, rail and domestic aviation infrastructure as well as upgrades to existing transport infrastructure. Further development of domestic aviation was considered unlikely to provide the capacity to meet future demand for travel within Britain and in isolation would not represent a sustainable solution. Air travel is often most economic at distances over three hours travel time but not for shorter journeys. Furthermore, airports tend to be located on the outskirts of the cities they serve and require additional journeys to access city centres. The Government ruled out major new motorways because although they could address congestion and reduce journey times, their effect on greenhouse gas emissions and their local environmental effects would be worse than for new high speed railways. It also ruled out new conventional railways because, although they could deliver the necessary capacity, they would be almost as expensive as high speed rail without offering the journey time savings and the associated economic benefits. Upgrades to existing road or rail networks were rejected because they would neither provide the necessary additional capacity, nor would they reduce journey times between urban centres. In addition they would cause considerable disruption to existing road or rail users during construction.

26 20 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 4: Alternative configurations considered for the high speed rail network Glasgow Edinburgh Inverse A Configuration Glasgow Edinburgh Reverse E Configuration Glasgow Edinburgh Reverse S Configuration Newcastle Newcastle Newcastle Leeds Leeds Leeds Liverpool Manchester Sheffield East Midlands Liverpool Manchester Sheffield East Midlands Liverpool Manchester Birmingham Birmingham Interchange Birmingham Birmingham Interchange Birmingham Birmingham Interchange London Crossrail Interchange London Crossrail Interchange London Crossrail Interchange Euston Euston Euston

27 HS2 Phase One Draft Environmental Statement Non-Technical Summary Route-wide alternatives Shape of the high speed rail network Several options for the configuration of the high speed network were evaluated in 2009 including Inverse A, Reverse S and Reverse E shown in Figure 4. The Inverse A option was found to perform best in terms of providing a balance between journey times and capacity. It was refined to produce the current Y network. Alternative train speeds Three options were considered for the maximum design speed of the high speed network: 300kph (186mph); 360kph (225mph); or 400kph (248mph). Whilst lower operating speeds allow greater flexibility in the alignment of the route to avoid environmentally sensitive areas, operating at a maximum speed of 300kph, as compared with 360kph, would increase journey times between London and Birmingham and destinations in the north of England and Scotland. This increased journey time would reduce the economic and connectivity benefits of high speed rail with little environmental gain and the 300kph maximum speed was therefore considered unacceptable. While the scheme would operate at 360kph, the route alignment has been designed to allow for train speeds of up to 400kph in the future, if there is a commercial case to do so and technology allows this to be achieved without additional significant environmental effects. Reducing the design speed to 360kph was not found to deliver a significant environmental gain over a 400kph design speed. Furthermore, upgrading the alignment after opening to achieve a design speed of 400kph at a later date would be a major exercise, incurring significant cost and disrupting rail services. For these reasons, a maximum design speed of 400kph was adopted for the scheme. London terminus Twenty-seven potential sites were considered for the London terminus, including expanding existing stations in central and/or outer London and the development of a completely new station. Twenty-five of the sites were rejected, primarily because they were insufficiently central, provided limited onward transport connections and/or would involve unacceptable costs or effects. King s Cross was considered but rejected because of the complexity and cost of avoiding London Underground tunnels, the Thameslink station and underground utilities, as well as the effect on the regeneration plans for the area. London Euston station was found to be the only feasible option. Old Oak Common Options for an interchange station with the Great Western Main Line, Crossrail and Heathrow Airport were considered. Location options included Heathrow Airport, Iver or Old Oak Common. A route for the main high speed line via Heathrow Airport or Iver would be more expensive to build and would increase journey times for the majority of high speed passengers, who would not be travelling to the airport. Old Oak Common was selected as it would provide an interchange with the Great Western Main Line and Heathrow Airport. It would also relieve pressure on public transport networks around Euston station by offering an alternative route into central London via Crossrail.

28 22 HS2 Phase One Draft Environmental Statement Non-Technical Summary Birmingham terminus Birmingham city centre was chosen as the preferred location for the West Midlands terminus following analysis of the projected demand for the scheme. A number of locations for a station in central Birmingham were considered, including Moor Street, Snow Hill, New Street and completely new stations. Curzon Street was selected as the preferred location because all the other options had significant engineering, capacity and/or land use constraints. This option also returns the former Curzon Street station area to railway use and offers the best opportunities for development in Birmingham Eastside. West Midlands interchange As part of route development in the West Midlands, options for a West Midlands interchange were considered. Once the preferred route to the east of Birmingham had been identified, an area close to the National Exhibition Centre was selected as the preferred location because it offered the best opportunities for connections to Birmingham Airport, the Rugby to Birmingham railway line and the motorway network to enable easy access to the West Midlands region and the National Exhibition Centre. Additional stations Additional stations were considered at Aylesbury, Bicester (to serve Oxford) and Milton Keynes. These stations would bring a range of potential benefits to the communities they serve, but they would come at the cost of reduced capacity on the HS2 route and increased journey time for other passengers and were therefore not included as part of the scheme. Depot and maintenance facilities HS2 would require a rolling stock depot for the maintenance of high speed trains. A site in the West Midlands was preferred since it would be centrally located in relation to the completed HS2 network. In addition, the region provides access to the relevant engineering skills. A number of sites (Boredesley, Landor/Lawley Street, Tyseley, Elmdon, Castle Bromwich, Longbridge, Washwood Heath, Coleshill and Middleton) were evaluated. Washwood Heath (Birmingham) was considered to offer the best balance between operational requirements, environmental and sustainability criteria. It has therefore remained the preferred option throughout scheme development. HS2 would also require a depot as a base for major infrastructure maintenance work, including maintenance, and rail delivery of replacement track and ballast materials. An infrastructure maintenance depot would need to be centrally located on the Phase One route to reduce travel distances to work sites, and thereby any disruption to the proposed high speed services. It was concluded that a depot at Calvert (north of Aylesbury) would be the most appropriate location due to the ability to connect to existing railways for supply of railway materials, other maintenance trains and equipment.

29 HS2 Phase One Draft Environmental Statement Non-Technical Summary 23 Alternative routes between London and the West Midlands Figure 5: Route options between London and the West Midlands Figure 6: Alternative corridors for the London and West Midlands route A large number of alternatives were considered for the route between London and West Midlands. From the initial set of options, a number of alternative alignments were evaluated based on potential journey times, engineering feasibility, potential environmental effects and cost. From this evaluation, four options (shown in Figure 5) were selected for further examination: A direct connection to Heathrow Airport (Route 1.5); Birmingham Birmingham Curzon Street Birmingham airport Birmingham Interchange Leamington Spa Coventry Coventry airport Rugby Leicester Northampton Peterborough A route via the Chilterns Main Line (Route 2.5); A route south of Aylesbury along the former Great Central Line (Route 3); and Banbury Milton Keynes A route parallel to the West Coast Main Line corridor (Route 4). Route 1.5 was discounted due to its cost and longer journey times. Each of the three remaining options would have different environmental effects, but overall the difference between the three options in environmental terms was found to be marginal. The preferred route (Route 3) was selected because it would offer shorter journey times, with associated economic benefits, for less cost. Cheltenham Route 1.5 Route 2.5 Route 3 Route 4 Existing railways Motorways Airports Oxford airport Oxford Reading Heathrow airport Luton Luton airport Euston Old Oak Common London London City airport 0 20 km approx Gatwick airport

30 24 HS2 Phase One Draft Environmental Statement Non-Technical Summary Alternative routes through the West Midlands Three general route corridors through the West Midlands were considered: Around the edges of Birmingham, with links into Birmingham city centre; Around the edges of Birmingham, without any links into Birmingham city centre; and Directly through Birmingham city centre. Routes that pass directly through Birmingham city centre were rejected because the property effects and higher cost were not justified by the potential connectivity benefits. Routes around the western edge of Birmingham presented significant environmental and technical problems and would have resulted in longer journey times to the north. A route around the eastern edge of Birmingham, following existing transport and industrial corridors, with a link to the city centre along the Water Orton corridor was selected as the preferred option. The selection of the Water Orton corridor allowed Birmingham city centre to be accessed equally well by HS2 trains from the north-west and north-east in Phase Two. This option also had the benefit of allowing an interchange (i.e. Birmingham Interchange station) to be built to provide access to key destinations such as the National Exhibition Centre, Birmingham Airport and the wider West Midlands region. Connections to the conventional rail network A connection between HS2 and the Midland Main Line near Lichfield was considered but would require substantial engineering works at considerable cost, disproportionate to the benefits it would provide, given the proposal to develop a high speed link to Leeds through the East Midlands in Phase Two. It was therefore concluded that a connection to the Midland Main Line should not form part of the scheme. Connection to HS1 Options were examined for a connection to HS1, either at conventional or high speed. The Government favoured providing a conventional-speed connection (using part of the North London Line) as a high speed link would be very expensive in relation to the limited number of passengers travelling between the Midlands and mainland Europe. Connection to Heathrow Airport A station on the main high speed line at Heathrow Airport was rejected because of the cost and the increase to journey times for non-airport rail passengers who would form the vast majority of HS2 users. An airport station at Iver was discarded for similar reasons. Nevertheless, options to serve Heathrow Airport directly continued to be explored, including tunnel and surface routes. The strategic importance of a direct link to Heathrow Airport was accepted by the Government in January The Government has set up the Airports Commission to examine options for Britain s international aviation hub. Work on a Heathrow link awaits the report of the Commission. The scheme has been designed so that a link to Heathrow Airport could be constructed in the future without causing disruption to high speed rail services.

31 HS2 Phase One Draft Environmental Statement Non-Technical Summary Local alternatives considered prior to January 2012 Prior to the Government s announcement of Phase One in January 2012, a number of local alternatives were considered in response to the 2011 consultation. These alternatives predominantly took the form of different localised alignments of the route and were intended to address the potential environmental effects at specific locations. The alternatives were developed with consideration given to sustainability and environmental criteria, cost, engineering feasibility and effects on journey time. This resulted in some changes to the proposed alignment. In other locations it was concluded that the alternatives proposed did not offer an overall benefit and therefore no change to the proposed alignment was made. Local alternatives have continued to be evaluated since January These are presented in the community forum area reports in Volume 2. In some areas, alternatives are still being considered and these will be described in the formal ES. Eurostar train on High Speed One Troika

32 26 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 6: Phase One route showing community forum areas Birmingham Curzon Street 22 Birmingham Cheltenham Birmingham airport 21 Birmingham Interchange Leamington Spa Coventry 18 Coventry airport Banbury Oxford airport Rugby 15 Oxford Leicester Northampton 11 Milton Keynes Luton Luton airport Peterborough page 28 page 32 page 35 page 38 page 41 page 44 page 47 page 51 page 54 page 57 page 60 page 63 page 66 page 69 page 72 page 75 page 78 page 81 page 84 page 87 page 90 page 93 page 96 page 99 page 102 page 105 Community forum areas Euston Camden Town and HS1 Link Primrose Hill to Kilburn (Camden) Kilburn (Brent) to Old Oak Common Northolt Corridor South Ruislip to Ickenham Colne Valley The Chalfonts and Amersham Central Chilterns Dunsmore, Wendover and Halton Stoke Mandeville and Aylesbury Waddesdon and Quainton Calvert, Steeple Claydon, Twyford and Chetwode Newton Purcell to Brackley Greatworth to Lower Boddington Ladbroke and Southam Offchurch and Cubbington Stoneleigh, Kenilworth and Burton Green Coleshill Junction Curdworth to Middleton Drayton Bassett, Hints and Weeford Whittington to Handsacre Balsall Common and Hampton in Arden Birmingham Interchange and Chelmsley Wood Castle Bromwich and Bromford Washwood Heath to Curzon Street Proposed Phase One route CFA boundary Existing railways Motorways Airports Swindon Reading 7 Heathrow airport Euston Old Oak Common 2 London 1 London City airport 0 20 km approx Gatwick airport

33 HS2 Phase One Draft Environmental Statement Non-Technical Summary Summary of environmental effects by area This section provides a summary for each area, including: A brief description of the scheme in the local area; and A description of the likely significant environmental effects of the scheme in the local area having considered the following environmental topics: Agricultural, forestry and soils; Air quality; Community; Cultural heritage; Ecology; Land quality; Landscape and visual assessment; Socio-economics; Sound, noise and vibration; Traffic and transport; and Water resources and flood risk assessment. For each local area the description of likely significant environmental effects takes account of the range of mitigation measures already included in the scheme and the draft Code of Construction Practice. In addition to the summaries of each area, climate and waste and material resources are discussed on a route-wide basis in Section 8 of this NTS. Legend for all following CFA maps

34 28 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 7: Euston area context map 7.1 Euston The case for London Euston station as the London terminus for HS2 is set out in Section 2.1 of Volume 2, Report 1. The Euston area is a densely developed part of north London, with the main land uses including London Euston station, the West Coast Main Line, operational and maintenance facilities for existing rail infrastructure and mixed business and residential communities with major and minor roads. The existing railway corridor runs north-west in cutting from London Euston station. To the west of the existing station there is a mix of business and residential uses, including shops, restaurants and hotels around Drummond Street and the Regent s Park Estate. To the east of the existing rail corridor is Somers Town, characterised by medium rise blocks of social housing, including the Ampthill and Church Way estates. The scheme London Euston would be the London terminus for the scheme (see Figure 7). The station would be extended to the west to accommodate 11 new platforms for high speed train services and much of the existing station would be retained and refurbished, providing 13 platforms for existing services. A new entrance would be provided on Cobourg Street and the existing

35 HS2 Phase One Draft Environmental Statement Non-Technical Summary 29 entrances from Euston Square Gardens and Eversholt Street would be improved. The Euston underground station concourse would be altered to accommodate increased passenger flows. New entrances to the underground station in Euston Square Gardens and a pedestrian subway under Euston Road would be constructed with a new entrance and ticket hall for Euston Square underground station in Gordon Street. The existing railway cutting to the north of London Euston would need to be widened and the three existing bridges across the railway between London Euston and Parkway would be demolished and reconstructed. Along the western side of this section, new retaining walls would be constructed and existing walls would be strengthened. The western Park Street tunnel would be permanently closed to allow the construction of a new high speed tunnel. Two main construction site compounds would be required in the area, at The Podium and at the National Temperance Hospital / St. James s Gardens. Ten smaller construction site compounds would be required at various times and locations during the construction period. Construction of the scheme would require the demolition of up to 215 residential dwellings and a number of commercial buildings, railway buildings and structures in the Euston area. Permanent road closures would be required on 13 roads and temporary road closures would be required for long periods (up to ten years) on six roads. Cobourg Street would be permanently realigned and replacement bridges would reinstate the A400 Hampstead Road and Granby Terrace on an altered alignment. The footpath between Hampstead Road and St. James s Gardens would be closed for ten years during the construction period. A number of utilities, such as gas and water mains and sewers, may need to be realigned, protected or altered so that they would not be adversely affected by the scheme. Local alternatives A number of alternative designs were considered for London Euston station, including adding to the existing platforms, rebuilding the whole station, constructing the station on two levels and moving the whole station southwards and extending into Euston Square Gardens. Alternatives were also considered for the approach to the station and utility diversions, to reduce local adverse environmental effects. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 1. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 1 of the draft ES. During construction, it is anticipated that all potential effects in terms of land quality (e.g. contaminated land) and water resources would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse effects have been identified during operation. No effects on flood risk during construction or operation are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Air quality Significant adverse air quality effects during construction would occur at Albany Street, the junction of Polygon Road and Ossulston Street and the junction of Euston Road and Eversholt Street. Although these would be limited to a small area and would only occur for a short period, potential measures to reduce this effect are being considered and will be reported in the formal ES. Increased traffic movements resulting from vehicles accessing the operational upgraded and expanded London Euston station would cause a small, but significant, increase in 13 locations to the existing high levels of nitrogen dioxide in the local air. The

36 30 HS2 Phase One Draft Environmental Statement Non-Technical Summary borough is an air quality management area, and the local authority is implementing measures to improve air quality which may reduce emissions in the area by the time the scheme is operational. Changes in traffic flows would result in reductions in nitrogen dioxide levels in four locations, which would be a significant beneficial effect. Community Construction would require the demolition of 188 residential dwellings in the Regent s Park Estate area and approximately 27 dwellings to the west of the existing station. The retaining wall work on the west side of the station approach at Park Village East would restrict access for certain residents. During this work, residents would be able to access their property on foot. This is considered to be significant. The loss of the Old Tenant s Hall within the Regent s Park Estate, University College London s Wolfson House and the Bree Louise public house would be significant. St. James s Gardens would be closed during construction and approximately 25% of this open space would be reinstated on completion of the works. Hampstead Road Open Space would be permanently lost. Euston Square Gardens and the Eskdale House play area would be required for the entire construction period. As there are limited local alternatives, each of these losses is considered to be significant. The Secretary of State is working in partnership with London Borough of Camden to replace this social housing. Where reasonably practicable, this would be in the Euston area and with tenants moving only once. Options for the provision of replacement social housing are currently being developed with London Borough of Camden, but may include both the provision of new purpose built housing and the provision of alternative existing housing, that would be owned and managed by London Borough of Camden. Funding to provide this replacement social housing will be made available by the Government. Cultural heritage Construction of the scheme would result in the removal of one Grade II listed building, five low value heritage assets and the majority of the moderate value St. James s Gardens burial ground and the site of St. James s chapel. Mitigation measures are being considered within the design options for the public realm in and around the station and will be reported in the formal ES. Ecology Construction of the scheme would result in the demolition of several buildings and structures which are considered potentially suitable to support black redstarts and roosting bats. If these species are found this would be a significant effect. Further mitigation to that already included in the scheme is being considered and could include provision of alternative habitat for these species. Landscape and visual assessment Several views would be significantly affected during construction, including: Mornington Street; Cobourg Street; Drummond Street; Eversholt Street and Friends House Garden. Protection and retention of mature trees within Euston Square Gardens and the part of St. James s Gardens outside the area of land required permanently, would be sought as far as is reasonably practicable. Significant effects on views during operation would occur at fewer viewpoints than during construction. The new station and railway structures would result in the most apparent visual changes. The design of the station is continuing and measures to mitigate for the effects on views are being considered as part of this process. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 1. The current assessment has identified that noise insulation may be required for properties in the general vicinity of

37 HS2 Phase One Draft Environmental Statement Non-Technical Summary 31 Park Village East and Regent s Park Estate. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Mitigation measures, such as noise barriers, have been included in the scheme to reduce operational noise. With these measures in place, significant noise effects directly from the scheme may remain at residential properties in the eastern part of the Regent s Park Estate. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would reduce and manage construction vehicle journeys. During construction significant effects are anticipated due to increased congestion and vehicle delays and increases in traffic flows on Eversholt Street, Grafton Place and Ossulton Street. The removal of the bus lanes on Euston Road, the A400 Hampstead Road bridge and the southbound bus lane on Eversholt Street would each result in a significant effect on journey time in the morning peak hour. Due to the high volume of pedestrians, there would be a significant effect on pedestrian journey times and distances to/from London Euston station. The scheme would require the permanent removal of 216 spaces from the public car park at Euston station and approximately 150 on-street parking spaces. The Hotel Ibis would be demolished resulting in the loss of approximately 100 car parking spaces. This would result in a significant effect on parking availability in the area, although it would encourage more non-car based trips. Further mitigation is being considered for where junctions would experience increased congestion. During operation, rail passengers at London Euston station would benefit significantly from improved journey times to the Midlands and beyond and lower crowding levels on trains as a result of increases in the frequencies of trains. Despite London Underground s planned upgrades, passenger volumes would increase on the Northern and Victoria lines, even without HS2. Whilst HS2 would contribute to the increased demand, the Mayor s transport strategy will need to bring forward further major upgrades and schemes to reduce the effects of increased demand. The increase in taxi movements and private car drop-off and pick up activity would have a significant effect on traffic flows on 13 roads around London Euston station and a significant effect on safety at two junctions. Further mitigation is being considered.

38 32 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 8: Camden Town and HS1 Link area context map 7.2 Camden Town and HS1 Link The area is a densely developed part of London, comprised of 19 th and 20 th century terraced housing and commercial and industrial buildings. It is dominated by transport uses with busy roads, the North London Line and the Regent s Canal. The scheme The route on the surface would be approximately 2.2km long and would commence within existing operational railway land to the east of the A5200 York Way on HS1 infrastructure (see Figure 8). The route would proceed in a north-westerly direction towards Camden Road on the existing North London Line viaducts before passing through Camden Road station. The route would then follow the existing North London Line corridor in a south-westerly direction towards Primrose Hill, crossing over the Camden Market area on a modified existing railway bridge and over the access road from Chalk Farm Road to Morrison s supermarket and Juniper Crescent. The route would then enter a tunnel approximately 30m to the east of Regent s Park Road bridge and proceed into the neighbouring Primrose Hill to Kilburn area (CFA 3), where it would link with the tunnel from London Euston.

39 HS2 Phase One Draft Environmental Statement Non-Technical Summary 33 The scheme would require the demolition of five structures and 24 buildings in the area, including various rail structures, the former Primrose Hill station, residential and commercial properties. Modification works would occur to bridges at nine locations. The existing North London Line would be rerouted to the northern side of Camden Road station, where platform one would be removed from service and platforms three and four would be reinstated to serve the North London Line. A series of temporary road closures would be required and pedestrian footpath diversions would affect Camley Street. There would be two main construction site compounds in the area at Camley Street and Juniper Crescent. Fourteen smaller construction sites would be required at various times during the nine years of construction in the area. Local alternatives Options were considered for the link between HS1 and HS2, including the route on which HS2 trains would run and the location of the tunnel entrance. Options were also considered for the engineering works required to the bridges and viaducts on the North London Line and Camden Road station. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 2. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 2. During construction, all potential effects in terms of land quality (e.g. contaminated land) and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse land quality or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Air quality During construction, no significant air quality effects are likely as potential dust generation would be managed effectively through methods set out in the draft Code of Construction Practice. Increased traffic movements resulting from vehicles accessing the operational upgraded and expanded London Euston would cause a small, but significant, increase to the existing high levels of nitrogen dioxide in the local area. The borough is an air quality management area, and the local authority is implementing measures to improve air quality which may reduce emissions in the area by the time the scheme is operational. Community Construction works would require the northern and southern parts of Camden Gardens for approximately 13 and 7 months, respectively. Although the garden would be reinstated following construction, the temporary loss would result in a significant effect, because it is valued by the community, being one of the few open spaces in this built up urban area. Widening of Kentish Town Road railway bridge would lead to the loss of the Ivy House Dental Practice. Nearby alternatives are available, although they may not have spare capacity to cater for the patients of this practice and, as such, this loss could cause a significant effect. Cultural heritage Construction of the scheme would result in the demolition of 51 Kentish Town Road, 110 Camden Road, Primrose Hill station and the central section of the Up Empty Carriage Tunnel (a former single track rail tunnel), which is considered significant. Construction activities would significantly affect the setting of three conservation areas.

40 34 HS2 Phase One Draft Environmental Statement Non-Technical Summary Modification and the loss of original historic features from the North London Line brick arch rail viaduct and the Grade II listed Camden Road station is considered significant due to their heritage value. Opportunities to incorporate existing historic features into the design are being considered and will be reported in the formal ES. Ecology Construction of the scheme would require approximately 0.4ha (46%) of the North London Line at York Way Site of Borough Importance Grade II, which would result in a permanent significant effect on the integrity of the site. The loss of buildings, structures and trees with the potential to provide habitat for bats, would be a significant effect. Opportunities to provide further mitigation will be reported in the formal ES. Proposed bridge at St Pancras Way / Randolph Street Arup / URS Landscape and visual assessment Measures have been incorporated into the draft Code of Construction Practice to manage visual effects, including the use of hoardings and fencing and the appropriate maintenance of planting and seeding works. Construction in this area would result in significant effects on views of Camden Road station, the bridge locations and the areas containing the construction site compounds. During operation, significant effects to views would occur as a result of alterations to existing bridges and the introduction of new external walkways, noise barriers, overhead lines and taller trains. Measures to reduce visual effects are currently being considered. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 2. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. The current assessment has identified potential noise effects on people and businesses. These are reported in Volume 2, Report 2. Some residents within Juniper Crescent may be significantly affected by noise from operation. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Adoption of the measures within the draft Code of Construction Practice would reduce and manage construction vehicle journeys. However, significant effects are anticipated due to increased congestion and delays to road users. Road closures and diversions would lead to a significant traffic increase on Randolph Street, Kentish Town Road and Royal College Street during the works. Temporary diversions to local bus routes and bus stops would significantly affect the interchange with Camden Road Overground station. No significant effects are expected to traffic and transport in the area during operation.

41 HS2 Phase One Draft Environmental Statement Non-Technical Summary 35 Figure 9: Primrose Hill to Kilburn area context map 7.3 Primrose Hill to Kilburn (Camden) The area is urban in character and includes Primrose Hill, South Hampstead, Swiss Cottage, and St. John s Wood. There are a number of major transport routes passing through the area, including the A41, the B509, the West Coast Main Line and the North London Line. The scheme The route in this area would be entirely in tunnel (approximately 3.6km, 2.2 miles) and commence underneath the A4201 Parkway, near the junction of Gloucester Avenue and Delaney Street (see Figure 9). It would then run north-west to Adelaide Road before proceeding south-west to Alexandra Place, leaving the area underneath Kilburn High Road. In this area, the scheme also includes the 2.7km tunnel between the HS1 Link and Old Oak Common. Vent shafts would be located at Adelaide Road and Alexandra Place, with above ground structures, up to 10m high, to house ventilation fans and enable emergency access to the tunnels. There would be two main construction site compounds, one at Adelaide Road and one at Alexandra Place. Construction would require the demolition of two structures and 20 residential and commercial buildings in the area. One minor road

42 36 HS2 Phase One Draft Environmental Statement Non-Technical Summary View from Primrose Hill looking towards Euston Arup / URS diversion at Alexandra Place would be required. Temporary pedestrian diversions would be required at Alexandra Place, Adelaide Road, Langtry Walk and Loudoun Road. A number of major utility diversions (gas, electricity and water) are required. Local alternatives Alternatives were considered for the location of the two vent shafts and for the strengthening of a Thames Water sewer, which would be required as part of the works. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 3. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 3. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land), traffic and transport and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality, traffic and transport or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS.

43 HS2 Phase One Draft Environmental Statement Non-Technical Summary 37 Community Part of Adelaide Road Local Nature Reserve, which is used by the community as recreational space, would be lost permanently. Although habitat replacement in alternative locations is currently being considered (discussed under ecology) to reduce this impact, this loss would result in a significant effect due to the lack of nearby alternatives. The demolition of six residential properties at Loudoun Road is considered to be significant. Cultural heritage Six premises on Langtry Walk and six dwellings and eight commercial premises on Loudoun Road would be demolished. The presence of construction works and equipment would cause significant, but temporary, effects on the setting of Alexandra Road Estate, Church of All Souls and five conservation areas. Ground settlement as a result of the tunnel construction would be controlled to reduce effects on Alexandra Road Estate; Church of All Souls; Primrose Hill Tunnel; Swiss Cottage library; and The Engineer public house. The removal of archaeological remains from Kilburn Priory would be significant. The vent shaft surface structures have been designed to reduce visual effects on the character of the Eton, Primrose Hill and Alexandra Road Estate conservation areas. However, a significant effect would remain on the settings of the Alexandra Road Estate conservation area. Further design modifications for the vent shaft surface structures to merge with the surrounding area at Alexandra Place are being considered. Ecology Construction of the scheme would result in the loss of potential bat and great crested newts habitats and cause permanent land loss from the Adelaide Road Local Nature Reserve and the Adelaide Nature Reserve Site of Borough Importance. Measures outlined in the draft Code of Construction Practice to reduce these effects would be employed (e.g. relocation of species and replacement planting to reinstate lost habitats). Further measures to reduce this effect, such as enhancing existing habitats, are being considered. As the route would be in tunnel throughout this section, no significant ecological effects during operation are anticipated. Landscape and visual assessment Although planting would be used to screen construction activities, the vent shaft surface structures would have significant effects on views from parts of Regents Park Road; Adelaide Road; King Henry s Road; Eton Road; Alexandra Place; Loudoun Road and Belsize Road. Further measures to reduce these effects are being considered. During operation, the presence of the scheme would cause significant effects on views from Adelaide Road, King Henry s Road, Alexandra Place and Loudon Road. These effects would reduce as planting matures. Further measures to reduce effects are being considered. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 3. The tunnel boring machines would cause some short-duration (over a few days) noise and vibration at properties close to the centreline of the tunnels as the boring machines pass underneath, but the effects are not considered to be significant. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. No significant noise or vibration effects arising from operational noise and/or vibration or changes to existing roads are anticipated at this stage. Further assessment work is being undertaken to confirm operational noise and vibration effects and will be reported in the formal ES.

44 38 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 10: Kilburn (Brent) to Old Oak Common area context map 7.4 Kilburn (Brent) to Old Oak Common The area extends from Kilburn High Road in the east to Park Royal Road in the west. The areas to the north and south of the route are mainly residential and include the open spaces of Queen s Park and Paddington Cemetery. The Old Oak Common depot is to the west of the area, including extensive railway sidings. Park Royal is also located to the west of the area. The open spaces of Wormwood Scrubs and Little Wormwood Scrubs lie to the south-west of the route. The scheme The route would be entirely in tunnel through this area, starting beneath Kilburn High Road and would head south-west towards Salusbury Road (see Figure 10). The route would proceed to Old Oak Common, where a new station would occupy the site of the existing Great Western Main Line and Heathrow Express depots. The new station would contain six high speed platforms below ground. Tunnel vent shafts with associated surface structures, would be located at Salusbury Road and Victoria Road. An auto-transformer station would also be located at Salusbury Road. The station would enable passengers to interchange between HS2 and services running on the Great Western Main Line and Crossrail. The route would then continue west towards the Northolt corridor under North Acton. A link to HS1 would begin at Old Oak Common.

45 HS2 Phase One Draft Environmental Statement Non-Technical Summary 39 A number of buildings and structures would be demolished, including Nash House, units at Atlas House and Europa Studios. Temporary road and footpath diversions would be required on Bethune Road, Victoria Road and Old Oak Common Lane. Construction site compounds would be located at Salusbury Road and Old Oak Common, Victoria Road and Willesden EuroTerminal and Atlas Road. Local alternatives Alternatives were considered for the location of Salusbury Road vent shaft, for the works to the Great Western Main Line at Old Oak Common, the design of Old Oak Common station (including the location of a vent shaft surface structure required nearby), and for the location of a manufacturing site for tunnel lining. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 4. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 4. During construction, all potential effects in terms of air quality (e.g. dust generation) and land quality (e.g. contaminated land) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, cultural heritage or land quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Community At Wells House Road, 121 dwellings would experience significant effects as they would be surrounded by construction activity for approximately ten years and would have reduced access to/from the area, including from nearby schools, childcare facilities and shops. Mitigation for this effect is being considered and will be reported in the formal ES. Cultural heritage The Old Oak Common carriage shed would be demolished, which is considered to be significant. Ecology A significant effect would remain on bats after construction, due to the removal of roosts (in buildings and/or trees). The provision of bat roosting habitat is being considered. Landscape and visual assessment Construction activities would affect views from locations throughout the area, including Salusbury Road, Kilburn Lane, Claremont Road, Wells House Road and Wormwood Scrubs Open Space. The presence of a vent shaft surface structure and associated infrastructure and an auto-transformer station would have a significant effect on views from several areas, including Salusbury Road, Kilburn Lane, Wells House Road and from the play area on Victoria Road. Further mitigation is being considered to reduce these effects, including replanting and designing the station (including the proposed vent shaft surface structure) so that it merges with the surrounding area. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 4. The tunnel boring machines would cause some short-duration (over a few days) noise and vibration at properties close to the centreline of the tunnels as the boring machines pass underneath, but the effects are not considered to be significant. Further work is being

46 40 HS2 Phase One Draft Environmental Statement Non-Technical Summary undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Potential operational ground-borne noise and vibration effects have been identified at a commercial property on Beethoven Street. These are described in Volume 2, Report 4. Further work is being undertaken to confirm significant effects. This will be reported in the formal ES. Traffic and transport Increased traffic, diversions and/or temporary road closures would cause significant effects on main roads near the Old Oak Common Lane, Victoria Road and Atlas Road site compounds and on parts of Kilburn Lane and Salusbury Road. During construction, significant effects would occur due to pedestrian, cycle and vehicular diversions and delays, bus diversions and bus stop relocations/suspensions. Effects on rail services (including tube) from construction works will be reported in the formal ES. Water resources and flood risk assessment Although subject to close control, there is a potential risk of ground settlement and damage to the Grand Union Canal wall as a result of tunnelling works. A condition survey and structural assessment of the southern retaining wall of the canal could be required to quantify the risk of flooding. Monitoring of retaining wall stability during construction could also be implemented in consultation with the Environment Agency to reduce the risk of flooding. Measures will be confirmed in the formal ES.

47 HS2 Phase One Draft Environmental Statement Non-Technical Summary 41 Figure 11: Northolt Corridor area context map 7.5 Northolt Corridor The area is a densely developed part of London, comprised of residential areas, open space and light industrial and commercial development, including the largest business park in London at Park Royal. Major transport routes also run through the area. The scheme Within the area, the route would be entirely in tunnel, with three vent shafts and associated surface structures located at West Gate, Greenpark Way and Mandeville Road (see Figure 11). From Park Royal the route would run beneath the alignment of the London Underground Central line in an east to west direction towards the boundary with the area of South Ruislip to Ickenham, near Rabournmead Drive, South Ruislip. The route would then continue in tunnel towards West Ruislip. The scheme would require demolition of a commercial warehouse at West Gate, two residential properties and a pumping station at Mandeville Road. No permanent road or public right of way diversions are proposed within this area. Tunnel boring machines would be launched from construction sites to the east and west of the Northolt Corridor route section, with excavated materials from tunnelling removed from these sites. Following completion of this section of tunnels, the tunnel boring machines would be removed from the vent shaft at Greenpark Way.

48 42 HS2 Phase One Draft Environmental Statement Non-Technical Summary There may be temporary restricted access to some roads and these will be reported in the formal ES. Construction site compounds would be located at the three vent shaft locations. There would be no permanent road or public right of way diversions in the area. Local alternatives The route through the area has been altered from a surface railway, which was announced in January 2012, to a route entirely in tunnel. An alternative, shorter tunnel option from Old Oak Common to the west of Hanger Lane Gyratory, alternative tunnelling strategies and vent shaft locations were also considered. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 5. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 5. The vent shaft construction site at Mandeville Road would require demolition of two residential dwellings. In the context of the community, this is not considered a significant effect. During construction, it is anticipated that all potential effects in terms of land quality (e.g. contaminated land), air quality (e.g. dust generation) and effects on heritage assets would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse effects have been identified during operation. As the route through this area is in tunnel, taking into account mitigation included in the design of the scheme, no significant ecological effects are expected during construction or operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. During construction, temporary traffic effects would occur as a result of the main construction site compounds. However, the levels of traffic and the access arrangements, together with the controls set out in the draft Code of Construction Practice, means that construction traffic is not expected to have a significant effect in the area. The locations of the construction site compounds in this area are not expected to result in any road closures or require traffic, bus, cycle or pedestrian diversions. During the operational phase, it is expected that the highway and any parking / loading arrangements would be reinstated to their pre-construction condition with no significant effects. Further assessment to quantify any risks to water supplies during construction is continuing and will be reported in the formal ES. No significant adverse water effects have been identified during operation and no effects on flood risk during construction or operation of the scheme are anticipated.

49 HS2 Phase One Draft Environmental Statement Non-Technical Summary 43 Landscape and visual assessment As the route would be entirely in tunnel through this area, the most apparent changes during construction would relate to the presence of construction equipment and the removal of existing buildings and landscape elements associated with the vent shaft construction site compounds. Despite the use of hoardings and planting to screen construction works, significant visual effects would occur due to the close proximity of houses on Badminton Close and Carr Road and views from a railway bridge on Mandeville Road. The presence of vent shaft surface structures would result in significant visual effects during operation to the same receptors as during construction. Further mitigation measures (e.g. structure design and / or planting) are currently under consideration and will be reported in the formal ES. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 5. The tunnel boring machines would cause some short-duration (over a few days) noise and vibration at properties close to the centreline of the tunnels as the boring machines pass underneath, but the effects are not considered to be significant. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. No significant noise or vibration effects arising from operational noise and/or vibration or changes to existing roads are anticipated at this stage. Further assessment work is being undertaken to confirm operational noise and vibration effects and will be reported in the formal ES.

50 44 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 12: South Ruislip to Ickenham area context map 7.6 South Ruislip to Ickenham The area is suburban in character in the east and becomes more rural to the north and north-west of Ickenham. Land use in the area includes a mix of residential properties, industry, open space, farmland, an aerodrome and transport links. The scheme The route would enter this area in a tunnel directly south of Rabournmead Drive, South Ruislip (see Figure 12). A tunnel vent shaft and an autotransformer station would be located at South Ruislip. The route would continue in tunnel for 4.4km in a north-westerly direction before emerging in West Ruislip, to the west of Ickenham Road and West Ruislip station, before crossing the River Pinn and Breakspear Road South. Heading west from Breakspear Road South, the route would initially be on embankment and then in cutting through the southern part of Newyears Green Covert before leaving the area at Harvil Road, Ickenham. Three main construction site compounds would be required in the area at South Ruislip for vent shaft construction; the tunnel entrance at West Ruislip; and between Breakspear Road South and Harvil Road in West Ruislip. Ten smaller construction compounds would be required at various times and locations during the construction period.

51 HS2 Phase One Draft Environmental Statement Non-Technical Summary 45 The tunnel would be excavated by two tunnel boring machines, which would be launched from the West Ruislip main construction compound and would run in an easterly direction. The scheme would require the demolition of ten structures in the area, including Ruislip Rifle Club buildings, two bridges and other commercial (including the driving range and outbuilding of the Ruislip golf course) and residential buildings. Permanent diversions would be required for Harvil Road, the access road to the Merck Sharp agricultural research facility and two public rights of way. A number of utilities, such as gas and water mains, sewers and electricity lines may need to be realigned, protected or altered so that they would not be adversely affected by the scheme. Local alternatives Local alternatives were considered for the following: the location of the vent shaft and tunnel entrance; diversion of the Ickenham Stream and footpath; the bridge over the River Pinn; the Breakspear Road South bridge; Harvil Road and the Newyears Green Bourne Stream bridge at Harvil Road. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 6. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 6 of the draft ES. During construction, it is anticipated that all potential effects in terms of air quality (e.g. dust generation) and land quality (e.g. contaminated land) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are assessed and reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils During construction, there would be a significant effect on six farm holdings due to the amount of land that would be lost. Property at Oak Farm and Gatemead Farm would be demolished. Much of the land used temporarily is likely to be returned to agricultural use once construction is complete and no significant effects would remain. Community The construction of the tunnel entrance at West Ruislip would temporarily require land that is currently used by Ruislip Rifle Club and part of West Ruislip golf course. As this would affect the ability of both facilities to operate, it is a significant effect. Mitigation measures are currently being considered. Cultural heritage Construction of the scheme would result in the removal of archaeological remains associated with Iron Age to Romano British settlement, Bronze Age cremations, a medieval moated site at Brackenbury Farm and Bourne Bridge. The effect on each of these archaeological remains would be significant. The setting of the moated site at Brackenbury Farm would be affected during operation of the scheme until new planting has matured. Ecology Construction of the scheme would result in the loss of 3ha (58%) of Brackenbury Railway Cutting Site of Borough Importance Grade II, 3ha (16%) of Newyears Green Site of Borough Importance Grade I and suitable habitat for bats, breeding birds, terrestrial invertebrates and great crested newts. Further mitigation to that already included in the scheme and in the draft Code of Construction Practice is being considered.

52 46 HS2 Phase One Draft Environmental Statement Non-Technical Summary Landscape and visual assessment Construction in this area would result in significant effects on the Ruislip Golf Course and Harefield Farmland Landscape Character Areas and on views from several locations, including Trenchard Avenue; Portland Close; Josiah Drive at Ickenham Park; Brackenbury Farm; and Ruislip golf course club house. During operation, significant effects would occur to the Ruislip Golf Course and Harefield Farmland Landscape Character Areas. The most apparent changes to views would be in close proximity to the new railway embankment/cutting and tunnel entrance and where the removal of existing vegetation from the Ruislip Golf Course and Newyears Green Covert would open up views of the new infrastructure. Screening from replacement planting would increase over time as planting matures. Further mitigation measures are being considered for both the construction and operational effects and will be reported in the formal ES. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 6. The tunnel boring machines would cause some short-duration (over a few days) noise and vibration at properties close to the centreline of the tunnels as the boring machines pass underneath, but the effects are not considered to be significant. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Mitigation measures, including noise barriers, have been included in the scheme design to reduce effects from operational activities. The current assessment has identified potential airborne and ground-borne noise effects at noise-sensitive non-residential receptors. These are reported in Volume 2, Report 6. Significant airborne noise effects may remain at residential properties on the north-western edge of Ickenham. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport During construction, vehicles accessing the two construction site compounds to the west of the area would result in an increase (over 30%) in local traffic flows. All road users in the vicinity of the works would experience increased congestion and delays. Even with mitigation in the form of traffic diversions, there would still be a significant effect. Water resource and flood risk assessment There could be significant effects to groundwater quality from tunnelling and piling activity. Consultation with stakeholders (including Affinity Water) will be undertaken on mitigation measures, if required.

53 HS2 Phase One Draft Environmental Statement Non-Technical Summary 47 Figure 13: The Colne Valley area context map 7.7 Colne Valley The area is between the suburban fringe of London and the Chilterns, and is made up of agricultural land, commuter towns and villages, including Ickenham, Ruislip, South Harefield, Harefield and Horn Hill. The scheme The route enters the area from the south passing under Harvil Road (see Figure 13). It would then move onto a 3.4km long viaduct through the Colne Valley passing over the Grand Union Canal, the Mid Colne Valley Site of Special Scientific Interest, River Colne, several Colne Valley lakes and the A412 Denham Way (North Orbital Road). On leaving the viaduct, the route would be on embankments and then in cutting before entering a tunnel under the M25 and the Chilterns. An auto-transformer feeder station would be located at Harvil Road, Ickenham. A smaller auto-transformer station would also be needed at this location. Two main construction site compounds would be required, one for the construction of the Colne Valley viaduct and one for the Chiltern tunnel. In addition, seven smaller construction sites would be required. Construction would require Dews Farm and eight outbuildings along Dew s Lane, along with three outbuildings associated with Weybeards Cottages to be demolished. Newyears Green Bourne and the

54 48 HS2 Phase One Draft Environmental Statement Non-Technical Summary River Colne would be diverted, along with various utilities. Temporary road diversions would be in place at four locations. One public right of way would be permanently diverted and four would be temporarily closed and/or diverted. Local alternatives Local alternatives were considered in relation to the position of the Colne Valley viaduct and the location and engineering design of the Chiltern tunnel entrance. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 7. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 7. During construction, all potential effects in terms of land quality (e.g. contaminated land) and air quality (e.g. dust generation) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant effects for either land quality or air quality have been identified during operation of the scheme. Socio-economics effects are currently being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils Construction of the scheme would result in a loss of agricultural land, including land of high quality. Park Lodge Farm, Home Farm and Denham Park Farm would experience significant effects due to the proportion of land lost during construction. Following construction, much of the land would be returned to agricultural use and as a result only Denham Park Farm would experience a significant effect due to the permanent loss of approximately View from Hillingdon Outdoor Activities Centre looking towards the proposed Colne Valley viaduct Arup / URS

55 HS2 Phase One Draft Environmental Statement Non-Technical Summary 49 15ha of land (required for ecological and landscape mitigation). Commercially managed woodland and forestry removed during construction would be replanted, where reasonably practicable, in suitable nearby locations. Such locations would include areas of agricultural land that are no longer agriculturally viable, as a result of severance caused by the scheme. Community Harefield No. 2 Lake, used by the Hillingdon Outdoor Activity Centre, would be inaccessible during the construction period (two to three years) and three outbuildings would be demolished. The centre would not be able to provide water-based activities over this period, and it may not be viable to remain open during this period, resulting in a significant effect on the community. Assessment work to determine community and socioeconomic effects during construction and operation and to identify further mitigation is continuing and will be reported in the formal ES. Cultural heritage During construction, Dews Farm (a locally listed heritage asset) would be demolished and buried archaeological remains dating from prehistoric to post-medieval periods could be removed from some areas not previously disturbed by quarrying. The setting of Grade I listed Savay Farm and associated Grade II gatehouse, bridge and barns would experience significant effects. During operation, the presence of the scheme (particular the highly visible viaduct across the Colne Valley) has the potential to affect the setting of heritage assets. However, the existing historic landscape in the area has already been compromised by gravel extraction, the M25 and power transmission lines and no significant effects are anticipated. Ecology Construction of the scheme would require approximately 0.2ha of ancient woodland from Ranston Covert and Battlesford Wood within the Mid Colne Valley Site of Special Scientific Interest, which is significant. Temporary significant effects on Mid Colne Valley Site of Special Scientific Interest include: loss of habitat while replacement habitat matures; potential shading of open water and habitat; and disturbance of breeding and wintering birds. Broadleaved woodland habitat would be planted which, over a maturation period of at least 20 years, would result in a significant beneficial effect. Construction of the scheme would temporarily fragment woodland used by Daubenton s bats. Along with general construction activity, this would result in a significant, but temporary, effect on the conservation status of bats in the area. In addition, 12.1ha (4%) of vegetation would be removed from the Mid Colne Valley Site of Metropolitan Importance for Nature Conservation for the proposed realignment of power transmission lines. This would result in a significant effect until mitigation planting matures. Birds would be temporarily disturbed within the Mid Colne Valley Site of Special Scientific Interest, which is significant. Landscape and visual assessment The presence of construction works and then the scheme (e.g. viaducts and bridges) during operation would significantly affect the Harefield Farmland, the River Colne Valley, the Colne Valley, the Maple Cross Slopes and the Chalfont St. Peter Landscape Character Areas. In addition, the Colne Valley Gravel Pits Landscape Character Area would be significantly affected during construction. The presence of construction works and the scheme during operation would also have significant effects on views from residential areas from several public rights of way and travellers on roads. Scheme design and planting would be used to reduce these visual effects during operation.

56 50 HS2 Phase One Draft Environmental Statement Non-Technical Summary Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 7. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included in the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive nonresidential receptors. These are reported in Volume 2, Report 7. The communities of Denham Green and Durden Court and Wyatt s Covert may experience significant noise effects. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would reduce and manage construction vehicle journeys. Increased road congestion would be temporarily significant for the following roads: the B467 Swakeleys Road; Harvil Road; Chalfont Lane; Denham Green Lane; Hornhill Road; and Woodland Road. Users of several of the public rights of way that would be temporarily or permanently diverted would experience significant effects. Water resources and flood risk assessment Construction would require permanent diversion of a short length of the River Colne, and although this is considered a significant effect on the existing channel, the new channel would be constructed to reduce effects upon the physical and ecological character of the river. Given the value of the river, mitigation solutions, including monitoring are under consideration. Construction works may lead to temporary dewatering on local groundwater levels, and changes to groundwater flows and quality, all of which would be significant should they affect operations of Affinity Water and private abstractions.

57 HS2 Phase One Draft Environmental Statement Non-Technical Summary 51 Figure 14: The Chalfonts and Amersham area context map 7.8 The Chalfonts and Amersham The area is predominately rural in character with a number of small villages including Horn Hill, Chalfont St. Peter, Chalfont St. Giles and the town of Amersham. Part of the route through this area is also within the Chilterns Area of Outstanding Natural Beauty. The scheme The route would run entirely within a tunnel (see Figure 14). The tunnel would begin east of the M25 and would enter the area between junctions 16 and 17 of the motorway. It would proceed in a north-westerly direction, passing under Chalfont St. Giles, and would leave the area at the junction of the A413 with Mop End Lane, west of Amersham. The tunnel would require three vent shafts located at the northern edge of Chalfont St. Peter, to the east of Chalfont St. Giles and to the south of Amersham Old Town. Each vent shaft would require a surface structure containing ventilation fans, emergency access and other infrastructure. An autotransformer station would be required on the east side of Chalfont St. Giles adjacent to the vent shaft. Small construction site compounds would be located at the three vent shaft locations. There would be ten temporary road diversions and two public right of way diversions.

58 52 HS2 Phase One Draft Environmental Statement Non-Technical Summary Local alternatives Alternative options were considered for the depth of the tunnel through the Chilterns and the location of the vent shaft near Amersham. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 8. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 8. During construction, all potential effects in terms of land quality (e.g. contaminated land), air quality (e.g. dust generation) and community would be effectively managed through the measures set out in the draft Code of Construction Practice and similarly no significant effects for either land quality or air quality have been identified during operation of the scheme. In addition, no significant effects on agriculture, cultural heritage, ecology, traffic and transport or water resources and flood risk are anticipated during operation. Socio-economics effects are currently being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils During construction, part of the Chalfont Valley Equestrian Centre manège (horse riding school) at Upper Bottom House Farm would be demolished. Land required during construction at Ashwells Farm would also result in a significant effect. Cultural heritage Measures within the draft Code of Construction Practice would control potential damage to heritage assets located near to construction works. Construction may lead to the removal of undiscovered buried archaeological remains. Whilst it would not compensate for their loss, features would be investigated and documented prior to construction. Construction works would temporarily alter the setting of the Grade II listed Granary, which would be significant during construction. During operation, there would be no effects on buried archaeological remains and no significant effects to the settings of heritage assets at the vent shaft sites. Ecology Construction of the tunnel and vent shafts could affect water levels and flows in Shardeloes Lake and/ or the River Misbourne and could result in a significant effect. Assessment of the potential ecological effects on the River Misbourne is continuing and will be presented in the formal ES. Water levels in the river would be monitored during and immediately after construction to determine if mitigation is required. Since the scheme would be in tunnels and the vent shaft surface structures are being designed to fit into the landscape; and maintenance works would be localised and infrequent, no significant effects on ecological receptors during operation are anticipated. Landscape and visual assessment The presence of construction equipment and the disturbance of the existing landscape would have a significant effect on the following landscape character areas: Maple Cross Slopes; Chalfont St Peter; Misbourne Upper; and Penn. Hoarding and retention of existing vegetation would provide some visual screening of construction activities. A number of viewpoints would be significantly affected during construction, including views from: Chalfont St. Peter; Bottom House Farm Lane, Amersham Old Town; and Horn Hill. Effects during operation would be limited to the vent shaft surface structures. The Maple Cross Slopes area would experience significant landscape effects due to the presence of features in the neighbouring Colne Valley area. Significant visual effects could arise at locations in the vicinity of the northern edge of Chalfont St. Peter, Upper Bottom House Farm and the southern edge of Amersham Old Town. Landscaping and planting would be incorporated to mitigate such effects.

59 HS2 Phase One Draft Environmental Statement Non-Technical Summary 53 Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. The tunnel boring machines would cause some short-duration (over a few days) noise and vibration at properties close to the centreline of the tunnels as the boring machines pass underneath, but the effects are not considered to be significant. Potential operational ground-borne noise and vibration effects have been identified for a small number of properties very close to the tunnels. These are described in Volume 2, Report 8. Further work is being undertaken to confirm significant ground-borne noise and vibration effects. This will be reported in the formal ES. Traffic and transport During construction, the A413 London Road/ Amersham Road, A355 Amersham Road, Chesham Lane, Denham Lane, Joiners Lane, Bottom House Farm Lane and Bottrells Lane may experience significant increases in traffic flows as a result of construction traffic and/or temporary road closures or diversions. Measures set out within the draft Code of Construction Practice would reduce and manage construction vehicle journeys. Two public rights of way would be temporarily diverted during construction, resulting in increased journey times for users. Water resources and flood risk assessment Tunnel works through the chalk, which supports public water supplies, has the potential to alter groundwater quality and therefore significantly affect operations of Affinity Water and limited private abstractions. Monitoring of ground settlement and river flows during and immediately after tunnel works under the River Misbourne and Shardeloes Lake would reduce the risk of flow losses from these surface water features to the underlying chalk. View looking to the proposed Chiltern Tunnel from Hornhill Road Arup / URS

60 54 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 15: Central Chilterns area context map 7.9 Central Chilterns The area is mostly rural consisting of agricultural land and areas of woodland. Settlements in the area include Little Missenden, Great Missenden, Little Kingshill, Hyde Heath and South Heath. The route through this area is also entirely within the Chilterns Area of Outstanding Natural Beauty. The scheme The route would enter the area in tunnel underneath the A413 junction with Mop End Lane, heading north-west, leaving tunnel west of Hyde Heath (see Figure 15). A ventilation shaft and adjacent auto-transformer station is proposed to the north of the A413 at Little Missenden. The route would run in cutting then enter a 1.2km long tunnel at South Heath. The route would then run in cutting to Leather Lane, to the west of Ballinger Common, where the route would leave this area. Buildings and structures would be demolished at 13 locations including Rowen Farm and associated outbuildings; Hedgemoor (also known as Dar Lor); and outbuildings at Chapel Farm and Sheepcotts Cottage. Bridges would be constructed at several locations along the route, including Hyde Farm and Leather Lane. Four small construction site compounds would be required in this area at various times during the estimated four year

61 HS2 Phase One Draft Environmental Statement Non-Technical Summary 55 construction period. Five roads would also be diverted in the area (Hyde Lane, Chesham Road, King s Lane, Frith Hill and Leather Lane). There would be 16 public right of way diversions. Local alternatives Local alternatives were considered for an extension of the Chiltern Tunnel; raising the route from Mantle s Wood through to South Heath; and lowering the route through the Chiltern s Area of Outstanding Natural Beauty (AONB). These options and the key factors in the design of the scheme are discussed in Volume 2, Report 9. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 9. During construction, all potential effects in terms of air quality (e.g. dust generation) and land quality (e.g. contaminated land) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality or water quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soil Significant effects would occur due to the temporary loss of woodland and agricultural land of high quality. Much of this would be reinstated after construction, but significant effects would remain where land would be permanently removed at Mantle s Farm, Hyde Farm, Field Acres Farm and Bury Farm. Severance at Middle Grove Farm and demolition of Mulberry Park Hill Farm would cause significant effects. No significant effects during operation are anticipated. Community The former Annie Bailey s public house and restaurant on Chesham Road and the Weights and Measure Gym in South Heath would be demolished, causing a significant effect, as there are no alternatives close by. Frith Hill Road would be closed for approximately two years, with a 2.6km diversion put in place. This would cause a significant effect as the road is a principle link between the village of South Heath and the larger community of Great Missenden. The western part of Sibley s Coppice would be closed for two years, causing a significant effect on users of this site. Cultural heritage Measures within the draft Code of Construction Practice would control potential damage to heritage assets located near to construction works. Construction would lead to demolition of the former Annie Bailey s public house and restaurant and the Weights and Measure Gym at Frith Hill; the potential removal of archaeological remains (and ancient woodland); and the potential removal of prehistoric to medieval date archaeological remains. Whilst it would not compensate for their loss, features would be investigated and documented prior to construction. Construction works would temporarily alter the setting of the Grade II listed Sheepcotts Cottage, Sheepcotts, 86 King s Lane and Hyde Farm (including its outbuildings). Each of these effects is considered significant. During operation, the provision of earthworks and mature planting would reduce the effects of the scheme on the setting of heritage assets. However, significant effects would remain to the listed buildings at Sheepcotts Cottage, Sheepcotts and Hyde Farm.

62 56 HS2 Phase One Draft Environmental Statement Non-Technical Summary Ecology Construction would remove a combination of ancient replanted woodland and ancient semi-natural broadleaved woodland in the following local wildlife sites: Mantle s Wood, Hedgemoor and Farthings, and Sibley s Coppice. Replacement planting is proposed as part of the scheme. However, significant effects would remain for the local wildlife sites because the ancient woodland habitat cannot be fully recreated. Demolition of a building near Jenkin s Wood and loss of vegetation would cause a permanent significant effect on bats, due to removal of a roost within the building, foraging areas and flight paths. Suitable mitigation is being considered. During operation, there remains the potential for red kites (bird species), barn owls and bats to collide with trains which is considered to be significant in the local context. Landscape and visual assessment Measures have been incorporated into the draft Code of Construction Practice to manage effects, including the use of hoardings and fencing and the appropriate maintenance of planting and seeding works. The presence of construction works and then the scheme (e.g. bridges and a vent shaft surface structure at Little Missenden) during operation would significantly affect the Misbourne Upper, Hyde Heath, and the Lee and Buckland Common landscape character areas. The presence of construction works and the scheme during operation would also have significant effects on views from residential areas, including Bullbaiters Lane, Potter Row and Hyde Lane and from several public rights of way. Planting would be used to reduce these effects. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 9. The tunnel boring machines would cause some short-duration (over a few days) noise and vibration at properties close to the centreline of the tunnels as the boring machines pass underneath but the effects are not considered to be significant. Noise barriers have been included in the design to reduce noise from operational activities. However, residential properties in Hyde End near Hyde Lane and near Potter Row in South Heath may be significantly affected by noise. Further work is being undertaken and will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would reduce and manage construction vehicle journeys. However, significant effects in terms of increased journey time to vehicle occupants subject to temporary road closures/diversions and increased congestion are likely to occur on Frith Hill and King s Lane respectively. Significant effects are likely to occur during construction and operation as a result of temporary and permanent diversions of public rights of way. Mitigation measures are being considered alongside further assessment work. Water resources and flood risk assessment Tunnelling and vent shaft construction may disturb the groundwater quality within the Chalk, a source of drinking water, which would be significant should it affect operations of Affinity Water and private abstractions. Consultation will be undertaken regarding suitable mitigation measures, including groundwater monitoring.

63 HS2 Phase One Draft Environmental Statement Non-Technical Summary 57 Figure 16: Dunsmore, Wendover and Halton area context map 7.10 Dunsmore, Wendover and Halton The area is mostly rural in character, with areas of agricultural land and woodland and a number of villages including Wendover, Hunt s Green, Wendover Dean, Dunsmore and King s Ash. Part of the route through this area is also within the Chilterns Area of Outstanding Natural Beauty. The scheme The route would enter the area north of Leather Lane, and proceed toward Small Dean (see Figure 16). It would then cross the A413 London Road and the Chiltern Railway, Bacombe Lane and Ellesborough Road. A 500m long viaduct would be constructed over farmland at Wendover Dean. The route would pass Wendover in a tunnel, starting south of Bacombe Lane on to the north-western edge of Wendover. Travelling north of Wendover the route would cross the B4009 Nash Lee Road before passing to the east of North Lee. Two auto-transformer stations would be located in this area; one next to Hartley Farm and one north of the Nash Lee Road. Fourteen buildings/structures would be demolished. Seven bridges, including footbridges, would be constructed. A series of temporary public rights of way and road diversions would be required. A main

64 58 HS2 Phase One Draft Environmental Statement Non-Technical Summary construction site compound would be located at the site of the proposed Small Dean viaduct. Eight smaller construction site compounds would also be required at different times throughout the estimated four year construction period. There would be five permanent and three temporary road diversions. In addition, several public rights of way would be diverted. Local alternatives Local alternatives were considered for an extension to the Chiltern bored tunnel and Wendover green tunnel, enclosure of the viaduct at Wendover Dean and realignment of Rocky Lane. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 10. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 10. During construction, all potential effects in terms of air quality (e.g. dust generation) and land quality (e.g. contaminated land) during construction would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality or land quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils Measures set out in the draft Code of Construction Practice would be employed to reduce effects on agriculture, forestry and soils. This would include reinstating agricultural land following construction. The temporary loss of high quality agricultural land would cause a significant effect because there is a limited amount of this type of land in the area. Significant effects due to land loss, severance and/or loss of buildings would remain after construction for Hunt s Green Farm, Hartleys Farm, Bank Farm, Grove Farm, Wellwick Farm and The Orchard. No significant effects are anticipated during operation. Community To construct the tunnel at Wendover, six dwellings on Ellesborough Road in Wendover would be demolished. The loss of the Wendover Cricket Club ground and pavilion would also be a significant effect because no suitable alternatives are available. Mitigation measures to reduce community effects are being assessed and will be reported in the formal ES. Cultural heritage Measures within the draft Code of Construction Practice would control potential damage to heritage assets located near to construction works. Construction would result in the removal of part of Grim s Ditch scheduled monument and part of Jones Hill Wood ancient woodland. Buried archaeological remains could potentially be removed at Wellwick Farm, Nash Lee Farm, Coneycroft Farm and within the land required for the scheme. Durham Farm; Road Barn Farm; and 30, 32, 34, 36, 38 and 40 Ellesborough Road would be demolished. Whilst it would not compensate for their loss, features would be investigated and documented prior to construction. During construction and operation, the remaining sections of Grim s Ditch scheduled monument and ten Grade II listed buildings at Hunt s Green Farm, Woodlands Park, Cottage Farm, Wendover Dean Farm, and Upper Wendover Dean Farm would be affected by changes to their setting. Each of these effects to heritage assets is considered significant. Ecology Construction of the scheme could have a significant effect on the Weston Turville Reservoir Site of Special Scientific Interest through the temporary reduction in groundwater flows which feed the reservoir site and could lead to the loss of habitat. About half of Jones

65 HS2 Phase One Draft Environmental Statement Non-Technical Summary 59 Hill Wood ancient woodland could be lost which could cause a significant effect. Buildings that may support bat roosting, including buildings on Ellesborough Road, would be demolished and movement corridors for bats could be disrupted, resulting in a significant effect. Approximately 60 hedgerows would be removed. Following construction, hedgerows would be replaced to reduce the effect, but significant effects would remain. Further measures to reduce these effects are being considered. Landscape and visual assessment The presence of construction works would significantly affect the following landscape character areas Lee and Buckland Common; Wendover Gap; Chiltern Scarp (Wendover West); Chiltern Scarp (Coombe Hill and Whiteleaf); Settlement (Wendover); Wendover Foothills West; Risborough Foothills; Longwick Vale; and Southern Vale. The presence of construction works and activities would also have significant effects on views from a number of areas, including: residential areas in Wendover; Dunsmore and King s Ash; and from some public rights of way. During operation, significant effects on landscape character would occur in the Wendover Gap, Wendover Foothills West and Longwick Vale landscape character areas, due to the presence of two new viaducts, a tunnel, noise barriers and bridges. These would cause significant effects on views from areas, including Wendover Dean and King s Ash, Small Dean Lane, Nash Lee Road and from several public rights of way. A number of these landscape character areas and views are within the Chilterns Area of Outstanding Natural Beauty. Although planting would reduce these effects, the scheme would remain visible. Further design refinements to better integrate the viaducts and the tunnel entrances with the surrounding landscape are still being considered. Sound noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 10. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included within the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive non-residential receptors including Wendover House School and St Mary s Church. These are reported in Volume 2, Report 10. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Measures included within the draft Code of Construction Practice would manage construction vehicle journeys. Significant effects are likely to occur on the following roads during construction due to increases in journey time to vehicle occupants subject to temporary closures/diversion and/or increased congestion on Bacombe Lane, Bowood Lane, Rocky Lane, Small Dean Lane, North Lee Lane and King s Lane. Diversions of two public right of way during construction and one during operation, would cause significant effects on users as a result of severance. Mitigation measures are being considered alongside further assessment work. Water resources and flood risk assessment There is the potential for groundwater abstractions to be affected during construction as result of changes to groundwater quality, which would be significant should it affect private abstractions. Consultation will be undertaken regarding suitable mitigation measures, including groundwater monitoring. No significant operational effects have been identified.

66 60 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 17: Stoke Mandeville and Aylesbury area context map 7.11 Stoke Mandeville and Aylesbury The area is rural in character with extensive areas of agricultural land. Aylesbury lies to the east. Other settlements include Stoke Mandeville, Bishopstone, Stone, Upper Hartwell and Lower Hartwell. The scheme The route would run north-west under Risborough Road, Marsh Lane and the Princes Risborough to Aylesbury line (see Figure 17). The route would continue past Aylesbury, passing under the A418 Oxford Road, and would then proceed to the east of Hartwell House. It would cross the River Thame, heading north-west across the Aylesbury Vale to exit the area south of the A41 Bicester Road. An auto-transformer station would be located to the east of Sedrup. Fourteen bridges, including footbridges, would be constructed or reinstated in the area. Three roads would be diverted permanently and one temporarily. Fourteen public rights of way would be diverted. Eighteen buildings/structures would be demolished. One main construction site compound would be located off Bicester Road. Five smaller construction sites would be required at various times throughout the estimated four-year construction period.

67 HS2 Phase One Draft Environmental Statement Non-Technical Summary 61 Local alternatives Local alternatives were considered for the tunnel past Aylesbury; the alignment between Stoke Mandeville and Aylesbury; the alignment between Aylesbury and Hartwell House; the alignment in the vicinity of Fleet Marston, the maintenance loop at Stoke Mandeville; the replacement of a viaduct at Sedrup with embankment and culvert; the replacement of a viaduct at Lower Hartwell with embankment and culvert; the realignment of the Princes Risborough to Aylesbury Line; and the diversion of Oxford Road west of Aylesbury. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 11. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 11. During construction, all potential effects in terms of air quality (e.g. dust generation) and land quality (e.g. contaminated land) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality or land quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils During construction, agricultural land and woodland would be lost. As set out in the draft Code of Construction Practice, much of the land required temporarily would be restored to its former use after construction. Significant permanent effects would occur to Stoke House Farm, Windrush House and Calley Farm because land would be permanently required and property demolished at Stoke House Farm. Community Areas of land at the Aylesbury Park golf club would be required permanently and temporarily by the scheme. The temporary construction land requirement may mean that the course would not be able to operate fully. The course is widely used with 350 members and is also open to non-members. The closest alternative is 6km away. As such, this would result in a significant effect. Potential options for mitigation are being considered and will be reported in the formal ES. Cultural heritage Permanent significant effects would occur through the demolition of Grade II listed Glebe House and removal of part of the Grade II* listed Hartwell Registered Park and Garden and conservation area. Buried archaeological remains could potentially be removed at the Church of St Mary at Stoke Mandeville; the Roman period small town at Fleet Marston; Walton Court and Bishopstone; Locke s Pit; Hartwell Parkland; and the landscape within the Thame floodplain. Landscaping and planting would reduce the visibility of the scheme during operation. However, significant effects would remain for the settings of Grade II* listed Hartwell Registered Park and Garden and associated listed buildings; Grade II listed Stoke House; and Grade II* listed Brook House. The effect would reduce over time as planting matures. Ecology The scheme would result in the loss of grassland and scrub considered suitable habitat for reptiles, including adders. The provision of replacement habitat for relocated reptiles is being considered. The scheme would result in the loss of approximately 1.5ha of habitat and six ponds, some of which may be used for breeding by great crested newts.

68 62 HS2 Phase One Draft Environmental Statement Non-Technical Summary The creation of replacement ponds and habitat suitable for great crested newts is being considered. Significant effects on bat populations due to habitat fragmentation may occur. However, mitigation measures are being considered. Landscape and visual assessment Construction works would have significant effects on the character of the Southern Vale, the Haddenham Vale, the Northern Vale and the Hartwell House and golf course landscape character areas. Construction works would also have significant effects on views from dwellings throughout the area, including south and west of Stoke Mandeville; Mayflower Close, (Hartwell) and Whaddon Hill Farm (Lower Hartwell) and also from several public rights of way. During operation, measures would be implemented to reduce the visibility of the scheme, including raised embankments at both sides of the route. Significant effects would occur in the Haddenham Vale, the Northern Vale, the Hartwell House and golf course and the landscape character areas. Significant effects on views would occur from many of the same places as during construction. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 11. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included in the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive nonresidential receptors. These are reported in Volume 2, Report 11. Significant airborne noise effects may occur at the south-western and western edges of Stoke Mandeville; the south-western and northwestern edges of Aylesbury; the western edge of Fleet Marston; the eastern side of Hartwell; a location on Oxford Road; and a location on Risborough Road in Hartwell. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would manage construction vehicle movements. During construction, users of Old Risborough Road and Marsh Lane would be significantly affected due to increased journey times as a result of disruption to these roads. Old Risborough Road would be permanently closed at its mid-point which would result in a significant effect on users of this road. Five public rights of way would be permanently diverted. Water resources and flood risk assessment A pier of the viaduct across the River Thame may be located within the river. If this occurs there would be a significant effect during construction due to changes to water quality and flow. Possible mitigation would include a minor realignment of the river to ensure that permanent effects on water quality and flow are reduced.

69 HS2 Phase One Draft Environmental Statement Non-Technical Summary 63 Figure 18: Waddesdon and Quainton area context map 7.12 Waddesdon and Quainton The area is mostly rural, comprising agricultural land and scattered farmsteads, and includes the villages of Waddesdon and Quainton. The historic Waddesdon Manor and Park lie to the west of Waddesdon village. The scheme The route would enter the area south of the A41 Bicester Road, near Fleet Marston (see Figure 18). The route would proceed in a north-westerly direction, skirting Waddesdon towards the southern edge of Quainton. To the west of the Buckinghamshire Railway Centre, it would meet the Aylesbury Link railway line and then continue along the western side of the railway through to Sheephouse Wood, south-east of Calvert. Construction site compounds would be located at Blackgrove Road, Station Road and Edgcott Road. These would be required at various times throughout the estimated three and a half year construction period. The A41 Bicester Road, Blackgrove Grove, Station Road and Edgcott Road would all be permanently diverted to incorporate bridges over the route. Thirteen public rights of way would be diverted. It is anticipated that the scheme would require demolition of three buildings.

70 64 HS2 Phase One Draft Environmental Statement Non-Technical Summary Local alternatives Local alternatives were considered for the realignment of the route north-west of Quainton, at Doddershall Lodge, Station Road and at Fleet Marston and for the location of the auto-transformer feeder station near Quainton. Options were also considered for the lowering of the route between Waddesdon and Quainton, and Finemere Wood and Sheephouse Wood as well as the option for a tunnel near Buckinghamshire Railway Centre. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 12. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 12. During construction, all potential effects in terms of air quality (e.g. dust generation), community, land quality (e.g. contaminated land) and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality, community or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils Construction of the scheme would result in significant effects on several holdings (Sunset Cottage, Wayside Farm, Needles Farm, Crossroads Farm, Lower South Farm Doddershall Estate and Oak Tree Farm) due to the proportion of the holding that would be temporarily required. The removal of the slurry lagoon at Glebe Farm, loss of a building at Crossroads Farm and severance at Lower South Farm would also result in significant effects. Following the construction phase, much of the land used temporarily would be returned to agricultural use. However, significant effects would remain on six holdings due to land loss and severance. No significant effects have been identified during operation. Cultural heritage Construction of the scheme would require the demolition of The Lodge at Doddershall, removal of ridge and furrow earthworks in Quainton Parish and removal of buried archaeological remains at nine locations, all of which would result in significant effects. The setting of the following heritage assets would experience significant effects temporarily during construction: Grade I Registered Waddesdon Manor Park; Waddesdon Conservation Area and associated Grade II* and Grade II listed buildings; Doddershall House Grade II* listed building; and the Grade I listed Upper South Farm, Lower South Farm and Upper Greatmoor Farm buildings. During operation, the presence of the scheme would significantly affect the setting of the Grade I Registered Waddesdon Manor Park and the Grade II* listed Doddershall House. Opportunities to reduce these effects are being considered. Ecology Construction would result in the loss of parts of the Grendon and Dodershall Meadows Local Wildlife Site, hedges, ancient woodland, woodland and scrub. Habitat loss and fragmentation (through the removal of hedges and trees that link woodlands), would impact on bats, butterflies, breeding birds and great crested newts. Mitigation measures include planned planting for replacement habitats; details of these measures will be reported in the formal ES. Landscape and visual assessment Significant landscape and visual effects are likely due to the scale of the construction. Measures have been incorporated into the draft Code of

71 HS2 Phase One Draft Environmental Statement Non-Technical Summary 65 Construction Practice to manage effects, including the use of hoardings and fencing and the appropriate maintenance of planting and seeding works. Changes in views would be notable from properties close to the route such as Lower Blackgrove Farm and Doddershall House, as well as properties in elevated locations such as Finemere Hill House. Views from public rights of way, including those near Middle Farm, and along sections of the highway network, such as from Station Road, would be affected. Changes to the landscape during construction would result in significant effects for the Wescott Claylands, the Quainton Hill and the Kingsland Wooded Farmland Landscape Character Areas. During operation, similar landscape areas would be affected. The most apparent changes to views would be where the route is raised on embankment and where bridges and associated engineered landforms are introduced to the landscape, with significant landscape effects occurring at the Westcott Claylands and the Kingswood Wooded Farmland Landscape Character Areas. Significant visual effects would remain at Lower Blackgrove Farm, Upper South Farm, Lower South Farm, Doddershall House, The Lodge and various public rights of way and transport routes in the area. Effects on views during operation would reduce over time as planting matures. Sound, noise and vibration Measures as set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. With these measures in place, construction works along this section of the route are unlikely to result in significant effects, as construction near any communities would only be for a relatively short duration and permanent noise barriers would be present before the works are undertaken. Noise barriers have been included in the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive non-residential receptors. These are reported in Volume 2, Report 12. Significant airborne noise effects may occur at residential properties on the eastern edge of Quainton and four individual receptors closest to the route. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would reduce and manage construction vehicle journeys. However, significant effects are anticipated due to increased congestion and delays to road users along Station Road. Three of the temporarily diverted public rights of way would result in significant effects on users due to increased journey times. During operation, transport related effects would arise in this area from traffic generated by the infrastructure maintenance depot at Calvert and the permanent closure of Perry Hill, which would result in a significant effect. Six public rights of way would be permanently diverted resulting in significant effects due increased journey times. There would be no other significant transport related effects during operation.

72 66 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 19: Calvert, Steeple Claydon, Twyford and Chetwode area context map 7.13 Calvert, Steeple Claydon, Twyford and Chetwode The area is mainly rural with a number of settlements, the largest being Steeple Claydon. The scheme The route would be approximately 10km long and would commence at the northern edge of Sheephouse Wood, south of Calvert (see Figure 19). The route would proceed north-westwards, passing to the west of Steeple Claydon and east of Twyford, crossing the Padbury Brook. It would pass to the west of Chetwode continuing north-westwards. The route would continue to the east of Godington and leave the area at the boundary of Buckinghamshire and Oxfordshire, to the south of Newton Purcell. An auto-transformer station would be located at Portway Farm. An infrastructure maintenance depot would be located to the north of Calvert and would occupy an area of approximately 37ha. The depot would operate as a maintenance base to support the HS2 railway infrastructure. The scheme would require the demolition of 19 buildings (a mixture of residential and farm commercial) and two structures in the area. Eight roads and 12 public rights of way would be diverted, resulting in varying additional journey distances of up to 1.2km. A main construction site compound at West

73 HS2 Phase One Draft Environmental Statement Non-Technical Summary 67 Street, a temporary railhead at the infrastructure maintenance depot and two smaller construction compounds at School Hill and Chetwode would be required for up to six years. Local alternatives Local alternatives were considered for the section from Finemere Wood to Sheephouse Wood; the Bicester to Bletchley railway crossing of the scheme; and a tunnel at Chetwode. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 13. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 13. During construction, all potential effects in terms of air quality (e.g. dust generation), community and land quality (e.g. contaminated land) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, community or land quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils Eight farm holdings would be significantly affected during construction due to the proportion of the holdings that would be temporarily required. Following the construction phase, much of the land is likely to be returned to agricultural use. However, due to the relative proportions of the holdings that would be lost permanently, and the effects of severance, a significant effect would remain at the following four holdings; Portway and Shepherds Furze Farms; Elm Tree and Stonecourt Farms; Lake Farm; and Moat Farm. No other significant effects would remain during construction or operation. Cultural heritage Construction of the scheme would result in the demolition of Shepherds Furze Farmhouse, severance of the southern part of the Chetwode Conservation Area and the removal of potential buried archaeological remains at multiple locations, all of which are considered a significant effect. During construction, The Hermitage, Sunflower Farm and complexes of listed buildings at Twyford and Chetwode Conservation Area would experience significant effects to their settings. The introduction of the scheme into the rural landscape would result in a permanent significant effect on the setting of the historic settlement and listed buildings at Twyford and Chetwode. Appropriate design of the viaduct and road bridge at Twyford and earthworks and planting at Chetwode Conservation Area are being considered to reduce the effect on setting. Ecology The scheme would significantly affect three local wildlife sites (Calvert Jubilee, Barton Hartshorn Railway Wood and Decoypond Wood), a biological notification site (Chetwode Cutting) and approximately 40km of hedgerows. Habitat loss would affect bats (including Bechstein s bats), black hairstreak butterflies and great crested newts. Measures such as new woodland and hedgerow planting to provide habitat connectivity for bats, birds and butterflies are currently being considered. Landscape and visual assessment Construction in this area would result in significant effects on three landscape character areas (Claydon Bowl, Twyford Vale and Preston Bissett Plateau Edge). During operation, significant effects would remain on all of these areas due to the presence of the scheme.

74 68 HS2 Phase One Draft Environmental Statement Non-Technical Summary Despite measures such as planting and tree retention to screen construction works, views from settlements (Calvert, Steeple Claydon, Twyford and Chetwode), local roads and public rights of way during construction would be significantly affected. Measures to further reduce these effects are being considered. Due to the visible nature of the scheme, significant effects would remain during operation, including from residences in Steeple Claydon and Twyford and from public rights of way along the route. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 13. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included in the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive nonresidential receptors. These are reported in Volume 2, Report 13. Significant airborne noise effects may occur at communities in Twyford (north-eastern end), Calvert (area of Brackley Lane) and Chetwode. View looking to the proposed line of route from Church Gate, Twyford Arup / URS Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would be used to manage construction vehicle journeys. However, it is anticipated that there would be increased congestion and delays to road users. Road closures and diversions during construction would lead to a significant traffic increase on Perry Hill. Delays due to congestion on eight roads in the area as well as the effects of temporary diversion of public rights of way would be significant. During operation, transport related effects would arise from traffic generated by the infrastructure maintenance depot at Calvert. The assessment of operational effects is continuing. Water resources and flood risk assessment The potential loss of floodplain storage as a result of the embankment and noise bund at the Calvert depot and bridge piers and embankments at Padbury Brook at Godington could result in an increased risk of flooding. Measures to reduce these effects are being considered.

75 HS2 Phase One Draft Environmental Statement Non-Technical Summary 69 Figure 20: Newton Purcell to Brackley area context map 7.14 Newton Purcell to Brackley The area is mostly rural. There are several villages, including Newton Purcell, Westbury, Turweston, Whitfield, Radstone, Mixbury and Finmere. The small town of Brackley lies to the north-west of the route. The scheme From Newton Purcell, the route would pass between Finmere and Mixbury, crossing the River Great Ouse to the west of Westbury (see Figure 20). The route would pass Turweston and cross the River Great Ouse again, upstream of Brackley to the west of Whitfield. It would then run in a north-westerly direction, passing to the west of Radstone, before passing south of Halse Copse. Two viaducts would be constructed to cross the River Great Ouse, one north of Turweston and one west of Westbury. Thirteen bridges, including footbridges, would be constructed along the route. The A4421 would be realigned. Auto-transformer stations would be located east of Tibbets Farm and south of the A43. One main construction site compound would be located near Brackley. Seven smaller construction compounds would be required at various times during the estimated five and a half years of construction in the area. The scheme would require the demolition of eight buildings, and the permanent diversion of eight roads. Twenty one public rights of way would be diverted.

76 70 HS2 Phase One Draft Environmental Statement Non-Technical Summary Local options In this area, two main local alternatives to the scheme were considered, namely for the route to pass Turweston in tunnel rather than cutting and for the viaduct at Westbury to be enclosed. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 14. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 14. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land) and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils During construction 14 farms would be affected by property demolition, land loss and severance of land by the route. Following restoration of agricultural land used temporarily during construction, significant effects would remain on Warren Farm, Oaks Farm, Whitfield House Farm, Oatleys Farm, Manor Farm, Ilett s Farm and Radstone Manor. One holding at Bellabeg would be lost, also resulting in a significant effect. Forestry land would be lost to the scheme. This loss would be mitigated through replanting in nearby locations. Community Part of the playing field in Turweston would be required during construction. This would be a significant effect as there are no alternative playing fields nearby. The majority of the field would be reinstated following completion of construction. A quarter of Whitfield racecourse would be permanently lost, resulting in a significant effect. The racecourse may no longer be able to operate and local alternatives are not available. Cultural heritage The setting of Grade II listed Widmore Farm, listed buildings in Turweston and the Church of St. Lawrence would experience temporary significant effects due to the presence of construction activities. The potential loss of archaeological features along with the loss of Ilett s Farm to the north of Brackley, could be significant. During operation, the setting of Widmore Farm and the Church of St. Lawrence would be significantly affected due to the presence of the scheme within an open landscape. These effects would be reduced by earthworks and planting, however, the change to the setting of the Church of St. Lawrence would remain significant. Ecology Construction of the scheme would result in the loss of grassland, ponds, hedges and habitat for bats, great crested newts and otter. Mitigation in the form of new areas of grassland, woodland, hedges and replacement habitats would be provided, reducing the effects. However, significant effects would remain for great crested newts, otter, bats, Turweston Manor Grassland, Fox Covert Local Wildlife Sites and the former Great Central Main Line District Wildlife Site. Further mitigation measures are being considered.

77 HS2 Phase One Draft Environmental Statement Non-Technical Summary 71 Landscape and visual assessment Measures have been incorporated into the draft Code of Construction Practice to manage effects on landscape and views, including the use of hoardings and fencing and the appropriate maintenance of planting and seeding works. During construction, significant effects would occur on three landscape character areas and on views from the settlements of Newton Purcell, Westbury, Turweston, Brackley, Whitfield and Radstone, public rights of way and roads. Despite measures such as planting and tree retention to screen construction works and the scheme infrastructure, the scheme would be visible and significant effects would remain. During operation, significant effects would remain in many of these areas, due to the presence of the scheme, including the bridges and structures at Newton Purcell, Westbury and Turweston. Measures to further reduce these effects are being considered. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 14. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included in the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive nonresidential receptors. These are reported in Volume 2, Report 14. Significant airborne noise effects may occur at the communities of Newton Purcell (eastern part), Finmere (west), Westbury (west), Radstone and Turweston (eastern part) and one receptor closest to the scheme. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would be implemented to reduce and manage construction vehicle journeys. Significant effects due to increases in traffic could be experienced on School End; Featherbed Lane; Country Lane; Fulwell Road; Valley Road; Finmere; Mere Road; Oxfordshire Road; and Turweston Green. Users of some diverted public rights of way would experience increased journey times. No significant effects in relation to traffic and transport are expected during operation.

78 72 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 21: Greatworth to Lower Boddington area context map 7.15 Greatworth to Lower Boddington Land use in this area is mostly rural with several villages including Greatworth, Thorpe Mandeville, Chipping Warden, Aston le Walls, Upper Boddington and Lower Boddington. The scheme From south of Halse Copse South, the route would proceed north-west, passing to the north-east of the settlements of Greatworth, Thorpe Mandeville, Edgcote and Chipping Warden, and to the southwest of Aston le Walls (see Figure 21). Running northwards, it would pass to the south-west of Lower Boddington before reaching the edge of the area at the Northamptonshire and Warwickshire county boundary, west of Fox Covert. Eleven bridges, including footbridges, would be constructed along the route in this area. Three viaducts would cross Lower Thorpe, the River Cherwell and Highfurlong Brook. Tunnels would be located at Greatworth and at Chipping Warden. Auto-transformer stations would be adjacent to the southern entrance of the Greatworth tunnel, east of Mill Lane at Edgcote and adjacent to the tunnel entrance at Chipping Warden. The scheme would require the demolition of three residential properties and eight commercial buildings in the area. A main construction site compound

79 HS2 Phase One Draft Environmental Statement Non-Technical Summary 73 would be located east of Chipping Warden. Six smaller compounds would be located in the area and would be required at various times throughout the estimated five and a half year construction period. Seven roads would be permanently diverted. Eleven public rights of way would also be diverted. Local alternatives Local alternatives were considered for: designs for a tunnel at Greatworth; an extension of the Greatworth tunnel past Greatworth Hall; enclosing the route above ground at Lower Thorpe; alternative designs for the tunnel at Chipping Warden; and lowered alignment or extended tunnel at Boddington. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 15. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 15. During construction, all potential effects in terms of air quality (e.g. dust generation) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils High quality agricultural land would be lost during construction. Following construction, much of the land is likely to be returned to agricultural use, but some would be permanently lost, resulting in a significant effect. Forestry land taken during construction would be replanted in nearby locations. Twenty-three agricultural holdings would experience significant effects during construction, due to land loss and/or demolition. Following construction, significant effects would remain for eight holdings Greatworth Hall; Culworth Grounds Farm; West Mill Farm; Manor Farm; Washbrook Farm; Old House Farm and Three Shires Farm (due to the amount of land permanently required); Lower Thorpe Farm; and Twin Oaks and Fir Tree Nursery (due to land loss and demolition). Community Outdoor facilities (e.g. for horse riding) at Washwood Farm would be lost, compromising its ability to continue to operate. This would be a significant effect for the community. Further mitigation is being considered. Cultural heritage During construction, the setting of several heritage assets would experience a significant effect, including Greatworth Hall; The Church of John the Baptist; and the Grade II listed Trafford Bridge. Significant effects would occur as a result of the demolition of Lower Thorpe Farmhouse and the removal of potential archaeological remains at Edgcote unregistered battlefield; Greatworth and Dean Barn; Costow House; Lower Thorpe; Culworth Grounds; Edgcote; Chipping Warden; and North of Three Shires. The presence of the scheme would cause significant effects on the settings of the scheduled bowl barrow and the Grade II listed Trafford Bridge and the character and context of the battlefield and Roman villa/settlement at Edgcote. Ecology Halse Copse South (12% site loss) and Trafford Bridge Marsh (6% site loss and approximately 25% site shading) local wildlife sites would experience significant effects due to the permanent removal of land. Grassland (1.9ha in two locations), at least 6ha of woodland and up to 40km of hedgerows would also be lost. Habitat loss would have a significant effect on otter, great crested newts and bats. Replanting, species relocation and habitat creation are under consideration to reduce these effects.

80 74 HS2 Phase One Draft Environmental Statement Non-Technical Summary Land quality The route would cross a mineral safeguarding area (containing sand and gravel) to the south. Further consideration is being given the potential for extraction of the mineral resource prior to construction. Landscape and visual assessment The presence of construction works and then the scheme during operation would have significant effects on the landscape character areas of the Tove Catchment Undulating Claylands; Middleton Cheney and Woodford Halse Undulating Hills and Valleys; Eydon Ironstone Hills; Boddington Broad Unwooded Vale; and the Boddington Low Pastoral Hills. The presence of construction works and then the scheme during operation would also have significant effects on views from residential areas including from: Halse Copse Farm; the eastern edge of Greatworth; the western and southern edge of Culworth; and from several public rights of way. Planting is proposed which would reduce these effects over time. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 15. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included in the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive nonresidential receptors. These are reported in Volume 2, Report 15. Significant airborne noise effects may occur at residential properties on the northern edge of Thorpe Mandeville, the southern part of Lower Boddington and approximately three other buildings in the area. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Increased congestion as a result of construction may have temporary significant effects on users of Banbury Lane; Marston Road; Welsh Road; Culworth Road; Boddington Road; Helmdon Road; and Hill Road. Diversion and severance of several public rights of way would result in a significant effect to users during construction and operation. Water resources and flood risk assessment The cuttings and tunnel at Greatworth, Lower Thorpe and Chipping Warden could cause significant effects on some private water abstractions. The cutting north of the River Cherwell and the tunnel at Chipping Warden could also have significant effects on groundwater flows and quality. Potential effects and mitigation measures (if required) are being assessed.

81 HS2 Phase One Draft Environmental Statement Non-Technical Summary 75 Figure 22: Ladbroke and Southam area context map 7.16 Ladbroke and Southam The area is predominantly rural in character and includes the settlements of Southam, Wormleighton, Ladbroke, Ufton, Bascote Heath and Long Itchington. The scheme The route through this area would be approximately 13.1km in length, commencing at the junction of the realigned Banbury Road with Leisure Drive, to the east of Wormleighton (see Figure 22). It would proceed in a north-westerly direction, crossing over the Oxford Canal and the Salt Lane bridleway before passing to the west of Chapel Bank Cottage and Fish Ponds. The route would continue north-westwards to the west of Ladbroke Grove Farm. The route would then pass to the east of Ladbroke cutting through Windmill Hill, crossing under the A423 Banbury Road between Ladbroke and Southam and the B4451 Kineton Road. North of Kineton Road, the route would cross the River Itchen on viaduct. Adjacent to the Dallas Burston polo grounds the route would enter a tunnel, passing under the A425 Leamington Road and Long Itchington Wood and emerging on the northwest boundary of Ufton Wood. The route would leave the area on viaduct where it crosses over the Grand Union Canal.

82 76 HS2 Phase One Draft Environmental Statement Non-Technical Summary Two main construction compounds would be required in this area, located at Lower Radbourne and Long Itchington Wood. Thirteen smaller construction compounds would be required at various times and locations during the construction period. Three auto-transformer stations would be located at Wormleighton, Lower Radbourne and River Itchen (Stoney Thorpe). The scheme would require the demolition of 17 buildings in the area, including one dwelling. Permanent diversions would be required for 12 roads and a temporary diversion would be required for the A425 Leamington Road for up to two years. Nine public rights of way would be permanently diverted. Local alternatives Local alternatives were considered for the Wormleighton maintenance loops and raising the line in Long Itchington Wood tunnel. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 16. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 16 of the draft ES. During construction, it is anticipated that all potential effects in terms of air quality (e.g. dust generation) and land quality (e.g. contaminated land) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils During construction, 13 farm holdings would experience a significant effect due to the loss or splitting up of land. Once construction is complete, land that is not permanently needed is likely to be returned to agricultural use. Significant effects would remain at Hall Farm, Stoneton Manor Farm, Ladbroke Grove Farm, Ladbroke Hill Farm, Radbourne Grounds Farm, Wood Farm (stables) and Folly Fields Farm. The loss of high quality agricultural land is considered a significant effect in this area. Community At the Dallas Burston Polo Club grounds, two polo pitches and a practice area would be required temporarily for construction for two years resulting in a significant effect. Cultural heritage Construction of the scheme would result in significant effects due to the removal or part removal of archaeological deposits associated with Radbourne deserted medieval village; Harp Farm brickworks and cropmarks at sites in Stoneton and at Wood Farm; areas of surviving medieval ridge and furrow and field boundaries; important historic hedgerows; and unknown buried archaeological remains. The scheme would also have a significant effect on the predominantly rural setting of parts of the Oxford Canal, both during construction and operation. Ecology Prior to the construction of a tunnel underneath Long Itchington and Ufton Woods Site of Special Scientific Interest, site investigations would be required. These are likely to lead to some loss of trees and shrubs. The disturbance and loss of habitat could result in significant effects on bats (including barbastelle bat) and hazel dormice. Replacement habitat to the south of the site of special scientific interest is proposed. Further detailed survey work is required to confirm the mitigation work which may be necessary. Construction of the scheme would result in a temporary adverse effect due to the reduction in the availability of broad-leaved and semi-natural woodland, including Fox Covert, Ladbroke Fox

83 HS2 Phase One Draft Environmental Statement Non-Technical Summary 77 Covert, woodland near Chapel Bank Cottage and Windmill Hill Spinney. Once the proposed replacement planting has matured, it is considered unlikely that there would be any permanent effects. Landscape and visual assessment Changes to views would be most notable where surface works are required for tunnelling under Long Itchington and Ufton Woods, construction of bridges and viaducts, realignment of roads, the cutting through Windmill Hill and vegetation removal from Windmill Hill Spinney and excavation of drainage ponds. During operation, significant effects on views would arise from the presence of the scheme and the loss of existing vegetation. Where planting has been proposed, the effects from operation would reduce in time as planting matures. The Radbourne Ironstone Fringe and Southam Village Farmlands Landscape Character Areas would experience significant effects during construction and operation of the scheme, due to changes to the existing landform and vegetation patterns. Further mitigation measures are currently being considered for the landscape and visual effects during operation. Sound, noise and vibration During construction, tunnel boring machines may be used to excavate a section of the Long Itchington Wood tunnel. If boring machines are used, sound and vibration effects for properties in close proximity to the tunnel route are likely. However, this would only occur for short periods of time (a few days) in any given location and is not considered to be significant. Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at one location closest to the construction activities. These are described in Volume 2, Report 16. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Mitigation measures, including noise barriers, have been included in the scheme to reduce noise from operational activities. With these measures in place, significant noise effects may remain at the residential properties of Chapel Bank and Fields Cottage. Further work is being undertaken to confirm the likely significant effects and further mitigation is being considered. This will be reported in the formal ES. Traffic and transport Measures within the draft Code of Construction Practice would be implemented to manage construction vehicle journeys. However, significant increases in traffic flows during construction are anticipated at the A425 Leamington Road/A423 Banbury Road junction; the junction of the A423 Banbury Road and Glebe Farm access road; and the A425 Leamington Road/B4452/Bascote Road junction. Water resources and flood risk assessment Tunnelling beneath Long Itchington and Ufton Woods Site of Special Scientific Interest may alter the drainage and groundwater characteristics in this area. Further assessment of this potentially significant effect is being undertaken.

84 78 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 23: Offchurch and Cubbington area context map 7.17 Offchurch and Cubbington The area is predominantly rural in character, interspersed with the small villages of Offchurch, Cubbington, Hunningham and Weston-under-Wetherley. The scheme The route would enter the area where it crosses the Grand Union Canal on viaduct to the north of Ufton (see Figure 23). It would proceed in a north-westerly direction, passing over Welsh Road and under the B4455 Fosse Way, the Offchurch Greenway and Hunningham Road. It would continue in a north-westerly direction crossing the River Leam and passing through the southern edge of Cubbington Wood, before passing beneath the B4453 Rugby Road and Coventry Road just west of Furzen Hill Farm. An auto-transformer station would be required on the west side of the route immediately to the north of Hunningham Road. One main construction site compound would be located off the B4455 Fosse Way for up to five years. Seven smaller construction site compounds would operate at various times through the construction period. Permanent diversions would be required for seven roads, including a section of Long Itchington Road which would be closed. In the majority of cases the permanent diversions would allow the road to pass over the railway on a new bridge. Seven public rights of way would require permanent diversions.

85 HS2 Phase One Draft Environmental Statement Non-Technical Summary 79 Local alternatives Local alternatives were considered for raising the line of the route at Long Itchington Wood and at South Cubbington Wood. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 17. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 17. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land) and traffic and transport would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality or traffic and transport effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soil Construction of the scheme would result in the permanent loss of high quality agricultural land, resulting in a significant effect. Four farm holdings would be significantly affected due to severance of land during construction. It is likely that much of the land required for construction would be returned to its original use but significant effects would remain at Lower Grange. Loss of forestry land at the Burnt Firs, Ash Beds and South Cubbington Wood would be mitigated by replanting in nearby locations. The loss of forestry land would remain a significant effect during the construction phase until planting matures. Loss and disruption of forestry soils would be a significant effect. Community A re-routing of the Wolf Run cross-country running event on land at Welsh Road Farm would be required. This would possibly require the postponement of the event for a year during construction. This would have a significant effect on participants and spectators of the event. The temporary closure of the Shakespeare s Avon Way and Millennium Way at South Cubbington Wood would have a significant effect on walkers. Options for a temporary diversion are being considered. Cultural heritage Construction of the scheme would result in significant effects due to the removal of: parts of important hedgerows along historic parish boundaries; part of the ancient woodland at South Cubbington Wood; parts of areas of medieval ridge and furrow earthworks; and known and unknown archaeological remains, including the Bytham River and Fosse Way Roman road. The Grand Union Canal would experience a significant effect on its setting. During operation, ancient woodland at South Cubbington Wood and three sections of important hedgerow and the setting of the Grand Union Canal would be significantly affected. The provision of earthworks and planting would provide an effective means of mitigation to reduce the effects on the historic landscape and specific heritage assets within it, although the mitigation would not be fully effective until planting has matured.

86 80 HS2 Phase One Draft Environmental Statement Non-Technical Summary Ecology The scheme would require the permanent loss of 2ha (13%) of ancient semi-natural broad-leaved woodland at the South Cubbington Wood Local Wildlife Site, four ponds and a wild pear tree, which is reputedly the oldest recorded veteran wild pear tree in England. The loss of the woodland would result in a significant effect until mitigation planting has established and matured. Temporary effects are anticipated on the roosts, foraging and commuting routes of bats, notably Leisler s bats, until replacement planting has matured or artificial roosts are colonised. Further mitigation measures are currently being considered. Landscape and visual assessment During construction, significant visual effects would occur from a number of locations, particularly where there would be works for the cuttings, temporary diversions of roads and public rights of way and removal of vegetation. Significant effects would occur on the Leamington Plateau Fringe and Bubbenhall Plateau Farmlands Landscape Character Areas. During operation, significant effects on views would arise from the scheme. These would occur on the Ufton Vale Farmlands, Leamington Plateau Fringe and Bubbenhall Plateau Farmlands Landscape Character Areas. Where planting has been proposed, the effects of operation would reduce as planting matures. Further planting is currently being considered as mitigation. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 17. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included in the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive nonresidential receptors. Including the Ufton Vale Farm lands Landscape Character Area. These are reported in Volume 2, Report 17. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Water resources and flood risk assessment Construction works could lower groundwater levels and potentially reduce groundwater discharging to South Cubbington Woods and Burnt Firs woodland, although this requires further assessment.

87 HS2 Phase One Draft Environmental Statement Non-Technical Summary 81 Figure 24: Stoneleigh, Kenilworth and Burton Green area context map 7.18 Stoneleigh, Kenilworth and Burton Green The area is mostly rural and includes the significant area of Stoneleigh Park. The main settlement is Kenilworth with smaller villages at Stoneleigh and Burton Green. The scheme The route would pass beneath the A445 Leicester Road and Stoneleigh Road, then through the eastern part of Stoneleigh Park, crossing the River Avon on viaduct before passing beneath the A46, the Coventry to Leamington Spa railway and the A429 in cutting to the north-east of Kenilworth (see Figure 24). Crossing over Finham Brook and the realigned Canley Brook on viaduct, the route would then enter tunnel, following the route of the dismantled Kenilworth to Balsall railway through Burton Green, entering a cutting to the south-west of the proposed Burton Green autotransformer feeder station. The route would then pass under Waste Lane before leaving the area. Two auto-transformer stations would be located in this area, one north of the A445 Leicester Lane and one north of A429 Coventry Road. The scheme would require the demolition of 31 residential and agricultural buildings in the area. One main construction site compound would be located at Coventry Road. Twenty smaller

88 82 HS2 Phase One Draft Environmental Statement Non-Technical Summary construction site compounds would operate at various times throughout the estimated five year construction period. Eleven roads (8 permanent and 3 temporary) and 13 public rights of way (9 permanent and 4 temporary) would be diverted. Local alternatives Local alternatives were considered for: the Canley Brook crossing; the Finham Brook crossing; the Burton Green tunnel; raising the line of the route through South Cubbington Wood. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 18. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 18. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land), traffic and transport and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality, traffic and transport or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils Nineteen holdings would experience significant effects due to loss of agricultural land, demolitions and/or severance. Twelve of these holdings would experience permanent significant effects, due to either permanent land take and/or severance. These include: Furzen Hill Farm; Park Farm; Royal Agricultural Society of England; and Kingswood Farm. Loss of forestry soils and land would cause a significant effect at Stoneleigh Park, Birchers Wood, Broadwells Wood and Black Waste Road. This effect would be mitigated by replanting in nearby locations. Community The demolition of six properties at a single location at Stoneleigh Park would have a significant effect. Works to Cromwell Lane at Burton Green, the B4113 and B4115 roads, Dalehouse Lane and Waste Lane would give rise to a significant effect, as it would restrict access to community facilities and/or dwellings. The possible short-term temporary closure of the Burton Green Village Hall, the building of the tunnel and the possible displacement of 18 households would have a significant adverse effect on the local community. At Stoneleigh Park, the scheme would require permanent loss of car parking at the showground and events site, which could compromise its ability to host larger events in the future, leading to a significant effect. A significant effect would occur due to the permanent loss of publicly accessible parkland from the Stoneleigh Estate which is well used by walkers. Land would be required temporarily from Kenilworth golf course, potentially limiting its ability to operate, giving rise to a significant effect. Some public rights of way would also be temporarily closed or diverted (e.g. Kenilworth Greenway), causing a significant effect on users. Cultural heritage During construction, the setting of several heritage assets would experience a significant effect, including Stoneleigh Park registered Park and Garden; Grade II* listed and scheduled Stare Bridge; several Grade II listed buildings; and Kenilworth Road Conservation Area. Significant effects would occur as a result of the demolition and removal of heritage assets, including archaeological deposits associated with a deserted medieval village at Hurst and possible early castle site; parts of important hedgerows and ancient woodland at Broadwells Wood, Roughknowles Wood, Crackley Wood and Black Waste Wood; and potential archaeological remains at Millburn Grange farmstead. The presence of the scheme would cause significant effects on the settings of heritage assets, including Stoneleigh Park; Stare Bridge; and South Hurst Farm and cottages.

89 HS2 Phase One Draft Environmental Statement Non-Technical Summary 83 View looking to the proposed line of route from public right of way near Stoneleigh Arup/ URS Ecology Broadwells Wood Local Wildlife Site would experience a permanent significant effect due to the loss of 3.6ha of ancient broadleaved woodland and severance. Black Waste Wood Local Wildlife Site would lose 1.5ha of broadleaved woodland and there would be additional woodland loss for Stareton and Stoneleigh Park, Roughknowles Wood, Greens Wood, Birches Wood and along the Kenilworth Greenway. The creation of broadleaved woodland to mitigate loss would result in a beneficial effect in the long term. Bats would also experience significant effects due to the loss of habitat and roosts. Further mitigation, including provision of bat roosts, is being considered. Landscape and visual assessment The presence of construction works would have significant effects on the character of the Stoneleigh Parklands Landscape Character Area. This area, along with the Coventry Rural Fringe Landscape Character Area, would also experience significant effects during operation, as a result of the presence of the scheme. The presence of construction works and also the scheme during operation would have effects on views throughout the area, including from Leicester Lane Cottages, Cromwell Lane and Dale House Farm, as well as some public rights of way. Additional planting would help to mitigate these effects. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 18. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included within the scheme design to reduce noise from operational activities. The eastern side of Stoneleigh Park, the eastern edge of Crackley, the western edge of Burton Green, Beechwood in the general vicinity of Waste Lane and Hodgetts Lane, and five other locations in the vicinity of Stoneleigh Park and South Hurst Farm may be significantly affected by noise. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES.

90 84 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 25: Coleshill Junction area context map 7.19 Coleshill Junction The area comprises agricultural land, through which runs several motorways, on the eastern fringe of greater Birmingham. The surrounding areas are densely developed. The main settlements in the area are Coleshill, Kingshurst, Chelmsley Wood, Gilson and Water Orton. The scheme The route would enter the southern part of this area crossing the M6 on viaduct at Chelmsley Wood before splitting to head westwards towards central Birmingham or continuing northwards (see Figure 25). The route towards central Birmingham would leave the main line south of Coleshill Hall Farm and pass over the realigned River Cole and the M6/M42 link, before continuing north-westwards immediately adjacent to the M6. The main line heading north would proceed predominantly on viaduct, crossing the B4114 Birmingham Road, the River Cole, the M42/M6 Toll, the A446 Lichfield Road and the Birmingham to Nuneaton railway. The junction in this area would be completed by a section of railway that would allow travel from central Birmingham to the north. It would split from the main line south of Water Orton, pass over the M42/M6 Toll and the Birmingham to Nuneaton railway, before joining the main line as it passes out of the area where it crosses the River Tame. An auto-transformer station would be located to the east of the route in the vicinity of Gilson Road.

91 HS2 Phase One Draft Environmental Statement Non-Technical Summary 85 The scheme would require the demolition of 26 buildings in the area, both residential and commercial. There would be permanent diversions of six roads and eight public rights of way. One main construction site compound would be located at Coleshill Heath Road. Nineteen smaller construction site compounds would operate at various times through the construction period. Local alternatives Local alternatives were considered for the layout of the Coleshill (Delta) junction and the alignment of the route past Water Orton and Chelmsley Wood. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 19. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 19. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land), traffic and transport and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality, traffic and transport or water effects have been identified during operation. No effects on flood risk are anticipated during construction or operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soil During construction a significant effect would occur from the permanent loss of a large proportion of high quality agricultural land. Eight farm holdings would be significantly affected due to the loss and splitting up of land. Following construction, much of the land required for construction is likely to be returned to its original use but significant effects would remain for seven holdings: Wheeley Moor Farm; Coleshill Hall Farm; land around Coleshill Manor; land off Gilson Drive; three parcels of land at Gilson; land off Gilson/ Stonebridge Road; and Newlands Farm. Community The demolition of properties at Attleboro Lane and to the west of Coleshill Parkway railway station (17 dwellings in total) would have a significant effect. In addition, land for the scheme would be required from 18 dwellings at Meadowbank Drive, Gilson and Attleboro Lane, Water Orton, resulting in a significant effect. The combination of disrupted access and construction activity surrounding 50 properties at Gilson could result in a significant effect if not managed appropriately. Approximately one third of the playing fields at Water Orton Primary School would be required for the scheme, resulting in a significant effect. The scheme would also require the permanent use of the majority of the existing land at Old Saltleians Rugby Football Club. The consideration of mitigation measures to address these effects is continuing and will be reported in the formal ES. Cultural heritage Construction of the scheme would result in significant effects due to the removal of the Grade II listed Coleshill Hall Farm and a number of low and moderate value heritage assets, including buildings at the Capitol Joinery timber yard; the moat and remains of the former hall at Coleshill Hall Farm; and ridge and furrow earthworks north of Hall Walk, east of Birmingham Road. Significant effects are anticipated on the setting of assets in four locations during construction. Of these, significant effects would remain during operation on Coleshill Hall Hospital and attached coach house and stable block and Gilson Hall and associated outbuildings. Ecology During construction, significant adverse effects would occur as a result of the loss of land from four local wildlife sites and realignment of the River Cole. In order to mitigate these losses, planting of species-rich

92 86 HS2 Phase One Draft Environmental Statement Non-Technical Summary View looking to the proposed line of route from sport pitches near Coleshilll Arup / URS grassland and a diverse mix of woodland and scrub habitats would be undertaken which would result in a beneficial effect once these habitats are established. The potential loss of bat roosts and the splitting of commuting and foraging routes would result in significant effects on bat species, including Leisler s bat. Further mitigation is currently being considered. Landscape and visual assessment During construction, significant visual effects would occur due to the removal of vegetation and the construction of new embankments, cuttings and structures. During operation, significant visual effects would occur due to the visibility of the railway, embankments, cuttings, realigned highways and associated structures and visibility of rail traffic. Where planting has been proposed, the effects of operation would reduce as planting matures. Further mitigation measures are being considered. During construction and operation, significant effects would occur on the Cole Valley Landscape Character Area due to the introduction of new features in the landscape and the loss of woodland. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 19. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. No significant noise or vibration effects arising from operational noise and/or vibration or changes to existing roads are anticipated at this stage. Further assessment work is being undertaken to confirm operational noise and vibration effects and will be reported in the formal ES.

93 HS2 Phase One Draft Environmental Statement Non-Technical Summary 87 Figure 26: Curdworth to Middleton area context map 7.20 Curdworth to Middleton Land use in the area is mostly agricultural with the villages of Curdworth and Middleton to the south and north, respectively. Hams Hall Distribution Park lies to the south-east and The Belfry golf course to the west. The scheme The route would enter the area across the River Tame, a sewage works and the Birmingham and Derby railway, east of Curdworth (see Figure 26). The route would split to provide a stub for the Phase Two route of HS2 towards Leeds in a cutting to the east of Dunton Hall. It would then run north-west, crossing over the M42 and Birmingham and Fazeley Canal on viaduct, to the east of The Belfry golf course and under the A4091. Passing east of Middleton village, it would continue north-west, crossing Langley Brook on viaduct. An auto-transformer station would be located north of the Birmingham and Fazeley Canal. The scheme would require the demolition of 36 buildings in the area, these being mainly residential and commercial. One main construction site compound would be located at Marston Lane. Fifteen smaller construction site compounds would be required at various times throughout the estimated five-year construction period. A railhead compound would be located at Hams Hall for six years. Six roads and five public rights of way would be diverted. Three public rights of way would be closed.

94 88 HS2 Phase One Draft Environmental Statement Non-Technical Summary Local alternatives Local alternatives were considered for the crossing of the junction that would connect the high speed rail network on to Leeds (Phase Two); the extent of the Leeds link; and the layout of the Delta junction. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 20. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 20. During construction, all potential effects in terms of air quality (e.g. dust generation), traffic and transport and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, traffic and transport or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils The scheme would result in the permanent loss of some agricultural land, much of which is of high quality, resulting in a significant effect. Fourteen holdings would experience significant effects as a result of loss of land, severance and/or demolition. Following construction, significant effects due to the permanent loss of land and severance would occur on eight of these holdings, including Crowberry Stables and Spring Farm. Forestry land and soils would also be lost north of Kingsbury Road; around Cuttle Mill Fishery; and at North Wood, causing a significant effect. However, replanting would occur which would reduce these effects as planting matures. Community Land would be required temporarily and/ or permanently from a group of eight properties at Church Lane and Crowberry Lane on the eastern edge of Middleton, causing a significant effect. Road access between the Middleton village and the A4091 would be disrupted during the construction works. Land from the Lea Marston Hotel golf course would be temporarily lost, having a significant effect on users of the golf course. Land would also be temporarily lost at Dunton Stables and the surrounding areas upon which it relies. This would make it difficult for the stables to operate, having a significant effect on users. The combination of construction activity to the east and south of Middleton and the interrupted access in and out of the village would result in partial isolation of The Green Man, Middleton Equestrian Centre and Ash End House Children s Farm, causing a significant effect on users. Cultural heritage The presence of construction works and activities would have significant effects on the setting of assets throughout the area, including the Birmingham and Fazeley Canal; and Dunton Hall. Significant effects would occur due to the removal of a range of heritage assets, including Mullensgrove Farm and archaeological remains associated with the cropmarks near Curdworth. The presence of the scheme during operation would also have significant effects on the setting of several assets including fishponds within North Wood; and Newlands Farm. Ecology The partial loss of ancient woodland and fragmentation of land at North Wood Local Wildlife Site would cause a significant effect. Loss of land and vegetation would have significant effects on bats (including Leisler s bat) and terrestrial invertebrates, as habitat would be lost. Ponds and

95 HS2 Phase One Draft Environmental Statement Non-Technical Summary 89 View looking to the proposed line of route from public right of way, Marston Lane Arup / URS ditches would also be lost, resulting in a significant effect on water bodies. However, breeding and wintering birds would experience beneficial effects as a result of habitat enhancement. In the long term, there would be a positive effect on woodland habitats as a result of planting. Land quality The scheme would prevent the continued removal of mineral resources at Middleton Hall Estate and potentially another site at Lea Marston. This would result in a significant effect unless mineral extraction is undertaken before construction. Landscape and visual assessment The Middleton to Curdworth Tame Valley Farmland and Tame Valley Wetlands Landscape Character Areas would experience significant effects during both construction and operation. Significant effects on views during construction would include: the construction compound at Marston Lane; and the Hams Hall railhead. Significant effects on views during operation would include views from residential properties in Curdworth; views from Lea Marston; and views from around Bodymoor Heath. Where planting has been proposed, the effects would reduce in time as planting matures. Further mitigation measures are being considered. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 20. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Mitigation measures, including noise barriers, have been included in the scheme to reduce noise from operational activities. Significant airborne noise effects may occur at residential properties on the eastern edge of Middleton in the vicinity of Church Lane and Crowberry Lane; and approximately two properties in Curdworth that would be closest to the scheme. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES.

96 90 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 27: Drayton Bassett, Hints and Weeford area context map 7.21 Drayton Bassett, Hints and Weeford The area is predominantly rural and includes the villages of Drayton Bassett, Hints and Weeford and the small hamlet of Packington Moor. The scheme The route would enter the area crossing Gallows Brook, to the north of Middleton, and proceed in a north-westerly direction over Gallows Brook floodplain on viaduct to the west of Drayton Bassett (see Figure 27). The route would then curve to the west of Hints, crossing over Black-Bourne Brook floodplain on viaduct. The route would then pass under Rock Hill and the A5 before heading north and passing under Flats Lane. The route would leave the area passing under the A51, adjacent to the Whittington Arms public house. An autotransformer station would be located to the south of Oak Dairy Farm and another station would be located north of the A5. The scheme would require the demolition of 66 buildings, a mix of residential, commercial and farm buildings. Twelve small construction site compounds would operate in the area throughout the estimated two-year construction period. Nine roads would be diverted (7 permanently and 2 temporarily). Fourteen public rights of way would be diverted permanently.

97 HS2 Phase One Draft Environmental Statement Non-Technical Summary 91 Local alternatives Local alternatives were considered for a raise in alignment between the A5 and A51; and for alternatives to increase line speed and mitigate effects on commercial developments around Lichfield. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 21. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 21. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land), traffic and transport and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality, traffic and transport or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils Land of high agricultural quality would be permanently required, resulting in a significant effect. Fifteen agricultural holdings would experience significant effects during construction due to the amount of land required, severance and/or demolitions. During operation, this would be reduced to significant effects for 12 holdings including Draytonlane End Farm and Oak Dairy Farm. Loss of forestry land at Job s Hill, Rookery and Roundhill and loss of forestry soil would result in significant effects. Loss of forestry land would be mitigated by replanting in nearby locations. Community During construction, 12 dwellings at Flats Lane and Knox s Grave Lane would be demolished, causing a significant effect, as these represent the majority of dwellings in a small hamlet. In the community of Hints, some roads would be closed during construction and the lack of alternative routes to Shenstone and Lichfield would potentially cause significant effects. Most of the buildings at Packington Moor Farm would be demolished. The farm is used as a wedding venue and there is also a popular café and shop. Consequently, this loss would result in a significant effect. Part of the Heart of England Way at Bucks Head Farm and again just north of Packington Moor Farm would be temporarily closed and users would have to use other nearby public rights of way. Cultural heritage The presence of construction works and activities would have significant effects on the setting of assets throughout the area, including Ingley Hill Farm and Horsley Brook Farm. Significant effects would occur due to the removal of a range of heritage assets, including parts of ancient woodland at the Rookery and Roundhill Wood; outbuilding at Bucks Heads Farm; Packington Moor Farm; and three sites containing archaeological deposits of prehistoric or Roman activity. The presence of the scheme during operation would also have significant effects on the setting of several heritage assets including Bourne House and the Whittington Arms public house. Ecology Loss of habitat at Gallows Brook, loss of ancient semi-natural woodland at Rookery Site of Borough Importance (1.25ha) and at Roundhill Wood Site of Borough Importance (0.76ha) and loss of secondary woodland would cause significant effects. Loss of hedgerow at Waggoner s Lane would also result in a significant effect, although this would be reduced by replanting of hedgerow nearby. Loss and/or disruption of habitats would have significant effects on bats (including Leisler s bat) and amphibians. Replanting of woodland would help mitigate effects, resulting in a beneficial effect in the long term.

98 92 HS2 Phase One Draft Environmental Statement Non-Technical Summary View looking to the proposed line of route from public right of way near Rookery Farm Arup / URS Landscape and visual assessment The presence of construction works and then the scheme during operation would have significant effects on the following landscape character areas: Lowland Village Farmlands; Sandstone Hills and Heaths; and Sandstone Estatelands. Construction works and also the scheme during operation would have effects on views throughout the area, including views from The Pump House at Brook Farm; Drayton Lane; Drayton Lane End Farm; Hints Farm complex; Brockhurst Farm; and White House Farm, as well as some public rights of way, including the Heart of England Way. Additional planting would help mitigate these effects. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 21. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Mitigation measures, including noise barriers, have been included in the scheme to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noisesensitive non-residential receptors. Including Cannock Chase and Cank Wood National Character Area. These are reported in Volume 2, Report 21. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES.

99 HS2 Phase One Draft Environmental Statement Non-Technical Summary 93 Figure 28: Whittington to Handsacre area context map 7.22 Whittington to Handsacre The area is mainly agricultural with settlements including Whittington, Huddlesford, Fradley, Armitage with Handsacre and Streethay. Lichfield is the largest settlement in the area. The scheme The route would enter the area at the crossing of the A51 Tamworth Road and proceed in a northerly direction, crossing Whittington Heath golf course and Whittington Common Road (see Figure 28). The route would curve to the west passing over the West Coast Main Line, then the South Staffordshire Line and the A38 to the east of Streethay. Passing west of Fradley Business Park the route would split to provide a stub for Phase Two of HS2 which would continue to just north of the Trent and Mersey Canal. The Phase One route would curve to the west, twice crossing over the Trent and Mersey Canal on viaduct, then Curborough Brook and through Ravenshaw Wood. The route would then curve back toward the north, passing under the existing A515, before connecting with the West Coast Main Line to the south of Handsacre. Two auto-transformer stations would be located in the area, one adjacent to Capper s Lane and one adjacent to the Trent and Mersey Canal east viaduct.

100 94 HS2 Phase One Draft Environmental Statement Non-Technical Summary The scheme would require the demolition of 36 buildings, being farm buildings, residential and buildings at the Whittington Heath Golf Club. Two main construction site compounds would be located at Capper s Lane and Tewnal s Lane. Nineteen smaller construction sites would be located in the area and operate at various times throughout the estimated five year construction period. Five roads and six public rights of way would be diverted during construction. A section of Shaw Lane would be closed permanently. Local alternatives Local alternatives were considered for the configuration of the connection to the West Coast Main Line at Handsacre; various aspects of the Curdworth to Lichfield alignment; and the extent of the stub for the Manchester spur. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 22. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 22. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land), traffic and transport and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality, traffic and transport or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils The scheme would result in the permanent loss of agricultural land of high quality and woodland, causing a significant effect. Twenty-nine holdings could experience significant effects due to land loss and/or severance. Of these, 22 would experience permanent significant effects, as land would be permanently required and/or buildings demolished. These include: Curborough Farm; Black Slough Farm; Fulfen Farm; Ravenshaw Wood West; and Haunchwood and Hill Farm. Loss of forestry land, woodland, and forestry soils would cause a significant effect. Replanting would reduce the effects of lost forestry land to a level that is not significant once planting matures. Community Land would be required both temporarily and permanently from the Lichfield Cruising Club at Huddlesford, along with associated moorings, which could compromise the ability of the club to function as it does currently, causing a significant effect. Construction of the viaduct structures over the Trent and Mersey Canal at Fradley would require the displacement of the moorings beneath for 18 months, having a significant effect on users. The club house and car park of Whittington Heath Golf Club would be lost, and half of the 18 holes would be affected. This would affect the club s ability to operate and it could not be reinstated to its current playing standard. Cultural heritage During construction, the setting of several heritage assets would experience a significant effect, including listed buildings at Streethay Manor; Ellfield House and Lodge; and Whittington Hill House and Hill Farm. Significant effects would occur as a result of the demolition and removal of heritage assets, including parts of three ancient woodland and four important hedgerows; the demolition of Hill Farm; the removal of part of Whittington Heath golf course; and the removal of potential archaeological remains associated with the moated and possible prehistoric site west of Fulfen. The presence of the scheme would cause significant effects on the settings of heritage

101 HS2 Phase One Draft Environmental Statement Non-Technical Summary 95 View looking to the proposed line of route from the public right of way near Hill Farm Arup / URS assets, including the scheduled monument and listed buildings at Streethay Manor; and the Trent and Mersey Conservation Area. Ecology Loss of habitat would have significant effects on tree sparrow and bats. The scheme would result in the loss of 6ha of woodland including ancient woodland at Ravenshaw, Black Slough and Slaish Site of Borough Importance, along with 3.7ha of woodland, grassland and heathland at Whittington Heath Golf Course Site of Borough Importance, causing a significant effect. A beneficial significant effect would arise due to planting of woodland to mitigate effects and the creation of heathland and grassland. Landscape and visual assessment The presence of construction works would have significant effects on the character of the following landscape character areas: Sandstone Estatelands; Settled Farmlands; Sandstone Terrace Estatelands; and Settled Heathlands. During operation, the presence of the scheme would only have significant effects on the Sandstone Estatelands; the Settled Heathlands; and the Settled Farmlands Landscape Character Areas. The presence of construction works and the presence of the scheme during operation would have effects on views throughout the area, including from: Huddlesford junction; and Marsh Farm, as well as some public rights of way. Additional planting would reduce these effects. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 22. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included within the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive non-residential receptors including office premises within Fradley Park, Lichfield. These are reported in Volume 2. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES.

102 96 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 29: Balsall Common and Hampton in Arden area context map 7.23 Balsall Common and Hampton in Arden The primary land use in this area is agriculture, with a network of small villages including Balsall Common, Berkswell and Hampton in Arden. The scheme The route would enter the area north-west of Waste Lane, near Kenilworth Greenway, then cross the Rugby to Birmingham railway, south-east of Berkswell station (see Figure 29). It would diverge from the Kenilworth Greenway and cross Truggist Lane, Bayleys Brook and several public rights of way. The route would continue parallel to the A452 Kenilworth Road and cross near Marsh Lane Nature Reserve, then would cross Meriden Road and Diddington Lane, leaving the area south-east of the A45 Coventry Road. The route would pass over four viaducts at Balsall Common to cross the existing railway and fishing ponds, Marsh Farm, the River Blythe and Shadow Brook. One building would be demolished in the area. Seven bridges, including footbridges, would be constructed along the line of the route. An autotransformer station would be located at Bradnock. Truggist Lane, Lavender Hall Lane and 11 public rights of way would be temporarily diverted. There would be two main construction site compounds, located

103 HS2 Phase One Draft Environmental Statement Non-Technical Summary 97 off Park Lane and Diddington Lane. Nine smaller construction site compounds would also be located in the area, at various times throughout the estimated four and a half year construction period. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 23. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land) and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Local alternatives Five main local alternatives to the scheme were considered, namely for the realignment of the Kenilworth Road; the alignment and road layout of Meriden Road/Diddington Lane; the design of the bridge at Carol Green; the design of Balsall Common viaduct and River Blythe viaduct; and for a Berkswell/ Balsall Common tunnel. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 23. Agriculture, forestry and soils The amount of high quality agricultural land and forestry land lost during construction would result in a significant effect. However, forestry would be replanted and the effect would not be significant once planting matures. The loss and severance of land at Beechwood Farm, Truggist Hill Farm, the land south of Park Lane, Marsh Farm, Mouldings Green Farm and land at Berkswell House would be significant. During operation, disruption to agricultural traffic movements and occasional flooding in flood storage areas on agricultural land are likely to be significant effects. Community Berkswell Clay Pigeon Club and the Heart of England Aeromodellers sites would be lost. These are widely used facilities and this would result in a significant effect. Part of Marsh Lane Nature Reserve would be occupied for approximately four years during construction, causing a significant temporary effect for the people who use it. Cultural heritage Significant effects would occur through the construction period for the following heritage assets: parts of the medieval park pale at the Berkswell Estate; medieval ridge and furrow at four locations; Iron Age crop marks west of Mercote Mill; the medieval moated site at Mercote; the site of the medieval bridge at Diddington; the medieval settlement at Diddington; the possible Iron Age hill fort at Hampton Lane and crop marks covering four fields south of Hampton Lane. The provision of landscaping and planting would reduce the visibility of the scheme during operation. However, significant permanent effects would occur on the setting of the following heritage assets the Grade II* listed Diddington Hall; Diddington Farmhouse; Lavender Hall Farmhouse; Ram Hall; the Grade II listed Pasture Farmhouse; and through severance of the Berkswell Estate, as a result of the presence of the scheme.

104 98 HS2 Phase One Draft Environmental Statement Non-Technical Summary Ecology The route would pass close to the Berkswell Marsh Site of Special Scientific Interest in cutting. This has the potential to alter groundwater flows, and could cause a significant effect. Construction of the scheme would result in the loss of habitats, including grassland and woodland. This would result in significant effects for local wildlife sites (Berkswell Marsh Meadow, Mouldings Green Farm, Patrick Farm Meadow); semi-improved neutral grassland; and several ecosites (Kenilworth to Balsall Railway Embankment, Shadow Brook, Fern Bank Marsh, Park Lane Spinney, Berkswell Estate, Field North of Gravel Quarry, Field Adjacent to River Blythe). The loss of these sites and removal of vegetation would result in significant effects for bats, common toad, terrestrial invertebrates and breeding and wintering birds. Further mitigation is being considered to reduce these effects on species. This could include installing bat roosts and vegetation (including hedgerows) that would allow the safe passage of species. A positive effect would arise from new habitat creation. Landscape and visual assessment The presence of construction works and then the scheme (e.g. viaducts and bridges) during operation would significantly affect the following landscape character areas: Balsall Common Rural; Solihull Rural Heartland; Blythe Valley; Hampton-in-Arden Residential. The presence of construction works and activities would also have significant effects on views in a number of locations, including from residential areas in Baulk Lane; Lavender Hall; Meriden Road; and from public rights of way, including the Millennium Way. A number of these viewpoints would continue to experience significant visual effects during operation, including Baulk Lane, Lavender Hall, Patrick Farm and Millennium Way. Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 23. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included the scheme design to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive non-residential receptors. These are reported in Volume 2, Report 23. Significant airborne noise effects may occur at residential properties in parts of the west of Carol Green, the east of Balsall Common, the eastern part of the outskirts of Hampton in Arden and approximately six other dwellings that are closest to the route. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport During construction, increases in traffic flows on the A452 Kenilworth Road, Park Lane; Kelsey Lane; and Waste Lane would result in a significant effect. During operation, the close proximity of Birmingham Interchange station would provide increased rail capacity and reduce journey times to London which is considered a significant beneficial effect.

105 HS2 Phase One Draft Environmental Statement Non-Technical Summary 99 Figure 30: Birmingham Interchange and Chelmsley Wood area context map 7.24 Birmingham Interchange and Chelmsley Wood Land use in this area is mainly agricultural; the majority of such land lies within the Packington Estate. The area is increasingly urban to the north, including Chelmsey Wood, a large residential estate. The National Exhibition Centre and Birmingham Airport lie to the west. The scheme The route would enter the area south-east of the A45 Coventry Road in Hampton in Arden and then proceed north-west into a triangular area bordered by the A452 Chester Road to the east, the M42, Birmingham Airport and the National Exhibition Centre to the west and the A45 Coventry Road to the south (see Figure 30). Within this area, a new station (Birmingham Interchange station) would be constructed together with a people mover system which would provide connections between the new station, the National Exhibition Centre, Birmingham International railway station and Birmingham Airport. The route would continue north-west, crossing over the M42, then the M6 and would leave the area at the M6/M42 junction. The route would cross over Hollywell Brook, the M42 and M6 on viaducts. An auto-transformer station would be located northwest of the A446 Stonebridge Road.

106 100 HS2 Phase One Draft Environmental Statement Non-Technical Summary The scheme would require the demolition of two structures and seven buildings in the area. There would be 11 road and two public rights of way diversions. One main construction site compound would be located at Middle Bickenhill Lane and 17 smaller construction site compounds would operate at various times through the estimated five-year construction period. Local alternatives Local alternatives were considered for: the location of the Birmingham Interchange station; the viaduct over the M42; the diversion of Hollywell Brook; the alignment and location of the people mover system; and the curve of the route at Chelmsley Wood. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 24. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 24. During construction, all potential effects in terms of air quality (e.g. dust generation) and land quality (e.g. contaminated land) would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality or land quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soils High quality agricultural land would be lost during construction. Although much of this land is likely to be returned to its former use after construction, it would be a significant effect. Three holdings (Park Farm, land east of Middle Bickenhill Lane and Wheeley Moor Farm) would experience significant individual effects, due to the amount of land lost during construction and operation. Community Middle Bickenhill Lane would be surrounded by construction activity and experience reduced access, resulting in a significant effect. Significant effects would also occur due to: the removal of parking spaces at the National Motorcycle Museum; the permanent loss of the Olympia Motorcycle Track; and the permanent loss of land east of Heath Park, including two football pitches. Cultural heritage Significant effects would occur due to the removal of earthworks relating to Warrens Farm; ridge and furrow south of Blackfirs Lane; an earthwork field boundary in Coleshill; an earthwork boundary bank relating to Bickenhill Common Farm; partial removal of The Old Road from Hampton to Coleshill; the site of Mary Hastings Cottage (now known as Oak Tree Cottage); and a post medieval Turnpike Road. The settings of the Grade II* listed Park Farm and Packington Hall Registered Park and Garden would experience significant effects during construction and operation, while Common Farm would experience significant effects on its setting during operation. These effects would be reduced through planting. Ecology Construction of the scheme would result in the loss of broad-leaved semi-natural woodland; marshy grassland; semi-improved neutral grassland; pond and freshwater habitat; and hedgerows. The following sites would be affected to varying degrees: Denbigh Spinney Local Wildlife Site and Ecosite; Arden Brickworks Ecosite; Coleshill Pool Wood Local Wildlife Site and Ecosite; Disused Track and Siding Wood Ecosite; Hollywell Brook Corridor to A41 Ecosite; and Pendigo Lake and The Rough Ecosite.

107 HS2 Phase One Draft Environmental Statement Non-Technical Summary 101 Breeding birds, terrestrial invertebrates, white-clawed crayfish, macro invertebrates, amphibians, bats and reptiles would experience significant effects, due to loss of and/or changes to habitats. Further mitigation to reduce these effects, including habitat creation, is being considered. Landscape and visual assessment The presence of construction works and then the scheme during operation would have significant effects on the M42 Corridor, the Solihull Rural Heartland and the Chelmsley Wood Landscape Character Areas. The presence of construction works and the scheme during operation would also have significant effects on views from residential areas including views north and south-east along Middle Bickenhill Lane from Elm Gables and Meadow Cottage residences and Foxland Close, view east across Chelmsley Wood recreation ground and from several public rights of way. Planting would be undertaken to reduce these effects. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 24. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. Noise barriers have been included within the scheme to reduce noise from operational activities. The current assessment has identified potential airborne noise effects at noise-sensitive non-residential receptors. These are reported in Volume 2, Report 24. Significant airborne noise effects may occur at one dwelling closest to the scheme in the vicinity of Common Farm. Further work is being undertaken to confirm the likely significant effects and refine the design to reduce or avoid them. This will be reported in the formal ES. Traffic and transport Construction of the scheme is anticipated to result in increases in traffic which could result in significant effects on Packington Lane northbound slip road onto the A452 Chester Road; A452 Chester Road; Eastway; A45 Coventry Road eastbound on slip road from M42 junction 6; and the A45 Service Road. During construction works for the people mover system there would be significant temporary loss of car parking at the National Exhibition Centre (approximate 29% loss) and Birmingham International railway station (approximate 35% loss). During operation, increases in traffic would result in significant effects on the A452 Chester Road, between Stonebridge Island and Packington Lane and for Stonebridge Island. There would also be a significant effect on the A45 Coventry Road between M42 junction 6 and Stonebridge Island (by 2041), due to increased flows. Severance would cause a significant effect on one public right of way and eight roads. Mitigation measures are currently being assessed. Water resources and flood risk assessment Parts of Hollywell Brook and an unnamed watercourse near Denbigh Spinney would be placed in culvert to allow construction of the new station. This would lead to a reduction in natural light, causing a significant change to the nature of the watercourse. Mitigation measures have been incorporated in the design to reduce this effect. Below ground construction would have a significant effect on groundwater in the River Blythe Site of Special Scientific Interest. Further mitigation is being considered.

108 102 HS2 Phase One Draft Environmental Statement Non-Technical Summary Figure 31: Caste Bromwich and Bromford area context map 7.25 Castle Bromwich and Bromford The area is predominantly urban, dominated by industrial and commercial land use with its eastern edge lying on the rural fringe. The main settlements include Castle Bromwich, Castle Vale and Bromford. The scheme The route would enter the area just south of the B4418 Birmingham Road, north of Chelmsley Wood, before heading west initially in deep cutting (see Figure 31). It would then cross the realigned River Tame on viaduct at Park Hall nature reserve and then would run parallel to the Derby to Birmingham railway. From here it would enter cutting and then tunnel, east of the A452 Chester Road. The tunnel would pass below Chester Road, the River Tame, the M6, Chillinghome Road and Bromford Drive, before leaving the area still in tunnel. An auto-transformer station would be located at the eastern end of Castle Bromwich Business Park, Tameside Drive. The scheme would require the demolition of seven structures and eight buildings in the area. No road or public rights of way diversions are currently anticipated in the area. One main construction site compound would be located at Castle Bromwich Business Park. Five smaller compounds would be located in the area and would operate at various times throughout the estimated eight year construction period.

109 HS2 Phase One Draft Environmental Statement Non-Technical Summary 103 Local alternatives Local alternatives were considered for the design of the viaduct at Park Hall Wood; the Park Hall Wood River Tame diversion; and alternatives to the Bromford tunnel. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 25. Environmental effects The potential environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 25. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land) and water would be effectively managed through the measures set out in the draft Code of Construction Practice. Similarly, no significant adverse air quality, land quality or water effects have been identified during operation. No effects on flood risk during both construction and operation of the scheme are anticipated. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Agriculture, forestry and soil Loss of land at Twisted Oak Stables and loss of seminatural woodland at the Park Hall nature reserve would cause significant effects. The proposed planting of replacement woodland would reduce these effects. Community The Park Hall nature reserve would be closed to visitors for approximately five years. This is a highly used resource and its temporary closure would cause a significant effect on the community. Cultural heritage Heritage assets within Park Hall nature reserve (ridge and furrow; trackway and a prehistoric burnt mound) and the remains of Park Hall would experience significant effects due to construction activities. Archaeological remains would be affected by construction of the Bromford tunnel and the diversion of the River Tame, resulting in significant effects. Ecology Significant effects would occur on some species of breeding birds and reptiles (grass snake), due to the loss of habitat. Park Hall Site of Importance for Nature Conservation would experience a permanent adverse effect, due to loss and fragmentation of ancient broad-leaved woodland, broad-leaved seminatural woodland, marshy grassland, reedbed, pond habitat, hedgerow and the effects of diversion of the River Tame. The River Tame Site of Local Importance for Nature Conservation would experience a temporary significant effect during construction due to the displacement of bats, otters, riparian plants and aquatic invertebrates. Habitat creation and replanting would be undertaken where reasonably practicable, to reduce some of these effects. Landscape and visual assessment Construction works in the area would result in significant effects on the following landscape character areas the River Tame Floodplain; the Farnborough Road Open Space and Paddock; and Castle Bromwich Business Park. During operation, significant effects would remain on the River Tame Floodplain Landscape Character Area. The presence of construction activities and the scheme during operation would have significant effects on views throughout the area, including from Javelin Avenue and Castle Vale Nature Conservation Area.

110 104 HS2 Phase One Draft Environmental Statement Non-Technical Summary View looking to the proposed line of route from Farnborough Road open space This image has been taken with a wide angle lense Arup / URS Sound, noise and vibration Measures set out in the draft Code of Construction Practice would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 25. The tunnel boring machines would cause some short-duration (over a few days) noise and vibration at properties close to the centreline of the tunnels as the boring machines pass underneath, but the effects are not considered to be significant. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. No significant noise or vibration effects arising from operational noise and/or vibration or changes to existing roads are anticipated at this stage. Further assessment work is being undertaken to confirm operational noise and vibration effects and will be reported in the formal ES. Traffic and transport A significant effect would occur due to the removal of 230 private car parking spaces at businesses in the vicinity of the eastern tunnel entrance.

111 HS2 Phase One Draft Environmental Statement Non-Technical Summary 105 Figure 32: Washwood Heath to Curzon Street area context map 7.26 Washwood Heath to Curzon Street This urban area to the east of the city centre of Birmingham comprises industrial and commercial land uses through Washwood Heath, Nechells, Saltley and Vauxhall Green. Bromford and Saltley are the nearest residential areas. The scheme The route would be in tunnel as it enters from the adjacent Castle Bromwich and Bromford area (CFA 25) approximately 400m east of Bromford Lane (see Figure 32). Heading westwards towards Curzon Street, the tunnel would pass in quick succession under the River Tame, Bromford Lane and the River Tame again. It would then rise up to ground level and emerge next to the proposed HS2 rolling stock maintenance depot at Washwood Heath. The route would then pass under two bridges, allowing the Stechford and Aston railway and Aston Church Road to cross the route, over the Grand Union Canal and under Saltley Viaduct (road). Immediately south of the viaduct, the route would pass over the Derby to Birmingham railway and a number of roads before fanning out to create the approach tracks into the proposed Curzon Street station. Curzon Street station would include seven platforms, an entrance at its western side at ground level and a pedestrian link

112 106 HS2 Phase One Draft Environmental Statement Non-Technical Summary with Moor Street station. An eastern entrance is also proposed; close to the existing Grade I listed Curzon Street station building. Auto-transformer stations would be required at the Washwood Heath depot and Saltley Business Park. The scheme would require the demolition of four structures and 63 buildings in the area, including the Express House distribution centre, Curzon Gateway student halls of residence and other commercial and residential properties. Diversions would be required on five roads temporarily and four roads around Curzon Street permanently. Construction works would restrict access to a number of properties during construction. Five public rights of way would be temporarily diverted and Common Lane would be permanently closed. Works would occur to bridges and viaducts in nine locations. The River Rea and the Washwood Heath Brook would be diverted. There would be two main construction site compounds in the area at Wolseley Drive and Curzon Street. Nine smaller construction compounds would be required at various times during the eight years of construction in the area. Local alternatives Local alternatives were considered in relation to the Bromford tunnel, Washwood Heath depot; Stechford to Aston rail bridge; Aston Church Road bridge; realignment of the River Rea; Saltley Viaduct (road); Duddeston Junction viaduct; Freightliner viaduct; Birmingham and Bushbury Line (Vauxhall) viaduct; and Curzon Street approach viaduct. These options and the key factors in the design of the scheme are discussed in Volume 2, Report 26. Environmental effects The potential for environmental effects from construction and operation of the scheme have been assessed for 11 environmental topics. A full discussion of this assessment is provided in Volume 2, Report 26 of the draft ES. During construction, all potential effects in terms of air quality (e.g. dust generation), land quality (e.g. contaminated land) would be effectively managed through measures set out in the draft Code of Construction Practice and no significant adverse air and land quality effects have been identified during operation. Socio-economic effects specific to this area are still being assessed and will be reported in the formal ES. Employment opportunities during construction and operation are reported at a route-wide level in Section 8 of this NTS. Community The scheme would permanently require the southwest corner of the Museum Collections Centre service yard and the service yard to the rear of the West Midlands Fire Service Headquarters building. This would restrict the operation of these organisations. Land required for construction of the scheme would mean that the Staffordshire and West Midlands Probation Trust would not be able to operate at its existing location. Construction activities would result in reduced accessibility to Millennium Point. The Arya Samaj Vedic Mission building would be demolished as part of the construction of the Duddeston viaduct. This place of worship is a well-used and valued resource and there are no alternative places of worship of this kind in the region. Park Street Gardens would be lost permanently. A small area of Eastside City Park would be lost permanently due to the proposed realignment of New Canal Street. All of these effects are considered significant.

113 HS2 Phase One Draft Environmental Statement Non-Technical Summary 107 Cultural heritage Construction of the scheme would result in demolition of the Washwood Heath railway depot buildings; Washwood Heath viaduct; Aston Church Road bridge; Saltley Viaduct (road); the Fox and Grapes public house; and parts of the western extent of the wall along Curzon Street. The Lawley Street viaduct and the Eagle and Tun public house would be altered. Park Street Gardens; the archaeological deposits associated with the former Curzon Street station (dating from 1838); and Freeman Street would be lost. The design of the scheme would ensure that effects to the setting of heritage assets would be reduced during operation, although significant effects would remain on the setting of the Grade I listed former Curzon Street station; the Grade II listed Old Moor Street station; the Grade II listed Woodman public house; the Grade II* listed Gun Barrel Proof House; the Warwick Bar Conservation Area and the Eagle and Tun public house. Ecology Bat surveys are continuing and, if found to be present, the loss of roosting habitat during construction could result in a significant effect. Construction of the scheme would result in the permanent loss of 120m of species-rich hedgerow from alongside the Grand Union Canal, which would result in a significant effect. Mitigation is currently being considered and will be reported in the formal ES. Landscape and visual assessment Construction would result in significant effects on views in the area surrounding the proposed Washwood Heath depot and in Birmingham city centre around the proposed Curzon Street station. These would last for the duration of the construction works. During operation, significant effects to views would occur as a result of the introduction of a new viaduct entering Birmingham city centre, the Washwood Heath depot and the proposed Curzon Street station. Measures would be taken to incorporate planting to provide screening. Further mitigation measures are currently being considered. Sound, noise and vibration Measures set out in the draft Code of Construction Practice, would be implemented to manage noise and vibration during construction. Potential construction noise and vibration effects have been identified at locations closest to the construction activities. These are described in Volume 2, Report 26. Further work is being undertaken to confirm significant noise and vibration effects during construction and to identify any site specific measures necessary to reduce them. No significant noise or vibration effects arising from operational noise and/or vibration or changes to existing roads are anticipated at this stage. Further assessment work is being undertaken to confirm operational noise and vibration effects and will be reported in the formal ES.

114 108 HS2 Phase One Draft Environmental Statement Non-Technical Summary Traffic and transport The temporary closure of Saltley viaduct during construction would require the diversion of bus routes and result in a significant effect on bus journey travel times. The permanent loss of approximately 800 public car parking spaces in the vicinity of Curzon Street and at least 40 private spaces along the route would result in a significant effect. The diversion of a number of public rights of way would also result in a significant effect. During operation, rail passengers in the area would benefit from an increase in rail capacity and would benefit significantly from improved journey times between Birmingham and London. The scheme would require footpath diversions of up to approximately 750m in the vicinity of Curzon Street station, resulting in a significant effect. Water resources and flood risk assessment Construction of the scheme may result in significant effects on groundwater in the area, although the assessment is continuing and will be reported in the formal ES along with any proposed mitigation. Nine drainage ponds would be constructed, which would improve drainage in the area and reduce the likelihood of flooding. This enhancement is considered a significant beneficial effect. The viaduct over the Digbeth Branch Canal would result in overshadowing and decrease the water quality. As the canal is considered to be of high value, this would be a significant effect. Significant beneficial effects are also anticipated upon the realigned Washwood Heath Brook, due to improved flows and the likelihood for improvement in plant life in the brook. The conclusions of the flood risk assessment will be reported in the formal ES.

115 HS2 Phase One Draft Environmental Statement Non-Technical Summary 109

116 View looking to the proposed Wendover Dean viaduct from public right of way near Jones Hill Wood Arup / URS

117 HS2 Phase One Draft Environmental Statement Non-Technical Summary Summary of route-wide environmental effects 8.1 Introduction This section presents a provisional summary of the route-wide effects, which are those occurring at a larger scale than that presented in the community forum area reports. The route-wide effects identified include: greenhouse gas emissions; effects on the Chilterns Area of Outstanding Natural Beauty (AONB); wider socio-economic and traffic and transport effects; effects associated with the generation of solid wastes during construction and operation; overall effects on the agricultural, forestry and soil resources; and effects on ecological resources of at least national importance and protected species (Volume 2, Report 27). For some topics, effects are local in extent and no additional route-wide effects have been identified, namely for community; electromagnetic interference; land quality; and water resources and flood risk. Construction effects on air quality and sound, noise and vibration are local; however, operational effects could arise from changes in traffic flows over a wider area. This will be reported in the formal ES. 8.2 Chilterns Area of Outstanding Natural Beauty Construction and operational effects of the scheme on the character of the Chilterns AONB has been considered on a route-wide scale. The AONB is over 800km 2 (309 square miles) made up of distinctive landscapes of steep chalk scarp slopes and clay vales, and contains the country s most extensive areas of beech woodland. The scheme would pass through the AONB for over 20km (12.4 miles) between Chalfont St. Giles and Wendover. Within the AONB, from Chalfont St. Giles to Hyde Heath (a distance of 9.4km or 5.8 miles), the route would be in tunnel (part of the Chiltern tunnel). Within the AONB, the Chiltern tunnel would have ventilation shafts with head houses at the surface proposed at Chalfont St. Giles, Amersham and Little Missenden. Beyond the northern tunnel portal, the scheme would accommodate the following features as it runs northwards towards Wendover: a cutting (1.5km or 0.9 miles); a tunnel at South Heath (1.2km or 0.7 miles); a cutting (3.1km or 1.9 miles); Wendover Dean viaduct (500m or o.3 miles); minor embankments and cutting (1.6km or 1 mile); Small Dean viaduct (500m or 0.3 miles); an embankment (700m or 0.4 miles); Wendover tunnel (1.3km or 0.8 miles); and a cutting for nearly 1km (0.6 miles) to the edge of the AONB. Measures within the draft Code of Construction Practice to reduce landscape effects during construction include the retention and protection of existing trees and vegetation where reasonably practicable. With the exception of the three vent shafts and the northern portal of the Chiltern tunnel, construction of the tunnel would avoid disturbance to planting and other landscape features. To reduce effects on the AONB, HS2 Ltd proposes to remove excavated materials arising from the tunnel boring work from the southern portal in the Colne Valley outside the AONB. The surface works at the northern tunnel portal would include removal of part of Mantle s Wood (ancient woodland) and field boundaries. Construction of the three vent shafts and associated surface structures would require work sites. Construction of the tunnels, cuttings, embankments and viaducts would require earthworks on the line of the route, demolition of buildings, diversion of roads and tracks, removal of field boundaries including hedges and hedgerow trees and removal of woodland areas, (principally Sibley s Coppice). Construction would also require the addition of temporary site compounds and storage areas, new bridges and utility diversions. These construction works would have a significant temporary local effect on the character and appearance of the landscape.

118 112 HS2 Phase One Draft Environmental Statement Non-Technical Summary The construction activity would temporarily alter the character and appearance of the landscape in the immediate vicinity of the route to the north of the Chiltern tunnel. Construction activity would be visible from areas of open landscape on some ridge tops. Such activity would be seen in the wider landscape setting and be filtered by intervening woodland and hedgerows. The exception to this would be the long views afforded from Coombe Hill. Overall, construction activities would have a temporary significant effect on the AONB. Measures have been incorporated into the design of the scheme to reduce operational effects on the AONB, including a tunnel for the southern portion of the scheme within the AONB; inclusion of two tunnels where the landscape would be reinstated above the scheme; placing most of the remainder of the scheme in cutting north of the Chilterns tunnel; use of earthworks and embankments to provide visual screening and noise barriers; replacement of lengths of hedge and areas of lost woodland; and screening through new planting. The sections of route in cutting either side of the South Heath tunnel and north of the Wendover tunnel would be likely to have no significant effect. The presence of Wendover Dean and Small Dean viaducts, noise barriers, and high speed trains would cause local significant effects on the character and appearance of the landscape. In addition, the northern portal of the Chiltern tunnel and the three vent shafts and associated surface structures would introduce new features into the landscape. The design and appearance of these structures is being developed to reduce visual effects as far as reasonably practicable. Short lengths of the route on embankment, and road and pedestrian bridges, would introduce new visible linear features into the landscape. Overall, these features would not significantly affect the character and appearance of the landscape within the AONB as a whole. Measures incorporated into the design of the scheme and the enclosed nature of the valleys and widespread presence of woodland would ensure that significant effects on the AONB would be limited to the immediate vicinity of the scheme. The exception to this would be the long views from Coombe Hill. By year 15 of operation (2041), planting incorporated as part of the design would have matured and would be likely to reduce effects on the character of the AONB. An assessment of effects for these assessment years will be set out in the formal ES. 8.3 Agriculture, forestry and soils Construction of the scheme could lead to the temporary loss of approximately 2,000 hectares of high quality agricultural land, which is 0.05% of such land in England and is considered to be significant. Approximately 2,000 hectares of poorer quality agricultural land would also be temporarily lost. The route-wide temporary loss of forestry land and effects on the soil resource (particularly the re-use of excess soil) is under consideration and will be presented in the formal ES. The amount of land that would be required on a permanent basis for the scheme will be confirmed when the detailed design is completed and following consultation on the draft ES. Assuming the scheme requires approximately 1,000 hectares of agricultural land on a permanent basis, of which 500 hectares would be of high quality (which is 0.01% of such land in England), the route-wide effect of this loss is considered to be significant. The permanent routewide effect on forestry land is being assessed and will be presented in the formal ES.

119 HS2 Phase One Draft Environmental Statement Non-Technical Summary Climate The climate assessment for HS2 involves the assessment of the amount of greenhouse gasses (expressed in tonnes of carbon dioxide) released to the atmosphere. The assessment will be presented in the formal ES as the engineering design, construction assessment and transport modelling work upon which it is based, is ongoing. The assessment will consider the total greenhouse gas emissions due to construction and operation of the scheme (over 60 years); and the reduction of greenhouse gases as a result of passengers moving from road and air travel onto the scheme. The ability of the scheme to deal with a changing climate is being considered as part of the engineering design and will be described on a topic-by-topic basis in the formal ES. 8.5 Cultural heritage The scheme would not have an effect on any world heritage site or registered battlefield, or demolish any Grade I or Grade II* listed buildings. The scheme would physically affect 122 designated heritage assets comprising: one scheduled monument (Grim s Ditch); 19 Grade II listed buildings; two Grade II* registered parks; 81 lengths of historic hedgerow, and 19 ancient semi-natural woodlands. Each loss is considered individually to be a significant effect. Archaeological and built heritage investigation and recording would be undertaken for each of these features. 8.6 Ecology The ecology survey and assessment work is ongoing, and it is not currently possible to identify fully the effects that are likely to be significant at a route-wide scale. Provisional assessments have been made. These will be considered further in the formal ES. No sites of international value for nature conservation would be affected by construction or operation of the scheme. The potential for effects on the South West London Waterbodies Special Protection Area and Ramsar site (a site of international value) has been investigated and no likely significant effects on the site are anticipated. Construction of the scheme would affect a number of sites of special scientific interest, which are of national value for nature conservation and for which mitigation is currently proposed, namely Mid Colne Valley; Sheephouse Wood; Helmdon Disused Railway; and River Blythe. Effects on the Mid Colne Valley Site of Special Scientific Interest is currently anticipated to be significant due to potential loss of broad-leaved woodland and wetland habitats. Further mitigation proposals are being considered for this area. No remaining significant effects are anticipated on the other three sites of special scientific interest.

120 114 HS2 Phase One Draft Environmental Statement Non-Technical Summary Potential for effects on the Weston Turville Reservoir; Long Itchington and Ufton Woods; and Middleton Pool Sites of Special Scientific Interest are still under consideration. At present there are no route-wide significant effects on habitats caused by construction or operation. The formal ES will include an assessment of the effects of the scheme on the connectivity of habitats across the landscape taking into account both habitat loss and mitigation planting. Preliminary assessments have identified the following key effects on protected or important species: loss of bat roosts and foraging habitat; separation of habitats used by species including bats, great crested newts and badger; loss of ponds and land used by species including great crested newts; loss of habitat used by reptiles; and disturbance to sensitive bird species during construction. In the Bernwood Forest area, a series of bridges and underpasses, along with planting to promote habitat connectivity across the railway, would aim to maintain the flight paths of rare Bechstein s bats. The formal ES will include an assessment of effects on species at a route-wide scale, alongside proposals for further mitigation, as appropriate. 8.7 Socio-economics Construction person years are used to report the amount of construction labour undertaken by one person over the course of a year. At a routewide scale, 76,000 direct and indirect person years of construction employment would be created between 2017 and 2026, which is considered to be significant. These jobs would be based at worksites along the route; be accessible to suitably qualified local residents and to others living farther afield; and occur as a result of additional demand for goods and services in the local areas. Construction of the scheme would result in the loss and relocation of some existing businesses due to land requirements. It is not possible at this stage to predict accurately the number of jobs that are at risk of being lost route-wide (as a result of businesses failing to relocate and closing, or relocating and contracting, and employees being unable to find work in the short term). However, it is currently assumed that 20% of all jobs in directly affected businesses would be lost route-wide, and the total job losses would be approximately 1,500. The loss of businesses and employment would have knock-on effects through the business supply chain and as a result, an additional 700 jobs could be lost route-wide. In total approximately 2,200 jobs could be lost route-wide from businesses affected during the construction phase, which is considered to be significant. This effect would be reduced over time as the UK and regional economies grow and new opportunities for employment for people that have lost their jobs, and have been unable to find work, come forward. In the longer term, the scheme is expected to enhance these opportunities through increased investment and economic activity. During operation, 2,000 direct and indirect permanent jobs are estimated to be created as a result of the scheme, which is considered to be significant. These jobs would be primarily located at the four new stations (London Euston, Old Oak Common, Birmingham Interchange and Curzon Street), the Washwood Heath rolling stock depot (Birmingham) and the Calvert Maintenance Depot (near Bicester). This includes train crew jobs and jobs generated as a result of expenditure on supplies and services. Other economic benefits are likely to occur due to the presence of the operational scheme and the increased use of stations. This is likely to generate demand for local shops and offices which would create further local jobs and encourage investment. Wider socio-economic benefits of the scheme are likely to occur as a result of improving access between firms and customers, which would increase productivity, extending the labour markets and allowing businesses to attract more skilled

121 HS2 Phase One Draft Environmental Statement Non-Technical Summary 115 employees from further afield. These wider economic benefits would lead to further job opportunities and increases in average household incomes. Property development would also be expected around the new stations resulting in new employment space and new homes. It has been forecast that Phase One of HS2 could support 30,000 jobs around the proposed stations. Benefits to the West Coast Main Line, East Coast Main Line and Midlands Main Line would result as passengers transfer to HS2, thereby freeing capacity on the existing rail network and allowing more local services. Proposed Birmingham Interchange station Arup 8.8 Traffic and transport Traffic and transport effects are being considered at a regional and route-wide scale. The traffic and transport assessment is largely based upon the output from transport models, which themselves rely on ongoing economic assessments and modelling. This updated assessment is not yet complete and will be reported in the formal ES. The assessment will identify route-wide effects expressed in terms of the amount of people moving from one form of transport to another; increase/ reduction in vehicle-kilometres and personkilometres by different forms of transport; journey time savings; and increased frequency and capacity. Route-wide effects would mainly consist of long distance trips made by car, rail and air. During construction, effects would result from construction works on the road and rail network and the numbers of HS2 construction vehicles on the wider road and rail network. During operation, effects would result from the new HS2 railway capacity; released capacity on the conventional rail lines; opportunities for transfers from private car and air travel; and the wider effects on transport networks (such as reduced levels of crowding). Regional effects will, in particular, consider effects on other networks used to access the scheme (such as effects on the London Underground due to the new London Euston and Old Oak Common stations).