TRANSPORT AND WORKS ACT 1992 TRANSPORT AND WORKS (APPLICATIONS AND OBJECTIONS PROCEDURE) (ENGLAND AND WALES) RULES 2006

Network Rail (Hope Valley Capacity) Order TRANSPORT AND WORKS ACT 1992 TRANSPORT AND WORKS (APPLICATIONS AND OBJECTIONS PROCEDURE) (ENGLAND AND WALES) RULES 2006 NETWORK RAIL (HOPE VALLEY CAPACITY) ORDER ENVIRONMENTAL STATEMENT- VOLUME I: Non-Technical Summary

The Network Rail (Hope Valley Capacity) Order Volume I: Non-Technical Summary September 2015 Network Rail i

TABLE OF CONTENTS 1 INTRODUCTION... 1 1.1 Background... 1 1.2 Scheme Overview... 1 2 NEED FOR THE HOPE VALLEY CAPACITY SCHEME... 5 2.2 Scheme Benefits... 5 2.3 Consideration of Alternatives... 6 3 SCHEME DESCRIPTION... 8 3.1 Bamford Loop... 8 3.2 Dore Package... 11 4 ENVIRONMENTAL IMPACT ASSESSMENT... 16 4.1 Environmental Effects... 16 4.2 Historic Environment, Bamford Loop... 16 4.3 Historic Environment, Dore Package... 17 4.4 Ecology, Bamford Loop... 19 4.5 Ecology, Dore Package... 20 4.6 Landscape and Visual, Bamford Loop... 22 4.7 Landscape and Visual, Dore Package... 23 4.8 Noise and Vibration, Bamford Loop... 24 4.9 Noise and Vibration, Dore Package... 25 4.10 Socio-Economics, Bamford Loop... 26 4.11 Socio-Economics, Dore Package... 27 4.12 Traffic and Transport, Bamford Loop... 27 4.13 Traffic and Transport, Dore Package... 28 5 CONCLUSION... 30 5.2 Bamford Loop... 30 5.3 Dore Package... 30 iii

ABBREVIATION LIST Abbreviation CA CoCP EA EcIA EcMP EIA ES LNS LWS MM N&V NVMP NTS PRoW RSK SCC SoST SSSI TMP TWAO Term Conservation Area Code of Construction Practice Environment Agency Ecological Impact Assessment Ecological Management Plan Environmental Impact Assessment Local Nature Site Local Wildlife Site Mott MacDonald Limited Noise and Vibration Noise and Vibration Management Plan Non-Technical Summary Public Right of Way RSK Environment Limited Sheffield City Council Secretary of State for Transport Site of Special Scientific Interest Traffic Management Plan Transport and Works Act Order iv

Glossary Bamford Loop Deemed Planning Permission Dore Package Network Rail Order Programme Project Scheme Works to install a new passing loop on the east-bound line, immediately east of Bamford railway station associated works and a new footbridge to replace the Hathersage West foot level crossing. This is defined in Figure 1.2 (Volume III of this ES). Network Rail s request for a direction from the Secretary of State for Transport under section 90(2A) of the Town and Country Planning Act 1990 that deemed planning permission, so far as it is required, shall be deemed to be granted for the development authorised by the Order. Works to extend the existing Dore South Curve to the south of Dore and Totley Station and to improve Dore and Totley Station. This is defined in Figure 1.3 (Volume III of this ES) Network Rail Infrastructure Limited The Network Rail (Hope Valley Capacity) Order. Network Rail s Northern Hub Programme All of the Bamford Loop and Dore Package works within the Scheme which are located outside of Network Rail s existing operational land which are to be authorised by the Order. All of the Bamford Loop and Dore Package works within the Hope Valley Capacity Scheme, which includes the works located within Network Rail s existing operational land plus those works located outside of Network Rail s existing operational land to be authorised by the Order. v

1 INTRODUCTION 1.1 Background 1.1.1 This Non-Technical Summary ( NTS ) provides an overview of the main findings of the ( ES ), which accompanies the application by Network Rail Infrastructure Limited ( Network Rail ) to the Secretary of State for Transport ( SoST ) under the Transport and Works Act 1992 for the Network Rail (Hope Valley Capacity) Order (Order). Network Rail has appointed Mott MacDonald Limited ( MM ) and RSK Environment Limited ( RSK ) to assist with the delivery of the ES. 1.1.2 The ES reports the findings of the Environmental Impact Assessment ( EIA ) process, which seeks to identify and assess any environmental effects that are predicted to arise from the Scheme. Where negative effects were anticipated, solutions have been identified which aim to address the issues where possible; these measures are termed mitigation. 1.1.3 A TWA Order (TWAO) application under the TWA is required to authorise the construction of works and the acquisition of land required to construct elements of the Scheme which fall outside Network Rail s operational land (referred to as the Project). Works for Scheme which are entirely within Network Rail existing operational land will be carried out using Network Rail s powers under Part 8 of Schedule 2 of The Town and Country Planning (General Permitted Development) (England) Order 2015 (GPDO). These works do not form part of the TWAO application but in accordance with good practice, they have been assessed within the EIA. 1.1.4 The Transport and Works (Applications and Objections Procedure) (England and Wales) Rules 2006 ( the Application Rules ) require an EIA to be undertaken where either the proposals fall under Annex I of the EIA Council Directive 85/337/EEC (as amended) ( EIA Directive ), or sit within Annex II and have the potential to generate significant environmental effects. As the Scheme falls under category 10(c) (construction of railways of the type not included in Annex I) of Annex II of the EIA Directive and has the potential to generate significant environmental effects, Network Rail has taken the decision to undertake an EIA on a voluntary basis. 1.1.5 In accordance with rule 10(6) of the Application Rules, Network Rail is also seeking a direction from the SoST under section 90(2A) of the Town and Country Planning Act 1990 that deemed planning permission (Deemed Planning Permission), so far as it is required, shall be deemed to be granted for the development proposed to be authorised by the Order. 1.2 Scheme Overview 1.2.1 The Scheme comprises two packages of works, one at Bamford ( the Bamford Loop ) and one at Dore ( the Dore Package ) (see Figure 1), and forms part of 1

Network Rail s Northern Hub Programme ( the Programme ). The Programme comprises a series of improvements across the North of England, designed to allow better rail access and to enable more train services to operate. Figure 1: Hope Valley Capacity Scheme location Source: Mott MacDonald, 2015. Black outline denotes the Bamford Loop. Blue outline denotes the Dore Package. 1.2.2 The Bamford Loop comprises an approximately 1.2 kilometre long section of new railway which will run parallel to the existing Manchester to Sheffield line. The location of this loop is between Bamford railway station and the Jaggers Lane overbridge (see Figure 2). This part of the Scheme will also include replacement of the Hathersage West foot crossing with a footbridge. Once the Bamford Loop is completed, eastbound slow-moving freight trains will be able to temporarily wait in 2

the new loop whilst faster passenger trains overtake. This will allow an increase in the number of passenger trains between Manchester and Sheffield. Figure 2: The Bamford Loop Scheme Boundary Source: Mott MacDonald, 2015 1.2.3 The Dore Package consists of two main elements of work. The first consists of the proposed extension of the Dore South Curve, which involves the construction of a short length of additional track next to the existing Hope Valley Line close to Poynton Wood. This will allow 520m length freight trains to park up on a temporary basis so that express passenger services can pass. The second area of work consists of capacity improvements at Dore and Totley Station ( Dore Station ), including the creation of a second track through the Station and a new platform, bridge and associated works, such as waiting shelters. These permanent works will be supported by a variety of temporary works, including the construction of a haul 3

road through part of Poynton Wood, a main site compound at Dore Triangle off Twentywell Lane, and three smaller compounds at West View Lane, Dore Station and land off Ladies Spring Grove. Figure 3: The Dore Package Source: RSK, 2015 4

2 NEED FOR THE HOPE VALLEY CAPACITY SCHEME 2.1.1 The Hope Valley Line provides the main rail link between Manchester and Sheffield. Passengers travelling along this route are set to increase between these cities, and so in preparation for this, as well as to improve the service offered along the route, an increase in service frequency has been determined to be required as part of the Programme. 2.1.2 The Hope Valley Line is currently used by a mix of slow-moving freight trains, slowmoving stopping trains, and fast-moving express trains. At present, any additional fast train services will get stuck behind slow-moving trains. 2.1.3 The provision of a passing loop at Bamford will allow the fast trains to overtake slow-moving freight trains, therefore allowing an increase in the number of fast passenger trains which can use the Hope Valley Line. 2.1.4 At Dore, the extension of the Dore South Curve will allow freight services running between the Sheffield to London line (Midland Mainline) and the Hope Valley Line to park up on a temporary basis whilst express services pass. At present, the Dore South Curve is not long enough to accommodate the full length of a freight train, so these services have to move onto the Hope Valley Line in one movement, which sometimes delays passenger services. The extension of Dore South Curve will provide Network Rail with better control of the freight movements in this area. 2.1.5 The additional track at Dore Station is required to support the proposed capacity increase on the Hope Valley Line. The Station is currently served by one line which supports both eastbound and westbound services. The proposed increase in passenger services on the Hope Valley Line is not possible without the introduction of a second line between Dore Station and Dore West Junction. The introduction of a new platform on the piece of vacant land between the Hope Valley Line and Midland Mainline is also needed to support the proposed increase in services 2.2 Scheme Benefits 2.2.1 The Scheme will have the following benefits: allows additional fast passenger trains to operate between Manchester and Sheffield (increase from two to three per hour in each direction); allows additional stopping passenger services (from 1 every two hours to hourly); and allows improved freight use along the line. 5

2.3 Consideration of Alternatives 2.3.1 A wide range of different options were considered during development of the Scheme. The key alternatives for the Bamford Loop and the Dore Package are summarised separately below. Bamford Loop 2.3.2 The do-nothing alternative is that the route is left as it currently stands without building the Bamford Loop element of the Scheme. This has been discounted as current capacity constraints prevent an increase in services along the route. 2.3.3 Options to meet the objectives through use of different technology were considered, such as changes to signalling, increasing train carriages, additional trains but run at slow-freight speeds and upgrading the Manchester-bound line to act as a passing loop for Sheffield-bound trains. These alternatives were discounted due to not being possible or failing to meet the objectives of the Programme. Therefore, the construction of a new loop is necessary. 2.3.4 A range of strategic options were considered. This included the use of alternative routes (using existing or new routes elsewhere). These alternatives have been discounted due to the constraints of the Northern Hub programme and the potential environmental impact from building a new line. 2.3.5 Consideration was given to the location of between Edale and Hathersage. Due to scheme constraints, three possible options were ultimately considered in further detail: Earles Sidings (north of Hope), Thornhill (between Hope railway station and Bamford railway station) and Bamford (to the east of Bamford railway station). 2.3.6 From these three, the Bamford option was taken forward as the preferred option as it minimised land take, minimised disruptive works (such as to bridges), is operationally closer to Dore, and it is less complex to engineer than Earles Sidings and Thornhill. 2.3.7 Once the location at Bamford was selected, various design options were assessed before selecting the most appropriate. Design options considered include: loop location, signal location, bridge construction methodology, embankment slope solution, distance between tracks and solutions to need for closure of the Hathersage West foot crossing. The various strengths and weaknesses of these options, considered against criteria such as consultation feedback, environmental impact, level of disruption locally and engineering constraints. This process resulted in the selection of a preferred design for the Bamford Loop which has been taken forward. Dore Package 2.3.8 The do-nothing alternative involves not constructing the proposed capacity upgrades at either Dore South Curve or Dore Station, which will result in the railway continuing to operate under its existing capacity constraints. This option 6

was rejected because it does not support the forecast increase in passenger numbers on the Hope Valley Line. 2.3.9 A total of ten design options were identified and examined in outline, with five rejected because they either did not meet the Scheme objectives, or were unable to meet the complex technical constraints at the site. In May 2012, an additional sifting exercise was undertaken of the five options that were recommended for further consideration. It was concluded that from a technical, maintenance and amenity perspective, Options 6, 7A, 7B and 8 would be discounted and that a modified Option 1 would be taken forward for further consideration. Modified Option 1 was selected because it provides 640 metres of track for freight trains without the need to purchase a significant amount of land that is outside of Network Rail s ownership. 2.3.10 To make the space for the proposed extension to the Dore South Curve, the existing cutting slope needs to be excavated and a new boundary between the operational railway and Poynton Wood created. As bedrock is relatively close to the surface, it was identified that it was not possible to use sheet piling or any driven foundation solution. Therefore, a number of design alternatives were considered before a decision was made to proceed with a soil nailed slope. This was selected because it minimised land take and was most suitable for the underlying ground conditions. 2.3.11 At Dore Station, it is proposed to construct a new platform on the piece of vacant land located between the existing Hope Valley Line and Midland Mainline. This will be served by a new footbridge and lifts. During the design stage, the option of constructing a ramp rather than lifts was considered. However, this was discounted, because there is not enough room at the station to accommodate a ramp that meets the requirements of the Disability Discrimination Act 1995. Conclusions 2.3.12 Following a review of do-nothing and potential alternative options for delivering the Scheme, it can be concluded that the proposed works at the Bamford Loop and the Dore Package represent the most suitable to respond to the technical, environmental and commercial constraints at both sites and in their immediate surroundings. Furthermore, the major benefits associated with the Scheme cannot be delivered to the same standards by any of the alternatives that were considered. 7

3 SCHEME DESCRIPTION 3.1 Bamford Loop Site area 3.1.1 The Bamford Loop is located in a rural, predominantly agricultural area within the administrative boundaries of the Peak District National Park Authority. 3.1.2 The area comprises a mixture of fields used for agriculture, a golf club and private dwellings. The closest residential property (Lilybrooke Cottage) is located approximately 20m to the south of the Bamford Loop site. The A6187 road, connecting Sheffield and the Hope Valley, passes to the south, approximately 40m away from the site at the nearest point. Scheme description 3.1.3 The proposed works for the Bamford Loop will widen the area of existing railway by up to approximately 9m, over a distance of approximately 1.2km. 3.1.4 The works to enable this are proposed to be as follows: a new loop to the north of the existing tracks which will allow slow trains to stop whilst fast trains overtake; widening of the railway cuttings and embankments on the north side of the line; extension of the underbridge which provides access to Cunliffe House; a new drain will be provided along the northern side of the new track; extension of three existing culverts under the tracks; and closure of the existing Hathersage West foot level crossing and replacement by a footbridge at the same location. 3.1.5 A photomontage showing the site viewed from Jaggers Lane both before and after the construction of Bamford Loop is presented in Figure 4 below, with a photomontage showing the new footbridge at Hathersage West shown in Figure 5. 3.1.6 Some clearance of vegetation will need to be undertaken. Hedgerows around the compounds will be protected, except for access requirements where gaps will be made. Re-planting will take place once works have been completed. 3.1.7 It is proposed that construction of the Bamford Loop will commence in August 2017 and last for a period of approximately 14 months. Following this, a period of testing will take place, with the Bamford Loop becoming operational in December 2018. 8

Construction works will generally take place during day time hours; however, limited 24-hour working will be necessary during short periods where the railway line will be closed to allow the necessary works to take place. 9

Figure 4: Photomontage showing the site area before (top) and after (bottom) construction of Bamford Loop from a viewpoint off Jaggers Lane (source: Mott MacDonald, 2015) 10

Figure 5: Photomontage showing the proposed Hathersage West footbridge from the garden of Sunnyside Cottage (source: Mott MacDonald, 2015) 3.2 Dore Package Site area 3.2.1 Dore is approximately 7km to the south west of Sheffield City Centre. It is characterised by low density housing served by a range of community facilities, including schools, parks and sports clubs. The land surrounding the site is primarily residential with Abbeydale Park to the west, Totley Rise to the south and Bradway Bank to the south east. Ladies Spring Wood, which is a Site of Special Scientific Interest ( SSSI ), is located to the east of Dore Station and next to the Midland Mainline corridor. The area is served by a network of Public Rights of Way ( PRoW ), including a number of public footpaths which run in close proximity to the railway boundary. The River Sheaf runs through part of the site to the immediate south of Dore Station. Vehicular access to the site is provided by Abbeydale Road South (A621), which forms one of the main routes out of Sheffield 11

City Centre. This serves West View Lane and Twentywell Lane, which both partly fall within the site and provide the most direct access to Dore South Curve. 3.2.2 The Dore Package site is effectively split into two main work areas at Dore South Curve and Dore Station. These areas are separated by Dore West Junction, which is where the Hope Valley Line that links Manchester and Sheffield and the Midland Mainline, which runs between Sheffield and Chesterfield converge. At present, Dore South Curve provides a direct link between the two lines. It also represents the third arm of the Dore Triangle, which is the piece of land that is surrounded by operational railway on all three sides, and is proposed to be used as a temporary compound during the construction phase. 3.2.3 Figures 6, 7 and 8 below present photos of the Dore Package site and surrounding area. 12

Figure 6: Dore Station from Twentywell Lane (source: RSK, 2015) Figure 7: Railway corridor between West View Lane and Dore West Junction, looking north (Source: RSK, 2015) 13

Scheme description 3.2.4 The permanent works associated with the Dore Package include: extension of the Dore South Curve, involving the introduction of approximately 500m of new track next to the Manchester-bound section of the Hope Valley Line between Dore West Junction and West View Lane. This will require the excavation of approximately 3,000 to 4,000 m³ of material from the existing cutting slope within part of Poynton Wood; doubling of the track between Dore West Junction and Dore Station; construction of a second platform, new footbridge and lifts at Dore Station; extension to the existing platform at Dore Station; and the replacement of under bridge DWS/1, which is located between Dore Station and Dore West Junction. 3.2.5 The proposed works associated with the Dore Package will be supported by a programme of temporary works, including: temporary haul road through part of Poynton Wood which is close to the existing operational railway boundary; main site compound at Dore Triangle, located off Twentywell Lane; and three satellite compounds at West View Lane, Dore Station car park and land off Ladies Spring Grove. Figure 8: Dore Triangle, looking northwards from Poynton Wood (Source: RSK, 2015) 14

3.2.6 In a similar capacity to the Bamford Loop, construction of the Dore Package will commence in August 2017 and last for a period of approximately 14 months. Following this, a period of testing will take place, with the Scheme becoming operational in December 2018. Construction works will generally take place during day time hours; however, limited 24-hour working will be necessary during short periods where the railway line will be closed to allow the necessary works to take place. 15

4 ENVIRONMENTAL IMPACT ASSESSMENT 4.1 Environmental Effects 4.1.1 A summary of the findings of the environmental assessments undertaken for the Scheme are presented in the sections below for both the Bamford Loop and the Dore Package. 4.2 Historic Environment, Bamford Loop 4.2.1 Desk and field-based studies suggest that limited historic development has occurred in the area, apart from the coming of the railway in the late 19 th Century. This and the development of Sickleholme Golf Club are likely to have removed/disturbed any archaeological deposits from the site area, although there is the possibility that industrial remains relating to the railway line, may exist. 4.2.2 The Bamford Conservation Area is located adjacent to the western part of the site, and is characterised by late 19th and early 20th century architecture related to the construction of the railway in 1894. No listed structures will be affected by the proposals. Mitigation 4.2.3 During construction phase, implementation of the scheme specific Code of Construction Practice ( CoCP ) will reduce impacts to the setting of designated assets by the use of considerate construction practices to reduce visual and noise impacts (a copy of which can be found at Document A of Volume VI of the ES). The CoCP will detail appropriate mitigation and will be agreed with the Local Authority through a proposed condition to the Deemed Planning Permission. Where ridge and furrow is disturbed by the use of land as construction compounds, this shall be reinstated post construction. 4.2.4 Use of appropriate archaeological investigation where archaeological potential is indicated (as detailed in Section 4 of Technical Appendix A1 (Heritage, Bamford Loop) in Volume II of the ES). This is likely to be during topsoil strips required for the construction of Compounds 4, 5 and 6. Likely effects Construction phase 4.2.5 Following implementation of suitable best practice measures during construction, it is not anticipated that the construction works proposed for the Bamford Loop will result in any significant effects on the historic environment. 16

Operational phase 4.2.6 It is not anticipated that operation of the Scheme at the Bamford Loop will have an effect on the historic environment. 4.3 Historic Environment, Dore Package 4.3.1 A desk and field based study was undertaken which revealed that there are no designated heritage assets located within the Dore Package redline boundary. 4.3.2 There is one registered park and garden recorded within the study area, located c.150m east of Dore Station: the formal gardens and pleasure grounds to Beauchief Hall are grade II listed. 4.3.3 There is one scheduled monument recorded within the study area: Abbeydale Industrial Hamlet is located 600m north of Dore Station. The scheduled area includes two listed buildings. 4.3.4 There are two conservation areas recorded within the study area. Dore conservation area ( CA ) is located 950m west of the site and the majority of the designated area lies outside of the study area. Beauchief Hall RPG is also designated as a CA. 4.3.5 There are 21 listed buildings located within the study area of which one is grade I listed, one is grade II* listed, and the remainder are grade II listed. 4.3.6 There are 18 non-designated heritage assets identified on local and national registers within the study area. 4.3.7 A Summer House was identified on 1877 mapping, which is associated with the grade II listed Abbeydale Hall (RSK ID 13 see Figure A2.1 in Volume III of the ES). This is located outside but directly adjacent to the Dore Package redline boundary and although it is unlikely, could be physically affected by the Scheme works. As a result, and to ensure protection during the works it is included in the impact assessment and mitigation proposals. 4.3.8 The Dore Package red line boundary lies almost entirely within the footprint of earlier rail workings. Groundworkings from the cuttings for the Dore and Chinley and the Chesterfield and Sheffield railways will have reduced the potential for the survival of any archaeological remains before the 19 th century. Mitigation 4.3.9 Strategies for archaeological mitigation with regards to physical impact typically consider two options, these are: 17

preservation in situ: the preservation without disturbance of sensitive archaeological remains, this can be achieved through scheme layout or measures designed to prevent accidental damage; and preservation by record (excavation): where preservation in situ is not feasible or desirable an alternative mitigation is pre-construction archaeological excavation. This consists of a detailed programme of archaeological fieldwork to preserve, by record, the archaeological value of the heritage asset. 4.3.10 All the known heritage assets that the assessment has identified that will be physically impacted as part of the Dore Package are of negligible heritage significance and preservation by record is not warranted. 4.3.11 The archaeological potential for previously unknown archaeological remains predating the railway ( chance finds ) is low, and no mitigation to this regard is warranted. 4.3.12 Design proposals specify that the Summer House lies immediately outside the Dore Package redline boundary and will therefore be avoided by any groundworks and preserved in situ. For its protection throughout the construction phase a methodology for preservation in situ (likely to comprise fencing and signage) will be agreed with the local authority in advance of construction, and monitored by an archaeologist at the outset of the construction programme. If, in the unlikely event that during the course of the works, it becomes evident that the Summer House cannot be preserved in situ (through redesign requiring additional land-take) then it will be preserved by record through archaeological excavation in advance of construction. It will be necessary to present a methodology for such mitigation works, to include fieldwork, post-excavation assessment and reporting, for approval by the local authority in advance of the works. Likely effects Construction phase 4.3.13 Of 17 individual identified assets within or directly adjacent to the Dore Package redline boundary, direct physical impacts are anticipated to affect six assets. These identified effects to the historic environment are not of sufficient significance to warrant mitigation. 4.3.14 It will be necessary to protect the Summer House from accidental damage/any works outside the scheme boundary, throughout the duration of the construction phase works. 4.3.1 There will be six adverse negligible residual physical effects to the historic environment as a result of the Dore Package, none of which are significant. 18

Operational phase 4.3.2 Once the Dore Package becomes operational there will be no effects on the historic environment. Therefore, this has not been covered in the EIA. 4.4 Ecology, Bamford Loop 4.4.1 There are no ecologically important sites or Biodiversity Action Plan habitats located within the boundary of the proposed Bamford Loop. There is a record of rat s tail fescue on the existing railway line from 1976, and records for common lizard, water vole and white-clawed crayfish within the 2km of the site. 4.4.2 The field study identified that the land within the railway boundary comprises mostly scrub and semi-improved neutral grassland. The grassland is of a type which is associated with older meadows subject to less-intensive agricultural improvement. Other habitats within the context of the site include broadleaved woodland, hedgerows and water courses. One of the hedgerows can be qualified as important under the Hedgerow Regulations 1997. 4.4.3 Protected species present at the site were also considered during the field study, which noted the presence of bats, badgers, breeding birds and brown hare. No evidence was found of water vole, white-clawed crayfish or great crested newt. Mitigation 4.4.4 Measures will be implemented to avoid or reduce ecological impacts during both construction and operation. For construction, these will be detailed in an Ecological Mitigation Plan ( EcMP ), which will include measures such as habitatreinstatement, installation of bird and bat boxes, watercourse protection measures and an application to Natural England for a bat disturbance licence. This will cover both the construction and operational phases of the Bamford Loop. The EcMP will be prepared in response to a proposed condition to the Deemed Planning Permission. Likely effects Construction phase 4.4.5 Significant effects upon ecology at the Bamford Loop site have been assessed as: Bats: lack of available commuting and foraging habitat and potential disturbance of a bat roost due to moving vehicles; and Badgers: severance of commuting and foraging territory to the north of the railway due to construction works. 19

Operational phase 4.4.6 Following the implementation of mitigation such as habitat creation, it is not anticipated that the operation of the Bamford Loop will result in any significant effects on ecology. 4.5 Ecology, Dore Package 4.5.1 Three ecological designations extend onto the railway embankments, including: the Poynton Wood Local Nature Site ( LNS ) extends onto the railway embankments and the Triangle of Dore West Junction. The Poynton Wood citation highlights the presence of broad-leaved helleborine, which is an uncommon species in Sheffield; the River Sheaf - Totley Brook to Archer Road LNS: This is identified as a historic waterway with remnant of ancient woodland and faunal interest. The river flows under bridge DWS/1, which is located to the immediate south of Dore Station; and Ladies Spring Wood Local Wildlife Site ( LWS ): The boundary extends into the Station section at Dore, along the east side of the railway and River Sheaf. The Site of Special Scientific Interest ( SSSI ) boundary falls outside of the Dore Package boundary. 4.5.2 Key findings from the animal surveys include: Bats: A single common pipistrelle was noted in the Twentywell Lane bridge during an emergence survey on the 17 th July 2013, reflecting an occasional roost use by a single bat species; Badgers: twelve badger setts have been identified in 2013 and 2015. This includes a partially used subsidiary and outlier sett within the Dore Triangle (lower flat section) and ten badger setts within Poynton Wood LNS, which displayed varying activity levels; Breeding birds: A total of 37 bird species have been observed from surveys undertaken in 2013 and 2015. Thirteen of these species are of Conservation Concern (Eaton et al, 2009); four Red listed and nine Amber listed species. Of particular note was the presence of the red listed species song thrush, which uses habitats along the length of the railway line. Poynton Wood LNS forms an important breeding location for the amber list species pied flycatcher. There are a number of bird boxes constructed to benefit the breeding of this species; Invertebrates: 227 invertebrate taxa were recorded from the survey, including two notable fly species; Platypalpus luteolus (International Union for Conservation of Nature (IUCN) Lower Risk) and Suillia vaginata (Nationally Scare/Notable species). Both of these species were recorded 20

from the woodland slope of Poynton Wood LNS. The Triangle was identified to support common and widespread invertebrate species, with potential for species favouring bare ground and more open situations. 4.5.3 No evidence has been found in respect of water vole, white-clawed crayfish, reptiles or great crested newts (Triturus cristatus). Mitigation 4.5.4 A landscape and ecological mitigation plan has been prepared (Figure C2.7 of Volume III of the ES), which identifies proposed mitigation measures, including reinstatement planting. Key elements of mitigation (i.e. specification for habitat creation and management) will also be detailed in an EcMP, which will be adopted for both the construction and operational phase of the Dore Package. The EcMP will be prepared in response to a proposed condition to the Deemed Planning Permission. Likely effects Construction phase 4.5.5 Significant residual effects during construction relate specifically to Poynton Wood LNS. The effect arises from 1.320ha temporary loss of habitats associated with the Dore Triangle construction compound and 0.431ha loss of woodland edge habitat running parallel with the railway line. Within this same area of woodland edge habitat there will be 0.030ha permanent loss of trees and shrubs. Effects attributed with habitat loss relates to a minor loss of net-biodiversity, which will be addressed through creating habitats of greater species diversity, or at least, like for like replacement of habitat within the Dore Triangle construction compound and reinstatement of the railway embankments. The reinstatement will comprise of replanting of trees and shrubs and grassland creation. Such measures will be addressed in an EcMP and will require ongoing consultation with Sheffield City Council ( SCC ). Operational phase 4.5.6 During the operational phase, habitats of greater species diversity will be created and shall progressively establish with targeted sympathetic management, particularly in respect of enhancement measures for Poynton Wood LNS. This sympathetic management approach shall facilitate the establishment of plant communities that will support greater diversity than what is currently present on the existing railway infrastructure. Increased diversity will have greater benefits to birds as a foraging resource of seeds and potentially increased invertebrate interest. Similarity, bats will benefit from the availability of wider foraging habitat. 4.5.7 Badgers will also have opportunity to re-establish commuting to existing foraging habitat, as there will be no additional barriers within the landscape. Overall operational effects on animals are not expected to be significant. 21

4.6 Landscape and Visual, Bamford Loop 4.6.1 A desk study indicated that area surrounding the Bamford Loop includes landscape designations including National Park, conservation areas and local landscape designations (such as listed buildings and public rights of way). 4.6.2 The Bamford Loop is located within the Dark Peak National Character Area. Within this designation, the site falls in the Derwent Valley Landscape Character Area, with a landscape type of Valley Farmland with Villages. 4.6.3 The landscape character immediately surrounding the site is of high scenic quality. The landscape has important cultural associations. The historic elements of the locally assessed area are slightly fragmented by modern interventions, such as the Sicklehome Golf Course and the A6187. Mitigation 4.6.4 Landscape and visual mitigation will be incorporated into a landscaping scheme, which will be produced in accordance with a proposed condition to the Deemed Planning Permission and approved by the Local Authority. This will include measures to protect trees and hedgerows, and replacement of any which are removed and minimisation of lighting pollution. Likely effects Construction phase 4.6.5 The presence of construction activity will introduce prominent new elements into the landscape, but because they will take place in the existing rail corridor, they are not completely uncharacteristic of their landscape setting. Moreover the impacts of the works will be concentrated in a relatively small part of the character area and will be contained by vegetation growing along the railway line and the river and by the topography of the surrounding landscape. 4.6.6 There will be a permanent adverse effect on views from the properties on the edge of the Hathersage settlement along Jaggers Lane; and on views from the public footpath that leads from these properties to Castleton Road. This will be as a result of the installation of the footbridge at Hathersage West foot crossing. 4.6.7 There will be an adverse effect on views from Lilybrooke Cottage and the public footpath that leads from it to the River Derwent. This will be as a result of the presence of the construction compounds. There will also be an adverse effect on views from the Riverside Herb Garden, in the same area. 4.6.8 There will be adverse effects on views from the golf course, Westlowe and from the Jaggers Lane road bridge, as a result of construction activities, presence of the construction compounds and the removal of existing vegetation. 22

4.6.9 There will be adverse effects on elevated views from the south, as a result of all construction works and the presence of the construction compounds. Operational phase 4.6.10 On completion of the works, the enlarged railway corridor, the standing freight trains, and the new footbridge will be new features in the landscape. However, they will be relatively inconspicuous as they will be additions to the existing railway corridor which already contributes to the landscape character of the area. The impact of the new features will also decline as the landscape planting matures. 4.6.11 However, there will continue to be adverse effects on properties along Jaggers Lane and on views from the public footpath which leads from these properties to Castleton Road due to the presence of the new footbridge. 4.6.12 The effect of views from Lilybrooke House, Westlowe and Sicklehome Golf Course, as well as elevated views from the south, will be adverse until mitigation planting has matured. 4.7 Landscape and Visual, Dore Package 4.7.1 The desk study identified that no landscape designations have been identified within the site boundary. 4.7.2 The site consists almost entirely of a rail corridor which is well screened by the surrounding valley landform and by adjacent dense, mature tree cover limiting views into the site and out of it. Parts of the site are more visible from the surrounding area, which are: the Dore Station part of the site; an area in the central, eastern extent of the site at which the railway line spurs to the east; and in Poynton Wood in the south-eastern extent of the site, albeit this area experiences glimpsed views through the dense and mature woodland. 4.7.3 The most open views of the site are from bridge crossings, which are at: West View Lane, looking north along the proposed Dore South Curve part of the site; and Twentywell Lane, looking south towards the Dore South Curve part of the site and north to the Dore Station part of the site. 4.7.4 Due to the enclosed and well wooded nature of the site there are few potential visual receptors of the Dore Package. Most identified visual receptors are users of adjacent public rights of way with limited views possible from adjacent residential properties. There are residential properties located in close proximity to the site, however due to the adjacent screening, few have views into the site. Mitigation 4.7.5 Proposed landscape mitigation planting for those areas of the site that have been temporarily affected by the Dore Package is illustrated in Figure C2.7 in Volume III of the ES. In addition, a landscaping scheme will be prepared in response to a proposed condition to the Deemed Planning Permission. This will include detailed 23

information on plant and seed mixes and the associated maintenance arrangements. Likely effects Construction phase 4.7.6 No significant residual landscape effects have been identified. There are relatively few receptors which will experience visual effects during the construction of the Dore Package as it is well screened from the surrounding area by landform and vegetation. However, a potential significant effect has been identified on Viewpoints 2 (from West View Lane bridge) and 3 (footpath that runs through Dore Triangle close to its entrance with Poynton Wood). Operation phase 4.7.7 No significant residual landscape effects have been identified. Some significant residual visual effects have been identified at the opening year of the Scheme (Year 1), including on Viewpoints 2 and 3. However, identified visual effects are limited and given the visual containment of the Scheme, the summary visual effect is not significant. Once mitigation planting has matured approximately 15 years after the opening of the Scheme (i.e. year 15), no significant visual effects have been identified. 4.8 Noise and Vibration, Bamford Loop 4.8.1 Noise measurements were carried out to inform the assessment at various locations. Vibration surveys were also undertaken at Lilybrooke Cottage and Station House. 4.8.2 Through the iterative design process, noise considerations were taken into account with regard to the setting location of the signal, and hence the position for trains stopping on the loop. This has resulted in a signal location which will have waiting trains located the maximum distance possible from nearby residences (as detailed in Section 3 of the Main Statement, in Volume I of the ES). 4.8.3 The replacement of the Hathersage West foot crossing with a footbridge will remove the need for trains to whistle in advance of this crossing. Mitigation 4.8.4 Best practice environmental management measures will be implemented on site by means of a CoCP and a Noise and Vibration Management Plan (NVMP), which will be agreed with the Local Authority in accordance with a proposed condition to the Deemed Planning Permission. Limits for normal working hours and levels of noise at nearby properties will be agreed in advance with the Local Authority through the CoCP and NVMP. There will also be a clause requiring that best practicable means for noise control will be implemented. Potentially affected residents will be kept 24

informed in advance of the works and contact details will be provided to request further information or to report disturbance. 4.8.5 As part of the NVMP, mandatory Section 61 consents would be submitted to the Local Authority. These would include details of works, predicted noise levels and mitigation, which would include the best practice measures in order to reduce noise. 4.8.6 Where potentially significant effects of construction noise and vibration are predicted, the construction contractor will consult the Local Authority to determine potential additional measures which may be appropriate. Likely effects Construction phase 4.8.7 The potential for significant effects due to construction noise was identified for residential properties in the vicinity of the works to construct the Bamford Loop. The following residences are predicted to experience temporarily significant effects during the construction works: Cunliffe House; Lilybrooke; Hillfoot Farm; Westlowe; residences on Jaggers Lane close to the Hathersage West foot crossing; residences on Saltergate Lane; and residences in Sickleholme. Operational phase 4.8.8 Following implementation of mitigation, it is not anticipated that the operation of the Bamford Loop will result in any significant effects on noise and vibration. 4.9 Noise and Vibration, Dore Package 4.9.1 Potential temporary impacts arising from the construction phase as included in the assessment include: noise and vibration from the equipment and activities from on-site construction of the Scheme including use of construction compounds; and noise from construction traffic using public highways and access routes. 4.9.2 Potential permanent impacts from the operation of the Scheme as included in the assessment include: 25

changes in noise levels as a result of the increased intensity of use of the existing rail line facilitated by the Dore Package; changes in noise levels as a direct result of trains operating on the proposed track elements of the Dore Package, including changes to the maximum noise levels experienced by residential receptors; and changes in noise levels due to freight locomotives waiting on the Dore South Curve extension. 4.9.3 A noise survey was conducted from the 19 November 2013 to the 26 November 2013 including attended short-term measurements and unattended measurements over a period of days at several locations to identify baseline noise levels at locations representing the nearest residential properties to the Dore Package. 4.9.4 The noise environment in the area is dominated by traffic on the A621 Abbeydale Road, which changes with proximity to the railway such that the latter source dominates where areas are shielded from the road. The computer noise modelling, which was based on just railway noise simulated this situation. Any discrepancies between the modelling and measurement data has been taken into account within the assessment. Mitigation 4.9.5 A NVMP will be written and agreed with the Local Authority in accordance with a proposed condition to the Deemed Planning Permission. As part of the NVMP, mandatory Section 61s will be submitted to the Local Authority. These will include details of works, predicted noise levels and mitigation, which will include best practice measures in order to reduce noise. Likely effects Construction phase 4.9.6 With the appropriate mitigation as identified, no significant residual effects have been predicted from the construction phase of the Dore Package. Operational phase 4.9.7 No significant residual effects have been predicted from the operation of the Dore Package. 4.10 Socio-Economics, Bamford Loop 4.10.1 The population of the local area to the Bamford Loop is small, with less than 600 residents. Unemployment in the area is below the national average, with low levels of deprivation. 26

4.10.2 There are limited community amenities in the local area, generally comprising Bed and Breakfast accommodation, Sickleholme Golf Club, garden centres, a service station and a public right of way. Mitigation 4.10.3 Measures will be implemented during construction to reduce environmental effects minimise the disruption of construction work on local residents, businesses and communities. 4.10.4 In addition, the Bamford Loop has been designed to minimise land take at Sicklehome Golf Club, in particular at the club s Championship Tee. This means that permanent land take at this location has been minimised, and so current operations at the golf club will be maintained. 4.10.5 The loop has also been designed to minimise its length, thereby avoiding the bridge over the access track for Thorpe Farm and reducing disruption to residents. Likely effects Construction phase 4.10.6 Following implementation of suitable best practice measures during construction, it is not anticipated that the construction works proposed for the Bamford Loop will result in any significant effects on socio-economics. Operational phase 4.10.7 It is not anticipated that operation of the Scheme at the Bamford Loop will have an effect on socio-economics. 4.11 Socio-Economics, Dore Package 4.11.1 A socio-economic assessment was deemed to be unnecessary for the Dore Package so this was excluded from the ES. 4.12 Traffic and Transport, Bamford Loop 4.12.1 The study area for the traffic and transport assessment included the local highway network, public rights of way, and routes to the four areas of influence (Bamford, Bradwell, Hathersage and Grindleford), as identified and agreed with Derbyshire County Council. 4.12.2 Baseline information indicates that users of cycle lanes, footways and buses are relatively well catered for in the area. A review of existing traffic levels show the area remains relatively congestion-free during peak periods with only three formally recorded collision incidents in the area between 2010 and 2014. 27

Mitigation 4.12.3 Mitigation will be employed to reduce the impact of the Bamford Loop on traffic and transportation. This will be primarily through the implementation of a Traffic Management Plan (TMP) including a Travel Plan (TP), which will be agreed with the Local Authority in accordance with a proposed condition to the Deemed Planning Permission. This will include measures such as dictating the routes used by construction traffic, commitment for all parking to be on-site and not on adjacent highways, and restricting hours of Heavy Goods Vehicle deliveries. 4.12.4 Access to Bamford Station car park by private vehicle will be restricted during the works, and car parking will be made temporarily unavailable. To mitigate this, users will be encouraged to travel via Hathersage railway station, and make use of car parking available there. Additionally, alternative parking may be available for displaced rail users on Mytham Bridge. Likely effects Construction phase 4.12.5 Following implementation of mitigation measures, it is not anticipated that the construction works proposed for the Bamford Loop will result in any significant effects on traffic and transport. Operational phase 4.12.6 It is not anticipated that operation of the Scheme at the Bamford Loop will have an effect on traffic and transport. 4.13 Traffic and Transport, Dore Package 4.13.1 It was with agreed with SCC Highways and PRoW Officers that consideration of the operational phase could be scoped out of the EIA. Due to the nature of the proposed Scheme, the Dore Package will not have a significant traffic and transportation environmental impact at the operation stage. Notwithstanding this, a full assessment of the traffic and transport effects for the construction phase is required. Such considerations include the effect construction traffic and processes would have on nearby residents, the local highway and its associated users, the surrounding PRoW network and its associated users, any existing car parking provision and other such facilities. Mitigation 4.13.2 Given the scale and nature of the Scheme, best practice environmental management measures will be implemented on site through application of a TMP (including a Travel Plan (TP), which will be agreed with the Local Authority in accordance with a proposed condition to the Deemed Planning Permission. This will include: 28