Balsall Common and Hampton-In-Arden HS2 London-West Midlands May 2013

PHASE ONE

DraFt EnvironmEntal StatEmEnt Community Forum Area Report 23 | Balsall Common and Hampton-in-Arden HS2 London-West Midlands May 2013

ENGINE FOR GROWTH DRAFT ENVIRONMENTAL STATEMENT Community Forum Area Report ENGINE FOR GROWTH 23 I Balsall Common and Hampton-in-Arden High Speed Two (HS2) Limited, 2nd Floor, Eland House, Bressenden Place, London SW1E 5DU

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Printed in Great Britain on paper containing at least 75% recycled fibre. CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Contents Contents

Draft Volume 2: Community Forum Area Report – Balsall Common and Hampton-in-Arden/No 23 5 Structure of the HS2 draft Environmental Statement 5 Part A: Introduction 6 1 Introduction 7 1.1 Introduction to HS2 7 1.2 Purpose of this report 7 1.3 Structure of this report 9 Part B: Balsall Common and Hampton-in-Arden – overview of the area and description of the Proposed Scheme 10 2 Balsall Common and Hampton-in-Arden 11 2.1 Overview of the area 11 2.2 Description of the Proposed Scheme 15 2.3 Construction of the Proposed Scheme 22 2.4 Operation of the Proposed Scheme 33 2.5 Community forum engagement 34 2.6 Route section main alternatives 34 Part C: Environmental topic assessments 39 3 Agriculture, forestry and soils 40 3.1 Introduction 40 3.2 Policy framework 40 3.3 Assessment scope and key assumptions 40 3.4 Environmental baseline 40 3.5 Construction 42 3.6 Operation 45

1 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Contents

4 Air quality 47 4.1 Introduction 47 4.2 Policy framework 47 4.3 Assessment scope and key assumptions 47 4.4 Environmental baseline 47 4.5 Construction 48 4.6 Operation 49 5 Community 50 5.1 Introduction 50 5.2 Policy framework 50 5.3 Assessment scope and key assumptions 51 5.4 Environmental baseline 51 5.5 Construction 53 5.6 Operation 55 6 Cultural heritage 56 6.1 Introduction 56 6.2 Policy framework 56 6.3 Assessment scope and key assumptions 56 6.4 Environmental baseline 56 6.5 Construction 59 6.6 Operation 61 7 Ecology 63 7.1 Introduction 63 7.2 Policy framework 63 7.3 Assessment scope and key assumptions 63 7.4 Environmental baseline 64 7.5 Construction 67 8 Land quality 75 8.1 Introduction 75 8.2 Policy framework 75 8.3 Assessment scope and key assumptions 76 8.4 Environmental baseline 76 8.5 Construction 78 8.6 Operation 80

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9 Landscape and visual assessment 81 9.1 Introduction 81 9.2 Policy framework 81 9.3 Assessment scope and key assumptions 82 9.4 Environmental baseline 82 9.5 Construction 83 9.6 Operation 86 10 Socio-economics 90 10.1 Introduction 90 10.2 Policy framework 90 10.3 Assessment scope and key assumptions 90 10.4 Environmental baseline 90 10.5 Construction 91 10.6 Operation 92 11 Sound, noise and vibration 93 11.1 Introduction 93 11.2 Policy framework 93 11.3 Assessment scope and key assumptions 93 11.4 Environmental baseline 93 11.5 Construction 93 11.6 Operation 94 12 Traffic and transport 97 12.1 Introduction 97 12.2 Policy framework 97 12.3 Assessment scope and key assumptions 97 12.4 Environmental baseline 98 12.5 Construction 100 13 Water resources and flood risk assessment 105 13.1 Introduction 105 13.2 Policy framework 105 13.3 Assessment scope and key assumptions 105 13.4 Environmental baseline 105 13.5 Construction 107 13.6 Operation 109 14 References 112

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List of figures

Figure 1: HS2 Phase One route and community forum areas 8 Figure 2: Area context map 13 Figure 3: Indicative construction programme for the area 33 Figure 4: Business sector composition in Solihull and West Midlands 91

List of tables

Table 1: Location of construction site compounds 23 Table 2: Location of temporary worker accommodation sites 24 Table 3: Demolition works 26 Table 4: Watercourse diversions 26 Table 5: Highway and road diversions 27 Table 6: Footpath, cycleway and bridleway diversions 28 Table 7: Restricted accesses 29 Table 8: Viaducts, underbridges and overbridges 31 Table 9: Embankments and cuttings 32 Table 10: Holdings affected by the Proposed Scheme 42 Table 11: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route 66 Table 12: Significant residual construction effects on ecological receptors within this section of the route 72 Table 14: Significant landscape effects during construction 84 Table 15: Significant visual effects during construction 85 Table 16: Significant landscape effects during operation year 1 (2026) 87 Table 17: Significant visual effects during operation year 1 (2026) 88 Table 18: Options for further mitigation 96 Table 19: Typical vehicle trip generation for site compounds in this area 101

4 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Contents Draft Volume 2: Community Forum Area Report Balsall Common and Hampton-in-Arden/No 23 Structure of the HS2 draft Environmental Statement The draft ES documentation for the purpose of this consultation comprises: • A non-technical summary (NTS) – providing a summary of the Proposed Scheme, the likely significant effects of the Proposed Scheme, both beneficial and adverse, and the means to avoid or reduce the adverse effects; • A main report – consisting of two volumes: ȃȃ Volume 1: Introduction to the Environmental Statement and Proposed Scheme which provides an introduction to HS2, an overview of the hybrid Bill process and the environmental impact assessment (EIA) methodology, an introduction to consultation and engagement, the main strategic and route-wide alternatives considered; and ȃȃ Volume 2: Includes 26 Community Forum Area (CFA) reports, each with a separate corresponding set of drawings, which together provide the assessment of local environmental effects. An assessment of the effects of the Proposed Scheme on a route-wide basis is presented in Report 27.

HS2 Ltd set up 26 community forums along the line of route of the Proposed Scheme, as a regular way of engaging with local communities.1 Volume 2 of this draft ES supports this engagement strategy by providing a draft ES report for each CFA. This is a report for the Balsall Common and Hampton-in-Arden CFA (CFA 23).

The draft ES has been written in a clear and accessible manner. However, on occasion it has been necessary to use technical terms. Given this, a glossary of terms and list of abbreviations for all draft ES documentation is provided.

1 Details of these community forums are provided on the HS2 Ltd website at http://www.hs2.org.uk/have-your-say/forums/community-forums

5 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Contents Part A: Introduction

6 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Introduction 1 Introduction 1.1 Introduction to HS2 1.1.1 HS2 is planned to be a Y-shaped rail network with stations in London, Birmingham, Leeds, Manchester, South Yorkshire and the East Midlands, linked by high speed trains running at speeds of up to 360 kilometres per hour (kph) (225 miles per hour (mph)).

1.1.2 HS2 is proposed to be built in two phases. Phase One (the Proposed Scheme), the subject of this draft ES, would involve the construction of a new railway line of approximately 230km (143 miles) between London and Birmingham that would become operational by 2026; with a connection to the West Coast Main Line (WCML) near Lichfield and to the existing HS1 line in London. The Phase One route and the 26 CFAs are shown in Figure 1.

1.1.3 On opening, Phase One would run up to 14 trains per hour (tph). HS2 trains would be up to 400 metres (m) long with 1,100 seats during peak hours. Beyond the dedicated high speed track, these high speed trains would connect with and run on the existing WCML to serve passengers beyond the HS2 network. A connection to HS1 would also allow some services to run to mainland Europe via the Channel Tunnel.

1.1.4 Phase Two would involve the construction of lines from Birmingham to Leeds and Manchester; with construction commencing around 2027, and is planned to be operational by 2033. After Phase Two opens, it is expected that the frequency of train services on some parts of the Phase One route could increase up to 18tph.

1.1.5 The Government believes that the HS2 network should link to Heathrow and its preferred option is for this to be built as part of Phase Two. However, the Government has since taken the decision to pause work on the Heathrow link until after 2015 when it expects the Airports Commission to publish its final report on recommended options for maintaining the country’s status as an international aviation hub. 1.2 Purpose of this report 1.2.1 This report presents the likely significant environmental effects of the construction and operation of Phase One of HS2 (the Proposed Scheme) that have been identified to date within the area of Balsall Common and Hampton-in-Arden (CFA 23). It provides a summary of the likely environmental issues and proposed mitigation measures that are being addressed during the design development process within the Balsall Common and Hampton-in-Arden area.

1.2.2 The final details of the Proposed Scheme and assessment of its environmental impacts and effects will be presented in the formal ES submitted in accordance with the requirements of Parliamentary Standing Order 27A (SO27A).2

2 Standing Order 27A of the Standing Orders of the House of Commons relating to private business (environmental assessment), House of Commons.

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Figure 1: HS2 Phase One route and community forum areas

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1.3 Structure of this report 1.3.1 This report is divided into three parts: • Part A – an introduction to HS2 and the purpose of this report; • Part B – an overview of the area, description of the Proposed Scheme within Balsall Common and Hampton-in-Arden and its construction, community forum engagement, and a description of the main local alternatives; and • Part C – environmental topic assessments – overview of the policy framework, the environmental baseline within the area, an assessment of construction and operational effects, the proposed mitigation measures, and significant residual effects for the following environmental topics: ȃȃ Agriculture, forestry and soils; ȃȃ Air quality; ȃȃ Community; ȃȃ Cultural heritage; ȃȃ Ecology; ȃȃ Land quality; ȃȃ Landscape and visual assessment; ȃȃ Socio-economics; ȃȃ Sound, noise and vibration; ȃȃ Traffic and transport; and ȃȃ Water resources and flood risk.

1.3.2 The maps relevant to Balsall Common and Hampton-in-Arden are provided in a separate corresponding document entitled Volume 2: CFA 23 Balsall Common and Hampton-in-Arden Maps, which should be read in conjunction with this report.

1.3.3 In addition to the environmental topics covered in Part C of this report, Report 27 also addresses climate, electromagnetic interference, and waste and material resources on a route-wide basis.

9 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Introduction Part B: Balsall Common and Hampton-in-Arden – overview of the area and description of the Proposed Scheme

10 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Balsall Common and Hampton-in-Arden 2 Balsall Common and Hampton-in-Arden 2.1 Overview of the area 2.1.1 The Balsall Common and Hampton-in-Arden CFA covers a 7.7-kilometre (km) section of the Proposed Scheme in the borough of Solihull. Its area extends from Berkswell (north-west of Waste Lane) at its southern boundary to Hampton-in-Arden (south-east of the A45 Coventry Road) at its northern boundary. The area includes land within the parishes of Berkswell, Balsall Common, Hampton-in-Arden and Great Packington.

2.1.2 As shown in Figure 2, Stoneleigh, Kenilworth and Burton Green (CFA18) lies to the south and Birmingham Interchange and Chelmsley Wood (CFA24) lies to the north. Settlement, land use and topography

2.1.3 The area is predominantly rural in character, with agriculture being the main land use, interspersed with small villages and a scattering of isolated dwellings and farmsteads. The residential areas mainly relate to Balsall Common and Hampton-in-Arden, the latter of which is designated as a conservation area, in a largely undeveloped area of agricultural land known as the ‘Meriden Gap’. Within the wider rural area there are a number of historic villages, including Berkswell, Barston and Temple Balsall, which are also designated as conservation areas.

2.1.4 The floodplain of the River Blythe runs northwards between BalsallCommon and Hampton- in-Arden. The floodplain lies at 85m to 90m Above Ordnance Datum (AOD) and is extended by a number of small tributary valleys.3 In this area the River Blythe is a designated Site of Special Scientific Interest (SSSI). The highest ground is a ridge located between Balsall Common and the western edge of Coventry which rises to about 130m AOD and extends westwards at a slightly lower level to the south of Balsall Common. From this higher ground, a tributary of the River Blythe runs north-west between Balsall Common and Berkswell through gently sloping terrain mainly below 100m AOD. This and other small tributaries join the main floodplain of the River Blythe in the vicinity of Hampton-in-Arden. To the north of Hampton-in-Arden, the land rises to 95m AOD to the west of Mouldings Green Farm, and again to 100m AOD at Diddington Hill. These two areas of higher ground are separated by the valley of the Shadow Brook.

2.1.5 Berkswell Estate is a medieval deer park that is clearly discernible in the landscape by the woodland boundary and the extent of the historic park pale.4 The edge of the Berkswell Estate comprises extensive woodland areas known as the Marlowes and the Roughs. These woodlands consist of smaller areas of woodland known as the Bogs, Coronation Spinney and Sixteen Acre Wood. A tributary of the River Blythe holds the Berkswell Marsh SSSI which comprises wet meadow with associated elements of semi-natural and plantation woodland forming part of Sixteen Acre Wood.

2.1.6 Adjacent to the A452 Kenilworth Road on its western side and straddling the River Blythe is the Marsh Lane Nature Reserve. This nature reserve predominantly comprises woodland, grassland and wetland habitats. Other areas of ecological importance include areas of ancient and semi natural woodland, local wildlife sites (LWS) and watercourses.

3 Above Ordnance Datum (AOD) – Ordnance Datum is the mean sea level calculation taken from Newlyn, Cornwall and is used as a reference point for calculating height in Great Britain. 4 A park pale was an historic palisade used to enclose deer within a defined area.

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Key transport infrastructure

2.1.7 The existing Rugby to Birmingham rail line runs through this area to Berkswell railway station, continuing in a north-west direction through Hampton-in-Arden and into Birmingham International railway station. Principal highways within this area include the A452 Kenilworth Road, the A45 Coventry Road and the M42. Demographic profile

2.1.8 Population statistics based on national census data are only available for Balsall Common and Hampton-in-Arden. The populations of Balsall Common and Hampton-in-Arden are 3,493 and 1,976 respectively. In line with the wider Solihull borough the populations of Balsall Common and Hampton-in-Arden are predicted to increase between 2010 and 2035. Within Balsall Common, 27.8% of residents are over 60 years of age and 18% are aged between 0 and 14 years. Within Hampton-in-Arden 29.3% of residents are over 60 years of age and 16.6% are aged between 0 and 14 years.5

2.1.9 The predominant ethnicity of residents of Balsall Common and Hampton-in-Arden is White British at 92.3% and 90.5% respectively. The second largest ethnic group in Balsall Common is Indian (2.4%), while in Hampton-in-Arden it is Other White (2.2%). Christianity is the most prevalent religion of residents of Balsall Common (68.1%) and Hampton-in-Arden (69.1%), which reflects the wider population of Solihull borough.

2.1.10 Balsall Common and Hampton-in-Arden are ranked within the least deprived areas in the West Midlands region. Housing ownership levels are high within both Balsall Common (82.8%) and Hampton-in-Arden (80%), with levels exceeding regional and national averages. Balsall Common and Hampton-in-Arden have a lower proportion of lone parent households (5.7% and 5.4% respectively) than regional and national averages and a similar proportional number of one person households to the region (26.7% and 28.8% respectively) but fewer than the national average.6 Notable community facilities

2.1.11 Balsall Common is a large suburban commuter village, located approximately 12km from Solihull town centre, 10km from Coventry city centre and 30km from Birmingham city centre. It provides a local centre that straddles the A452 Kenilworth Road, with a good range of convenience shops, services and recreational facilities including: banks; a post office; a pharmacy; hairdressers; pubs and cafes; restaurants; and a library. Heart of England School and Balsall Common Primary School are located within the village.

2.1.12 Hampton-in-Arden, a smaller village, is located approximately 7km north of Balsall Common. The village centre provides community facilities including: two churches; George Fentham Endowed School; local village shops; and a pub. Further north, within Meriden village there are a similar range of community facilities.

5 Office for National Statistics, Census 2011; http://www.ons.gov.uk/ons/index.html. Accessed 6 March 2013. 6 Department for Community and Local Government (2007), Indices of Multiple Deprivation.

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Figure 2: Area context map

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2.1.13 Berkswell is located approximately 3km north-east of Balsall Common. Berkswell provides a range of local community facilities including: St John Baptist Church; a village store and tea rooms; the Berkswell Church of England Primary School; a pub; and a village green. There are two bus stops within the village providing access to Balsall Common, Meriden and Solihull where there are a wider range of community facilities and services. Recreation, leisure and open space

2.1.14 Within the wider areas of countryside there are a range of recreational facilities, which reflect the rural environment and agricultural diversification including: shooting clubs; fisheries; nature reserves; golf clubs; and riding schools. Pubs and community halls within Balsall Common, Berkswell and Hampton-in-Arden provide a focus for social gatherings and for village events.

2.1.15 The area contains a well-established network of public footpaths and bridleways which provide connections between the villages in the area and a recreational facility for walkers, horse riders and cyclists. Notable public right of ways (PRoW) 7 include the Heart of England Way, the Millennium Way and the Kenilworth Greenway. There are a number of public open spaces in the area, mostly in and around Balsall Common and Hampton-in-Arden. These comprise a mix of public recreation grounds, play areas and allotments. Kenilworth Greenway is designated as an area of open space, recognising the importance to the community of this linear route. Planning context and key designations

2.1.16 Volume 1 sets out the national policies under which HS2 has been developed. Given that the Proposed Scheme has been developed on a national basis and to meet a national need it is not included or referred to in many local plans. Nevertheless, in seeking to consider the Proposed Scheme in the local context, relevant local plan documents and policies have been taken into account in relation to environmental topics.

2.1.17 Solihull Metropolitan Borough Council (SMBC) is the principal local planning authority for this area and the Solihull Unitary Development Plan 2006 (SUDP) is the current adopted development plan for the area8.The Solihull Draft Local Plan 2012 (SDLP) will replace parts of the SUDP once adopted9.

2.1.18 North Warwickshire Borough Council (NWBC) is the local planning authority for Great Packington. The North Warwickshire Local Plan 2006 (NWLP) is the current adopted development plan for the area10. This plan sets out the existing planning policies but they will be subject to change as they are due to be replaced by the North Warwickshire Local Plan Core Strategy 2012 (NWLPCS)11 which has now been submitted for examination to the Secretary of State for Communities and Local Government.

2.1.19 Balsall Common and Hampton-in-Arden are both villages surrounded by green belt designations within SMBC. As such, they benefit from additional protection against unchecked growth and urban development in the area around them. The remaining areas of countryside outside of the green belt are also subject to rural area policies, where development is limited to that necessary to support the rural economy, tourism or the vitality of rural communities.

7 Public right of ways (PRoW) are footpaths, bridleways, roads or byways that the public have the right to use. 8 Solihull Metropolitan Borough Council (2006), Solihull Unitary Development Plan 2006. 9 Solihull Metropolitan Borough Council (2012), Solihull Draft Local Plan – Shaping a Sustainable Future. 10 North Warwickshire Borough Council (2006), North Warwickshire Local Plan 2006. 11 North Warwickshire Borough Council (2012), North Warwickshire Local Plan Core Strategy.

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2.1.20 The centre of Hampton-in-Arden is a conservation area where there are a number of listed buildings and there are also listed buildings within the surrounding countryside and within the historic villages and conservation areas of Berkswell, Barston and Temple Balsall.

2.1.21 The Proposed Scheme would pass through a preferred area for mineral sites and a mineral safeguarding area, located between Hampton-in-Arden and Balsall Common, and is close to a strategic waste management site to the south of the A45 Coventry Road, as shown on the proposals map of the SDLP.

2.1.22 The Balsall Common and Hampton-in-Arden area is close to Solihull town centre which is highlighted as a key strategic centre in the West Midlands12. The SDLP identifies a number of opportunity sites where development has the potential to come forward.

2.1.23 The SDLP identifies small scale residential development allocations at Ridings Hill, Balsall Common (65 dwellings) and land off Meriden Road, Hampton-in-Arden (110 dwellings).

2.1.24 Relevant policies from these documents have been taken into account in relation to the technical assessments reported in Sections 3 to 13. 2.2 Description of the Proposed Scheme 2.2.1 The general design of the Proposed Scheme is described in Volume 1. The following section describes the main features of the Proposed Scheme in the Balsall Common and Hampton-in- Arden area, including the main environmental mitigation measures. Overview

2.2.2 The Proposed Scheme through this area would commence north-west of Waste Lane, adjacent to the Kenilworth Greenway and then proceed towards the existing Rugby to Birmingham rail line, which it would cross south-east of Berkswell railway station. South-east of this station, the Proposed Scheme would diverge from the Kenilworth Greenway and cross Truggist Lane, Bayleys Brook and several PRoW. The Proposed Scheme would then continue broadly parallel to the A452 Kenilworth Road which it would cross in close proximity to Marsh Lane Nature Reserve. The Proposed Scheme would cross over Meriden Road and Diddington Lane and leave this area south-east of the A45 Coventry Road, near to Pasture Farm.

2.2.3 Details of the Proposed Scheme are shown on maps CT‑06-100 to CT‑06-105. Details regarding temporary construction features are shown on maps CT‑05-100 to CT‑05-105. Further details of temporary works, such as construction compounds, highways and utility diversions are provided in Section 2.3.

2.2.4 Since the January 2012 scheme was announced by the Secretary of State for Transport, route development work has continued, and the Proposed Scheme now differs in some respects. These changes are discussed in more detail in Section 2.6. The following represents the principal design changes in this area: • The realignment of the A452 Kenilworth Road; • The alignment of the new link road which would replace the B4102 Meriden Road and Diddington Lane; • The form of the bridge carrying the Proposed Scheme over the Rugby to Birmingham rail line; and • The form of the viaducts in the area.

12 Solihull Metropolitan Borough Council (2012), Solihull Draft Local Plan – Shaping a Sustainable Future. P55.

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2.2.5 Design development continues on this section of route. Any further changes resulting from this would be assessed in the formal ES if accepted into the Proposed Scheme. Start of Balsall Common and Hampton-in-Arden (CFA23) to Truggist Lane

2.2.6 The route of the Proposed Scheme would continue from Stoneleigh, Kenilworth and Burton Green CFA, north-west of Waste Lane. For the full length of this section, approximately 1.3km, the route of the Proposed Scheme would be elevated on an embankment varying between 4m and 11m above ground level until south-east of Truggist Lane. Key features of this section would include: • Temporary diversion of Kenilworth Greenway, approximately 1.1km in length, south-west of the current alignment. During construction Kenilworth Greenway would be used as a construction route transporting materials and waste arising. Kenilworth Greenway would be reinstated to its current alignment post-construction to an equivalent standard. Planting would be provided alongside the reinstated Kenilworth Greenway for screening the Proposed Scheme; • A diversion of an oil pipeline north-east of the Proposed Scheme. This diversion would continue south-east into the Stoneleigh, Kenilworth and Burton Green CFA; • On the north-east side of the Proposed Scheme, from the start of this section, a noise bund of approximately 730m in length would be provided which would continue into a noise barrier for a further 530m to Truggist Lane. On the south-west side of the Proposed Scheme a noise barrier would be provided for the full length of this section; • Beechwood underpass would provide access to agricultural fields either side of the Proposed Scheme. This underpass would provide a headroom clearance of approximately 4.5m and would be approximately 4.5m wide; • Culvert of an unnamed watercourse, approximately 190m south-west of the Rugby to Birmingham rail line; • A footpath underpass would provide a diversion for PRoW M19113. This underpass would provide headroom clearance of approximately 2.6m and would be approximately 3.3m wide; PRoW M191 would also be temporarily diverted for approximately 1.2km via Truggist Lane; • Carol Green Rail underbridge would carry the Proposed Scheme over the Rugby to Birmingham rail line. This underbridge would be approximately 10m above ground level and would comprise of precast concrete beams and a concrete slab carrying two rail tracks; • Permanent diversion of PRoW M192 for approximately 210m. During construction of Carol Green Rail underbridge, PRoW M192 would be diverted by approximately 1km; • Landscape bund 1.5m above rail level, south-west of Truggist Lane for landscape integration; • Areas of native tree, shrub and scrub planting to the south-west and, in places, to the north-east of the Proposed Scheme; and • Three balancing ponds south-west of the Proposed Scheme for railway drainage14. Truggist Lane to Lavender Hall Lane

2.2.7 The approximate length of this section would be 800m. The Proposed Scheme would continue in a north-west direction on the Balsall Common viaduct for approximately 450m. This viaduct would be approximately 9m above ground level and would pass over Truggist Lane, Bayleys

13 Public rights of way (PRoW) are identified by their individual footpath number (e.g. M191). 14 A balancing pond is part of a drainage system that is used for temporarily storing flood waters.

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Brook and the associated floodplain. Beneath the viaduct private access and access to PRoW M191, M196 and M197 north-east and south-west of the Proposed Scheme would be provided. The Proposed Scheme would then continue on embankment for approximately 235m towards Lavender Hall Lane which it would reach in a shallow cutting of approximately 1m in depth. The height of the embankment would be up to 7m as the route of the Proposed Scheme leaves Balsall Common viaduct. Key features of this section would include: • Noise barriers on the north-east and south west side of the Proposed Scheme. The barriers would be a continuation from the previous section and would be approximately 530m in length. On the south-west side of the Proposed Scheme the noise barrier would continue into a noise bund for the remainder of the section up to Lavender Hall Lane; • A diversion of an existing overhead electricity line north-west of Truggist Lane and diversion of a water pipe in close proximity to PRoW M191; • Two flood storage compensation areas. The first area would be in close proximity to PRoW M191, M196, and M197 and south-west of Lavender Hall Lane. This area of flood storage compensation would be excavated to a maximum depth of approximately 0.5m below existing ground level. The second area would be to the south-east of Lavender Hall Lane and would be excavated to a maximum depth of approximately 2m below existing ground level. Following excavation both areas would be regraded back to tie into existing ground level; and • Permanent diversion of PRoW M196 for approximately 50m, due to the approach works to Lavender Hall Lane overbridge. During construction PRoW M196 would be diverted for approximately 50m to facilitate the diversion of a water main diversion. PRoW M191 and M197 would also be diverted for approximately 100m each to facilitate the construction of Balsall Common viaduct. Following construction these PRoW would be reinstated to their current standard. Lavender Hall Lane to A452 Kenilworth Road (near Marsh Farm)

2.2.8 This 2.4km section would commence at Lavender Hall Lane and would continue south-east of the A452 Kenilworth Road, approximately 50m south-east of Marsh Farm. For approximately 2km the Proposed Scheme would be in deep cutting of up to 12m in depth. For the remainder of this section, the Proposed Scheme would be on embankment up to 5m above ground level. Key features of this section would include: • Lavender Hall Lane would be diverted by approximately 700m over the route of the Proposed Scheme. Lavender Hall Lane overbridge would be constructed partially offline with the road permanently diverted to the south of the existing road and raised by approximately 10m in height to pass over the Proposed Scheme. An existing gas pipe would be diverted over the overbridge; • A noise barrier, approximately 480m in length, on the south-west side of the Proposed Scheme from Lavender Hall Lane to Park Lane; • Planting would be provided on the west side of the Proposed Scheme, north-west of Park Lane, and on the east side of the Proposed Scheme, north-east of the stopped up Park Lane, to provide habitat replacement and to integrate the Proposed Scheme into the existing landscape; • Park Lane would be diverted offline along the south-west side of the route of the Proposed Scheme for approximately 700m to a new junction with Lavender Hall Lane. The existing Park Lane would be closed to vehicular traffic but would be retained as a private means of access;

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• Flood alleviation culverts for Bayleys Brook would be provided at the point the diverted Lavender Hall Lane crosses Bayleys Brook. Culverts would be approximately 50m in length; • Native tree and shrub planting would be provided on the embankment slopes where the diverted Lavender Hall Lane crosses Bayleys Brook; • Diversion of an unnamed watercourse/agricultural ditch (tributary of Bayleys Brook) for approximately 80m around the proposed Lavender Hall Lane earthworks; • A main construction site compound would be accessed directly off the A452 Kenilworth Road. The compound would provide the adjacent Lavender Hall Lane overbridge with a site office and welfare accommodation. Temporary worker accommodation would be provided within the Park Lane main construction site compound; • Heart of England Way overbridge would cross the route of the Proposed Scheme at ground level, with the Proposed Scheme in cutting, and would provide a combined diversion of the Heart of England Way (PRoW M214) and an accommodation track over the Proposed Scheme15. PRoW M214 would be permanently diverted via the new overbridge for approximately 20m. During construction of the overbridge, PRoW M214 would be temporarily diverted for 100m; • Sixteen Acre Wood overbridge would provide a permanent 50m diversion of the severed PRoW M215 and an accommodation track. During construction of the bridge, PRoW M215 would be temporarily diverted for 200m. PRoW M216 would be permanently diverted for approximately 1.2km; • Native broad-leaved woodland planting in several areas to the north-east of the route for landscape integration and habitat replacement; • Neutral grassland planting to the north-east of the route near Berkswell Marsh SSSI to provide mitigation for neutral grassland lost to the scheme in this area; • An auto-transformer station would be located south-west of the Proposed Scheme with an access track off the existing A452 Kenilworth Road roundabout. Planting would be undertaken around the auto-transformer station which would provide visual screening for users of PRoW M216; and • The diversion of a gas pipe for approximately 1.2km running along the south-west side of the route of the Proposed Scheme and crossing the Proposed Scheme in close proximity to the location of the auto-transformer station. A452 Kenilworth Road (near Marsh Farm) to Mercote Mill Farm overbridge

2.2.9 The approximate length of this section would be 370m.This section would commence south- east of the A452 Kenilworth Road, approximately 50m south-east of Marsh Farm and would continue to the newly constructed Mercote Mill Farm overbridge. On entering this section, the Proposed Scheme would continue on a small embankment of up to 4m above ground level for approximately 110m. The Proposed Scheme would then pass over Marsh Farm viaduct which would be a 140m long concrete structure with a maximum height of approximately 5m above ground level. This viaduct, which would span over Bayleys Brook and its associated floodplain, would provide a permanent 400m diversion for PRoW M217 underneath. From Marsh Farm viaduct the Proposed Scheme would continue north-west on an embankment of up to 4.5m above ground level for approximately 120m, to Mercote Mill Farm overbridge, where the Proposed Scheme would pass underneath. Mercote Mill Farm overbridge would be approximately 8m above ground level and approximately 6m above rail level. This overbridge would provide a combined bridleway diversion (M218) and private access. Other key design features in this section would include:

15 An accommodation track is a road or track that serves a piece of land or residential property and not considered a public highway.

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• Provision of a flood storage compensation area north-east of the ProposedScheme, in close proximity to bridleway M218; and an area south-west adjacent to Mercote Mill Farm overbridge. The area of flood storage compensation would be excavated to a lower level, to a maximum depth of 3m below existing ground level. Following excavation the area would be regraded back to tie into existing ground level; • Temporary diversion of bridleway M218 for 250m and a 300m temporary diversion of PRoW M217 under Marsh Farm viaduct during the construction of the embankment either side of the viaduct. During construction PRoW M217 would be temporarily diverted for approximately 50m to facilitate the diversion of a gas main; • Diversion of a high pressure gas main north-east of its existing location; • Planting would be undertaken to the north-west of Mercote Cottages and Marsh Farm to provide visual screening; and • One balancing pond south-west of the Proposed Scheme for railway drainage. A452 Kenilworth Road Diversion

2.2.10 The A452 Kenilworth Road would be diverted via an overbridge as the Proposed Scheme would intersect its current alignment. The overbridge would be constructed offline and the road would be permanently diverted up to 150m east of the existing alignment. The road would be raised approximately 10m in height above rail level to pass over the Proposed Scheme. The current A452 Kenilworth Road would be closed to vehicular traffic over a diverted length of approximately 1.8 km and landscaped with native tree, shrub and grassland planting to integrate with the local landscape character and provide visual screening to neighbouring residential properties. Mercote Mill Farm overbridge to the River Blythe Bypass viaduct

2.2.11 The approximate length of this section would be 695m. On leaving Mercote Mill Farm overbridge the Proposed Scheme would be on a small embankment, up to 1m in height, for approximately 45m. The Proposed Scheme would then continue in shallow cutting of up to 1.5m’s depth for approximately 320m and would pass under the diverted A452 Kenilworth Road. The Proposed Scheme would then continue on embankment, up to 3m in height above ground level, for approximately 250m, to the River Blythe Bypass viaduct. The River Blythe Bypass viaduct would be a concrete structure, approximately 8m in length and approximately 6m in height which would carry the Proposed Scheme over the River Blythe Bypass channel and its associated floodplain. A noise barrier would be located on the south‑west side of the viaduct. Key design features in this section would include: • A temporary worker accommodation site within the A452 Kenilworth Road satellite construction site compound; and • One balancing pond north-east of the Proposed Scheme for highway drainage of the realigned A452 Kenilworth Road. River Blythe Bypass viaduct to River Blythe viaduct

2.2.12 The approximate length of this section would be 965m. On leaving the River Blythe Bypass viaduct the Proposed Scheme would be on embankment for approximately 70m with an approximate maximum height of 3m above ground level. Continuing north-west, the Proposed Scheme would pass in shallow cutting of up to 2m depth, for approximately 240m, before continuing on embankment of up to 8m in height for approximately 250m north-west of the B4102 Meriden Road. Continuing from the B4102 Meriden Road the Proposed Scheme would cross the River Blythe and associated floodplain on viaduct.The River Blythe viaduct

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would be approximately 405m in length and approximately 6m in height with spans of 27m. Key design features in this section would include: • Provision of two flood storage compensation areas. The first area would be north-west of the River Blythe bypass channel. This area of flood storage compensation would be excavated to a maximum depth of approximately 1m below existing ground level. The second area would be between the River Blythe and the B4102 Meriden Road, south-east of the proposed realignment of the B4102 Meriden Road/Diddington Lane. This area of flood storage compensation would be excavated to a maximum depth of approximately 3m below existing ground level. Following excavation both areas would be regraded back to tie into existing ground level; • Neutral grassland planting around the balancing pond and to the north of the River Blythe Bypass to provide mitigation for neutral grassland lost to the Proposed Scheme in this area; • Integration of the Proposed Scheme into the landform by the creation of a landscaped bund which would be 3m above rail level to the south-west of the Proposed Scheme, north of PRoW M230a; • A noise barrier would be provided on the south-west side of the Proposed Scheme for the entire length of this section; • B4102 Meriden Road would be closed to vehicular traffic. Planting would be undertaken either side of the Proposed Scheme where the B4102 Meriden Road would be closed. Restricted access to agricultural land would be maintained; • PRoW M230a would be diverted under the River Blythe viaduct from the south-east of the Proposed Scheme to the north-west. This diversion of PRoW M230a would facilitate the closure of the footpath between the B4102 Meriden Road and a track diversion. The permanent diversion of PRoW M230a would be alongside the north-west edge of the embankment of the Proposed Scheme for approximately 200m before connecting to the B4102 Meriden Road. A temporary diversion of PRoW 230a for 100m would be implemented to facilitate the construction of a balancing pond to the south-west of the Proposed Scheme; • Provision of marshy grassland in the floodplain north of the River Blythe to provide mitigation for marshy grassland lost to the Proposed Scheme in this area; • Minor diversion of a water main north-west of the B4102 Meriden Road; and • One balancing pond south-west of the Proposed Scheme for railway drainage. River Blythe viaduct to Shadow Brook viaduct

2.2.13 The approximate length of this section would be 715m. On leaving the River Blythe viaduct the Proposed Scheme would be on embankment, up to 6m in height, for approximately 560m to Shadow Brook viaduct. Shadow Brook viaduct would be a 155m-long concrete viaduct approximately 6m above ground level, which would carry the Proposed Scheme over Shadow Brook, its associated floodplain and Diddington Lane. Key design features in this section would include: • A noise barrier would be provided on the south-west side of the Proposed Scheme for the entire length of this section; • Diddington Lane overbridge would facilitate the closing of the B4102 Meriden Road and Diddington Lane. Both Diddington Lane and the B4102 Meriden Road would be retained as a private means of farm access, albeit with restricted height. At the location that the Proposed Scheme crosses Diddington Lane overbridge the track would change from a two

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track formation to a four track formation. A permanent diversion route for the stopped up B4102 Meriden Road and Diddington Lane would be located approximately mid-way between the existing roads (B4102 Meriden Road and Diddington Lane). Two new roundabout junctions would connect the proposed diversion to link Diddington Lane, B4102 Meriden Road and A452 Kenilworth Road. A flood storage compensation area would be located north-east of the new roundabout with the A452 Kenilworth Road. This area of flood storage compensation would be excavated to approximately 83mA OD with a maximum depth of 1m below existing ground level. Following excavation the area would be regraded back to tie into existing ground level. To the north-west of this roundabout a balancing pond would be provided for highway drainage; • Broad-leaved woodland planting would be undertaken either side of the realigned Diddington Lane to provide visual screening for residents of Diddington Lane; • A main construction site compound would be accessed directly off the A452 Kenilworth Road via the newly constructed B4102 Meriden Road/Diddington Lane diversion. The compound would provide the adjacent River Blythe viaduct and Diddington Lane overbridge with a site office and welfare accommodation; • The diversion of a water main north-west of the River Blythe; and • One balancing pond south-east of the realigned B4102 Meriden Road/Diddington Lane for highway drainage and one balancing pond north-east of the Proposed Scheme for railway drainage. Shadow Brook viaduct to end of Balsall Common and Hampton-in-Arden CFA

2.2.14 The approximate length of this section would be 450m. On leaving Shadow Brook viaduct the route of the Proposed Scheme would continue on embankment of up to 5m above ground level for approximately 180m. Continuing north-west the route of the Proposed Scheme for the remainder of this section would be in cutting before entering Birmingham Interchange and Chelmsley Wood CFA. Key design features in this section would include: • An area of flood storage compensation to the north-west of Shadow Brook. This area of flood storage compensation would be excavated to a maximum depth of approximately 0.7m below existing ground level. Following excavation the area would be regraded back to tie into existing ground level; • One balancing pond north-east of the Proposed Scheme for railway drainage; • Diddington Lane would be closed to vehicular traffic. Access to agricultural land would be maintained, albeit with restricted height; • Broad-leaved woodland planting on embankment either side of the route north of Shadow Brook, for landscape integration and habitat replacement; and • The underground diversion of two existing overhead electricity lines in close proximity to Diddington Lane.

2.2.15 The route would leave the area in the north at ground level. Land required for the Proposed Scheme

2.2.16 The Proposed Scheme would require land on both a temporary and permanent basis. The land required for construction is shown on the construction map series CT‑05-100 to CT‑05-105 and will be subject to review as the engineering design and formal ES is prepared. The final permanent and temporary land requirements will be set out in the formal ES.

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2.3 Construction of the Proposed Scheme 2.3.1 This section sets out the key construction activities that are envisaged to build the Proposed Scheme in the Balsall Common and Hampton-in-Arden area and the control measures that are proposed to manage the works. General descriptions of construction works that are relevant to the whole of the Proposed Scheme are provided in Volume 1. Environmental management and Code of Construction Practice

2.3.2 All contractors would be required to comply with the environmental management regime for the Proposed Scheme, which would include: • A Code of Construction Practice (CoCP)16; and • Local environmental management plans (LEMP), which would apply within each CFA.

2.3.3 The CoCP, in conjunction with associated LEMPs, would be the means of controlling the construction works associated with the Proposed Scheme, with the objective of ensuring that the effects of the works upon people and the natural environment are eptk to a practicable minimum. The CoCP will contain generic control measures and standards to be implemented throughout the construction process.

2.3.4 A draft CoCP has been prepared and is published alongside this document. It will be kept under review as the design of the Proposed Scheme develops and further engagement with stakeholders is undertaken. Construction site operation Working hours

2.3.5 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. While there would not normally be any construction activity on Sundays, some activities (e.g. weekend possessions, tunnelling and ventilation and intervention shaft (vent shaft) construction) would be undertaken. Site-specific variations to core hours and/or additional hours likely to be required would be included within LEMPs following consultation with the relevant Local Planning Authority (LPA). To maximise productivity within the core hours, HS2 Ltd’s contractors would require a period of up to one hour before and up to one hour after the core working hours for start-up and close-down of activities. These activities would be subject to controls set out in the CoCP. 2.3.6 Track laying activities and work requiring possession of major transport infrastructure (e.g. highways) may be undertaken during night-time, Saturday afternoon, Sunday and/or bank holidays for reasons of safety or operational necessity and would often involve consecutive nights’ work including over weekend possessions. Construction site compounds

2.3.7 Main site compounds would be used for core project management (engineering, planning and construction delivery), commercial, and administrative staff.

2.3.8 Satellite site compounds would generally be smaller in size, providing office commodationac for limited numbers of staff. The satellite site compound would provide local storage for plant and materials and limited car parking would be provided for staff and site operatives. Limited welfare facilities would be provided at each site.

2.3.9 The location of all site compounds along with their duration of use and a broad current estimate of the number of workers likely to work at the construction sites is set out in Table 1

16 Arup/URS (2013) Phase One: Draft Code of Construction Practice. HS2 Ltd, London.

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and shown on maps CT‑05-100 to CT‑05-105. Construction site details and arrangements are continuing to be refined and will be confirmed in the formal ES. All construction staff would be required to comply with codes of behaviour set out by the CoCP.

Compound type Location Typical use Estimated Estimated duration of use17 number of workers

Main site Park Lane. Utility diversion, culvert and watercourse 36 months 25 Map CT‑05-102 diversions, Lavender Hall Lane overbridge construction and earthworks

Main site Diddington Lane. Utility diversion, River Blythe viaduct and 38 months 40 Map CT‑05-105 Diddington Lane overbridge construction and earthworks

Satellite site Beechwood Utility diversion, culvert construction and 55 months 15 underbridge, Waste earthworks Lane. Map CT‑05-100

Satellite site Carol Green Rail Utility diversion, Carol Green Rail underbridge, 36 months 15 underbridge (south), retaining wall and underpass construction and Waste Lane. earthworks Map CT‑05-101

Satellite site Carol Green Rail Utility diversion, Carol Green Rail underbridge 42 months 15 underbridge (north), and retaining wall construction and earthworks Truggist Lane. Map CT‑05-101

Satellite site Balsall Common Utility diversion, Balsall Common viaduct 36 months 40 viaduct, Lavender construction and earthworks Hall Lane. Map CT‑05-101

Satellite site Heart of England Access bridge construction 18 months 40 Way underbridge, Park Lane. Map CT‑05-102

Satellite site Bradnock auto- Utility diversions, access road, footbridge 23 months 30 transformer site, and culvert construction, and watercourse A452 Kenilworth diversion Road. Map CT‑05-103

Satellite site A452 Kenilworth Utility diversion, culvert and watercourse 50 months 35 Road. diversion, Marsh Farm viaduct and A452 Map CT‑05-103 Kenilworth Road overbridge construction and earthworks

Satellite site River Blythe Bypass Access road construction, River Blythe viaduct 28 months 5 viaduct, A452 construction Kenilworth Road. Map CT‑05-104

Satellite site Shadow Brook Shadow Brook viaduct construction and 38 months 30 viaduct, Diddington earthworks Lane. Map CT‑05-105

Table 1: Location of construction site compounds

17 The duration for each site compound is currently based on a draft programme, which will be refined for the formal ES.

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2.3.10 All main site compounds would contain space for the storage of bulk materials (aggregates, structural steel and steel reinforcement), an area for the fabrication of temporary works equipment and finished goods, fuel storage, plant and equipment storage and necessary operational parking. Buildings would generally be temporary modular units and layout would maximise construction space and limit land required. Hard standing areas would be installed at all site compounds.

2.3.11 The Park Lane construction site compound would be accessed directly off the A452 Kenilworth Road and would provide the adjacent Lavender Hall overbridge with site office and welfare accommodation. The compound would provide administration and support facilities for the southern end of the Proposed Scheme in the area. The adjacent areas would be used for the temporary storage of any topsoil stripped as part of the works.

2.3.12 The Diddington Lane construction site compound would be accessed directly off the A452 Kenilworth Road via the newly constructed B4102 Meriden Road/Diddington Lane realignment and would provide the adjacent River Blythe viaduct and Diddington Lane overbridge with site office and welfare accommodation. The compound would provide administration and support facilities for the northern end of the Proposed Scheme in the area. The adjacent areas would be used for the temporary storage of landscaping fill and any topsoil stripped as part of the works. Fencing and lighting

2.3.13 Security fencing would be provided on the perimeter of each site compound. Individual site compounds for offices, welfare and storage would generally be demarcated and secured with fences and gates. Fence type and construction would be appropriate to the level of security required, likelihood of intruders, level of danger and visual impact to the environment.

2.3.14 Lighting of site compounds during hours of darkness would seek to minimise light pollution to the surrounding area, in accordance with the requirements of the CoCP. Temporary worker accommodation sites

2.3.15 Two temporary worker accommodation sites would be located within this section of the Proposed Scheme as detailed in Table 2. Temporary worker accommodation sites would adhere to the measures set out within the CoCP.

2.3.16 The duration of each accommodation site is currently based on construction of the Proposed Scheme and does not incorporate any further time that the accommodation site might be retained to enable commissioning. This will be confirmed in the formal ES.

Location Site description Facilities provided Estimated Estimated duration of use18 number of workers

Located within Modular temporary living Living accommodation, welfare 36 months 40 Park Lane main accommodation facilities, car parking construction compound

Located within Modular temporary living Living accommodation, welfare 50 months 25 Kenilworth accommodation facilities, car parking Road satellite construction compound

Table 2: Location of temporary worker accommodation sites18

18 The duration for each site compound is currently based on a draft programme, which will be refined for the formal ES.

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Construction traffic and access

2.3.17 The following lorry routes are currently proposed to access each of the main site compounds: • The route from the Park Lane construction site compound would be from Park Lane leading onto the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then westwards along the A45 Coventry Road to Junction 6 of the M42; and • The route from the Diddington Lane construction site compound would be from the new roundabout north of the Proposed Scheme on to the A452 Kenilworth Road continuing northwards to Stonebridge Island and then westwards along the A45 Coventry Road to Junction 6 of the M42.

2.3.18 Satellite construction site compounds would generally be more remote and operational for shorter durations, accessible either via internal site access routes and A, B or minor unclassified roads (shown on maps CT‑05-100 to 105) including: • The route from the Beechwood underbridge construction site compound would be from Waste Lane, eastwards to the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then westwards along the A45 Coventry Road to Junction 6 of the M42; • The route from the Carol Green Rail underbridge (south) construction site compound would be from Waste Lane, eastwards to the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then westwards along the A45 Coventry Road to Junction 6 of the M42; • The route from the Carol Green Rail underbridge (north) construction site compound would be from Truggist Lane turning right into Spencer’s Lane, continuing along Balsall Street and turning right into Nailcote Lane. The route would continue along Balsall Street to Waste Lane and Kelsey Lane to join the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then westwards along the A45 Coventry Road to Junction 6 of the M42; • The route from the Balsall Common viaduct construction site compound would be from the site access/haul route from Park Lane via the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then westwards along the A45 Coventry Road to Junction 6 of the M42; • The route from the Heart of England Way underbridge construction compound would be from Park Lane via the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then westwards along the A45 Coventry Road to Junction 6 of the M42; • The route from the Bradnock auto-transformer site/construction site compound would be from the adjacent roundabout on the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then eastwards along the A45 Coventry Road to Junction 6 of the M42; • The route from the A452 Kenilworth Road construction site compound would be along the site access/haul route to the A452 Kenilworth Road continuing northwards to Stonebridge Island and then eastwards along the A45 Coventry Road to the Junction 6 of the M42; • The route from the River Blythe Bypass viaduct construction site would be from the site access/haul route via the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then eastwards along the A45 Coventry Road to Junction 6 of the M42. Occasional access would be required from the private road through the adjacent Marsh Lane Nature Reserve; and

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• The route from the Shadow Brook viaduct construction site compound would be from Diddington Lane via the A452 Kenilworth Road, continuing northwards to Stonebridge Island and then eastwards along the A45 Coventry Road to junction 6 of the M42. Preparatory and enabling works Demolition works

2.3.19 It is anticipated that the Proposed Scheme would require the demolition of one building in the area. This work is outlined in Table 3.

Description of structure Location

Single storey, steel frame, warehouse, Truggist Lane, 195m south-west of Truggist Hill Farm, sited between the Rugby to Balsall Common. Birmingham rail line and the Proposed Scheme

Table 3: Demolition works Drainage and culverts

2.3.20 It is anticipated that drainage ponds would be required for both railway track and highway drainage. Indicative locations are provided in Section 2 and shown on maps CT‑06-100 to 105. Watercourse diversions

2.3.21 The route of the Proposed Scheme and associated highway works require four diversions of watercourses as detailed in Table 4.

Location Watercourse (status) Reason for diversion Diversion length and map reference

205m north-west of Berkswell railway Bayleys Brook (ordinary) Watercourse diversion under Balsall 80m station on the south-west side of the Common viaduct Map Proposed Scheme CT‑06-101

210m north-east of Lavender Hall Unnamed watercourse/ Watercourse diversion around 100m Farm on the north-east side of the agricultural ditch (tributary of proposed Lavender Hall Lane Map Proposed Scheme Bayleys Brook) earthworks CT‑06-102

From 220m south-east of Four Winds Unnamed watercourse/ Watercourse diversion around cutting 1500m to 100m north-east of Marsh Farm agricultural ditch (tributary of and connect back into Bayleys Brook Map Bayleys Brook) further downstream CT‑06-103

115m north-west of Hornbrook Farm Horn Brook and unnamed To divert streams at crossing under 150m and to 280m south-east of Hornbrook tributary A452 Kenilworth Road realignment. 75m Cottage (ordinary) Map CT‑06-104

Table 4: Watercourse diversions Utility diversions

2.3.22 There are a number of major items of utility infrastructure in proximity to the Proposed Scheme, which include: high pressure gas mains; large diameter water mains; large diameter sewers; fibre optic/signal cabling; and high and low voltage electricity lines. In summary, the main proposed utility diversions required in the area would be: • An approximate 1km diversion of a 254mm (10”) diameter oil pipe north-east of the Proposed Scheme, crossing the route at the boundary of Balsall Common and Hampton-in- Arden CFA and Stoneleigh, Kenilworth and Burton Green CFA and extending eastwards;

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• An approximate 900m diversion of two large water mains, 914mm (36”) and 686mm (27”) respectively, running beneath Balsall Common viaduct and through agricultural land to the north of the Proposed Scheme; • An approximate 870m diversion of a 1200mm (47”) diameter water main running beneath the River Blythe viaduct then to the north of the Proposed Scheme parallel to the River Blythe; • An approximate 1.3km diversion of a 914mm (36”) high pressure gas main parallel to the Proposed Scheme north of the A452 Kenilworth Road; • An approximate 1.5km diversion of signal cabling and overhead electricity lines along the new A452 Kenilworth Road alignment; and • A diversion of overhead electricity lines in the vicinity of Lavender Hall Lane, Meriden Road and Diddington Lane.

2.3.23 Discussions with utility providers are underway to confirm whether plant and/or apparatus would need to be realigned away from the area of work; protected from the works by means of a concrete slab or similar; or have sufficient clearance from the work that they would not be affected.

2.3.24 Indicative utility diversions are provided on maps CT‑05-100 to CT‑05-105. These diversions will be subject to on-going discussions with utility providers and as such the environmental impacts associated with each diversion will be reported in the formal ES.

2.3.25 Wherever practicable, temporary connections for construction site compounds would be made to local existing utility services (i.e. electricity, water, data, sewerage and surface water drainage, to reduce the need for generators, storage tanks and associated traffic movements for fuel tankers). Highway and road diversions

2.3.26 Proposed highway and road diversions are shown on maps CT‑06-100 to CT‑06-105 and Table 5. The total duration of works does not necessarily indicate periods of actual closure. The closure of routes will be kept to as short a duration as reasonably practicable. Diversions show indicative alternative routes available to maintain general access which will be subject to change as part of the development of the design and will be detailed in the formal ES.

Name Location Diversion route Approximate Duration length of diversions

Truggist Lane. 25m south-east of Via Station Road/ Waste 4.8km 6 weekends and 30 overnights Berkswell railway Lane/ Truggist Lane. (3 months). station.

Lavender Hall 240m north-east of Via Park Lane. 700m 6 weekends and 30 overnights Lane. Lavender Hall Farm. (12 months).

Table 5: Highway and road diversions Footpath, cycleway and bridleway diversions

2.3.27 Proposed footpath, cycleway and bridleway diversions are shown on maps CT‑06-100 to CT‑06-105 and Table 6. The total duration of works does not necessarily indicate periods of actual closure. The closure of routes will be kept to as short a duration as is reasonably practicable. Diversions show indicative alternative routes available to maintain general access which will be subject to change as part of the development of the design and will be detailed in the formal ES.

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Name Location Diversion route Approximate Duration length of diversions

Kenilworth 400m south-east of Beechwood Farm to Local realignment to 1.1km 36 months Greenway a car park 100m south-east of Berkswell the south-west of the railway station existing alignment

FP M191 155m south-west of Truggist Hill Farm, Via Truggist Lane 1.2km 12 months south-west of the Proposed Scheme

FP M192 260m south-west of Truggist Hill Farm, Local realignment 200m 36 months north-east of the Proposed Scheme

FP M197 265m north-west of Berkswell railway Local realignment 100m 24 months station, north-east of the Proposed Scheme

FP M191 310m north-west of Berkswell railway Local realignment 100m 24 months station, south-west of the Proposed Scheme

FP M196 60m south-east of Lavender Hall Farm, Local realignment 50m 3 months south-west of the Proposed Scheme

FP M214 140m north-east of Final Home, crossing Local realignment 100m 12 months over the Proposed Scheme

FP M215 215m north-east of Holly Acre Lodge, Local realignment 200m 12 months on the south-west side of the Proposed Scheme

BW M218 225m south- east of Mercote Lodge, south- Local realignment 250m 24 months west of the Proposed Scheme

FP M217 60m north-east of Marsh Farm Local realignment 50m 6 months

FP M230A 100m south-west of Patrick Farm Local realignment 100m 6 months

Table 6: Footpath, cycleway and bridleway diversions Restricted accesses

2.3.28 Potential restricted accesses are shown in Table 7.

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Property address Location Description Duration

N/A 175m south-west of Local realignment to allow construction of Beechwood 12 months Beechwood Farm underbridge for farm access

Truggist Lane 125m south-east of Restricted access during construction of the abutment and 12 months properties Lavender Hall Farm, north suspended slab and installation beams due to temporary intermittent adjacent to Balsall of Lavender Hall Farm road closure. Truggist Lane would be narrowed to allow Common viaduct construction of the foundations and piers on either side of abutments (south the road. This would require traffic lights and single lane end) running to be installed intermittently over a six month period. Truggist Lane would be closed intermittently over a six month period to allow the viaduct deck beams and temporary falsework to be installed and the temporary falsework to be removed

Lavender Hall 80m north-east of Local realignment to allow construction of new underpass 24 months Farm and Lavender Hall Farm for farm access. Restricted access during installation of associated land services and tying in the new road construction in the form owners of the of road narrowing, traffic lights and temporary ramps adjacent fields during short intermittent periods throughout the 24 month construction period

Final Home, A452 50m south of Final Home Access to Final Home to be restricted during junction 3 months Kenilworth Road improvement works by road narrowing, lane restrictions, traffic lights, temporary ramps and road closures with access from the Lavender Hall Lane end of Park Lane intermittently over 3 month construction period

N/A 80m north-east of Lavender Hall Lane restricted by road narrowing, lane 24 months Lavender Hall Farm restrictions, traffic lights, temporary ramps and potentially local diversion intermittently over 24 month construction period to allow construction of new culvert

Mercote Cottages 70m north of Marsh Farm Restricted access due to the diversion of the high pressure 12 months and Marsh Farm gas pipe. Alternative access would be maintained at all times. Bridleway BW M218 would be restricted by road narrowing, lane restrictions, traffic lights, temporary ramps and potentially local diversion intermittently over 12 month construction period

Land owners of 520m north-east of Siden Access to pass beneath the viaduct would be prohibited 12 months fields adjoining Hill Wood during the installation of the River Blythe Bypass viaduct River Blythe beams and suspended slab Bypass viaduct

Land owners of 460m north-east of the Access to pass beneath the viaduct would be prohibited 12 months fields adjoining Diddington Lane/B4102 during the installation of the River Blythe viaduct beams River Blythe Meriden Road intersection and suspended slab viaduct

Land owners of 360m south-west of During the installation of the Shadow Brook viaduct beams 10 months fields adjoining Diddington Hall where and suspended slab, access to pass beneath the viaduct the Shadow Brook Diddington Lane and would be prohibited Viaduct the Proposed Scheme intersect

Pasture Farm 100m north-east of Construction of Pasture Farm overbridge would be 6 months Pasture Farm sequenced such that access is maintained at all times

Table 7: Restricted accesses

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Main construction works – Earthworks

2.3.29 Major earthworks in the area would include: • The construction of embankments along various sections of the Proposed Scheme; and • The construction of mitigation bunds to provide noise attenuation and visual screening to surrounding residential properties and users of PRoW. 2.3.30 Works would be carried out in a sequence, taking due consideration of the impacts of road and footpath closures, flows within watercourses and vehicle movements by road. 2.3.31 During design development consideration has been given to the movement of materials. Wherever reasonably practicable excavated material would be moved directly from the area of excavation to areas of the works where fill material is required.Some processing and temporary stockpiling of fill material may be necessary if direct placement into the permanent works is not possible. Some material may require crushing or screening to render it acceptable for use elsewhere. 2.3.32 Where reasonably practicable, materials would be imported from surpluses generated on other sections of the Proposed Scheme. If a shortfall of fill material arises in this section of the Proposed Scheme, or the benefits of importing material are outweighed by the impacts of transportation, local sources of material would be identified. Main construction works – Structures Bridges and viaducts

2.3.33 Viaducts and road bridges under and over the route of the Proposed Scheme would generally be of concrete construction. Structures over the railway would provide a minimum clearance of 7.15m. Structures under the railway would allow for the clearances required by other modes of transport (e.g. typically 5.7m for highways).

2.3.34 Simplified construction sequences for a typical viaduct, overbridge and underbridge are provided in Volume 1.

2.3.35 Viaducts, underbridges and overbridges are detailed in Table 8.

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Location Element description Length (m)

170m south-west of Beechwood Farm Beechwood underbridge 62

290m south-west of Truggist Hill Farm FP M191 underbridge 28

245m south-east of Berkswell railway station Carol Green Rail underbridge 88

120m north-east of Berkswell railway station to 255m south-east of Balsall Common viaduct 440 Lavender Hall Farm

90m north of Lavender Hall Farm Lavender Hall Lane overbridge 21

150m north-east of Final Home BW M215 overbridge 75

210m east of Holly Acre Lodge FP M216 overbridge 21

60m north-east of Marsh Farm to 235m east of Mercote Lodge Marsh Farm viaduct 145

205m east of Mercote Lodge Mercote Mill Farm/ BW M218 overbridge 21

670m east of Siden Hill Wood A452 Kenilworth Road overbridge 77

590m south-west of Hornbrook Farm River Blythe Bypass viaduct 80

100m north-west of Patrick Farm River Blythe viaduct 405

505m west of Mouldings Green Farm Diddington Lane overbridge 25

375 south-west of Diddington Hall to 370m west of Diddington Hall Shadow Brook viaduct 165

Table 8: Viaducts, underbridges and overbridges19

2.3.36 The design of viaducts is currently based on flood risk data received from third parties.Where viaducts, bridges, embankments or other structures intrude into floodplains, the effects of these structures would be assessed in detail and included in the final design and formal ES, in order to ensure there is no significant increase in flood risk toe k y receptors. Through the flood risk assessment process, hydraulic modelling may demonstrate appropriate reductions or increases to the proposed lengths and heights of viaducts and other river crossing structures. If shown to be required, the location and size of flood storage compensation areas would be revised to mitigate for the loss of floodplain. Embankments and cuttings

2.3.37 A number of sections of the Proposed Scheme would be in excavated cuttings or raised on embankments. The angle of the slopes (and therefore the footprint of the works) would depend on the local ground conditions, quality of excavated material and the topography of the local area. In general, slopes would have a gradient of 1:2.520. Where land is to be returned to agricultural use, slopes would be regraded to have a gradient no greater than 1:8. Slopes would generally be topsoiled and landscaped with a combination of seeding and planting.

2.3.38 There are a number of sites where key earthworks would be undertaken. These are detailed in Table 9.

19 An underbridge is a bridge that crosses under a rail line, an overbridge is one that crosses over a rail line. 20 Gradient is used to describe the steepness of a slope. This report uses the ratio approach to describe a gradient. A gradient described as 1:2.5 means that a 1 metre high embankment would have a base width of 2.5 metres. A gradient of 1:8 means that a 1 metre high embankment would have an 8 metre wide base – a gentler slope.

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Start End Earthwork type Length (m)

Odnaull End Farm. 125m north-east of Berkswell Embankment up to an approximate 1270 railway station. maximum height of 11m.

250m south-east of Lavender 110m north-east of Lavender Hall Embankment up to an approximate 235 Hall Farm. Farm maximum height of 6.9m

110m north-east of Lavender 410m north-east of Willow Cottage, Cutting up to an approximate maximum 2155 Hall Farm. on the edge of Sixteen Acre Wood depth of 11.9m

410m north-east of Willow 65m north-east of Marsh Farm Embankment up to an approximate 510 Cottage, on the edge of maximum height of 4.1m Sixteen Acre Wood.

210m north of Marsh Farm. 215m east of Mercote Lodge Embankment up to an approximate 165 maximum height of 4.3m

215m east of Mercote Lodge. 290m north-east of Mercote Lodge Cutting up to an approximate maximum 320 depth of 1.4m

290m north-east of Mercote 550m north-east of Siden Hill Wood Embankment up to an approximate 250 Lodge. maximum height of 5.6m

560m north-east of Siden Hill 290m west of Patrick Farm Embankment up to an approximate 70 Wood. maximum height of 2.5m

290m west of Patrick Farm. 150m west of Patrick Farm Cutting up to an approximate maximum 240 depth of 1.8m

150m west of Patrick Farm. 75m west of Patrick Farm Embankment up to an approximate 250 maximum height of 8.2m

480m south-west of Mouldings 385m south-west of Diddington Hall Embankment up to an approximate 560 Green Farm. maximum height of 6.2m

375m south-west of Diddington 395m west of Diddington Hall Embankment up to an approximate 180 Hall. maximum height of 4.7m

395m west of Diddington Hall. 90m north-east of Pasture Farm Cutting up to an approximate maximum 270 depth of 7.8m

Table 9: Embankments and cuttings Rail infrastructure fit out

2.3.39 The principal elements of rail infrastructure to be constructed are track, overhead line equipment (OLE), communications equipment and power supply. The installation of track in open areas would be of standard ballasted track configuration, comprising principally of ballast, rail and sleepers. Further details are set out in Volume 1. Power supply

2.3.40 HS2 trains would draw power from OLE, requiring feeder stations and connections to the 400kV National Grid network. There are no feeder stations within the local area. In addition to feeder stations, smaller auto-transformer stations would be required at more frequent intervals. There would be an auto-transformer station south-east of Marsh Farm, with an access road off the A452 Kenilworth Road at its roundabout with Bradnock’s Marsh Lane. The location is shown on map CT‑06-103. Landscaping and permanent fencing

2.3.41 Landscaping (i.e. earthworks, seeding and planting) would be provided to address visual and noise impacts, as well as to provide screening for intrinsically important ecological habitats and heritage features. Where appropriate, the engineering embankments and/or cuttings would be reshaped to integrate the alignment sympathetically into the character of the

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surrounding landscape. The planting would reflect tree and shrub species native to the Arden landscape. Opportunities for ecological habitat creation would be considered.

2.3.42 Permanent fencing would be erected and will be shown on plans to accompany the formal ES. Construction programme

2.3.43 A construction programme that illustrates indicative periods for each core construction activity in this area is provided in Figure 3.

Figure 3: Indicative construction programme for the area Commissioning

2.3.44 Commissioning is the process of testing the infrastructure to ensure that it operates as expected. This would take place in the year prior to operation. Further details are provided in Volume 1. 2.4 Operation of the Proposed Scheme 2.4.1 Up to 11tph would travel in each direction in this area on day one of operation of the Proposed Scheme. This would increase to a potential maximum of 18tph should Phase Two of the high speed rail network become fully operational.

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2.4.2 In this area, HS2 trains would run at speeds up to 360kph but the proximity of the proposed interchange station would mean that some would be in the process of accelerating or decelerating.

2.4.3 The trains would be either 200m (one-unit train) or 400m (two-unit trains) long. They would run between the hours of 05:00 and 00:00 (Monday to Saturday) and between 08:00 and 00:00 (Sunday). When required, maintenance would be conducted outside those operating hours.

2.4.4 The operation of the Proposed Scheme is described in more detail in Volume 1. 2.5 Community forum engagement 2.5.1 HS2 Ltd’s approach to engagement on the Proposed Scheme is set out in Volume 1.

2.5.2 A series of community forum meetings and discussions with individual landowners, organisations and action groups were undertaken. Community forum meetings were held on: • 28 March 2012 at Balsall Common Village Hall, Balsall Common; • 21 June 2012 at Balsall Common Village Hall, Balsall Common; • 13 September 2012 at Balsall Common Village Hall, Balsall Common; • 27 November 2012 at Balsall Common Methodist Church, Balsall Common; and • 4 March 2013 at Fentham Hall, Hampton-in-Arden.

2.5.3 In addition to HS2 Ltd representatives, attendees at these community forum meetings typically included local residents, residents’ groups, public representatives, representatives of local authorities and parish and district councils, action groups, affected landowners and other interested stakeholders.

2.5.4 The main themes to emerge from these meetings were: • Routing of construction traffic within Balsall Common, Hampton-in-Arden and Berkswell and potential noise and air quality impacts; • Visual impact of the Proposed Scheme and in particular the visual impact of the River Blythe viaduct; • Requests for provision of a tunnel through Balsall Common and Berkswell; • Requests for retention or realignment of PRoW within Balsall Common and Berkswell; • The temporary and permanent diversion of Kenilworth Greenway and associated amenity impacts; and • Noise emitted from the operation of the Proposed Scheme and the impact on Balsall Common, Hampton-in-Arden and Berkswell. 2.6 Route section main alternatives 2.6.1 The main strategic alternatives to the Proposed Scheme are presented in Volume 1. The main local alternatives considered for the Proposed Scheme within the local area are set out within this section.

2.6.2 Since April 2012, as part of the design development process, a series of local alternatives have been reviewed within workshops attended by engineering, planning and environmental specialists. During these workshops, the likely significant environmental effects of each design option have been reviewed. The purpose of these reviews has been to ensure that the Proposed Scheme draws the right balance between engineering requirements, cost and potential environmental impacts.

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A452 Kenilworth Road

2.6.3 As part of the design development process since the announcement of the scheme in January 2012, a realignment of the A452 Kenilworth Road has been considered where the Proposed Scheme intersects the existing A452 Kenilworth Road, north of its junction with Marsh Lane. The Proposed Scheme would be on shallow embankment, approximately 2m above existing road level and would include a permanent offline realignment of the A452 Kenilworth Road to the south-east at an elevation of approximately 10m. The following options were considered: • Option 1 (the January 2012 announced scheme): The horizontal alignment would remain broadly as the existing alignment with the vertical alignment elevated by approximately 10m to pass over the Proposed Scheme. A temporary realignment to the south would be constructed in advance of works to the A452 Kenilworth Road; • Option 2: Permanent offline realignment of the A452 Kenilworth Road to the north-west at an elevation of approximately 10m; and • Option 3: The Proposed Scheme.

2.6.4 The Proposed Scheme has a number of benefits when compared to the other options considered. The Proposed Scheme would avoid constructing a lengthy temporary realignment prior to the main A452 Kenilworth Road works starting and the associated cost and programme implications. The Proposed Scheme provides an opportunity to naturalise the proposed Bayleys Brook diversion; provide replacement ecological habitat; remove the need to demolish residential properties; and move the road alignment further away from Marsh Lane Nature Reserve and surrounding residential properties.

2.6.5 For these reasons HS2 Ltd decided to adopt Option 3 in the Proposed Scheme. Meriden Road/Diddington Lane realignment

2.6.6 As part of the design development process since the announcement of the scheme in January 2012, consideration has been given to where the Proposed Scheme would intersect the existing B4102 Meriden Road and Diddington Lane. This would require the closure to vehicular traffic of the two roads and construction of a new road connecting the B4102 Meriden Road and the A452 Kenilworth Road. Following engagement with the community forum, the raising of the vertical alignment of the Proposed Scheme in order for the B4102 Meriden Road and Diddington Lane to remain open has not been considered further since the community forum raised concerns of increased visual intrusion on residents of Hampton-in-Arden. The Proposed Scheme would be a permanent highway diversion, midway between the B4102 Meriden Road and Diddington Lane. Two new roundabouts would be constructed to tie the new link road into the existing B4102 Meriden Road and the A452 Kenilworth Road. Local access to agricultural land would be retained, albeit with height restriction. The following alignment options were considered: • Option 1 (the scheme as announced in January 2012): as the Proposed Scheme, but the alignment is less direct; • Option 2: A new link road over the route of the Proposed Scheme, located immediately north of the B4102 Meriden Road, providing continuity to the existing route. The new link road would pass over the River Blythe and associated floodplain and tie into the existing B4102 Meriden Road at either end. No new roundabouts would be required and minor priority junctions would be provided to access the existing B4102 Meriden Road for local access to properties and agricultural land; • Option 3: As Option 2, but the link road would be moved further north; • Option 4: The Proposed Scheme;

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• Option 5: A new link road over the route of the Proposed Scheme tying into the existing Diddington Lane north of the existing residential properties. A new roundabout would be constructed to tie into the existing A452 Kenilworth Road. The existing priority junction at the B4012 Meriden Road/Diddington Lane would require upgrading; and • Option 6: A new link road over the route of the Proposed Scheme, located further north than Option 3. The new link road would pass over the River Blythe and associated floodplain and tie into the B4012 Meriden Road at either end. To the east, the tie-in would be at the existing A452 Kenilworth Road/B4102 Meriden Road roundabout. To the west, the tie-in would be at a new roundabout constructed on the existing B4102 Meriden Road.

2.6.7 The Proposed Scheme was considered preferable to other options as the elevation and form of the landscape assist in reducing visual intrusion to the residential properties within Hampton-in-Arden and the surrounding PRoW. The Proposed Scheme would also avoid the need for the road alignment to cross the River Blythe and reduces development in the floodplain. The distance of the Proposed Scheme to properties on Diddington Lane also has the potential to reduce traffic noise and dust when compared to the existing Diddington Lane and B4102 Meriden Road alignments. While the Proposed Scheme severs a number of field patterns, this is less in comparison to other options. The Proposed Scheme would also seek to minimise import of fill, as surplus material arising from cuttings would be used to form part of the embankments.

2.6.8 For these reasons HS2 Ltd decided to adopt Option 4 in the Proposed Scheme. Carol Green rail underbridge

2.6.9 As part of the design development process since the announcement of the scheme in January 2012, consideration has been given to where the Proposed Scheme would cross above the Rugby to Birmingham rail line close to Carol Green, approximately 400m from Berkswell railway station and where a bridge structure would be required. The Proposed Scheme would cross over the Rugby to Birmingham rail line on a single span bridge structure orientated square to the Rugby to Birmingham rail line. The following alignment options were considered: • Option 1: Single-span truss on the line of Proposed Scheme21; • Option 2: Three-span concrete beam and deck on the line of the Proposed Scheme; • Option 3: Three-span steel girder and deck on the line of the Proposed Scheme; and • Option 4: The Proposed Scheme – concrete box over the Rugby to Birmingham rail line.

2.6.10 The span of the Proposed Scheme is approximately 15m, the shortest of all the options considered. The short span enables the route of the Proposed Scheme to be lowered which reduces the visual impact of the underbridge on neighbouring residential properties. This is limited with the alternative options, particularly Option 2 which is considered the most visually intrusive. To further reduce the visual impact, embankments would be landscaped to assist in integrating the underbridge in to the existing landscape character. A single short span structure, as the Proposed Scheme, would potentially reduce existing visual impacts and noise levels on residential properties from the Rugby to Birmingham rail line which would additionally reduce amenity impacts on users of the realigned PRoW, which would pass through a separate structure through the embankment to the railway.

2.6.11 For these reasons HS2 Ltd decided to adopt Option 4 in the Proposed Scheme.

21 A truss is a structure comprising one or more triangular units constructed with straight members whose ends are connected at joints referred to as nodes.

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Balsall Common viaduct and River Blythe viaduct

2.6.12 As part of the design development process since the announcement of the scheme in January 2012 consideration has been given to viaduct design. The Proposed Scheme requires the construction of four viaducts in this area, the lengthier ones being Balsall Common viaduct; which carries the route of the Proposed Scheme over Truggist Lane, Bayleys Brook and associated floodplain; and River Blythe viaduct, which carries the route of the Proposed Scheme over the River Blythe and associated floodplain. The other viaducts are Marsh Farm viaduct and River Blythe Bypass viaduct. The Proposed Scheme viaducts would consist of pre‑cast concrete beams that would be applied to all viaducts within this section. • Option 1: Concrete trough deck; • Option 2: Half through steel box beams. • Option 3: Below track steel composite box beams; and • Option 4: The Proposed Scheme.

2.6.13 The sensitivity of the residential areas of Balsall Common and Hampton-in-Arden, in terms of visual impacts and noise as well as the sensitivity of the River Blythe, has been an instrumental factor in considering the design of the viaducts within the area. A concrete structure reduces noise and assists in reducing the vertical alignment as the structural depth below rail is lower when compared with steel structures.

2.6.14 Whilst the Proposed Scheme would result in a marginally greater visual impact when compared to Option 2, it is currently considered technically more appropriate for high-speed rail. Pre-cast concrete construction reduces the construction duration therefore reducing construction amenity impacts, including traffic related impacts, on BalsallCommon and Hampton-in-Arden.

2.6.15 For these reasons HS2 Ltd decided to adopt Option 4 in the Proposed Scheme. Berkswell/Balsall Common tunnel

2.6.16 At the meeting held on the 21 June 2012 at Balsall Common Village Hall, Balsall Common, the community forum requested that HS2 Ltd undertake a design review of the vertical alignment of the Proposed Scheme and requested a deep bore tunnel be considered between a point north-west of Waste Lane to a location in close proximity to Berkswell Marsh SSSI. Three deep bore tunnel options were evaluated alongside the announcement of the scheme in January 2012. The evaluation of the options determined that the ground level solution was to be taken forward as the Proposed Scheme. The three deep bore tunnel options considered were as follows: • Option 1: Short tunnel – online: 2.5km tunnel with the entry portal in close proximity to Beechwood Farm, linking the cut and cover tunnel proposed at Burton Green, and the exit portal at the southern edge of the Marlowes. The tunnel would follow the same alignment as the ground level alignment; • Option 2: Mid-length tunnel – online: 4.8km tunnel with the entry portal within Stoneleigh, Kenilworth and Burton Green CFA, at the southern edge of Black Waste Wood and the exit portal at the southern edge of Marlowes Wood. This option would replace the cut and cover tunnel proposed at Burton Green. A tunnel shaft would be located at a midway point between the two portals. The tunnel would follow the same alignment as the ground level alignment; and • Option 3: Long tunnel – offline: 6.5km tunnel with the entry portal withinStoneleigh, Kenilworth and Burton Green CFA, at the western edge of the Black Waste Wood and the

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exit portal at Cornets End Lane in close proximity to Mercote Mill Farm. The tunnel would follow a route north-west, crossing beneath Cromwell Lane, Hodgett’s Lane, the Rugby to Birmingham rail line, Truggist Lane, Baulk Lane, and Lavender Hall Lane. This option would move the horizontal alignment further away from Hampton-in-Arden. Two tunnel shafts would be required at equal distance along the alignment.

2.6.17 All three alternative tunnel options would have benefits in comparison to the Proposed Scheme including reduced loss of agricultural land, reduced disruption to field patterns, reduced archaeological impacts and fewer amenity impacts on neighbouring residential properties and users of PRoW. However the alternative tunnelling options would have potentially greater adverse impacts on the groundwater regime and indirectly on Berkswell Marsh SSSI. The tunnel portals would require access and hard standing areas, with the access track to the exit portal located within Berkswell Marsh SSSI. In addition, the tunnel options would be likely to result in increased greenhouse gas emissions and generate more waste material and waste water during construction and cause greater air quality, noise and vibration and traffic impacts during movement of excavated material (including tunnel arisings). Permanent pumping facilities might need to be constructed where passive drainage of water was not possible.

2.6.18 The three alternative tunnel options would be substantially more expensive than the Proposed Scheme, with the extra cost of Option 3 being more than three times that of Option 1. Whilst the alternatives were considered to have environmental and community benefits, they would present other environmental effects. Whilst the magnitude of the benefits would increase with tunnel length, these were not considered to be substantial enough to justify the increased cost and construction programme.

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39 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Agriculture, forestry and soils 3 Agriculture, forestry and soils 3.1 Introduction 3.1.1 This section of the report provides a summary of the impacts and the likely significant effects to agriculture, soils and forestry arising from the construction and operation of the Proposed Scheme. The section covers soils, agricultural land quality, farm enterprises, forestry and agri‑environment schemes. 3.2 Policy framework 3.2.1 The SUDP has three policies relating to agriculture, forestry and soils. Policy C6 recognises the need to support the economic sustainability of farming and provides for the permitting of small-scale farm-based diversification projects. Policy C4 seeks to safeguard best and most versatile (BMV) quality land from development, and generally to encourage the retention of land under farming use. The protection and enhancement of trees and woodlands is emphasised in Policy ENV14, which is supported by the production and implementation of the Solihull Woodlands Strategy22.

3.2.2 Policy P17 of the SDLP carries forward a similar emphasis to Policy C4 of the SUDP. Woodland policies are carried forward in Policy 10.

3.2.3 The NWLP has two applicable policies to agriculture. Policy 10 supports agriculture and promotes agricultural diversification activities where they can help to underpin the rural economy. This policy is reinforced by more detailed provisions in Policy ECON8, which sets out the criteria for permitting schemes of farm diversification.

3.2.4 Policy ENV6 includes measures for the protection of BMV quality land, as well as setting out a series of pollution prevention measures, which indirectly benefit agriculture through safeguarding of soil quality.

3.2.5 There are no specific references to agricultural land within the emerging NWLPCS. Draft Policy NW8 indicates that development should target the use of brownfield land in appropriate locations (as opposed to greenfield land). In addition, draft olicyP NW13 would indirectly support the protection of agricultural land from sterilisation by development. Woodland and forestry are covered within Policies NW11 and NW12 dealing with nature conservation and the natural environment. 3.3 Assessment scope and key assumptions 3.3.1 The assessment scope and key assumptions for the farm impacts and agricultural land quality assessments are set out in Volume 1. 3.4 Environmental baseline 3.4.1 Features relevant to the agriculture, forestry and soils baseline are shown on map CT‑02-18.

3.4.2 The main topographic feature of the study area is the floodplain of the River Blythe which runs northwards between Balsall Common and Hampton-in-Arden. The floodplain is crossed by the Proposed Scheme immediately to the east of Hampton-in-Arden.

3.4.3 The Proposed Scheme would cross Tile Hill and Mercia Mudstones with occasional occurrences of sandstone and siltstone. To the east and south-west of the River Blythe, this bedrock is largely overlain with glacial and glacio-fluvial deposits (till, sand and gravel).

22 Solihull Metropolitan Borough Council (2010) Solihull Woodland Strategy: First Review 1.0.

40 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Agriculture, forestry and soils

3.4.4 The National Soil Map shows four principal groups, or associations, of soil types for the study area23: • Fladbury 1 association soils are associated with the floodplain areas.These comprise clayey topsoils, overlying slowly permeable, clayey subsoils, derived from alluvial deposits. They are subject to waterlogging associated with fluctuating river levels and perennial flooding; • Arrow association soils are abundant to the east of the River Blythe and are associated with glacio-fluvial and river terrace sands and gravels. These comprise coarse loamy soils of variable permeability, which are occasionally seasonally waterlogged; • Brockhurst 1 association is widespread to the west of the River Blythe and is derived from the underlying mudstone lithologies. These soils have fine loamy topsoils over clayey subsoils and experience soil wetness characteristics which constrain crop growth and cultivations; and • Salop association occurs in the southern parts of the study area. This comprises slowly permeable, clay and clay loam soils derived from superficial till deposits, over underlying mudstone lithologies, which are occasionally seasonally waterlogged.

3.4.5 The soil resources identified are combined with climatic and topographic conditions to determine the quality of the agricultural land within the national Agricultural Land Classification (ALC). The assessment of land quality in the study area shows that approximately two-thirds is BMV land which comprises mostly Subgrade 3a with areas of Grade 2 and which is most extensive on the sand and gravel substrates. Subgrade 3b land occupies the remaining agricultural land and is mainly associated with the floodplain of the River Blythe and its tributaries. The predictive mapping prepared by the Department for Environment Food and Rural Affairs (Defra) has also been reviewed to support this assessment24.

3.4.6 Other soil interactions relevant to the study area concern the role of woodland and permanent grassland as carbon sinks; historic and cultural resources retained in or supported by soils (see Section 6); the biodiversity interest in natural and semi-natural woodland and grassland (see Section 7); and the role of soils in the flood regime of the River Blythe (seeSection 13).

3.4.7 Land use within the study area is primarily agricultural, divided between grassland and arable uses. The floodplain of the River Blythe and its tributaries is mainly in grassland use with the higher, more freely draining land, under arable cultivation.

3.4.8 A number of environmental designations potentially influence land use within the study area. The whole area is a nitrate vulnerable zone (NVZ). NVZs are areas in which nitrate pollution is a potential problem and measures have been introduced to reduce nitrogen losses from agricultural sources to water.

3.4.9 Extensive areas of agricultural land between Hampton-in-Arden and the A452 Kenilworth Road and to the south of Berkswell are subject to the management prescriptions of the Entry Level within the Environmental Stewardship Scheme, while land at the Marsh Lane Nature Reserve is subject to the Higher Level Scheme. The Entry Level Scheme is principally concerned with field corner and hedgerow management and the creation of buffer strips and uncultivated field margins. The Higher Level Scheme aims to provide more intensive environmental management, such as hedgerow planting and the creation of floristically-rich field margins25.

23 National Soil Resources Institute (2001), The National Soil Map of England and Wales 1:250,000 scale, Cranfield University, UK. 24 Department for Environment, Food and Rural Affairs (Defra) (2005),Likelihood of Best and Most Versatile Agricultural Land in England and Wales (1:250,000 scale). 25 Environmental Stewardship is an Agri-environment scheme that provides funding to farmers and other land managers in England. There are four levels of stewardship: Entry Level; Organic Entry Level; Uplands Entry Level; and Higher Level.

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3.4.10 The agricultural surveys to date have identified fifteen agricultural holdings in the study area as set out in Table 10. These are known or observed to be primarily engaged in arable, mixed arable and livestock activity, and are receptors of medium sensitivity. Farm size is variable. There is a predominance of rented land affected, which includes land within the Packington and Berkswell estates. There is some diversification of activity amongst the affected farms including large scale agricultural contracting, cheese production and letting of buildings for non-agricultural purposes. Additionally there are three land holdings associated with forestry, nature conservation and residential activity.

Holding

Dumble Farm, Castle Lane, Coleshill26

Barratts Lane Farm, Balsall Common

Beechwood Farm, Hodgett’s Lane, Berkswell

Truggist Hill Farm, Berkswell

Ram Hall Farm, Berkswell

Village Farm, Spencer’s Lane, Berkswell

Land south of Park Lane, Fen End

New Mercote Farm, Kenilworth Road, Hampton-in-Arden

Marsh Farm, Kenilworth Road, Hampton-in-Arden

Dairy Farm, Meriden

Holmbrook Farm, Packington

Moulding Green Farm, Kenilworth Road, Hampton-in-Arden

Home Farm, Packington

Firs Farm, Barston

Home Farm, Hampton-in-Arden

Land at Berkswell House, Truggist Lane, Berkswell

Berkswell Estate, Berkswell

Marsh Lane Nature Reserve, Berkswell

Table 10: Holdings affected by the Proposed Scheme

3.4.11 Forestry activity is primarily associated with the area of the Berkswell Estate, notably Sixteen Acre Wood and the Marlowes. There is forestry land also at Park Lane Spinney Ecosite. There is equestrian activity use in the Truggist Lane and Beechwood Farm locality. 3.5 Construction Assessment of impacts and mitigation

3.5.1 HS2 Ltd would require all of its contractors to comply with the Code of Construction Practice (CoCP), which would include the following measures: • Measures to maintain farm access and avoid traffic over land which is used temporarily during construction; • Ensuring that each affected farm holding would receive specific and relevant liaison regarding the construction activities that would affect the holding;

26 Dumble Farm, Coleshill is the relevant address for the land west of Waste Lane and south of the Kenilworth Greenway which is affected by the Proposed Scheme.

42 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Agriculture, forestry and soils

• Ensuring that agricultural land and corresponding soil quality can be reinstated post construction where this is the agreed end use; • Ensuring that the impacts on infrastructure and livestock for individual farm holdings would be minimised; • Ensuring that there is appropriate access provided to areas of severed land during and post-construction; and • Ensuring the appropriate handling and conservation of soil stockpiles to allow them to be reused without any substantive reduction in long term productive capability. 3.5.2 Soil resources would be stripped at the outset of the construction phase and stored. Where land is required temporarily for the construction of the Proposed Scheme, stored soils would be used to reinstate those sites to a pre-construction agricultural condition. Soils removed from the area of permanent works would be utilised, where reasonably practicable, in the construction of the Proposed Scheme. The soil associations affected most extensively by temporary works are Arrow and Brockhurst 1, although they differ in their sensitivity to disturbance and would require separate handling and storage. 3.5.3 Aspects of the Proposed Scheme that would help reduce effects on agricultural resources include: • Agricultural access to severed land, for example in the vicinity of Pasture Farm, where a bridge crossing over the route of the Proposed Scheme and a length of farm track would be provided27; • Replacement accesses to retained farmland, for example a field access off the Lavender Hall Lane diversion which replaces an existing access removed by the Proposed Scheme; and • The route of temporary PRoW diversions has been realigned so as to reduce severance and disruption on agricultural land.

3.5.4 In assessing the effect of the Proposed Scheme on farms, it is important to recognise that the ability of farms to adapt to change depends, in part, upon the size of the holding, its layout and fragmentation (both before and after construction of the Proposed Scheme) and the enterprises operated. Smaller farms and enterprises, such as dairy farms, which are dependent upon the spatial relationship between land and key infrastructure (e.g. buildings); generally have less ability to change. In the study area, the farms identified are predominantly of a medium to low sensitivity.

3.5.5 Alterations to land drainage conditions would be associated with construction activity. The engineering works of the Proposed Scheme would affect the flood regime of the River Blythe and require modification of land profiles at several locations in order to provide flood storage compensation areas. The location and design of these areas would seek to reduce their functional effects, and the land would be reinstated to an agricultural condition following ground remodelling.

3.5.6 Agricultural land required temporarily to construct the Proposed Scheme would include land of BMV quality. Despite an abundance of BMV quality throughout the area, the amount of BMV land required means the effect the Proposed Scheme will have on BMV land is considered to be significant.

3.5.7 Forestry soils and resources would be affected by the route of the ProposedScheme. Forestry soils and resources are classified as being of medium sensitivity within this section of the

27 Pasture Farm overbridge is located within Birmingham Interchange and Chelmsley Wood CFA (CFA 24) on the boundary with Balsall Common and Hampton-in-Arden CFA.

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Proposed Scheme. The magnitude of the impact on forestry land is a low adverse impact. The loss and disruption of these soils is therefore considered in quantitative terms to not be significant.

3.5.8 The route of the Proposed Scheme would result in the loss of forestry land at Park Lane Spinney Ecosite. Loss of forestry land could be replaced by replanting in nearby locations as detailed in Section 7 Ecology. Such locations would include areas of agricultural land that are not agriculturally accessible as a result of severance. The loss of forestry land would remain a significant effect during the construction phase, but could reduce in significance as planting matures.

3.5.9 The amount of agricultural land required for the Proposed Scheme is not only an effect on the land resource but also on the farming interests utilising that resource. Affected farming interests would not only experience land take during the construction phase but to varying extents the severance and fragmentation of land, and disruption to operational movements. In a small number of cases the cumulative effects of these adverse issues could be significant.

3.5.10 Fifteen agricultural holdings would be affected in this area, of which two would also experience the effects of the Proposed Scheme in an adjoining CFA. Based on the information currently available, it is likely that the following five holdings would experience significant effects during construction: • Beechwood Farm would have a substantial area of land affected throughout its length with the Proposed Scheme occupying a permanent cutting and raised earthwork adjacent to the Kenilworth Greenway. Between this and the existing Rugby to Birmingham rail line, an area of land would be topographically remodelled before return to agricultural use; • Truggist Hill Farm would be permanently deprived of its land between the Rugby to Birmingham rail line and the route of the Proposed Scheme, while land south of Truggist Lane would be required temporarily for construction purposes; • The land south of Park Lane bounded by Lavender Hall Lane and the Rugby to Birmingham rail line would be wholly required for construction purposes, and would be permanently severed by the Proposed Scheme and a diversion of Park Lane. At the end of the construction phase, the areas of a construction site and soil storage bund would be restored to agricultural use; • Marsh Farm would be affected by the route of the Proposed Scheme passing through the whole length of the holding, leaving severed parcels of land to its north which are utilised for planting to mitigate woodland loss and the landscaping of land adjoining a SSSI. In the vicinity of Sixteen Acre Wood temporary construction requirements disrupt several field units and permanent severance is introduced by an access road connecting a trackside substation to the A542 Kenilworth Road. Land to the east of the farmstead is affected by the creation of a balancing pond and the formation of a flood storage compensation area. The Proposed Scheme makes provision for continued and long term access to the unaffected and reinstated areas of the holding; and • Mouldings Green Farm would be affected not only by the route of the Proposed Scheme, but also the proposed link road between Meriden Road and the A452 Kenilworth Road which create substantial severance of field units. Associated with these are extensive areas required for materials storage and construction facilities. Only land in the immediate vicinity of the farmstead and adjoining Diddington Lane is unaffected.The Proposed Scheme makes provision for continued and long term access to the unaffected and reinstated areas of the holding.

44 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Agriculture, forestry and soils

3.5.11 In addition to the above, all the land at Berkswell House would be affected by temporary construction works. Only a small area of remodelled land to the north of the Proposed Scheme would be reinstated to an agricultural condition at the end of the construction phase.

3.5.12 No farm or diversified enterprise, such as housed livestock units, horticulture, farm shops or visitor accommodation, which would be particularly sensitive to dust, noise or vibration during construction, have been identified. The emission of dust, noise and vibration during the construction phase would be controlled by implementing best practice, as set out in the CoCP.

3.5.13 The construction process could lead to the transportation of weed seeds and plants along the route of the Proposed Scheme. Since the land affected is largely in agricultural use there is the potential for the spread of existing weeds; particularly invasive and damaging weeds as listed in the Weeds Act 195928. Defra has powers to require occupiers of land on which they are growing to take action to prevent their spreading. Application of control measures within the CoCP would regulate this potential effect and it is not considered to be significant. Likely residual significant effects

3.5.14 The likely significant residual effects during construction include: • The loss of agricultural land of BMV quality; and • The loss and severance of land for the agricultural interests of Beechwood Farm, Truggist Hill Farm, the land south of Park Lane, Marsh Farm, Mouldings Green Farm and land at Berkswell House for the duration of the construction phase. Further mitigation

3.5.15 No further mitigation is considered practicable during construction. 3.6 Operation Assessment of impacts and mitigation

3.6.1 The following mitigation measures have been included as part of the design of the Proposed Scheme and to avoid or reduce impacts on features of agricultural, forestry and soils value: • The location where Diddington Lane and B4102 Meriden Road would be closed to vehicle traffic has been selected so as to reduce impacts on access to agricultural land. Whilst both roads would be closed, access would remain for agricultural vehicles, although a height restriction may limit some of the larger agricultural vehicles; and • The route of permanent PRoW diversions and the access track to the auto-transformer site have been realigned so as to reduce severance and disruption on agricultural land.

3.6.2 These mitigation measures, along with other permanent features related to the Proposed Scheme, are shown on maps CT‑06-100 to CT‑06-105.

3.6.3 At the operational stage, agricultural interests would experience changed circumstances relating to functional traffic movements due to permanent road closures, new roads and amendments to the design and layout of existing roads. The changes may result in longer or more difficult journeys.

3.6.4 All runoff from the operational area would be captured in designated drainage arrangements, such as balancing ponds, capable of its control prior to discharge to watercourses. Those areas modified to perform a flood compensation function would remain in agricultural use

28 Weeds Act 1959 (7 & 8 Eliz II ch. 54). London, Her Majesty’s Stationery Office.

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throughout the operational phase. The affected land and agricultural interests would experience new flood conditions (see Section 13 Water resources and flood risk).

3.6.5 All corridors of transport infrastructure have a propensity to support weed growth which may prejudice agricultural interests where they can spread to adjoining land. Comparison with other railway and highway land indicates that the operational area of the Proposed Scheme has this inherent potential.

3.6.6 The potential for the establishment and spread of weeds from the operational area is capable of being effectively addressed through the adoption of an appropriate land management regime by the network operator which identifies and remedies areas of weed growth which might threaten adjoining agricultural interests. Likely residual significant effects

3.6.7 Likely significant residual effects would be associated with disruption to agricultural traffic movements and occasional flooding in the flood storage compensation areas on agricultural land. Further mitigation

3.6.8 No further mitigation is considered practicable.

46 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Air quality 4 Air quality 4.1 Introduction 4.1.1 This section of the report provides an assessment of the impacts and likely significant effects on air quality arising from the construction and operation of the Proposed Scheme, covering nitrogen dioxide (NO2) , fine particulate matter (PM10, PM2.5) and dust29. Emissions of these pollutants are typically associated with construction activities, equipment and road traffic. 4.2 Policy framework 4.2.1 The SUDP sets policies to ensure that any new development contributes positively towards the council’s environmental objectives. This includes considering the implications of new developments on air quality as part of Policy ENV15.

4.2.2 Even though there is no policy specifically targeting air quality in theSDLP, the importance of improving air quality in Solihull Borough is addressed in Policies P12 regarding resource management and P14 regarding amenity.

4.2.3 The NWLP has one policy relating to air quality. Policy ENV9 sets out the measures to safeguard the air quality of the Borough. These include restricting polluting development within Air Quality Management Areas (AQMA), and not permitting development which proposes hazardous substances, or new development within proximity of hazardous installations.

4.2.4 There is no specific reference to air quality within the emerging NWLPCS (2012).

4.2.5 The Warwick District Local Plan (WDLP) describes the land use planning policies and proposals for the district30. Its Core Strategy includes an objective to protect and improve air quality by guiding and controlling the location of new developments31. Warwick District Council has also implemented an Air Quality Action Plan (AQAP) which contains a number of predominantly transport-related actions to reduce emissions, including the promotion of rail and other public transport measures. 4.3 Assessment scope and key assumptions 4.3.1 The assessment scope and key assumptions for the air quality assessment are set out in Volume 1. 4.4 Environmental baseline 4.4.1 The environmental baseline reported in this section represents the environmental conditions identified within the study area. The main source of existing air pollutants in the Balsall Common and Hampton-in-Arden area is traffic on the A452 Kenilworth Road, which would be crossed by the Proposed Scheme. This area is predominantly rural with no industrial emissions.

4.4.2 Estimates of background air quality have been obtained from Defra for 2011 and future years (2017 and 2026). These data are estimated for 1km grid squares for nitrogen oxides (NOx), NO2, PM10 and PM2.5. All average pollutant concentrations are less than the concentrations set out in the relevant national air quality objectives.

29 PM2.5 and PM10 describe two size fractions of airborne particles that can be inhaled and therefore are of relevance for human health. The designations refer to particles of size less than 2.5 and 10 microns in diameter. 30 Warwick District Council (2007), Warwick District Local Plan 1996-2011. 31 Warwick District Council (2007), Warwick District Local Plan 1996-2011. Chapter 3 – Core Strategy.

47 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Air quality

4.4.3 There are no continuous air quality monitoring stations located within the Balsall Common and Hampton-in-Arden area. SMBC does not currently measure air quality within this area using diffusion tubes. However, some diffusion tubes were previously located in Hampton-in- Arden and reported NO2 concentrations were below the national objective values.

4.4.4 The most recent air quality management report currently available from SMBC is the 2012 Air Quality Updating and Screening Assessment32. SMBC has reviewed air quality throughout the Borough and concluded that concentrations of NO2 and PM10 do not exceed the national air quality objectives. As such there are no AQMAs within SMBC.

4.4.5 Several locations have been identified in the study area, which are considered to be susceptible to changes in air quality and are in close proximity to roads that would be subject to realignments or used by construction traffic. These are: • Properties along Truggist Lane due to the proximity of earthworks associated with the route of the Proposed Scheme; • Properties along Park Lane due to the proximity of earthworks associated with the route of the Proposed Scheme and the diversion of Park Lane, as well as changes in construction and operational traffic; • Properties along Marsh Lane due to the proximity of earthworks associated with the realignment of A452 Kenilworth Road and the route of the Proposed Scheme, as well as changes in operational traffic; • Properties in the Hampton-in-Arden area due to the changes in the nature of traffic from the construction of a new road between the B4102 Meriden Road and A452 Kenilworth Road; and • Properties along the A452 Kenilworth Road due to changes in operational traffic.

4.4.6 There is one sensitive ecological receptor, Berkswell Marsh SSSI that lies adjacent to the route of the Proposed Scheme and is located to the east of the A452 Kenilworth Road. This site has been identified based on its sensitivity to dust and nitrogen deposition. 4.5 Construction Assessment of impacts and mitigation

4.5.1 Impacts from the construction of the Proposed Scheme could arise from dust generating activities and emissions from construction traffic. As such, the assessment of construction impacts has been undertaken for human receptors sensitive to dust and exposure to NO2 and PM10, as well as ecological receptors sensitive to dust and nitrogen deposition.

4.5.2 Air quality would be controlled and managed during construction through the route-wide implementation of the CoCP, where appropriate. Specific measures to be included in the CoCP would include: • Contractors being required to control dust, air pollution, odour and exhaust emissions during construction works; • Inspection and monitoring undertaken after consultation with SMBC to assess the effectiveness of the measures taken to prevent dust and air pollutant emissions; • Cleaning (including watering) of haul routes and designated vehicle waiting areas to suppress dust;

32 Solihull Metropolitan Borough Council (2012); Air Quality Updating and Screening Assessment for Solihull Metropolitan Borough Council; SMBC

48 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Air quality

• Keeping soil stockpiles away from sensitive receptors (including historical features), watercourses and surface drains where reasonably practicable, also taking into account the prevailing wind direction relative to sensitive receptors; • Using enclosures to contain dust emitted from construction activities; and • Undertaking soil spreading, seeding and planting of completed earthworks following completion of earthworks.

4.5.3 In the Balsall Common and Hampton-in-Arden area, dust generating activities would comprise the demolition of one building and the construction of new structures and earthworks. The construction dust assessment was undertaken at four locations, selected to represent the most sensitive locations due to their close proximity to the dust generating activities identified above. These included residential properties on Truggist Lane leading to Station Road; Park Lane; Marsh Lane/A452 Kenilworth Road and the Berkswell Marsh SSSI.

4.5.4 The construction dust assessment determined that the impact on the four sensitive locations identified would be negligible and the overall effects would be not significant. Likely residual significant effects

4.5.5 The methods outlined within the draft CoCP to control and manage potential air quality effects are considered effective in this location. Hence no likely significant residual effects are considered likely. 4.6 Operation Assessment of impacts and mitigation

4.6.1 Impacts from the operation of the Proposed Scheme relate mainly to changes in the nature of traffic. There are no direct atmospheric emissions from the operation of trains that would cause an impact on air quality; these have therefore not been assessed.

4.6.2 Traffic data in the Balsall Common and Hampton-in-Arden area have been screened to identify roads that required further assessment and to confirm the likely effect of the change in emissions from vehicles using those roads in 2026.

4.6.3 Annual mean concentrations of both NO2 and PM10 would be lower than the national objectives for identified human and ecological receptors in this area.There would be changes in concentrations of NO2 and PM10, as a result of the Proposed Scheme at Marsh Cottage and at Mercote Lodge. This would be due to the realignment of the A452 Kenilworth Road which would move the A452 Kenilworth Road closer to Marsh Cottage and further away from Mercote Lodge. However, concentrations are predicted to remain below the national objective values and therefore no significant air quality effects would cur.oc

4.6.4 Road realignments, along with other permanent features related to the Proposed Scheme, are shown on maps CT‑06-100 to CT‑06-105. Likely residual significant effects

4.6.5 An assessment upon receipt of the traffic data (summer 2013) will determine if any likely significant residual effects are present as a result the ProposedScheme. The likely significant residual effects will be reported in the formal ES. Further mitigation

4.6.6 Further mitigation (if any) will be determined upon the completion of the assessment using the summer 2013 traffic data. Further mitigation will be reported in the formal ES.

49 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Community 5 Community 5.1 Introduction 5.1.1 This section of the report provides a summary of impacts and likely significant effects on local communities resulting from the construction and operation of the Proposed Scheme. 5.2 Policy framework 5.2.1 The SUDP includes several policies relating to communities and facilities. Policy ENV19 seeks to protect the amenity of residential and shopping areas; community facilities; and open spaces from potentially harmful or bad neighbour development.

5.2.2 Business growth should ensure that local community services are supported in line with Policies E3 and E4.

5.2.3 Proposals for village services and facilities will be supported by Solihull and the loss of such important existing facilities through change of use or redevelopment will be discouraged in line with Policy S8.

5.2.4 Policies R1, R2, R7 and R8 seek to protect and enhance public sport and recreation facilities, parks, open spaces, PRoW, cycling routes and leisure, art and entertainment facilities within Solihull.

5.2.5 The SDLP also provides emerging policies relating to local communities. Policy P17 states that SMBC will not permit inappropriate development in the green belt, except in very special circumstances in accordance with national policy.

5.2.6 Policy P14 seeks to protect the amenity of areas by permitting development that would not contribute to air, noise or light pollution and protect the tranquillity and local distinctiveness of Solihull.

5.2.7 Policy P18 addresses the need to support strong, vibrant and healthy communities by providing opportunities for formal and informal recreational and physical activity. Loss of community and social infrastructure will be resisted unless there are commercial or operational reasons for ceasing, or an alternative is provided.

5.2.8 Policy P19 states that local centres should be developed and sustained in a way which ensures their continued sustainability; economic success and all new development in local centres will need to be sensitive to local character and enhance the public realm.

5.2.9 Policy P20 states that the loss of existing open space, sports and recreational facilities will be resisted unless it can be demonstrated that they are surplus to requirements, or the benefit of the development outweighs the loss.

5.2.10 Policy P5 Provision of Land for Housing states that SMBC will allocate sufficient land for the delivery of additional housing. The housing sites are phased over the plan period. Phase 2 sites will be released from 2018 to 2023 and include site 19 Ridings Hill, Balsall Common. This is a site of 1.6ha that is allocated for up to 65 dwellings to be released from 2018. Phase 3 site proposals are to be delivered between 2023 and 2028 and include site 24 Land off the B4102 Meriden Road, Hampton-in-Arden. The site is 2.79 ha with capacity for 110 dwellings.

5.2.11 An area of land adjacent to land proposed for residential development in Hampton-in-Arden off the B4102 Meriden Road (site 24) is designated as green space in the SDLP Proposals Map.

50 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Community

5.3 Assessment scope and key assumptions 5.3.1 The assessment scope and key assumptions for the community assessment are set out in Volume 1. 5.4 Environmental baseline 5.4.1 The study area includes the area of land within the construction boundary (comprising the temporary and permanent land take), as well as a suitable additional area as relevant to inform the respective environmental topics upon which the assessment is based.

5.4.2 In general, the majority of community facilities such as GP surgeries, schools and community meeting places lie within the village centres, with the majority of these facilities found at Balsall Common and Hampton-in-Arden.

5.4.3 There are also a range of recreational facilities within the study area. These include sporting activities that reflect the agricultural diversification of the area and oWPR that provide access to the open countryside. These are detailed below.

5.4.4 Resources relevant to the community baseline are shown on maps CT‑03-50 to CT‑03-52. Start of Balsall Common and Hampton-in-Arden (CFA23) to Truggist Lane

5.4.5 The Kenilworth Greenway, described as a linear country park, is used by pedestrians, cyclists and horse-riders. The park starts in Kenilworth village, then separate forks provide routes to the University of Warwick to the north and the outskirts of Balsall Common to the north-west of Berkswell railway station. The Greenway has received Sustrans investment to become part of the national cycle network. The most northern section of the route of the Proposed Scheme, approximately 1.1km, from the north of Burton Green to Berkswell railway station would lie within the Proposed Scheme’s footprint and run parallel to area that would be needed for construction. This section of the Greenway is predominantly used by pedestrians.

5.4.6 Two sections of a footpath (PRoW M191) would be crossed by the route of the Proposed Scheme and therefore within the Proposed Scheme’s footprint. The PRoW runs from Kelsey Lane east of Balsall Common to the south of Lavender Hall Farm via Truggist Lane.

5.4.7 In addition, a small section of a footpath (PRoW M192) to the south of Truggist Lane would be within the construction and operational footprint of the Proposed Scheme. The PRoW provides a path linking the A45 Coventry Road to the south of Truggist Lane, north-east of Balsall Common.

5.4.8 On Truggist Lane there are a number of residential properties, which would be adjacent to land required for the construction and operation of the Proposed Scheme. Truggist Lane to Lavender Hall Lane

5.4.9 The Proposed Scheme would cross Truggist Lane, where there is a cluster of community facilities on the outskirts of Balsall Common. This includes the Railway Inn, the Balsall Common Royal British Legion and the Balsall Common Health Centre.

5.4.10 The Proposed Scheme would pass the eastern extent of Balsall Common that includes residential areas and open space, which lie outside the footprint of the construction and operation of the Proposed Scheme and are bound by the existing Rugby to Birmingham rail line.

5.4.11 The Lavender Hall Fisheries, to the north-west of Berkswell railway station and parallel to the Rugby to Birmingham rail line, would be adjacent to the Proposed Scheme. The fisheries are

51 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Community

accessible to the public by paid entry and facilities include a café, shop and provision for disabled users. To the north, adjacent to Lavender Hall Farm is the Berkswell Clay Pigeon Shooting Club. The club is used on a weekly basis by members.

5.4.12 A small section of a footpath (PRoW M196) which runs through the Lavender Hall Fisheries to the start of a footpath (PRoW M197) would be within the footprint of construction works. Running north-east from the fisheries, PRoW M197 (which links to M191) would be crossed by the Proposed Scheme. Lavender Hall Lane to A452 Kenilworth Road (near Marsh Farm)

5.4.13 Lavender Hall Lane provides a direct route from Berkswell village to the north to the larger village of Balsall Common to the south. Berkswell village provides local facilities including a primary school, a church and a public house.

5.4.14 The Heart of England Way (PRoW M214) is a long distance walking route, approximately 160km in total length. The route starts at Milford Common on Cannock Chase and ends at Bourton-on-the-Water in the Cotswolds. A small section of the Heart of England Way, to the south-west of Berkswell village centre would be affected by the ProposedScheme, where it approaches Park Lane. This section of the path also forms part of the Millennium Way. In addition Park Lane, which runs parallel to Park Lane Spinney Ecosite, provides a recreational route for walking and cycling.

5.4.15 Located off Park Lane and adjacent to an area required for construction of the Proposed Scheme would be a residential property. The remainder of the Proposed Scheme within this section passes through an area of agricultural land to the east of the A452 Kenilworth Road. There are residential properties to the north of Braddock’s Marsh Lane on the A452 Kenilworth Road that would be adjacent to the Proposed Scheme.

5.4.16 A section of a bridleway (PRoW M215) would be crossed by the Proposed Scheme. The bridleway provides an east-west route between Berkswell village and the A452 Kenilworth Road at New Mercote Farm. In addition, a section of a footpath (PRoW M216) would be severed to the south of Sixteen Acre Wood. The footpath links Berkswell village running north- west to Hampton-in-Arden via the packhorse bridge over the River Blythe and through Sixteen Acre Wood. The path is part of the Millennium Way. A452 Kenilworth Road (near Marsh Farm) to Mercote Mill Farm overbridge

5.4.17 To the east of the A452 Kenilworth Road, a section of a footpath (PRoW M217) adjacent to Marsh Farm would be severed. The path links the A452 Kenilworth Road north of Bradnock’s Marsh to the south of Marsh Lane. Further northwards a section of a bridleway (PRoW M218) would be affected by the Proposed Scheme to the north of Marsh Lane.

5.4.18 Adjacent to the land take areas is a cluster of residential properties neighbouring Marsh Farm. Mercote Mill Farm overbridge to the River Blythe Bypass viaduct

5.4.19 The eastern extent of Marsh Lane Nature Reserve, to the south of the B4102 Meriden Road, is within the footprint of the Proposed Scheme. The Nature Reserve is accessible to visitors by purchase of a day or year permit. The site includes a range of habitats and there is a network of footpaths with access to other areas of the countryside.

5.4.20 A section of a footpath (PRoW M230a) linking the B4102 Meriden Road to Marsh Lane, south‑east of Hampton-in-Arden is within this section. The PRoW follows the route of the Old Kenilworth Road, and provides access to the Marsh Lane Nature Reserve and the Heart of England Aeromodellers site.

52 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Community

River Blythe Bypass viaduct to River Blythe viaduct

5.4.21 The Proposed Scheme crosses the B4102 Meriden Road and approaches the eastern outskirts of Hampton-in-Arden village. The village centre provides several local services, all of which are outside of the study area. The closest residential properties to the Proposed Scheme are those on Diddington Lane, which would lie adjacent to the Proposed Scheme.

5.4.22 The Heart of England Aeromodellers site to the south of the B4102 Meriden Road and adjacent to Marsh Lane Nature Reserve would be within the footprint of the Proposed Scheme. The site is used daily by the Heart of England Aeromodellers Club, with members from across the West Midlands region.

5.4.23 PRoW M230a continues into this section and a short length is within the Proposed Scheme’s footprint. River Blythe viaduct to Shadow Brook viaduct

5.4.24 There are residential properties on Diddington Lane which would lie adjacent and north-east of the Proposed Scheme.

5.4.25 A footpath (PRoW M215) which extends southwards from Diddington Lane would lie within the Proposed Scheme’s footprint. Shadow Brook viaduct to end of Balsall Common and Hampton-in-Arden CFA

5.4.26 The Island Project School at Diddington Hall is an independent school that serves children with autism from ages 5 to 19. The school includes surrounding outdoor space, which is integral to the school and used for learning and play activities. The boundary of the Proposed Scheme would be approximately 250m from the School, whilst the construction site boundary would be approximately 130m from the school site.

5.4.27 A footpath (PRoW M114) which links the A45 Coventry Road to Diddington Lane would run alongside an area required for the construction of the Proposed Scheme. 5.5 Construction Assessment of impacts and mitigation Residential property

5.5.1 No residential properties would be demolished as a result of the Proposed Scheme.

5.5.2 There are small numbers of residential properties located on the A452 Kenilworth Road, Lavender Hall Lane, the B4102 Meriden Road and Park Lane where it is expected that there would be a reduction in accessibility due to the close proximity of construction works and the disturbance to PRoW. The change in accessibility to these properties is considered negligible and not a significant effect as access would be maintained during the construction phase and would affect a small number of properties. Community infrastructure

5.5.3 The Berkswell Clay Pigeon Club site would be lost permanently due to the route of the Proposed Scheme and earthworks through the site. There are similar alternative facilities locally. The site is well established and used regularly by local members. The loss of the facility would result in a major adverse effect, and is therefore considered significant in the local context.

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5.5.4 The Heart of England Aeromodellers site to the south of the B4102 Meriden Road would be lost permanently due to the route of the Proposed Scheme through the site, a balancing pond and land required for flood storage compensation. The site is used daily by the Heart of England Aeromodellers Club and there are few alternatives with a similar capacity having regard to flying restrictions. The loss of the Heart of England Aeromodellers site would result in a major adverse effect and is therefore considered significant in the local context. Public rights of way and open space

5.5.5 The Proposed Scheme would intercept the eastern area of Marsh Lane Nature Reserve, east of the old Kenilworth Road, PRoW M230a. Land to the far eastern extent of the nature reserve would be lost permanently due to the route of the Proposed Scheme, a balancing pond and a maintenance access road. During construction a larger area of land would be lost temporarily, for approximately four years, which would include the location of a construction site compound. The majority of the nature reserve could remain open to visitors and the loss would be contained to the area to the east of the Old Kenilworth Road. The Nature Reserve consists of three main pools which together with woodland and grassland provide habitats for a diverse range of species. In particular the site is well known for its breeding and wintering bird populations and attracts large number of visitors, including the West Midlands Bird Club, on this basis. There are limited alternative sites that provide a similar level of species diversity within the wider area. The Proposed Scheme would result in a moderate adverse effect, considered to be significant.

5.5.6 Land take required for the construction and operation of the Proposed Scheme would result in the severance of nine PRoW, which are considered to provide a recreational resource. In addition, the Proposed Scheme intersects Park Lane, a recreational walking and cycling route, which would be stopped up permanently. The Proposed Scheme includes the permanent and, as required, temporary realignment of each PRoW and Park Lane, which would result in a minor adverse effect, and is therefore not considered to be significant. Potential impacts on the amenity of the PRoW, in regard to the enjoyment they provide as a recreational resource will be reported in the formal ES.

5.5.7 An approximate 800m section of the Kenilworth Greenway would be lost during the construction of the Proposed Scheme for use as a construction haul route. A temporary realignment, to the south of the Greenway, is proposed during the construction period for an estimated five years. The temporary realignment route would be of an equivalent standard to the existing Greenway. Following construction it is proposed that the Kenilworth Greenway would be reinstated on its existing alignment. As the Kenilworth Greenway would be replaced and remain open for use throughout the construction period, it is predicted that the construction of the Proposed Scheme would result in a minor adverse effect, and is therefore not considered significant. Amenity

5.5.8 The formal ES will assess the incidence of significant effects, including in-combination effects, on community amenity. Likely residual significant effects

5.5.9 Residual effects would be as described in the assessment section above.

5.5.10 Multiple (in combination) community effects will be considered and, where significant, reported in the formal ES.

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Further mitigation

5.5.11 The development of specific mitigation measures where required, which could include improvement or provision of community resources as appropriate, will be reported in the formal ES. 5.6 Operation Assessment of impacts and mitigation

5.6.1 The assessment of effects on amenity will draw upon other technical disciplines e.g.( air quality, noise and vibration, visual, transport and traffic) findings to inform the amenity assessment. The presence of in-combination impacts from these other disciplines could result in significant amenity effects on a number of community facilities and resources in the area. This will be reported in the formal ES. Likely residual significant effects

5.6.2 Multiple (in combination) community effects will be considered and, where significant, reported as part of the formal ES. Further mitigation

5.6.3 The development of specific mitigation measures where required, which could include improvement or provision of community resources as appropriate, will be reported in the formal ES.

55 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Cultural heritage 6 Cultural heritage 6.1 Introduction 6.1.1 This section of the report presents a summary of the impacts and likely significant effects on heritage assets and the historic environment as a result of the construction and operation of the Proposed Scheme. Heritage assets comprise: • Archaeological and palaeoenvironmental remains; • Historic landscapes; and • Historic buildings and the built environment. 6.2 Policy framework 6.2.1 The SUDP contains three policies that are relevant to cultural heritage. Policy ENV5 relates to the allocation, management and review of conservation areas. This policy is supported by three sub-policies, dealing with the conservation of the historic environment; the requirement for conservation area appraisal documents; and the requirement for a conservation area enhancement programme. The requirement for the consideration and protection of listed buildings is set out in Policy ENV6.

6.2.2 Policy ENV8 affords protection to both statutory and non-statutory archaeological assets including scheduled monuments and archaeological sites and/or remains. It gives a presumption of in place preservation, rather than the removal of archaeological remains. This policy is underpinned with a sub-policy (Proposal ENV8/1) which places a requirement on SMBC to prepare management plans for the scheduled monuments within its ownership.

6.2.3 The SDLP contains one policy of relevance to cultural heritage. Policy P16 of the SDLP provides the framework for decision making with regards to developments which may have an effect upon areas which contribute to the historical character ofSolihull. Furthermore, it recognises the importance of the historic environment, and it expects development to “conserve heritage assets as appropriate to their significance, preserve or enhance local character and distinctiveness and create or sustain a sense of place.”

6.2.4 The NWLP has two applicable policies. Policy ENV15 sets out the controls to be placed on new development within conservation areas, covering building demolition, works to trees and other development. Policy ENV16 sets out the protection measures that will control development affecting listed buildings, local buildings of historical value and sites of archaeological importance.

6.2.5 The general emphasis of current policies is carried forward within draft policy NW11 of the NWLPCS which seeks to protect the quality, character and uniqueness of the natural and historic environment. 6.3 Assessment scope and key assumptions 6.3.1 The assessment scope and key assumptions for the cultural heritage assessment are set out in Volume 1. 6.4 Environmental baseline 6.4.1 Features relevant to the cultural heritage baseline are shown on maps CT‑01-50 to CT‑01-52.

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6.4.2 The zone of theoretical visibility (ZTV) identifies the area within which it is theoretically feasible that the Proposed Scheme may be visible from assets and therefore have an effect on their setting.

6.4.3 The underlying solid geology upper strata within this section of the Proposed Scheme consist of the Carboniferous Warwickshire Group. These comprise the Tile Hill Mudstone Formation, which consists of red and brown blocky mudstone and laminated siltstone. Mercia Mudstone is also present. Within the Mercia Mudstone sequence, which is in the Knowle Basin, a thicker horizon of interbedded sandstone, siltstone and mudstone, known as the Arden Sandstone Member occurs.

6.4.4 Local areas of made ground are noted within the study area which is due mainly to surface mineral extraction. Within the study area, the Proposed Scheme would cross the Meriden Fault, which trends north-south and forms the western margin of the Warwickshire Coalfield.

6.4.5 The study area lies within the Arden National Character Area (NCA), which comprises farmland and former wood pasture. The study area lies in the central region of this character area within the more heavily urbanised parts of the landscape, sitting within the Knowle Basin, which is described generally as low-lying with gently rolling hills and fragmented woodland. The River Blythe passes through the area in a wide, shallow river valley.

6.4.6 There is evidence of archaeological activity dating from the prehistoric to the modern period. The open agricultural landscape within the study area had originally been heavily wooded with few settlements and minimal land use. Small scale clearance and seasonal use of woodlands first began in the prehistoric period and this is evidenced within the study area by a number of earthworks, such as Neolithic ring ditches and Bronze Age barrows. Later prehistoric activity is seen by the possible Iron Age hill fort at Hampton Lane, and the site of the field system south of Hampton Lane.

6.4.7 There is no evidence of Roman activity within the study area which is a likely reflection of the heavily wooded nature of the landscape at that time.

6.4.8 The first indication of settlement activity within this area is in the early medieval period. Place-name evidence demonstrates the occupation of the area at that time; such as Balsall, Berkswell, Barston, Hampton-in-Arden and Meriden. The medieval period is characterised by the establishment of manors such as Berkswell, and moated sites such Eastcote Hall, Ram Hall and Mercote Mill Farm.

6.4.9 The study area escaped much of the industrialisation of the landscape initiated by the coal extraction industry in the 19th and 20th centuries and as a result did not experience the same extensive influx of population and attendant settlement expansion. However, changes did occur in the area through the arrival of the Stonebridge rail line (Hampton Branch of the Birmingham and Derby rail line) along the Blythe Valley and subsequent road developments, such as the A452 Kenilworth Road, the B4102 Meriden Road and Hampton Lane. Post-war, further additions included a race course at Packington and an ammunition depot at Hampton- in-Arden.

6.4.10 Within the river valleys there is the potential for palaeoenvironmental assets to be present. The survival of such assets is dependent on waterlogged conditions being present and therefore those river valleys that contain existing watercourses, such as the River Blythe and its tributaries, have the highest potential.

6.4.11 Within the study area, the following designated and non-designated assets are recorded.

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Designated assets

6.4.12 There are six scheduled monuments within the ZTV, although none of these are within the area directly affected by the Proposed Scheme or its construction activities. These scheduled monuments comprise: • Packhorse Bridge, Hampton-in-Arden; • The Churchyard Cross at St. John the Baptist’s, Berkswell; • Churchyard Cross at St. Mary and St Bartholomew’s, Hampton-in-Arden; • Moated site at Moat House, Hampton-in-Arden; • The Standing Cross in the village green of Meriden; and • The Churchyard Cross at St. Swithin’s, Barston.

6.4.13 Of the 163 listed buildings identified within the ZTV, none lie within the area directly affected by the Proposed Scheme or its construction activities.

6.4.14 There are six conservation areas within the ZTV. None are located within the area directly affected by the Proposed Scheme or its construction activities. Berkswell Conservation Area is located approximately 200m north of the construction footprint.

6.4.15 There is one Grade II* registered park and garden (Packington Hall) of which only the south eastern extremity is within the ZTV. It is located outside the areas directly affected by the Proposed Scheme or its construction activities.

6.4.16 There are five ancient woodland inventory sites within the ZTV but outside the footprint of the Proposed Scheme. These comprise: • Sixteen Acre Wood, directly north of new Mercote Farm; • Rough Close, east of Berkswell; • The Bogs, directly west of Berkswell Hall; • Siden Hill Wood, south-east of Hampton-In-Arden; and • Aspbury’s Copse, bisected by the M42 and located west of Hampton-in-Arden.

6.4.17 One hedgerow at the Packington Estate, defined as important by the Hedgerow egulationsR 1997, lies within an area directly affected by the Proposed Scheme33. Non‐designated assets

6.4.18 There are 75 archaeological assets recorded on the historic environmental records (HER) within the study area. Of these the following assets lie within the construction and operational footprint of the Proposed Scheme: • Kenilworth to Balsall rail line; • Medieval ridge and furrow, west of Lavender Hall, west of Ram Hall, at Mercote Mill; • Farm and south-west of Mercote Hall; • The medieval Berkswell Estate; • The medieval moat at Mercote (north-east of Marsh Farm) and Ram Hall; • The possible prehistoric Iron Age hill fort, Hampton Lane;

33 The Hedgerows Regulations 1997 (SI 1997 No. 1160). London, Her Majesty’s Stationery Office.

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• Cropmarks (Iron Age field system) covering four fields south of the B4102 Meriden Road, between Meriden and Hampton-in-Arden, and west of Mercote Mill Farm; • A medieval water mill north of the B4102 Meriden Road; and • The medieval settlement and bridge at Diddington.

6.4.19 There is one garden located within the area of temporary land take, namely Berkswell House garden. 6.5 Construction Assessment of impacts and mitigation

6.5.1 The construction works have the potential to affect heritage assets. Impacts would occur to assets within the construction boundary, as well as the settings of heritage assets within the ZTV.

6.5.2 The draft CoCP sets out the provisions that would be adopted to control effects on cultural heritage assets. The provisions include: • Management measures to control damage to assets that are to be retained within the area of temporary land take and the preparation of project wide principles, standards and techniques for works affecting heritage assets; • A programme of archaeological investigation and recording to be undertaken prior to construction works affecting the assets; and • A programme of historic building investigation and recording to be undertaken prior to modification or demolition of the assets.

6.5.3 In addition the following measures have been included as part of the design of the Proposed Scheme and to avoid or reduce impacts on heritage assets: • A reduction to the Proposed Scheme’s permanent and construction footprint; • The design of Park Lane has been undertaken to reduce impacts in the Berkswell Estate; and • The design of the temporary and permanent works associated with the Proposed Scheme has been reduced to avoid as far as reasonably practicable effects on Lavender Hall and Barn.

6.5.4 Assets that would or might experience a significant physical affect in this area are: • Parts of the non-designated medieval park pale associated with the Berkswell Estate, an asset of low heritage value , which would be removed; • The medieval ridge and furrow at four locations, assets of low heritage value, which would be removed; • Iron Age cropmarks representing a field system west of Mercote Mill, assets of moderate heritage value, of which only a small part would be removed; • The medieval moated site at Mercote (north east of Marsh Farm), an asset of moderate heritage value, which would be removed; • The site of the medieval bridge at Diddington, an asset of low heritage value, which would be removed; • The medieval settlement at Diddington, an asset of low heritage value, which would be removed;

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• The possible Iron Age hill fort at Hampton Lane , an asset of moderate heritage value, of which only part would be removed; and • Cropmarks covering four fields south of Hampton Lane, an asset of moderate heritage value, which would be removed.

6.5.5 The setting of the following specific heritage assets would experience significant effects: • Diddington Hall, an asset of high heritage value which would be affected by the activity of cranes and an earthmoving plant approximately 250m east; • Diddington Farmhouse, an asset of high heritage value, which would be affected by the presence of a satellite construction compound and soil storage facilities approximately 150m to the east; • Lavender Hall Farmhouse, an asset of high heritage value, which would be affected by the activity of cranes and an earthmoving plant approximately 10m to the south-east; • Ram Hall, an asset of high heritage value, which would be affected by the activity of cranes, an earthmoving plant and soil storage stockpiles approximately 100m to the east; • Pasture Farmhouse, an asset of moderate heritage value, which would be affected by the activity of cranes, an earthmoving plant, soil storage stockpiles and two satellite construction compounds with car parking approximately 35m to the west; • Barn at Lavender Hall Farm, an asset of moderate heritage value, which would be affected by the activity of cranes, an earthmoving plant, temporary earthwork stockpiles and temporary worker accommodation, adjacent to the south-east; • Barn at Ram Hall, an asset of moderate heritage value, which would be affected by the activity of cranes, an earthmoving plant and soil storage stockpiles approximately 100m to the east; • Berkswell Conservation Area, an asset of moderate heritage value, which would be affected by the presence of a satellite site compound, soil storage stockpile; cranes and an earthmoving plant approximately 200m to the north; and • Berkswell Estate, an asset of moderate value, (when considered with all of its constituent elements) would be partially severed in the south-western area of the estate due to the storage of soil stockpiles.

6.5.6 The construction of the Proposed Scheme would not have an impact on any other identified heritage asset within the permanent and temporary land take and would not have an impact on the setting of any other designated asset identified with theZTV. Likely residual significant effects

6.5.7 The impacts of the construction phase on the heritage assets through setting changes are temporary and therefore not considered to result in residual significant effects.

6.5.8 Although a programme of archaeological and historic building investigation and recording contributes to knowledge gain, such works would not fully mitigate the effect or reduce the impact on heritage assets. The following likely significant residual effects would therefore remain: • Parts of the non-designated medieval park pale associated with the Berkswell Estate would be removed; • The medieval ridge and furrow at four locations would be removed; • Iron Age cropmarks representing a field system west of Mercote Mill would be removed;

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• The medieval moated site at Mercote (north east of Marsh Farm) would be removed; • The site of the medieval bridge at Diddington would be removed; • The medieval settlement at Diddington would be removed; • The possible Iron Age hill fort at Hampton Lane would be removed; and • Cropmarks covering four fields south of Hampton Lane would be removed. Further mitigation

6.5.9 No further mitigation measures have been identified at this time. 6.6 Operation Assessment of impacts and mitigation

6.6.1 The introduction of the Proposed Scheme into an area of existing open landscape has the potential to introduce impacts on the setting of the heritage assets. The Proposed Scheme includes elevated sections on embankment and viaduct, together with realignment of the existing highway infrastructure. This would result in impacts to the setting of the following: • Grade II* listed Diddington Hall, which would be affected by trains running on embankment and the presence of the River Blythe viaduct approximately 250m to the west; • The Grade II* listed Diddington Farmhouse, which would be affected by the presence of the River Blythe viaduct approximately 410m to the south-west; • The Grade II* listed Lavender Hall Farmhouse which would be affected by trains running on embankment and the presence of the Balsall Common viaduct approximately 250m to the south-east; • The Grade II* listed Ram Hall, which would be affected by trains running on embankment and the presence of the Balsall Common viaduct approximately 500m to the south-west; • The Grade II listed Pasture Farmhouse, which would be affected by trains running on embankment and the three overbridges including East Way overbridge; A45 Coventry Road overbridge and the A45 Service Road overbridge which are located within the Birmingham Interchange and Chelmsley Wood area, approximately 400m to the north; and • The Grade II listed Barn at Lavender Hall Farm, which would be affected by trains running on embankment and the presence of River Blythe viaduct approximately 410m to the south-west.

6.6.2 To mitigate the impacts of the Proposed Scheme measures have been included as part of the design to avoid or reduce the impact of the realignment of Park Lane, which have sought to maintain the integrity of Berkswell Estate. Planting would be implemented which would form a new boundary to the estate and would replicate the woodland belt that is currently present within the area that would be removed by the Proposed Scheme.

6.6.3 To mitigate the impacts of the Proposed Scheme on Lavender Hall and Barn the extent of land take requirements has been reduced to a minimum.

6.6.4 The provision of earthworks and planting would provide an effective means of mitigation to reduce the likely significant effects of the Proposed Scheme on the historic landscape and specific heritage assets within it. However, mitigation would not be fully effective until planting has matured.

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Likely residual significant effects

6.6.5 The scheme design, including design of viaducts and associated landscaping, reduces the likely significant effects of the Proposed Scheme on the setting of the assets. However, likely significant effects remain at 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. There are no other likely significant residual effects identified for the operation of the Proposed Scheme. Further mitigation

6.6.6 No further mitigation measures have been identified at this time.

62 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Ecology 7 Ecology 7.1 Introduction 7.1.1 This section of the report provides a summary of the predicted impacts and likely significant effects upon species and habitats as a consequence of the construction and operation of the Proposed Scheme. This includes likely significant effects upon sites recognised or designated on the basis of their importance for nature conservation. 7.2 Policy framework 7.2.1 The SUDP contains four policies that are relevant to ecology. Policy ENV10 provides the context for the allocation, protection and enhancement of national and local sites of importance for nature conservation. Policy ENV11 relates to the conservation and enhancement of biodiversity within Solihull and includes an expectation that developers will help maximise the potential for habitat creation and enhancement. Policy ENV12 seeks to conserve and enhance the River Blythe catchment both in terms of the natural environment and its role as a source of drinking water. Policy ENV14 seeks to safeguard important trees, hedgerows and woodland whilst encouraging new habitats of this type, where possible.

7.2.2 The SDLP contains one policy relevant to ecology. Policy P10 relates to the protection of the natural environment, including buffering to designated nature conservation sites.

7.2.3 The NWLP has one applicable policy. Policy ENV3 seeks to restrict new development within nationally, regionally or locally designated sites of nature conservation interest. The policy seeks to prevent development that will have a harmful effect on rare protected species, with development that has an ‘effect’ only being allowed where suitable mitigation measures are put in place.

7.2.4 The NWLPCS includes draft policy NW12 which seeks to protect nature conservation sites from development with a particular emphasis placed upon SSSIs. It also aims to ensure that development avoids any net loss in biodiversity.

7.2.5 In addition, the following local and regional guidance is relevant to the assessment:

• Solihull Nature Conservation Strategy34; and • Solihull Green Infrastructure Study35. 7.3 Assessment scope and key assumptions 7.3.1 The assessment scope and key assumptions for the ecological assessment are set out in Volume 1.

7.3.2 The current assessment draws on existing information gathered from national organisations and regional and local sources including Warwickshire Biological Records Centre, Warwickshire Wildlife Trust and SMBC.

7.3.3 Citation details (reasons why the site is designated) relating to Ecosites (a type of non‑statutory site designated for nature conservation importance) that have been obtained to date are incomplete. Further details have been requested from Warwickshire Biological Records Centre but are yet to be received.

34 Solihull Metropolitan Borough Council (2010), Nature Conservation in Solihull: Nature Conservation Strategy: First Review 2010-2014. 35 Solihull Metropolitan Borough Council (2012), Green Infrastructure Study.

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7.3.4 For the current assessment the likely reasons for designation of each Ecosite have been predicted based on available data and professional judgement. Full citation details for all sites are anticipated to be available to inform the formal ES.

7.3.5 Field surveys undertaken to date have been limited to locations where landowner permission has been obtained or areas accessible to the public. They include (but are not limited to): bat surveys at a number of locations including Lavender Hall Fisheries and Berkswell Estate; otter and water vole surveys at Barrett’s Lane Farm; and badger and dormouse surveys at Beechwood Farm.

7.3.6 Surveys proposed to be undertaken during 2013 will include (but are not limited to) the following, subject to access: • Scoping of all land parcels; • Phase 1 habitat surveys of land parcels as land access becomes available, including of Berkswell Marsh SSSI and Berkswell Marsh Meadow LWS; and • Otter and water vole surveys at various locations including Beechwood Farm, Ram Hall Farm and Eaglebeam. 7.4 Environmental baseline 7.4.1 Land within or adjacent to the route of the Proposed Scheme in this area consists mainly of arable land and improved pasture, bounded by hedgerows and inter-connected blocks represented by both broad-leaved and plantation woodland. Significant watercourses also flow through this section of the Proposed Scheme including the River Blythe and its tributaries. There are various wetland areas associated with these watercourses.

7.4.2 Statutory designated sites and non-statutory designated sites of country/metropolitan value are shown on maps CT‑01-50 to CT‑01-52 and CT‑02-18 (Volume 2).

7.4.3 Two SSSIs are present within 500m of the Proposed Scheme. These are both of national value based on the features for which they are designated: • Berkswell Marsh SSSI is located approximately 80m north-east of the Proposed Scheme. The SSSI is notified for its fen meadow (the largest marshy grassland and greater tussock- sedge swamp within the West Midlands) and wet woodland; and • River Blythe SSSI is notified for the aquatic plant and invertebrate communities that it supports. Notable species include water-crowfoots, freshwater worms, caddis flies and pea-shell cockle. The River Blythe SSSI would be crossed by the Proposed Scheme on viaduct.

7.4.4 LWSs and Ecosites which are located within the extent of or adjacent to the Proposed Scheme, or are considered potentially subject to likely significant effects, are relevant to the assessment36. There are three LWSs, considered to be of county/metropolitan value, and 14 Ecosites, considered to be of district/borough value, which meet these criteria: • Berkswell Marsh Meadow LWS is designated for its species-rich marshy grassland. Locally notable species include oval sedge, great burnet, Devil’s-bit scabious, slender lady’s mantle and square-stalked St. John’s-wort. This LWS is well connected to the adjacent Berkswell Marsh SSSI; • Patrick Farm Meadow LWS is designated for its species-rich marshy grassland. Locally notable species include remote sedge, great burnet, slender lady’s-mantle and square-

36 Ecosites and Local Wildlife Sites are designated by a Local Authority as areas of local conservation interest.

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stalked St. John’s-wort. The site is of district/borough value, due to the small extent of the Local Biodiversity Action Plan (LBAP) habitat present; • Mouldings Green Farm LWS is designated for its species-rich marshy grassland and ponds that support blue water-speedwell, which is a county rare species; • Kenilworth and Balsall Railway Embankment Ecosite is likely to have been designated on the basis of the broad-leaved semi-natural woodland that has developed along the disused railway line; • Main London to Birmingham Railway Line Ecosite is likely to have been designated for its grassland and scrub habitats and the connectivity these afford with the wider landscape; • Shadow Brook Ecosite is likely to have been designated for its riparian, grassland and broad-leaved semi-natural woodland habitats and the connectivity these afford with the wider landscape; • Fern Bank Marsh Ecosite is likely to have been designated for its marshland plant communities; • Park Lane Spinney Ecosite is likely to have been designated for its broad-leaved semi- natural woodland; • Berkswell Estate Ecosite is likely to have been designated for its broad-leaved semi- natural woodland; • Old Kenilworth Road Ecosite is likely have been designated for its broad-leaved semi- natural woodland and roadside grassland habitats; • Marsh Lane Nature Reserve Ecosite is likely to have been designated for the semi- improved neutral grasslands which exist within the site; • Field North of Gravel Quarry Ecosite is likely to have been designated for its grassland habitats; • Gravel Pit Plantation Ecosite is likely to have been designated for its plantation woodland and wetland habitats; • Field Adjacent to River Blythe Ecosite is likely to have been designated for its species-rich marshy grassland; and • River Blythe Ecosite is likely to have been designated for its species-rich grassland and riparian habitats.

7.4.5 There are two ancient woodland inventory sites located within or adjacent to the Proposed Scheme. These are located to the south of Berkswell and adjacent to Sixteen Acre Wood. These are considered to be of up to county/metropolitan value.

7.4.6 Other habitats located outside the designated sites identified above and which are relevant to the assessment include the following: • Hedgerows – species-rich hedgerows (which are habitats of principal importance as identified in Section 41 of the Natural Environment and Rural Communities (NERC) Act, including some that meet wildlife and landscape criteria specified in the Hedgerows Regulations 1997), occur throughout the area37. Based on the potential of these features to act as green corridors, the hedgerow network is considered to be of up to county/ metropolitan value; and • Watercourses – three tributaries of the River Blythe SSSI lie outside of the boundary of this designated area. These are considered to be of no more than district/borough value.

37 Natural Environment and Rural Communities Act (2006), London, Her Majesty’s Stationery Office.

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7.4.7 A summary of the likely value of species/species groups covered by the assessment (excluding any features of species interest for which the sites described above are designated) is provided in Table 11.

Resource/Receptor Value Rationale

Breeding birds Up to regional Notable breeding birds have been recorded at Marsh Lane Nature Reserve Ecosite. Species include: little ringed plover; oyster catcher; common tern; and lapwing (a species of principal importance). A grey heron breeding colony is present at The Marlowes (a wood within Berkswell Estate Ecosite) There is potential for other breeding bird species to be present, which will be determined during surveys to be undertaken in 2013

Wintering birds Up to regional Marsh Lane Nature Reserve Ecosite supports a wide range and large numbers of wintering water birds There is potential for other wintering bird species to be present

Flora Up to county/ The following species have been recorded within 500m of the Proposed Scheme: metropolitan Orange foxtail and blue water-speedwell (both county rare); and Black poplar and slender lady’s mantle (both locally notable). There is potential for other flora species to be present, which will be determined during surveys to be undertaken in 2013 The invasive species Japanese knotweed is also known to occur in the area at Lavender Hall Farm and the invasive species New Zealand pygmyweed is known to occur at Beechwood Farm

Bats Unlikely to be Small populations of the following species of principal importance have been more than county/ recorded: metropolitan Daubenton’s bat at Temple Balsall and Lavender Hall Fisheries; Natterer’s bat at Brooksland Farm; Noctule at Lavender Hall Fisheries, Berkswell Estate and Marsh Lane; Leisler’s bat at Lavender Hall Fisheries; Common pipistrelle at Lavender Hall Fisheries, Berkswell Estate and Marsh Lane; Soprano pipistrelle at Lavender Hall Fisheries, Berkswell Estate and Marsh Lane; and Brown long-eared bat at Lavender Hall Fisheries, Berkswell Estate and Marsh Lane. There is potential for other bat species to be present, which will be determined during surveys to be undertaken in 2013

Otter County/metropolitan This county rare species has been recorded regularly from along the River Blythe and its tributaries

Water vole County/metropolitan There is potential for this county rare species to be present, which will be determined during surveys to be undertaken in 2013

Terrestrial Up to county/ A small population of white-letter hairstreak butterfly (a species of principal invertebrates metropolitan importance) has been recorded in close proximity to the B4102 Meriden Road A small population of wall butterfly (a species of principal importance) has been recorded at Marsh Farm There is potential for other species of invertebrate to be present, which will be determined during surveys to be undertaken in 2013

Hazel dormouse Up to county/ There are no records for this species of principal importance recorded to date. metropolitan Further surveys will be undertaken during 2013

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Resource/Receptor Value Rationale

Macro invertebrates Unlikely to be A number of macro invertebrate species have been recorded from the River more than county/ Blythe and a pond at Marsh Lane Nature Reserve Ecosite metropolitan The diving beetle and a water scavenger beetle (both county rare) have been recorded at Marsh Farm Nature Reserve Ecosite A range of common and widespread dragon fly species including: blue-tailed damselfly; common blue damselfly; azure damselfly; red-eyed damselfly; common darter; brown hawker; and emerald damselfly have been recorded at Marsh Farm Nature Reserve Ecosite There is potential for other macro invertebrate species to be present, which will be determined during surveys to be undertaken in 2013

White-clawed Up to county/ There are no records for this species of principal importance recorded to date. crayfish metropolitan Further surveys will be undertaken during 2013

Reptiles Unlikely to be more A small population of grass snake (a species of principal importance) has been than district/borough recorded in close proximity to the A45 Coventry Road, near Meriden There is potential for other reptile species to be present, which will be determined during surveys to be undertaken in 2013

Amphibians Unlikely to be more A small population of great crested newt (a species of principal importance) has than district/borough been recorded at Pasture Farm Large populations of common toad (a species of principal importance) have been recorded at Beechwood Farm and Marsh Lane Nature Reserve There is potential for other amphibian species to be present, which will be determined during surveys to be undertaken in 2013

Fish Unlikely to be more A small population of brown trout and European eel (both species of principal than district/borough importance) have been recorded in the River Blythe There is potential for other fish to be present, which will be determined during surveys to be undertaken in 2013

Badger Up to local/parish Three main setts and a number of outlier setts have been identified within the area. Further surveys will be undertaken during 2013

Table 11: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route

7.4.8 The habitats and species distribution and abundance within Balsall Common and Hampton-in- Arden is not anticipated to change significantly before construction begins in 012 7, or by the start of operation in 2026. The potential effects of committed developments on the baseline conditions will be considered in more detail within the formal ES. 7.5 Construction Assessment of impacts and mitigation

7.5.1 The following section considers the impacts and effects on ecological receptors as a consequence of construction of the Proposed Scheme (as described in Section 2 of this report). All assessments made are provisional, based on the preliminary assessment of baseline value as presented in Section 7.4 of this report.

7.5.2 The following mitigation measures have been included as part of the design of the Proposed Scheme to avoid or reduce impacts on features of ecological value: • The route of temporary PRoW diversions during construction have been realigned so as to minimise loss of habitat including hedgerows and woodland; • The footprint of earthworks has been minimised so as to avoid loss of habitat during construction; • Creation of approximately 10.6ha of broad-leaved semi-natural woodland at various locations including alongside Kenilworth Greenway, and in the vicinity of the A452

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Kenilworth Road, Park Lane/Lavender Hall Lane and Diddington Lane/Meriden Road to address woodland losses including those within LWSs and Ecosites in this section of the route; • Creation of approximately 9.9ha of marshy grassland in the proximity of Patrick Farm Meadow LWS and field adjacent to River Blythe Ecosite to address losses in this section of the route; • Creation of approximately 5.9ha of semi-improved neutral grassland in the vicinity of Marsh Farm and the A452 Kenilworth Road, to address losses in this section of the route. • The assessment assumes implementation of the measures set out within the draft CoCP, which includes translocation of protected species where appropriate. Aspects of the CoCP that are particularly relevant to this section of the route are the control of water quality within watercourses and wetland habitats along the route during construction, the protection of retained habitat, and control of invasive and non-native species.

7.5.3 Although there is no direct impact to Berkswell Marsh SSSI, the route of the Proposed Scheme would pass immediately adjacent to the southern boundary in cutting. There is the potential for the cutting to result in hydrological impacts which could adversely affect the marshland vegetation for which the SSSI is notified. Further studies are being undertaken to investigate the extent and nature of the potential hydrological changes. In the absence of further information there is the potential for a permanent adverse effect significant at up to national level.

7.5.4 The River Blythe SSSI would be spanned by a viaduct at one location. The Proposed Scheme is therefore not anticipated to result in any adverse impacts on the riparian habitats for which it is designated. In addition, there would be no significant effects on otter, brown trout or European eel which the River Blythe supports, though the site is not designated for these species.

7.5.5 At Berkswell Marsh Meadow LWS, as a result of the construction of Marsh Farm viaduct and embankment, there would be a permanent loss of 2.3ha of marshy grassland and 3.1ha of semi-improved neutral grassland. This loss of habitats collectively represents approximately 86% of the site. There would be a permanent adverse effect on site integrity that is significant at up to county/metropolitan level.

7.5.6 At Patrick Farm Meadow LWS, as a result of the construction of the River Blythe Bypass viaduct and a section of the Proposed Scheme in cutting, there would be a permanent loss of 0.5ha of marshy grassland, 0.1ha of broad-leaved semi-natural woodland, and 0.57ha of semi- improved neutral grassland. This loss of habitats collectively represents approximately 89% of the site. There would be a permanent adverse effect on site integrity that is significant at up to district/borough level.

7.5.7 At Mouldings Green Farm LWS, as a result of the construction of the River Blythe viaduct, there would be a permanent loss of 0.3ha of marshy grassland and 0.1ha of broad-leaved semi-natural woodland. This loss of habitats collectively represents approximately 68% of the site. There would be a permanent adverse effect on site integrity that is significant at up to the county/metropolitan level.

7.5.8 At Kenilworth to Balsall Railway Embankment Ecosite, where a proposed haul route serving construction works in the vicinity of Truggist Lane would be located, there would be a temporary loss of 2.35ha of broad-leaved semi-natural woodland. This loss would represent approximately 76% of the site. This site would be restored to its former condition following construction and therefore there would be a temporary adverse effect on site integrity that is

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significant at up to district/borough level. Subsequent to establishment of reinstated habitats there would no significant effect.

7.5.9 At Main London to Birmingham Railway Line Ecosite, as a result of various construction activities including the route of the Proposed Scheme and Carol Green rail underbridge, there would be a permanent loss of <0.01ha of marshy grassland representing <0.1% of the site. There would be no significant effect on this site.

7.5.10 At Shadow Brook Ecosite, as a result of the construction of Shadow Brook viaduct, there would be a permanent loss of 0.04ha of broad-leaved semi-natural woodland and 0.017ha of semi-improved neutral grassland. This loss of habitats collectively represents approximately 31% of the site. There would be a permanent adverse effect on site integrity that is significant at up to district/borough level.

7.5.11 At Fern Bank Marsh Ecosite, where it is proposed that the Park Lane main construction site compound would be located, there would be a temporary loss of 0.13ha of marshy grassland and 0.04ha of broad-leaved semi-natural woodland. This loss of habitats collectively represents approximately 42% of the site. This site would be restored to its former condition following construction and therefore there would be a temporary adverse effect on site integrity that is significant at up to district/borough level. Subsequent to establishment of reinstated habitats there would no significant effect.

7.5.12 At Park Lane Spinney Ecosite, as a result of construction works relating to the route of the Proposed Scheme, Heart of England Way overbridge, and the realignment of Lavender Hall Lane, there would be a permanent loss of 1.02ha of broad-leaved semi-natural woodland, representing approximately 94% of the site. There would be a permanent adverse effect on site integrity that is significant at up to district/borough level.

7.5.13 At Berkswell Estate Ecosite, as a result of utility and PRoW diversions and a section of the Proposed Scheme in cutting, there would be a permanent loss of 3.09ha of semi-improved grassland, 2.26ha of marshy grassland and 5.2ha of broad-leaved semi-natural woodland. This loss of habitats collectively represents approximately 85% of the site. There would be a permanent adverse effect on site integrity that is significant at up to the district/borough level.

7.5.14 At Old Kenilworth Road Ecosite, which would be affected by the realignment of the A452 Kenilworth Road, there would be a temporary loss of 0.02ha of marshy grassland, 0.001ha of broad-leaved semi-natural woodland, and 0.02ha of semi-improved neutral grassland. This loss of habitats collectively represents approximately 3% of the site. This site would be restored to its former condition following construction. There would be no significant effect on this site.

7.5.15 At Marsh Lane Nature Reserve Ecosite, as a result of construction activities relating to the realignment of the A452 Kenilworth Road and a balancing pond, there would be a permanent loss of <0.01ha of broad-leaved semi-natural woodland ,representing approximately 4% of the site. There would be no significant effect on this site.

7.5.16 At field north of Gravel Quarry Ecosite, as a result of the River Blythe Bypass viaduct, there would be a permanent loss of 0.56ha of semi-improved grassland, 0.49ha of marshy grassland and 0.1ha of broad-leaved semi-natural woodland. This loss of habitats collectively represents approximately 86% of the site. There would be a permanent adverse effect on site integrity that is significant at up to the district/borough level.

7.5.17 At fields adjacent to River Blythe Ecosite as a result of the realignment of Diddington Lane/ B4102 Meriden Road, there would be a permanent loss of 2.82ha of semi-improved grassland and 0.002ha of broad-leaved semi-natural woodland. This loss of habitats collectively

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represents approximately 94% of the site. There would be a permanent adverse effect on site integrity that is significant at up to the district/borough level.

7.5.18 At River Blythe Ecosite, as a result of the River Blythe viaduct and a balancing pond, there would be a permanent loss of 0.04ha of broad-leaved semi-natural woodland and <0.01ha of semi-improved neutral grassland. This loss of habitats collectively represents approximately 12% of the site. There would be no significant effect on this site.

7.5.19 The total area of broad-leaved semi-natural woodland lost as a consequence of construction in this section of the route (including that within the designated sites described above) would be approximately 9.5ha. The Proposed Scheme includes the creation of approximately 10.6ha of broad-leaved semi-natural woodland through the re-planting of native species of the Arden character at various locations including alongside Kenilworth Greenway, and in the vicinity of the A452 Kenilworth Road, Park Lane/Lavender Hall Lane and Diddington Lane/B4102 Meriden Road. From the point at which mitigation planting starts to establish (anticipated to be between 10 to 15 years after planting) there would likely be a permanent beneficial effect that is significant at up to the district/borough level.

7.5.20 Approximately a further 14ha of woodland is proposed throughout the area to mitigate visual impacts and to integrate the Proposed Scheme into the surrounding landscape. Whilst not designed for ecological mitigation this planting would provide ecological benefits.These benefits will be considered and reported further in the formal ES.

7.5.21 The total area of marshy grassland lost as a consequence of construction in this section of the route (including that within the designated sites described above) would be 4.05ha. The Proposed Scheme includes the creation of approximately 2.7ha of marshy grassland east of Patrick Farm Meadow LWS and approximately 7.2ha within the vicinity of the River Blythe Ecosite. From the point at which mitigation planting is established (anticipated to be around 5 years after planting) there would be creation of approximately 5.85ha of marshy grassland which is considered likely to result in a permanent beneficial effect that would be significant at the county/metropolitan level.

7.5.22 The total area of semi-improved neutral grassland to be lost, including areas outside of designated sites, would be 17.09ha. The Proposed Scheme includes the creation of semi- improved neutral grassland at Marsh Farm and in the vicinity of the A452 Kenilworth Road amounting to 5.9ha. However, a permanent adverse effect would remain which would be significant at up to the county/metropolitan level.

7.5.23 The total length of species-rich and species-poor hedgerow to be lost from both within and outside of designated sites would be approximately 1.8km and 10.5km respectively. Species rich hedgerows, totalling 4.1km, would be provided at various locations within Balsall Common including in the vicinity of Berkswell railway station and Truggist Lane, at Lavender Hall Farm, at Holly Acre Lodge, and Diddington Lane, resulting in a permanent beneficial effect significant at up to county/metropolitan level once established. However, in the absence of further mitigation there would be a permanent adverse effect on local conservation status of species-poor hedgerows that would be significant at county/ metropolitan level.

7.5.24 Pending results from 2013 survey work the loss of woodland habitats could result in the loss of bat roosts. In addition, the loss of woodland and grassland habitats would lead to a reduction in suitable foraging habitat, and the potential disruption of dispersal corridors. Therefore there is the potential for a permanent adverse effect on the conservation status of local bat populations that would be significant at up to county/metropolitan level.

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7.5.25 The loss of woodland and grassland habitats could also result in a reduction in foraging and/or breeding success of breeding and wintering bird populations within this section of the route. This would result in a temporary adverse effect on the conservation status of the populations concerned that is significant at up to regional level. Once mitigation habitats are established (anticipated to be around five years for grassland habitats and between 10 to 15 years for broad-leaved semi-natural woodland) it is anticipated that this effect would reduce to district/ borough level.

7.5.26 The permanent loss of established hedgerow and semi-improved neutral grassland habitats and the associated establishment period of up between 10 to 15 years for areas of replacement woodland, and of up to 5 years for areas of replacement marshy grassland, semi- improved grassland and hedgerow, could result in permanent adverse effects on a range of terrestrial invertebrate species (including the small population of wall butterfly, known to exist in close proximity to Patrick Farm Meadow LWS). These effects would be significant at district/ borough level, though once replacement habitats are established the effect is expected to reduce to being significant at the local/parish level.

7.5.27 Construction activities associated with Carol Green rail underbridge would result in the permanent loss of a pond at Beechwood Farm. This pond supports a large population of common toad and in the absence of mitigation its removal would prevent breeding success and result in the eventual loss of this population. A replacement pond would be created in the immediate vicinity and a second pond would be created in the vicinity of Barrett’s Lane Farm and Berkswell railway station. It is assumed that the replacement ponds would be created in advance of translocation to allow them to establish. Therefore, no significant effect on the toad population is anticipated. Protected and/or notable species recorded within the vicinity of the Proposed Scheme, but not anticipated to be affected through habitat loss, include: grass snake near Meriden; great crested newt at Pasture Farm; wall butterfly at Marsh Farm, as well as; orange foxtail, blue water-speedwell, black poplar and slender lady’s mantle, all of which have been recorded within 500m of the Proposed Scheme.

7.5.28 A summary of likely residual significant effects is provided in Table 12. Local/parish effects, which in combination may be significant, will be described in the formal ES. Likely residual significant effects

7.5.29 Taking into account mitigation included in the design of the Proposed Scheme, anticipated likely significant residual ecological effects during construction are detailed in Table 12.

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Resource/Receptor Residual effect Level of significance

Berkswell Marsh SSSI Potential permanent adverse effect on site integrity due to National hydrological changes

Breeding and wintering birds Permanent adverse effect on conservation status due to Up to regional reduction in foraging and/or breeding success

Berkswell Marsh Meadow LWS; and Permanent adverse effects on site integrity at two LWSs Up to county/metropolitan Mouldings Green Farm LWS due to loss of marshy grassland, semi-improved neutral grassland and broad leaved woodland habitats

Semi-improved neutral grassland Permanent adverse effect due to loss of 11.19ha Up to county/metropolitan

Marshy grassland Permanent beneficial effect on conservation status of Up to county/metropolitan approximately 10ha due to habitat creation to the east of Patrick Farm Meadow LWS and within the vicinity of River Blythe Ecosite due to net gain of 5.85ha

Broad-leaved semi-natural Permanent beneficial effect on conservation status due to Up to county/metropolitan woodland creation of 10.6ha of native woodland planting within this section of the route

Species-rich hedgerows Permanent beneficial effect on conservation status due to Up to county/metropolitan creation of 2.3km

Species-poor hedgerows Permanent adverse effect on conservation status due to Up to county/metropolitan loss of 10.5km

Bats Permanent adverse effect on conservation status due to Up to county/metropolitan habitat loss and disruption of foraging/commuting routes

Patrick Farm Meadow LWS; Permanent adverse effects on site integrity of one LWS Up to district/borough Kenilworth to Balsall Railway and seven Ecosites due to losses marshy grassland, broad- Embankment Ecosite leaved semi-natural woodland, and semi-improved neutral Shadow Brook Ecosite grassland. Fern Bank Marsh Ecosite Park Lane Spinney Ecosite Berkswell Estate Ecosite Field North of Gravel Quarry Ecosite Field Adjacent to River Blythe Ecosite

Terrestrial invertebrates Permanent adverse effect due to overall reduction in Up to district/borough habitat available, though effect will reduce as replacement habitats establish

Common toad Temporary adverse effect on conservation status whilst Up to district/borough replacement ponds establish and local population orientates itself with regard to new pond locations

Table 12: Significant residual construction effects on ecological receptors within this section of the route Further mitigation

7.5.30 Further measures currently being considered but which are not yet part of the design include: • Undertaking investigations to identify the potential hydrological impacts of the Proposed Scheme on Berkswell Marsh SSSI; • Planting of further hedgerows in suitable locations to link with existing hedgerows and help to maintain integrity and species dispersal; • Options for the re-instatement of further areas of semi-improved neutral grassland; • Provision of measures to facilitate the passage of species across the route where significant foraging or commuting routes would be disturbed;

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• Provision of replacement roosting habitat for bats as required on the basis of 2013 survey results; and • Opportunities to reduce the time lag to establishment of mitigation habitats. 7.6 Operation Assessment of impacts and mitigation

7.6.1 The following section considers the potential effects on ecological receptors during operation of the Proposed Scheme. Assessments made are provisional, based on the preliminary assessments of baseline value presented in Section 7.4 of this report.

7.6.2 The following mitigation measures have been included as part of the design of the Proposed Scheme to avoid or reduce impacts on features of ecological value: • The design of the River Blythe viaduct reflects the sensitivity of the River BlytheSSSI. The span of the viaduct is wider and more open than would normally be required so as to avoid shading impacts on aquatic habitats of the SSSI; • The route of the Proposed Scheme, permanent PRoW diversions and the access track to the auto-transformer site has been realigned so as to minimise loss of habitat including hedgerows and woodland; • Rather than culvert long watercourse sections, diversions would be implemented presenting better opportunities to incorporate channels with soft banks, planted with indigenous flora and generally improving habitats for wildlife; and • The Proposed Scheme includes the provision of otter/mammal ledges in all built structures that span watercourses, in order to ensure the retained passage of species across the route. These mitigation measures, along with other permanent features related to the Proposed Scheme, are shown on maps CT‑06-100 to CT‑06-105.

7.6.3 There is a potential risk of train strikes affecting wetland bird species in the vicinity of Marsh Farm viaduct, River Blythe Bypass viaduct and River Blythe viaduct. The likely scale of these effects will be considered in detail within the formal ES in light of data collected from surveys to be conducted during 2013. Pending review of this data there is the potential for a permanent adverse effect on conservation status that is significant at up to the regional vel.le

7.6.4 The Proposed Scheme has the potential to bisect bat dispersal corridors. Bats are at potential risk of being killed by collision with trains or by turbulence. Owing to their low reproductive rates and the long life span of UK bat species, this could have a significant effect on the conservation status of local bat populations. Likely effects as a consequence of the Proposed Scheme will be reported in the formal ES when more is known about how bat species utilise the local area. Depending on results of 2013 surveys, there could be a permanent adverse effect on the conservation status of bat populations that is significant at up to the county/ metropolitan level.

7.6.5 The Proposed Scheme would include the installation of pollution interceptors within attenuation ponds, which, in conjunction with the operational adherence to industry best practice, would control the use and disposal of polluting substances. In addition, best practice pollution control guidance would be adopted for maintenance of the Proposed Scheme.

7.6.6 Structures spanning watercourses could also have the potential to provide a direct pathway for contaminants to enter the associated watercourses and affect their ecological viability. However, following the implementation of the mitigation measures outlined in Section 13 ‘Water resources and flood risk’, including the adoption of best practice, no likely significant residual effects are anticipated.

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7.6.7 A summary of likely residual significant effects is provided in Table 13. Local/parish effects, which in combination may be significant, will be described in the formal ES. Likely residual significant effects

7.6.8 Taking into account mitigation included in the design of the Proposed Scheme, anticipated likely significant residual ecological effects during operation are detailed in Table 13 below.

Resource/Receptor Residual effect Level of significance

Breeding and wintering birds Potential permanent effect on conservation status due Up to regional to mortality through train strike

Bats Potential permanent effect on conservation status due Up to county/metropolitan to mortality through train strike

Table 13: Significant residual operational effects on ecological receptors within this section of the route Further mitigation

7.6.9 Further mitigation measures currently being considered but which are not yet part of the design include:

• Potential provision of measures to facilitate the passage of species across the route where significant foraging or commuting routes would be disturbed; • Appropriate landscape planting may be required to facilitate safe passage for bats across the railway line, though the locations for this planting have not yet been determined; and • Potential requirement for bird deterrent measures in locations where proposed viaducts cross marshy grassland.

74 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Land quality 8 Land quality 8.1 Introduction 8.1.1 This section provides a summary of the likely impacts and significant effects to land quality and geology, as a result of the construction and operation of the Proposed Scheme. Consideration is given to land that contains contamination and land that has special geological significance, either from a scientific, mining or mineral resources point of view, including: geological SSSI, local geological sites (LGS) , areas of current underground or opencast mining, and areas of designated mineral resources.

8.1.2 Areas of land have been identified, both within and adjacent to construction areas, that could affect or be affected by the construction of the route because they are contaminated. Each of these areas has been studied in order to determine the scale of any potential impacts caused by existing contamination and what needs to be done to avoid significant consequences to people and the wider environment. In addition, a review has been undertaken to establish whether the operation of the Proposed Scheme would lead to contamination of its surroundings and what needs to be done to prevent such contamination. This process is known as a contamination risk assessment. 8.2 Policy framework 8.2.1 Policy ENV10 of the SUDP relates to protecting areas of national and local importance where development may have an adverse effect. Development will only be permitted if the reasons for the development clearly outweigh the need to safeguard the geological conservation value of the site. Policy ENV10/2 relates to undertaking surveys of Regionally Important Geological Sites in consultation with Warwickshire Geological Conservation Group; and Policy ENV16 states that SMBC requires proposals for the assessment and appropriate remediation strategies of any land with known or potential contamination prior to any development.

8.2.2 The SDLP has three applicable policies. Policies P10 and P14 of the SDLP reinforce SMBC’s requirements to safeguard areas of national and local importance for geodiversity and the requirement to assess and remediate potential or known contaminated land. Policy P13 defines Mineral Safeguarding Areas for important underground coal resources and for sand and gravel aggregate resources. Within these Mineral Safeguarding Areas, proposals for non‑mineral development will only be permitted where it can be demonstrated that the development will not result in the sterilisation of mineral resources, or the loss of important infrastructure or sites of potential infrastructure needs in the area.

8.2.3 The NWLP has two applicable policies. Policy ENV6 and ENV3 Plan relate to land resources and their protection during development, including the control of contamination; and the identification, protection and enhancement of designated sites respectively.

8.2.4 The NWLPCS includes policies regarding contaminated land and remediation in the context of delivering sustainable development and requirement to avoid the sterilisation of mineral reserves (Policy NW8); the conservation and enhancement of the natural and historic environment including geo-diversity (Policies NW11 and NW12).

8.2.5 The Minerals Local Plan for Warwickshire aims to safeguard parcels of land where there are mineral resources of economic or conservation value (Policy M1) and safeguards against the sterilisation of potentially workable minerals by ensuring their removal prior to development (Policy M5)38.

38 Warwickshire County Council (1995), Minerals Local Plan for Warwickshire.

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8.3 Assessment scope and key assumptions 8.3.1 The assessment scope and key assumptions for the land quality assessment are set out in Volume 1.

8.3.2 Engagement has been undertaken with the SMBC Environmental Health department regarding contaminated land, SMBC Policy and Spatial Planning department regarding mineral resources and CEMEX UK Materials Ltd (CEMEX) who operate Berkswell Quarry. 8.4 Environmental baseline 8.4.1 Features relevant to the land quality baseline are shown on maps CT‑03-50 to CT‑03‑52. Geology

8.4.2 The underlying solid geology upper strata within the study area consist of the Carboniferous Warwickshire Group. These comprise the Tile Hill Mudstone Formation, which consists of red and brown blocky mudstone and laminated siltstone. Mercia Mudstone is also present. Within the Mercia Mudstone sequence, in the Knowle Basin, a thicker horizon of interbedded sandstone, siltstone and mudstone, known as the Arden Sandstone Member occurs.

8.4.3 Superficial glacial deposits are present within much of the study area. Most of the glacial deposits beneath the route of the Proposed Scheme are sands and gravels, which form an extensive but now dissected deposit beneath the axis of the River Blythe valley and form a significant local aggregate resource. Fluvial and alluvial deposits are present across the lower parts of the river and stream valleys that cross the route within this section of the Proposed Scheme.

8.4.4 British Geological Survey mapping shows areas of made ground within the vicinity of the route. These are identified landfill sites, details of which are given below. Groundwater and surface water

8.4.5 There are three categories of aquifer identified within the study area.The Tile Hill Mudstones is a formation of the Upper Carboniferous Wesphalian Unit, which is classified as a Principal Aquifer. The Arden Sandstone and the glacio-fluvial deposits, river deposits and alluviums are Secondary A Aquifers. Mercia Mudstone is a Secondary B Aquifer.

8.4.6 There are no groundwater source protection zones located within the study area.

8.4.7 The River Blythe, which is classified as an SSSI, flows west to east from Tamworth-in-Arden, flowing past Malvern Park and Barston, to the south-east of Solihull. After Barston, the River Blythe meanders south to Temple Balsall before arching north to Braddock’s Marsh. The River Blythe would pass under the Proposed Scheme to the east of Hampton-in-Arden, before continuing north flowing into the River Tame at Ladywalk Nature Reserve north-east of Coleshill.

8.4.8 There are several other minor watercourses, ponds and springs in the study area. Current and historic land use

8.4.9 There are five landfill sites within this section of the scheme. Four are historic landfills (Lavender Hall Farm landfill, Lincoln Farm Café landfill, Jackson’s Brickwork landfill and Middle Bickenhall Landfill) and one partly historic landfill (Berkswell Quarry), which retains an operational element.

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8.4.10 There are three known areas of made ground identified within the study area which are associated with infrastructure development including the existing Rugby to Birmingham rail line, the dismantled Kenilworth to Balsall rail line and the existing A452 Kenilworth Road.

8.4.11 Commercial and industrial land uses identified in the study area include: Berkswell railway station and nearby car garage on Truggist Lane; Lavender Hall Fisheries; Berkswell Quarry; and a small business park occupying a former farmyard at Patrick Farm. Typical contaminants from such sites include oils, fuels, solvents and metals. Mining/mineral resources

8.4.12 The glacial sands and gravels and the river terrace deposits form a locally important aggregate resource. There are several areas of former aggregate extraction within this section of the Proposed Scheme including Lavender Hall Farm historic landfill; an area of active working of glacial sand and gravel in the vicinity of Mercote Mill Farm; and Berkswell Quarry.

8.4.13 There are three Mineral Safeguarding Areas designated in the SDLP for sand and gravel extraction located between the areas of the former and current mineral extraction at Berkswell Quarry.

8.4.14 There is one area of current deep coal mining known as the Daw Mill Colliery. This area is to the west of Coventry and to the east of the Meriden Fault and, therefore, it is outside of the study area and outside the anticipated zone of influence for ground subsidence. However, the location of a proposed extension to Daw Mill Colliery is within the study area.

8.4.15 There is currently no effect of the Proposed Scheme on the Daw Mill Colliery, because the licensed areas for coal extraction are beyond the route of the Proposed Scheme. Recently (following announcement of the scheme in January 2012) UK Coal Ltd (the owner of Daw Mill Colliery) applied to the Coal Authority for a licence to extend the area of working from Daw Mill to below the route of the Proposed Scheme. To date, the Coal Authority has not determined this application. Should the licence application be granted without conditions relevant to the safeguarded area of the Proposed Scheme, then it is likely that for all practical purposes a pillar of support would need to be agreed below and around the route. It is also likely that any such agreement would permit the driving of a limited number of in-seam development headings through the pillar and may result in insignificant subsidence of the Proposed Scheme. The effect of such a pillar would be to sterilise much of the coal below the route and some of the coal within any licensed extension area. Notwithstanding, last year UK Coal announced that it intended to close the colliery by 2014. In addition, the colliery recently experienced an underground fire, which has forced its closure andUK Coal have subsequently announced that it will not be reopened. Therefore, the future for conventional coal mining in this area of Warwickshire is in doubt. There are no current plans for unconventional deep mining, e.g. by underground coal gasification. Geo-conservation resources

8.4.16 There is one local geological site known as Nursery Cottage Brickworks which is located within the Jackson’s Brickworks landfill site. This site is designated due to fresh exposures of Triassic Mercia Mudstone (within an excavation up to 28m deep). Receptors

8.4.17 Contaminated land could potentially affect people living or working on or adjacent to the route of the Proposed Scheme, surface and groundwater in the vicinity, the nearby farmland, or ecological resources and the built environment.

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8.5 Construction Land contamination Assessment of impacts and mitigation

8.5.1 Construction of the Proposed Scheme through the study area would require earthworks, utility diversions, deep foundations, temporary dewatering and other activities, including the construction of the various viaducts. These aspects of the Proposed Scheme, along with other construction features, are shown on maps CT‑05-100 to CT‑05-105.

8.5.2 Where construction is planned, there is the potential to encounter and disturb contaminated materials which could result in likely significant effects to the surrounding community (such as short term nuisance) and the environment (including groundwater quality, surface water quality and ecological receptors).

8.5.3 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. The CoCP requires that a programme of ground investigation would take place prior to construction in order to identify and confirm areas of suspected contamination and a risk assessment would be undertaken to determine what, if any, site-specific remediation measures would be required to allow the Proposed Scheme to be constructed safely and to prevent harmful future migration of contaminants. Any remediation scheme would be discussed with the regulatory authorities.

8.5.4 Where significant contamination is encountered a remediation strategy would be developed which would be agreed with the relevant authority prior to implementation. Remediation would be undertaken in the construction phase and post-construction significance would range from neutral to minor beneficial. The neutral impacts result from sites where no remediation is likely to be required or would only occur to a small proportion of the potential contamination source area. There may be beneficial effects where remediation happens over a larger proportion or all of the potential contamination source area, resulting in removal of source pathway receptor linkages or the physical, biological or chemical removal or treatment of the contamination source.

8.5.5 The Proposed Scheme crosses the Jackson’s Brickworks landfill and Middle Bickenhill landfill in cutting. Consequently earthworks would be likely to include excavation and remediation of landfill material during construction.

8.5.6 Contaminated soils excavated from the site, wherever feasible, would be treated as necessary to remove or render identified contamination inactive, and reused within the Proposed Scheme where needed and suitable for use. Techniques are likely to include stabilisation methods, soil washing and bio-remediation to remove oil contaminants. Contaminated soil disposed off-site would be taken to a soil treatment facility, another construction site (for treatment, as necessary, and reuse) or an appropriately permitted landfill site.

8.5.7 In addition to where the Proposed Scheme would cross the Jackson’s Brickworks landfill and Middle Bickenhill landfill there are other areas of significant earthworks, where the Proposed Scheme would be in cutting and a number of flood storage compensation areas and balancing ponds that would require deep excavations. All these sites represent a significant increased risk of contaminant disturbance. Potential contaminated sites that may be encountered during works associated with these activities include: • A section of cutting commencing adjacent to the northern end of Lavender Hall Farm historic landfill and finishing north of an infilled pond; • A section of cutting in close proximity to an infilled sand and gravel pit;

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• A section of cutting where the A452 Kenilworth Road would cross over the Proposed Scheme on an overbridge; and • A section of cutting located in close proximity to Jackson’s Brickworks landfill.

8.5.8 Whilst the construction site compounds would store and use potentially contaminative materials such as fuels, oils and solvents, they would be managed in accordance with the CoCP, thus minimising the impacts of contamination from these sources.

8.5.9 It is considered unlikely that additional remediation works would be required over and above the mitigation measures contained as standard within the draft CoCP. The exception to this may be where potentially hazardous concentrations of landfill gas and leachate are identified. In this case, mitigation during construction would be via site management controls. Likely residual significant effects

8.5.10 Where remediation of contaminated soils or groundwater has been carried out, there would be a beneficial effect for the environment in the long term with respect to contamination. This is due to either the control of contamination risk through pathway intervention or the physical, biological or chemical removal or treatment of the contamination source. Mining/mineral resources Assessment of impacts and mitigation

8.5.11 The construction of the Proposed Scheme has the potential to impact upon existing mineral reserves and mineral consultation areas. The significance of this would be based on future plans for exploitation of these resources, which are unknown at this stage. This would occur through direct excavation and temporary or permanent severance that may occur during the construction phase within the three known Mineral Safeguarding Areas near Berkswell Quarry, south of Cornets End Lane and Hornbrook Farm.

8.5.12 It is possible that mineral extraction could be undertaken in advance of the construction of the Proposed Scheme where viable. In order to ensure an effective management of minerals in this location, a plan would be discussed in advance of the construction works with the landowner and mineral planning department at SMBC. Likely residual significant effects

8.5.13 Assuming an appropriate minerals plan is agreed in advance of the construction works, likely residual effects are not considered to be significant. Geo-conservation resources Assessment of impacts and mitigation

8.5.14 There is potential for important geology to be exposed through construction.

8.5.15 The construction of the Proposed Scheme would not destroy or impair the LGS, known as Nursery Cottage Brickworks, which is located within Jackson’s Brickworks landfill site. Likely residual significant effects

8.5.16 No likely significant residual effects have been identified at this time.

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8.6 Operation Assessment of impacts and mitigation

8.6.1 Maintenance and operation of the railway would be in accordance with environmental legislation and best practice. Spillage and pollution response procedures similar to those outlined in the draft CoCP would be established for all high risk activities and employees would be trained in responding to such incidents.

8.6.2 There is one auto-transformer station within the study area, located south-east of Marsh Farm. An auto-transformer station can, in principle, be a source of contamination through accidental discharge or leaks. However, the proposed auto-transformer station, in common with other modern substations, would use biodegradable oils and double containment thereby minimising the likelihood of future contamination.

8.6.3 There exists the potential for minor leakage of hydraulic or lubricating oils from the trains. However, such leakage or spillage is expected to be very small and would not lead to any significant contamination. Likely residual significant effects

8.6.4 There are no likely significant effects associated with residual pollution related to the operation of the Proposed Scheme.

80 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Landscape and visual assessment 9 Landscape and visual assessment 9.1 Introduction 9.1.1 This section of the report presents the assessment of the likely significant landscape and visual effects. It starts by describing the current conditions found within and around the route of the Proposed Scheme, the nature and pattern of buildings, streets, open space and vegetation and their interrelationships within the rural and built environment. A summary of the significant effects that would arise from the construction and operation on landscape character areas and visual receptors is provided. 9.2 Policy framework 9.2.1 The SUDP contains eight policies that are relevant to landscape and visual assessment in terms of determining the value and sensitivity of Landscape Character Areas (LCAs) and assessing the effects on these character areas. Policy ENV5 sets out the designation of conservation areas. Policy ENV6 addresses the safeguarding and enhancement of listed buildings. Policy ENV14 covers trees and woodlands; and Policy R6 seeks to promote waterways as a recreational feature whilst safeguarding the natural and heritage environment. Policies C1 and C2 relate to controlling development within the green belt. Policy C8 covers landscape quality and how this can be maximised within development and Policy C9 concerns light pollution and is of relevance when determining likely significant effects arising from additional lighting at night-time, on visual receptors.

9.2.2 Two proposals within the SUDP are relevant to landscape and visual assessment. Proposal ENV11/4 addresses the promotion of landscape corridors and Proposal C8/2 addresses landscape character and how SMBC will use appropriate guidance to ensure that development enhances the character of the landscape.

9.2.3 The SDLP contains five policies that assist in the assessment of landscape and visual effects. Policy P10 relates to the protection of the natural environment, including buffering to designated nature conservation sites. Policy P14 relates to the protection and enhancement of local amenity. Policy P16 addresses the conservation of heritage assets and local distinctiveness. Policy P17 covers development in the countryside and the protection of the green belt and Policy P20 relates to the provision of open space and outdoor recreation and sport facilities.

9.2.4 The NWLP has two applicable policies. Policy ENV1 advises that development that does not protect the quality of the landscape as defined by the LandscapeCharacter Assessment (LCA) will not be permitted. Policy ENV4 advises that development that results in the loss of trees, woodlands or hedgerows of landscape significance that make a positive contribution to the quality of the local environment will not be permitted.

9.2.5 The NWLPCS includes draft Policy NW11, which advises that within identified landscape character areas, development will conserve, enhance and where appropriate restore landscape character.

9.2.6 Relevant district‑wide guidance includes the Solihull Green Space Strategy; the Warwickshire Historic Landscape Characterisation and the Warwickshire Landscapes Guidelines Report39,40,41.

39 Solihull Metropolitan Borough Council (2006), Solihull Green Space Strategy. 40 Warwickshire County Council (2010), Warwickshire Historic Landscape Characterisation (HLC). 41 Warwickshire County Council (1993), Warwickshire Landscapes Guidelines.

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9.3 Assessment scope and key assumptions 9.3.1 The assessment scope and key assumptions for the landscape and visual assessment are set out in Volume 1.

9.3.2 The extent of the landscape and visual study area, the distribution of visual receptor viewpoints and the location of verifiable photomontages have been discussed withSMBC. Field surveys were undertaken from May to July 2012 and from December 2012 to March 2013, including photographic studies of LCAs and visual assessment of viewpoints. Further surveys will be undertaken during 2013 and reported in the formal ES.

9.3.3 The study area has been informed by early drafts of the Zone of Theoretical Visibility (ZTV), which is being prepared for inclusion in the formal ES. LCAs and visual receptors within approximately 500m of the Proposed Scheme have been assessed. Long distance views of up to 1.75km have been considered at locations such as Barston, the western edges of Balsall Common and Hampton-in-Arden, rural roads and PRoW. 9.4 Environmental baseline 9.4.1 The following section sets out the baseline conditions for the landscape and visual assessment in the study area. Maps LV-11-50 to LV-11-52 show the location of landscape character areas and visual receptor viewpoints.

9.4.2 This area is located within the gently undulating valley of the River Blythe, which flows predominantly south to north. The majority of land uses comprise localised wooded and arable land; pastures in the floodplain of the river valleys set within a network of small villages and hamlets; and individual farmsteads. Principal historic landscape elements include a number of listed buildings and the designated parkland at the Berkswell Estate and the deer park at Packington Hall. The A452 Kenilworth Road is the principal road in the area and there are a number of well signed PRoW through the countryside including Kenilworth Greenway, Heart of England Way, and Millennium Way. Landscape character assessment

9.4.3 Landscape character areas (LCAs) are defined as areas with broadly homogenous characteristics and are influenced by national and district published character assessments. The Proposed Scheme in this area is located within national character area (NCA) 97: Arden, as defined by the Character of England mapping and Natural England.42 For the purposes of this assessment the study area has been sub-divided into ten discrete LCAs, four of which are most likely to be affected. Blythe Valley LCA, an area of open floodplain pasture and Hampton-in-Arden Residential LCA, a 19th century medium scale village, have a high sensitivity to change. Balsall Common Rural LCA, a small scale farmed landscape, and Solihull Rural Heartland LCA, a well wooded farmland landscape, have a medium sensitivity to change. Visual baseline

9.4.4 Viewpoints, split into ‘residential’, ‘recreational’ and ‘transport’ have been selected in liaison with SMBC to represent groups of receptors within this area. Residential receptors (i.e. residents) have a high sensitivity to change and are located at Baulk Lane, Lavender Hall Lane, Bradnock’s Marsh Lane, Diddington Lane and Meriden Road. Recreational receptors also have a high sensitivity to change, and are concentrated along PRoW throughout the area, including the Millennium Way and various farm access tracks. Transport receptors (i.e. users of private

42 Natural England (1996); The Character of England 1996; http://www.naturalengland.org.uk/publications/nca/default.aspx. Accessed 8/1/2013

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or public transport) have a low sensitivity and are located on trunk roads throughout the study area. There are no known protected views located within the study area. 9.5 Construction Assessment of impacts and mitigation

9.5.1 Due to the scale of the construction activities, works would be highly visible in many locations and would have the potential to give rise to significant effects which cannot be mitigated.This is commonplace with construction of major infrastructure projects, but it should be noted that these effects are temporary in nature and relate to the peak construction phase. Effects during other phases of works are likely to be less, due to power prices of construction equipment being required at the time and a reduced intensity of construction activity.

9.5.2 Measures that have been incorporated into the draft CoCP to avoid or reduce landscape and visual effects during construction include: • Maximising the retention and protection of existing trees and vegetation where reasonably practicable; • Use of well-maintained hoardings and fencing; • Replacement of any trees intended to be retained which may be accidentally felled or die as a consequence of construction works; • Early implementation of planting and other landscape measures where there is no conflict with construction activities or other requirements of the Proposed Scheme; and • Appropriate maintenance of planting and seeding works and implementation of management measures, to continue through the construction period as landscape works are completed.

9.5.3 These measures have been taken account of in the assessment of the construction effects in this section.

9.5.4 Photomontages showing the views during construction and operation from viewpoints on Baulk Lane, Millennium Way and from Patrick Farm are shown on figures LV-12-67 to LV‑12‑69. Landscape assessment

9.5.5 The most apparent changes to views during construction would relate to the temporary presence of construction plants and the removal of existing landscape elements, such as trees, hedges and agricultural land. Changes would be most notable along the route of the Kenilworth Greenway, at Truggist Lane, Lavender Hall Lane, Bradnock’s Marsh Lane, and Diddington Lane, and the emerging construction of the Balsall Common, Marsh Farm, River Blythe, River Blythe Bypass and Shadow Brook viaducts. The height of the construction plants and viaducts and the close proximity of construction activities to viewpoints, coupled with the absence of intervening screening (apart from site hoardings) would result in significant visual effects during construction. The topography in certain locations and the retention of intervening hedgerows and trees would partially screen low level construction activity.

9.5.6 Table 14 summarises the LCAs that would be significantly affected during construction of the Proposed Scheme.

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LCA Sensitivity Magnitude Level of effect of LCA of change to LCA

Balsall Common Rural LCA Medium High Major adverse Construction resulting in loss of woodland, severance of agricultural land and the activity associated with viaduct construction and large scale earthworks

Solihull Rural Heartland LCA Medium Medium Moderate adverse Construction resulting in localised loss of hedges, temporary loss of agricultural land and activity associated with viaduct construction

Blythe Valley LCA High High Major adverse Construction resulting in loss of floodplain grassland and woodland, temporary loss of agricultural land and activity associated with viaduct construction

Hampton-in-Arden Residential LCA High Medium Moderate adverse Presence of construction activity within the setting of this LCA, including road diversion works

Table 14: Significant landscape effects during construction Visual assessment

9.5.7 The most apparent changes to views during construction would relate to the temporary presence of construction plants and the removal of existing landscape elements. Changes would be most notable along the route of the Kenilworth Greenway, at Truggist Lane, Lavender Hall Lane, Bradnock’s Marsh Lane, and Diddington Lane, and the emerging construction of the Balsall Common, Marsh Farm, River Blythe, River Blythe Bypass and Shadow Brook viaducts. The height of the construction plants and viaducts and the close proximity of construction activities to viewpoints, coupled with the absence of intervening screening (apart from site hoardings) would result in significant visual effects during construction. The topography in certain locations and the retention of intervening hedgerows and trees would partially screen low level construction activity.

9.5.8 An assessment of effects arising from lighting during construction where( required) will be prepared and included as part of the formal ES.

9.5.9 Table 15 summarises the views which would be significantly affected by the construction of the Proposed Scheme. The numbers in brackets identify the viewpoint locations which are shown on maps LV-11-50 to LV-11-52.The assessed level of effect is considered to be the maximum level at the peak of construction activity in the view at each location. The duration of this effect would in most instances be less than the entire construction period and will be considered in the formal ES. An indicative construction programme is set out in Section 2.3 of this report.

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Viewpoint Sensitivity Magnitude Level of effect of visual of change to visual receptor receptors

Residential receptors

Views north and north-east from detached residences in Balsall Common and High Medium Moderate environs (283.2.002, 291.2.001) adverse Middle ground visibility of construction plant and removed trees, partially obscured by intervening hedges

Views north and north-east from detached residences and residences along High Low Moderate Barrett’s Lane (285.2.002, 285.2.003) adverse Visibility of construction of the Balsall Common viaduct and railway overbridge, heavily obscured by existing vegetation

View south-west across pastures from residences on Baulk Lane (286.2.003) High High Major adverse Middle ground visibility of viaduct construction and loss of vegetation

View north-east from residences in Lavender Hall (287.2.004) High High Major adverse Middle ground visibility of the realignment of Lavender Hill Lane, construction of Park Lane overbridge and removal of vegetation

View north-east from residences on Diddington Lane (295.2.003) High Medium Moderate Visibility of vegetation removal, construction of the Proposed Scheme on adverse embankment and the Diddington Lane overbridge

View south-west along Meriden Road from Patrick Farm (296.2.001) High High Major adverse Visibility of Meriden Lane viaduct construction and loss of vegetation

Recreational receptors

Views south and south-west from PRoW in Balsall Common and environs High Medium Moderate (284.3.001, 286.3.001, 286.3.002, 286.3.006) adverse Visibility of tall construction plant and vegetation removal, partially obscured by intervening vegetation

Views north east, south and south-west from PRoW in Balsall Common and High High Major adverse environs (284.3.003, 285.3.001, 286.3.004) Non-obscured visibility of construction of the Proposed Scheme, including viaducts and sections on embankment

Views south-east, south-west and west from PRoW in rural locations High Medium Moderate (290.3.001, 292.3.002, 292.3.004) adverse Middle ground visibility of some vegetation loss and construction plant, partially obscured by existing vegetation

Views north and south-west from Millennium Way (291.3.003, 292.3.003) High High Major adverse Prominent visibility of vegetation loss and construction plant alongside viaducts

Views east and south-west from PRoW in Hampton-in-Arden and environs High High Major adverse (295.3.001, 298.3.001) Visibility of substantial loss of trees and hedges, and construction plant

View north-east across farmland adjacent to Diddington Lane from PRoW High Medium Moderate M115 (295.3.002) adverse Background visibility of construction plant and loss of woodland

Transport receptors

View north from A452 Kenilworth Road (289.4.001) Low High Moderate Middle ground visibility of construction plant and some vegetation removal adverse

Views east and north from B4102 Meriden Road (293.4.002, 293.4.003) Low High Moderate Middle ground visibility of construction plant along sections of the Proposed adverse Scheme in cutting and on viaduct

Table 15: Significant visual effects during construction

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Likely residual significant effects

9.5.10 Due to the highly visible nature of the construction activities along the Proposed Scheme there would be significant residual effects, as set out in Tables 14 and 15 above, although they would be temporary and reversible in nature, lasting only for the duration of the construction works. Residual effects would generally arise from the widespread visibility of construction plants and vegetation loss from residential receptors, PRoW and main roads throughout the study area. Further mitigation

9.5.11 No further mitigation is considered practicable during construction. 9.6 Operation Assessment of impacts and mitigation

9.6.1 The operational assessment of impacts and mitigation measures is based on the first year of operation of the Proposed Scheme (2026). A process of iterative design and assessment has been employed to avoid or reduce adverse effects during the operation of the Proposed Scheme. Measures that have been incorporated into the design of the Proposed Scheme include: • Reflecting the sensitivity of this area, viaducts have been specifically designed so as to reduce the vertical alignment and reduce visual intrusion; • Embankment and cuttings, both for the route of the Proposed Scheme and highway realignments, have been shaped so as to integrate the Proposed Scheme into the character of the surrounding landscape. Planting would reflect tree and shrub species native to the Arden landscape; • Where it is considered that a noise barrier would create a visual impact on neighbouring residential properties a landscape bund would be provided where reasonably practicable; • The section of the existing A452 Kenilworth Road, where it would become redundant, would be planted so as to integrate the road into the local landscape as well as providing screening to users of PRoW M230a; and • Planting, including native broad-leaved woodland, shrub and hedgerows, would be implemented along various sections of the Proposed Scheme to screen the Proposed Scheme from neighbouring residential properties and users of adjacent PRoW and/or to aid integration of the scheme into the landscape.

9.6.2 These measures have been taken account of in the assessment of the effects of operation.

9.6.3 Photomontages have been produced illustrating the view of the Proposed Scheme during operation year 1. These are displayed on figures LV-12-67 (viewpoint 286-2-003 on Baulk Lane), LV-12-68 (viewpoint 291-3-003 on Millennium Way) and LV-12-69 (viewpoint 296-2-001 from Patrick Farm). Landscape assessment

9.6.4 The potential likely significant effects on the landscape in 2026 (i.e. the assumed year of opening) occur within the same LCAs experiencing effects during construction. Effects on LCAs would arise from new engineered landforms cutting across the existing landscape; the introduction of OLE; the introduction of new viaducts of approximately 10m height with associated infrastructure; the introduction of noise barriers that would create a man-made linear feature; permanent severance of land; the introduction of highway infrastructure into

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the rural environment, including road bridges; and the introduction of regular high speed trains.

9.6.5 Table 16 summarises the LCAs that would be significantly affected by the Proposed Scheme in year one of operation (2026).

LCA Sensitivity Magnitude Level of effect of LCA of change to LCA43

Balsall Common Rural LCA Medium High Moderate Presence of the Proposed Scheme, largely on embankment with sections of adverse viaduct, severing some agricultural land

Solihull Rural Heartland LCA Medium Medium Moderate Presence of the Proposed Scheme, largely in cutting with some viaducts over adverse Bayleys Brook, the River Blythe and Shadow Brook. Presence of numerous highway overbridges

Blythe Valley LCA High High Major adverse Presence of the Proposed Scheme, including high level viaducts and noise barriers

Hampton-in-Arden Residential LCA High Low Moderate Presence of railway viaducts and highway overbridges in the wider rural setting of adverse this LCA

Table 16: Significant landscape effects during operation year 1 (2026) Visual assessment

9.6.6 The potential likely significant effects on views in 2026 (i.e. the assumed year of opening) are applicable to fewer viewpoints than those considered to be affected during construction. Whilst significant effects remain, planting proposed along the ProposedScheme would act as screening in future years.

9.6.7 The most apparent changes to views would be at viewpoints where the route of the Proposed Scheme is on viaduct and embankment, where highway diversions introduce overbridges at Diddington Lane, A452 Kenilworth Road and Mercote Mill Farm, and the realigned Lavender Hall Lane which would rise approximately 7m above existing ground levels; introducing engineered landforms and highway infrastructure into the landscape.

9.6.8 At a number of locations, views of the Proposed Scheme would be obscured by the rising landform, retention of intervening hedgerows and trees and the route of the Proposed Scheme within a cutting.

9.6.9 Table 17 summarises the visual receptors that would be significantly affected by the Proposed Scheme in year one of operation (2026). The numbers in brackets identify the viewpoint locations which are shown on maps LV-11-50 to LV-11-52.

43 In year one of operation, any new planting along the Proposed Scheme would be immature and would therefore not help to integrate the Proposed Scheme into the landscape. As the plants mature, screening of the Proposed Scheme would improve.

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Viewpoint Sensitivity Magnitude Level of effect of visual of change to visual receptors receptors

Residential receptors

View south-west across pastures from residences on Baulk Lane (286.2.003) High High Major adverse Visibility of the Proposed Scheme on viaduct including noise barriers and OLE

View north-east from residences in Lavender Hall (287.2.004) High High Major adverse Visibility of the diverted Lavender Hall Lane, elevated by approximately 7m at this location

View north from detached residences on Bradnock’s Lane (291.2.001) High Medium Moderate Middle ground visibility of the Proposed Scheme on embankment adverse

View north-east from residences on Diddington Lane (295.3.002) High Medium Moderate Visibility of the Proposed Scheme on embankment and the Diddington Lane adverse overbridge

View south-west along Meriden Road from Patrick Farm (296.2.001) High High Major adverse Visibility of the Meriden Road viaduct including noise barriers and OLE

Recreational receptors

View south from Millennium Way (284.3.001) High Medium Major adverse Visibility of the Proposed Scheme on embankment, including noise barriers and OLE visible on the skyline

View south from PRoW M191 (284.3.003) High Low Moderate Middle ground visibility of the Proposed Scheme partially obscured by intervening adverse vegetation

Views north-east and south-west from PRoW in Balsall Common and environs High High Major adverse (285.3.001, 286.3.004) Visibility of the Proposed Scheme on embankment and the Balsall Common viaduct, including noise barriers and OLE

Views south-east and west from PRoW in rural locations (290.3.001, 292.3.004) High Medium Moderate Visibility of the Proposed Scheme, partly in cutting and partly on embankment, adverse partially obscured by intervening vegetation

Views north and south-west from Millennium Way (291.3.003, 292.3.003) High High Major adverse Visibility of the Proposed Scheme on embankment and the Marsh Farm viaduct

View east from PRoW M118 (295.3.001) High High Major adverse Visibility of the Proposed Scheme on embankment, including noise barriers, OLE and a foreground balancing pond

Views north-east and south-west from PRoW in Hampton-in-Arden and High Medium Moderate environs (295.3.002, 298.3.001) adverse Background visibility of the Proposed Scheme including highway overbridges, OLE and vegetation removal

Table 17: Significant visual effects during operation year 1 (2026)

9.6.10 Where planting has been proposed, effects in year 15 (2041) and 60 (2086) of operation would be reduced compared to year one (2026), due to the increased height and maturity of trees. An assessment of effects for these assessment years will be prepared and presented within the formal ES. Likely residual significant effects

9.6.11 Due to the highly sensitive nature of the landscape and visible nature of the Proposed Scheme, likely significant residual effects would remain, as set out in Table 16 and 17 above. Residual effects arise as a result of the introduction of the Proposed Scheme including earthworks, noise barriers, OLE, road overbridges and drainage ponds.

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Further mitigation

9.6.12 The following further mitigation measures for residual landscape and visual effects are being considered due to the likely significant residual effects: • Further integration of earthworks and abutments into the adjacent landscape at Carol Green rail underbridge, Lavender Hall Lane, Mercote Mill Farm overbridge, A452 Kenilworth Road overbridge and River Blythe viaduct; • Modification of field access from the realigned Lavender Hall Lane to reduce the engineered nature of the landform; • Detailed landform design around the Diddington Lane overbridge to achieve greater landform integration; • Detailed design of balancing ponds to integrate with the landscape earthworks and planting design strategy; • Further mitigation planting designed appropriately to screen views towards the route of the Proposed Scheme and tie-in with the existing vegetation pattern of the landscape and consolidating existing blocks of woodland; and • Applying a consistent approach to the design of bridges, viaducts, abutments, acoustic barriers, fencing, external walkways and all other new infrastructure to minimise the prominence of the new structures and to preserve the character of the local landscape, particularly around the Berkswell Estate.

89 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Socio-economics 10 Socio-economics 10.1 Introduction 10.1.1 This section provides a summary of the environmental baseline and likely significant economic and employment effects during construction and operation of the ProposedScheme.

10.1.2 The need generally for a socio-economic assessment results from the potential for the Proposed Scheme to affect: • Existing businesses and community organisations and thus the amount of local employment; • Local economies including employment; and • Planned growth and development.

10.1.3 The beneficial and adverse socio-economic effects of the ProposedScheme are reported at two different levels; route-wide and CFA. Effects on levels of employment are reported on a route-wide level within Report 27 (Route-wide effects). Localised effects on businesses and observations on potential local economic effects are presented within eachCFA report. 10.2 Policy framework 10.2.1 The planning policy documents (and their status) applicable to the area are described in Section 2.1. 10.3 Assessment scope and key assumptions 10.3.1 The assessment scope and key assumptions for the socio-economic assessment are set out in Volume 1. 10.4 Environmental baseline 10.4.1 Section 2.1 provides a general overview of the area which includes data of specific relevance to socio-economics, notably demographic data. The following provides a brief overview in terms of the employment economic structure, labour market, and business premises available within the study area.

10.4.2 The Balsall Common and Hampton-in-Arden area lies entirely within Solihull Borough.

10.4.3 In terms of total employment, in 2011 99,000 people worked in Solihull44. The employment rate45 within Solihull was (66%) which is higher than those recorded for both the West Midlands (62%) and England (65%)46. As of September 2012 the unemployment rate for Solihull stood at 8% compared to the England average of 8%47. In 2011 29% of Solihull residents aged 16 and over were qualified to National Vocational Qualification Level 4 (NVQ4) compared to 23% in West Midlands and 27% in England. 23% of these residents had no qualifications, which is lower than that recorded for West Midlands (27%) but the same as for England (23%).

10.4.4 In 2011 the largest business sector in Solihull was the professional, scientific and technical sector which accounts for the largest proportion of businesses (17%), with construction as second largest (13%) followed by retail (11%) and then business administration and support

44 Office for National Statistics (ONS) (2012),Business Register and Employment Survey 2011 45 The proportion of working age (16-74 years old) residents in employment. 46 ONS (2012), Census 2011 47 ONS (2012), Annual Population Survey.

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services (8%).This is shown in Figure 448. For comparison within the West Midlands region, retail and professional, scientific and technical account for the largest proportion of businesses (both 12%), followed by construction (10%) and production (8%)49.

Professional, scientiﬁc & technical

Construction

Retail

Business administration and support services

Arts, entertainment, recreation and other services

Information & communication

Health

Accommodation & food services

Wholesale

Solihull Other West Midlands 0% 5% 10%15% 20% 25% 30%35% Figure 4: Business sector composition in Solihull and West Midlands

Source – Office for National Statistics (2011), UK Business: Activity, Size and Location50

10.4.5 Readily available land of around 26ha for employment has been identified in Solihull, which is equivalent to around ten years’ supply based on around 3ha of take-up per annum. In addition it has been estimated that vacant premises equating to another 13ha are available for industrial/warehouse development. The borough has a number of older industrial estates (Elmdon, Cranmore and Boulton Road) offering opportunities for general industrial and warehousing occupiers51. Average annual vacancy rates have ranged from 2% to 9% across a seven year period. Overall there is a relatively high current vacancy rate in existing industrial and warehouse properties and a good supply of new development land for employment use. 10.5 Construction Assessment of impacts and effects

10.5.1 No significant direct effects on non-agricultural employment have been identified within Balsall Common and Hampton-in-Arden area. Construction of the Proposed Scheme would encroach on some businesses. These include a depot used for storage/distribution of building materials.

48 Figure 4 presents the proportion of businesses within each business sector in the district but not the proportion of employment by sector. 49 ONS (2011), UK Business: Activity, Size and Location. 50 ‘Other’ includes Agriculture, forestry & fishing; Production; Motor Trades; Transport and Storage; Finance and Insurance; Public administration and defence; and Education sectors. 51 Solihull Metropolitan Borough Council (2012) Employment Land Background Paper.

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10.5.2 It is estimated the Proposed Scheme would result in the displacement or possible loss of a total of around 20 jobs52 within this study area. Taking into account the availability of alternative premises, skill levels of local people and the relatively healthy local economy, the displacement or possible loss of jobs is considered to be relatively modest compared to the scale of economic activity and opportunity in the area.

10.5.3 Site construction compounds would consist of two main sites at Park Lane and Diddington Lane and nine satellite sites (see Table 1). The use of these sites could result in the creation of up to 890 person years of construction employment that, depending on skill levels required and the skills of local people, are potentially accessible to residents in the locality and to others living further afield53. It could also lead to opportunities for local businesses to supply the project or to benefit from expenditure of construction workers. Quantification of direct and wider construction employment effects are captured at a route-wide level (see Report 27: route-wide effects).

10.5.4 It is intended that discretionary enhancement measures, such as business support, supply chain engagement and local construction skills development initiatives to enhance local business performance will be included as appropriate in the formal ES. Likely residual significant effects

10.5.5 The likely residual significant socio-economic effects are currently being assessed and will be reported in the formal ES. 10.6 Operation Assessment of impacts and mitigation

10.6.1 The Proposed Scheme would create direct and wider operational employment opportunities at locations along the route including stations, train crew facilities and infrastructure/ maintenance depots. Although no plans exist to locate these facilities in this area, it is considered possible that wider operational employment opportunities could be accessed by residents of Balsall Common and Hampton-in-Arden. Operational effects are captured and assessed at a route-wide level (see Report 27 Route-wide effects). Likely residual significant effects

10.6.2 The likely residual significant socio-economic effects are currently being assessed and will be reported in the formal ES.

52 Employment within businesses has been estimated through a combination of sources, for example, surveys of businesses, the Experian employment dataset, employment floor space and the Home and Communities Agency (HCA) Employment Density Guide (2010). The estimate is calculated using standard employment density ratios and estimates of floor areas and may vary significantly from actual employment at the sites. 53 Construction labour is reported in construction person years, where one construction person year represents the work done by one person in a year composed of a standard number of working days.

92 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Sound, noise and vibration 11 Sound, noise and vibration 11.1 Introduction 11.1.1 This chapter provides a summary of the likely noise and vibration significant effects associated with the construction and operation of the Proposed Scheme for the Balsall Common and Hampton-in-Arden CFA. This chapter should be read in conjunction with Volume 1. 11.2 Policy framework 11.2.1 The policy framework for sound, noise and vibration is set out in Volume 1. 11.3 Assessment scope and key assumptions 11.3.1 The approach to the assessment of sound, noise and vibration and the related key assumptions are set out in Volume 1, with local variations as described below. A summary of the operating assumptions is given in section 2.4 of this report. Assumptions

11.3.2 There are no additional assumptions to those given in Volume 1 and section 2.4 of this report. 11.4 Environmental baseline 11.4.1 The baseline sound environment for this study area is varied, due to the presence of major roads (e.g. A452 Kenilworth Road, M42 and A45 Coventry Road) and the Rugby to Birmingham rail line. Another notable source is aircraft flying to/from Birmingham Airport, which is rarely the dominant source of existing sound levels, except in Hampton-in-Arden when flights from Birmingham Airport take off in a southerly direction. Close to these roads and the Rugby to Birmingham rail line high baseline sound levels are experienced during the daytime. Night- time levels remain high in the vicinity of the M42 and A45 Coventry Road. In areas further from these sources, lower baseline sound levels are experienced. This includes locations such as the eastern edges of Balsall Common, remote rural properties and Berkswell village. Properties on the south side of Hampton-in-Arden away from the more major roads also experience low existing sound levels.

11.4.2 It is likely that the majority of receptors adjacent to the route of the Proposed Scheme are not currently subject to appreciable vibration. Baseline monitoring to be undertaken for the formal ES will confirm whether this is the case for receptors close to existing railways. For the draft ES, vibration at all receptors has been assessed using the absolute vibration criteria as described in Volume 1. 11.5 Construction Assessment of effects and mitigation

11.5.1 This initial assessment has considered the potential effects on community receptors within the study area, their occupants and their use (including annoyance and activity disturbance) arising from construction noise and/or vibration.

11.5.2 The mitigation measures specified within the draft CoCP have been included within the assessment of construction noise and vibration.

11.5.3 Potential construction noise or vibration effects could occur on the receptors closest to the construction areas in the following communities:

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• Wooton Green in the general vicinity of Park Lane and Lavender Hill Lane arising from construction activities such as bridge construction and line of route activities including site clearance, earthworks and track base installation (refer to Section 2.2/2.3 and to map CT‑05-102 Construction features); • Carol Green in the general vicinity of Truggist Lane and Baulk Lane arising from construction activities such as bridge construction and line of route activities including site clearance, earthworks and track base installation (refer to Section 2.2/2.3 and to map CT‑05-101 Construction features); and • Eastern part of Balsall Common in the general vicinity of Hall Meadow Road and Beverley Close arising from construction activities such as bridge construction and line of route activities including site clearance, earthworks and track base installation (refer to Section 2.2/2.3 and to map CT‑05-101 Construction features).

11.5.4 Installation of track, power systems and signalling progresses at a rate of approximately 100m per day. Materials and equipment will be moved by engineering trains, operating at low speed, from/to the track construction compounds during the early morning and late evening. The trains will be loaded/unloaded at the compounds overnight. In general it is assumed that the permanent noise barriers would be in place before the track and overhead power systems are installed.

11.5.5 Track laying, power system and signalling installation works along the route of the Proposed Scheme are unlikely to result in significant construction noise effects, given the short duration close to any communities and the presence of the permanent noise barriers. Likely residual significant effects

11.5.6 Further work is being undertaken to confirm significant construction noise and vibration effects, including any temporary effects from construction traffic. Non-residential receptors identified at this stage as potentially subject to construction noise or vibration effects will be further considered, where necessary, on a receptor-by-receptor basis. Any further assessment will be reported in the formal ES. Further mitigation

11.5.7 Further work is being undertaken to confirm the likely significant effects and identify any site- specific mitigation considered necessary in addition to the general measures set out in the draft CoCP. Any site-specific mitigation will be presented in the formal ES and will include an estimate of the number of properties that may qualify for noise insulation or temporary re‑housing under provisions set out in the draft CoCP. 11.6 Operation Assessment of effects and mitigation

11.6.1 This initial assessment has considered the potential effects on community receptors within the study area, their occupants and their use (including annoyance, activity and sleep disturbance) arising from operational noise and/or vibration. Further assessment will be undertaken for the formal ES.

11.6.2 The ongoing development of the Proposed Scheme includes noise barriers in the form of landscape earthworks, noise (fence) barriers and/or low level barriers on viaducts. The envisaged noise barrier locations are shown on the Operational Sound Contour and Potential Significant Effect maps SV-01.

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11.6.3 The Operational Sound Contour and Potential Significant Effect Maps SV-01 indicate the likely long term daytime sound level (defined as the equivalent continuous sound level from 07:00 to

23:00 or LpAeq,day) from HS2 operations alone. The contours are shown in 5dB steps from 50dB to 70dB. With the train flows described in Volume 1, the night-time sound level (defined as the

equivalent continuous sound level from 23:00 to 07:00 or LpAeq,night) from the Proposed Scheme would be approximately 10dB lower than the daytime sound level. The 50dB contour therefore indicates the distance from the Proposed Scheme at which the night-time sound level would be 40dB. This contour represents where the lowest observed community noise effects would be expected to occur during the day (with respect to annoyance) and night (with respect to sleep disturbance). It is generally unlikely that there would be any adverse noise effects outside of this contour. With regard to sleep disturbance the assessment has also taken account the maximum sound levels generated by each train pass-by.

11.6.4 Residential receptors within the daytime 65dB contour, and therefore the night-time 55dB contour, have been identified as being likely to experience a significant adverse effect from HS2 noise alone. This is in line with the daytime threshold for the Noise Insulation Regulations54 and the Interim Target defined in the World Health Organization’s Night Noise Guidelines55.

11.6.5 The potential for significant noise effects on communities in areas between the0dB 5 and 65dB daytime sound contours, or 40dB and 55dB night-time contours, would be dependent on the baseline in that area and the change in sound level brought about by the Proposed Scheme.

11.6.6 For the draft ES, the criteria used in assessing whether an effect is potentially significant includes factors such as the number and magnitude of impacts in a community as well as the existing sound environment. The further significance criteria, including the character of the existing sound environment, any unique features of the Proposed Scheme’s sound or impacts, and the potential combined impacts of sound and vibration will be taken into account in the formal ES.

11.6.7 PRoW are by their nature transitory routes, with users not staying in any one location for long periods. Train sound from the Proposed Scheme is intermittent and its level at the PRoW would vary as the PRoW moves closer to and further from the Proposed Scheme. Noise effects would generally be reduced by the landscape earthworks envisaged to reduce visual impact of the Proposed Scheme and envisaged noise mitigation to protect other receptors. No significant noise effects have therefore been identified on PRoW within this study area.

11.6.8 No potentially significant noise or vibration effects arising from changes to existing roads are anticipated at this stage. This will be confirmed in the formal ES.

11.6.9 A number of potential minor ground-borne noise and vibration impacts have been forecast at a small number of properties very close to the alignment. Taking account of the number and minor magnitude of the impacts, and the experience of HS1, no significant effects have been identified. Further assessment will be undertaken for the formal ES to confirm whether the impacts currently forecast are likely to occur. Vibration from the operation of the Proposed Scheme would present no risk of any building damage. Likely residual significant effects

11.6.10 The envisaged mitigation (especially landscape earthworks and noise barriers) described in this chapter substantially reduces the potential airborne sound impacts and noise effects that would otherwise arise from the Proposed Scheme. Nonetheless, potential significant adverse

54 Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996. London: Her Majesty’s Stationery Office. 55 World Health Organization Night Noise Guidelines for Europe 2009.

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airborne noise effects have been identified for residential receptors in the following communities: • The western part of Carol Green in the general vicinity of Truggist Lane (identified by SV23-C01 on maps SV-01-50 and SV-01-51); • The eastern part of Balsall Common closest to the route of the Proposed Scheme in the general vicinity of Grovefield Crescent (identified by SV23-C02 on map SV-01-51); • The eastern part of the outskirts of Hampton-in-Arden in the general vicinity of Diddington Lane (identified by SV23-C03 on map SV-01-52); and • Approximately six individual receptors that are closest to the Proposed Scheme (identified by SV23-D01 to SV23-D03, near Berkswell railway station, Marsh Farm and Patrick Farm in Hampton-in-Arden on maps SV-01-50 to SV-01-52). At these receptors, the forecast noise from long term railway operation may exceed the daytime threshold set by the Noise Insulation Regulations and the night-time Interim Target identified in the World Health Organization Guidelines.

11.6.11 Further assessment work is being undertaken to confirm the significant effects of operational sound and vibration, including those at non-residential receptors and quiet areas (as necessary on a receptor-by-receptor basis). This will be reported in the formal ES which will present baseline levels, forecasts for the Proposed Scheme and the change in sound levels brought about by the Proposed Scheme both as impact plans and tables. Further mitigation

11.6.12 Improvements in the performance of mitigation that may further reduce or avoid the potential significant airborne noise effects are being considered for the formal ES.otential P options are included in Table 18:

Potential Further mitigation option significant effect

Carol Green (SV23-C01) Increase the mitigation to 4m noise (fence) barrier or equivalent, for example by landscape earthworks or combination of barrier and earthworks

Eastern edge of Balsall Increase the mitigation to 4m noise barrier or equivalent, for example by landscape earthworks Common (SV23-C02) or combination of barrier and earthworks. Provide a nonstandard viaduct parapet barrier 3 to 4m high, or equivalent for Balsall Common viaduct.

Hampton-in-Arden Increase the mitigation to 4m/5m noise barrier or equivalent, for example by landscape (SV23-C03) earthworks or combination of barrier and earthworks.

Table 18: Options for further mitigation

11.6.13 The suggested further mitigation options would reduce or avoid the potential significant airborne noise effect at these locations.

11.6.14 Noise insulation would be offered following the principles of the Noise Insulation egulationsR where, taking account of the mitigation incorporated into the Proposed Scheme, the long

term operational noise level exceeds 68dBLpAeq,18 hour. It is estimated that six dwellings – marked as SV23-D01 to SV23-D03 on maps SV-01 would potentially experience noise levels higher than the insulation trigger level.

96 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Traffic and transport 12 Traffic and transport 12.1 Introduction 12.1.1 This traffic and transport section describes the likely impacts and effects arising from the construction and operation of the Proposed Scheme within the Balsall Common and Hampton-in-Arden area on all forms of transport. 12.2 Policy framework 12.2.1 SMBC transport policy seeks to promote sustainable travel and make efficient use of existing infrastructure to support economic development in the region. The importance of HS2 is shown in regional and local transport policies including those detailed below.

12.2.2 The West Midlands Local Transport Plan (LTP) 2011-2026 sets out a way forward to deliver the needs of the West Midlands Metropolitan Area through short, medium and long term transport solutions56,57,58. LTP3 seeks to actively promote HS2 with the aim of providing the Metropolitan Area with high capacity, fast and reliable connectivity across the UK. LTP3 sees this connectivity as providing huge economic benefits to the region by allowing people to live and work in a greater range of places across the High Speed network within the journey to work area, thereby increasing their access to employment opportunities. HS2 has an important role in delivering LTP3 Strategy objectives towards supporting economic growth, reducing carbon emissions and reducing road congestion.

12.2.3 Centro’s draft prospectus ‘Towards a World Class Integrated Transport Network’ (Centro 2012) sets out the Integrated Transport Authority’s vision for public transport infrastructure in the region59. The prospectus states: “It is essential that the West Midlands is connected to the European High Speed Rail Network. An international link to Birmingham Interchange and Birmingham city centre HS2 stations will improve economic performance by increasing European connectivity and providing additional national rail capacity.”

12.2.4 The SDLP identifies policies which support economic growth, help to reduce greenhouse gas emissions, connect communities, centres and employment, encourage ease of access and movement and make best use of existing assets. The SDLP states that “the Government’s proposal to introduce a national High Speed rail network could play a key role in future growth in the Borough.” 12.3 Assessment scope and key assumptions 12.3.1 The scope and key assumptions for the traffic and transport assessment are set out in Volume 1.

12.3.2 It should be noted that the transport and passenger modelling of HS2 is continuing to be developed and therefore the assessment may be updated for the formal ES.

12.3.3 The impact of construction traffic has been assessed on the assumption that all excavated material from the work sites would be removed by road, although investigation will continue to establish the possibility of movement by rail. The construction traffic assessment may be updated for the formal ES.

56 Centro; West Midlands Local Transport Plan, Local Transport Strategy Appendices, Detailed Topic Areas Relating to the Ten Long term Themes 2011-2026. 57 Centro; West Midlands Local Transport Plan, Implementation Plan 2011-2016. 58 Centro; West Midlands Local Transport Plan, Local Transport Strategy 2011-2026. 59 Centro (2012); Towards a World Class Integrated Transport Network Public Consultation Draft December 2012 – February 2013.

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12.3.4 The scope of work and assessment methodology have been discussed in detail with SMBC, Birmingham City Council, Coventry City Council, Warwickshire County Council (WCC), Centro (the West Midlands Transport Authority) and the Highways Agency.

12.3.5 The study area includes the A452 Kenilworth Road, Diddington Lane, Meriden Road, Hampton Lane, and local roads in and around Balsall Common.

12.3.6 A number of transport modelling tools have been used to inform the assessment. The assessment covers the morning and evening peak periods for an average weekday.

12.3.7 The assessment is based on an evolving design, and changes have been made subsequent to the transport assessment work which underlies this assessment. Changes which have not yet been assessed include: • General updates to construction traffic flows, temporary diversions, traffic management arrangements and phasing; • The Bromford tunnel which has the potential to alter materials import/export assumptions and consequently HGV vehicle routing. Disposal of construction waste has not been included in the assessment; • The 12-month closure of Lavender Hall Lane during construction; • Traffic flows associated with the construction of the automated people mover; and • Alterations to the access arrangements to Birmingham Interchange which would cause a small rerouting of traffic at the proposed A452/A446 roundabout.

12.3.8 The assessment that follows in this section will therefore change once the revised scheme has been assessed and this will be reported in the formal ES.

12.3.9 The combined impacts and effects from construction and operation of the ProposedScheme in the Stoneleigh, Kenilworth and Burton Green CFA, and Coleshill Junction CFA have not as yet been assessed.

12.3.10 Design and testing of highway mitigation is currently being progressed, and at this stage it is not envisaged that any significant highway mitigation would be required beyond the mitigation which is already included in the Proposed Scheme.

12.3.11 The following potential construction impacts have not yet been assessed at this stage: • Bus delays; • Traffic delays; and • Journey ambience.

12.3.12 The following potential operation impacts have not yet been assessed at this stage: • Off-peak hour traffic flows and highway capacity; and • Journey ambience.

12.3.13 The criteria listed above will be assessed at a later stage and reported in the formal ES. 12.4 Environmental baseline 12.4.1 Existing conditions in the West Midlands have been determined through site visits, specially commissioned transport surveys and liaison with West Midlands’ transport authorities and stakeholders to source transport models, information on public transport, PRoW and accident data. All transport modes have been surveyed including private vehicles, public transport, walking, cycling and taxis.

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12.4.2 Traffic surveys of all roads crossing the route or potentially affected were undertaken in June 2012 comprising five junction turning counts and queue surveys, 71 automatic traffic counts and 12 manual traffic counts. The highway peak hours in the study area were 0800-0900 and 1700-1800 hours.

12.4.3 PRoW surveys were undertaken in August 2012 to identify leisure use and in September 2012 to identify commuter and school routes. Eleven of the routes surveyed were used by less than ten people in a day. The routes with the greatest usage were the Kenilworth Greenway with 198 users and Truggist Lane with 162 users.

12.4.4 There are several strategic highways that pass through the area. The M42 is located to the west and the A452 Kenilworth Road runs in a north/south orientation providing access to Hampton-in-Arden and Meriden, and passing through Balsall Common. The A45 Coventry Road passes to the north of Hampton-in-Arden and Meriden, and the A4177 runs to the south of Balsall Common.

12.4.5 The main local roads affected by the Proposed Scheme are the B4102 Meriden Road, which leads to Hampton-in-Arden; Hampton Lane, which leads to Meriden; and Park Lane, Lavender Hall Lane, Station Road/Truggist Lane, and Kelsey Lane/Waste Lane in Balsall Common. These roads connect into the A452 Kenilworth Road.

12.4.6 Accident data has been obtained from SMBC and WCC for the period between June 2009 and May 2012. Analysis shows that there were a total of 37 accidents over the three year period in this area, of which 29 (78%) were recorded as slight, seven (19%) as serious and one that was fatal.

12.4.7 The roads around Balsall Common and Hampton-in-Arden currently operate reasonably well at peak times with no major congestion or accident patterns identified.

12.4.8 Hampton-in-Arden is served by two school bus services and one public service. The public bus service provides connections to Solihull, Balsall Common and Hampton-in-Arden.

12.4.9 Meriden is served by three school bus services and three public services. The bus services provide connections to Solihull, Coventry, Balsall Common, Hampton-in-Arden, Coleshill, Nuneaton and Birmingham Airport.

12.4.10 Balsall Common is served by three school bus services and four public services. The public bus services provide connections to Solihull, Hampton-in-Arden, Kenilworth and Dorridge.

12.4.11 There are local railway stations at Hampton-in-Arden, Berkswell and Tile Hill (on the eastern boundary of the study area). The stations provide access to local services between Coventry and Birmingham, and national rail services via Birmingham New Street, Birmingham International and Coventry.

12.4.12 The Proposed Scheme crosses PRoW in 12 locations including 11 footpaths and one bridleway. In addition, the Proposed Scheme crosses six roads.

12.4.13 There are pedestrian footways in the built up areas of Hampton-in-Arden, Meriden and Balsall Common. In Balsall Common there are off-road cycle paths and a number of roads identified as advisory cycle routes including Station Road/Truggist Lane and Lavender Hall Lane. Diddington Lane, Old Station Road and part of Meriden Road are advisory cycle routes in Hampton-in-Arden. Meriden has an advisory cycle route on Main Road.

12.4.14 There is one bridleway (M218) located north of Balsall Common, between the A452 Kenilworth Road opposite Marsh Lane, and Mercote Hall Lane.

12.4.15 There are no navigable waterways in the area.

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12.4.16 Future baseline traffic volumes for 2021, 2026 and 2041 have been calculated by applying derived growth factors and adding the forecast traffic growth from any major consented schemes. These include the Birmingham Airport Runway Extension (including the realignment of the A45 Coventry Road), AEC Business Park and Resorts World at the NEC, which are located in the neighbouring Birmingham Interchange and Chelmsley Wood CFA. Traffic in the peak hours is forecast to grow by around 7% by 2021, by up to 11% by 2026, and by around 21% by 2041. No planned future transport improvements or major consented schemes have been identified south of the A45 Coventry Road, around Hampton-in-Arden and Balsall Common. 12.5 Construction Assessment of impacts and mitigation

12.5.1 The following section considers the impacts on traffic and transport and the consequential effects resulting from construction of the Proposed Scheme.

12.5.2 The following measures have been included as part of the engineering design of the Proposed Scheme and would avoid or reduce impacts on travellers: • Offline construction of new road infrastructure on the A452 Kenilworth Road, Park Lane, Lavender Hall Lane and B4102 Meriden Road/Diddington Lane; • Temporary diversion of 13 PRoW (footpath/bridleway); • An off-road haul route; • Overnight road closures on Truggist Lane; • HGV routing as far as reasonably practicable along the strategic road network (A452 Kenilworth Road); and • On site accommodation and welfare facilities to reduce daily travel by site workers.

12.5.3 Details of construction compounds including location and number of workers employed at each site along with planned construction routes are provided in Section 2. The typical numbers of vehicles estimated to be generated by the site compounds in this area are shown in Table 19.

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Compound Location Access Estimated Typical daily number of Type duration of two-way trips use (Years) Car/ LGV HGV

Main Site Diddington Lane Diddington Lane 3 60-100 <10 – 90 overbridge

Satellite Site Beachwood Underpass, Kenilworth Greenway off Waste Lane 4.5 10-20 <10 – 170 Waste Lane

Satellite Site Carol Green Rail Bridge HGV – Kenilworth Greenway off Waste 3 20-50 <10 – 50 (South), Waste Lane Lane, LGV/ Car – access off Truggist Lane)

Satellite Site Carol Green Rail Bridge HGV – Park Lane, LGV/ Car – access off 3.5 10-20 <10 – 170 (North), Truggist Lane Truggist Lane)

Satellite Site Balsall Common Viaduct, HGV – Park Lane, LGV/ Car – access off 3.5 80-120 <10 – 180 Lavender Hall Lane Lavender Hall Lane)

Main Site Park Lane Park Lane 5 110-170 <10 – 160

Satellite Site Heart of England Way, Park Lane 1.5 10-20 <10 – 120 Park Lane

Satellite Site Bradnock Auto- Kenilworth Road at Bradnock’s Marsh 2 10-20 <10 – 80 transformer Station, A452 Lane Roundabout Kenilworth Road

Satellite Site A452 Kenilworth Road Kenilworth Road north of Marsh Lane 4 80-120 <10 – 349

Satellite Site River Blythe Bypass Kenilworth Road north of Marsh Lane 2.5 20-40 <10 – 130 Viaduct, A452 Kenilworth Road

Satellite Site Shadow Brook Viaduct, Diddington Lane 3 50-80 <10 – 20 Diddington Lane

Table 19: Typical vehicle trip generation for site compounds in this area

12.5.4 The measures in the draft CoCP would include HGV management and control measures. A construction workers’ travel plan would be put into operation with the aim of reducing the number of workers commuting by private car, especially sole occupancy car travel. The travel plan would incorporate route-wide travel planning measures and would include the need for a project‑wide travel plan manager, initial travel surveys during construction and a monitoring framework to minimise construction impacts.

12.5.5 Construction vehicle movements required to construct the Proposed Scheme include the delivery of plant and materials, movement of excavated materials and site worker trips. The traffic generated by construction activities in the Balsall Common and Hampton-in-Arden area would be approximately 600 inbound and outbound vehicles per day (1,200 vehicle movements). The split of construction vehicles is expected to be 75% HGV and 25% Light Goods Vehicle (LGV).

12.5.6 It is envisaged that HGV traffic would be routed along the A452 Kenilworth Road, Park Lane, Truggist Lane, Kelsey Lane, Waste Lane, Diddington Lane and the A45 Coventry Road.

12.5.7 There would be temporary diversions of general traffic in place during the overnight closures, but the short off-peak duration of the closures would not have a significant effect on traffic flows.

12.5.8 At this stage it is not expected that the construction of the Proposed Scheme would impact on bus routes, as road closures are proposed overnight, when the bus services would not be operational.

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12.5.9 It is not expected that the construction of the Proposed Scheme would impact on parking and loading, although it is proposed that the Berkswell railway station car park would be used as an occasional/emergency access route to construction sites located to the south of the station.

12.5.10 13 PRoW consisting of 12 footpaths and one bridleway would be diverted during the construction period, with a maximum diversion distance of up to 1000m. Six roads would be additionally diverted. Likely residual significant effects

12.5.11 Construction of the Proposed Scheme is anticipated to result in significant increases in traffic flows (i.e. more than 30% for HGV or all vehicles) on several roads in the area as a result of vehicles accessing worksites. Roads that would experience effects likely to be considered significant are: • A452 Kenilworth Road (moderate/major effect); • Park Lane, between the A452 Kenilworth Road and the site (major effect); • Kelsey Lane (major effect); and • Waste Lane (major effect). • The major effects on Park Lane, Kelsey Lane and Waste Lane are due in part to the low number of HGV currently using the roads.

12.5.12 In terms of severance, the Proposed Scheme has no significant impact on six footpaths (including the Kenilworth Greenway) and the bridleway, a minor effect on three footpaths and a moderate effect on three footpaths. Two footpaths would have a shorter walkable distance. For non-motorised users of roads, the effect would not be significant on four roads and moderate adverse on two roads. In terms of vulnerable road user delay, the Proposed Scheme would have a neutral effect on 12 PRoW including the Kenilworth Greenway and a minor effect on two PRoW. 12.6 Operation Assessment of impacts and mitigation

12.6.1 The following section considers the impacts on traffic and transport and the consequential effects resulting from the operational phase of the Proposed Scheme (as described in Section 2.4 of this report).

12.6.2 The following measures have been included as part of the design of the Proposed Scheme and would avoid or reduce impacts on travellers: • The Proposed Scheme crosses a number of roads and footpaths as it passes through the Balsall Common and Hampton-in-Arden area. All road connections and footpaths in the area would remain or would be replaced/ diverted; and • A viaduct over Truggist Lane, an overbridge at Lavender Hall Lane, the realignment of Lavender Hall Lane, Park Lane and the A452 Kenilworth Road, an overbridge at the A452 Kenilworth Road and a new road and junctions to replace Diddington Lane and the B4102 Meriden Road (which would no longer be through routes).

12.6.3 With the introduction of the Proposed Scheme in 2026, the primary benefit would be the increased train frequency and reduced journey time to London. There would be an estimated 1550 rail passengers boarding, alighting and interchanging at Birmingham Interchange Station in the morning peak hours and 1750 rail passengers boarding, alighting and

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interchanging at Birmingham Interchange Station in the evening peak hours. These passengers are forecast to generate around 10 private vehicle trips in the morning peak hour and 10 private vehicle trips in the evening peak hour through the Hampton-in-Arden area. On the A452 Kenilworth Road through Balsall Common there are forecast to be approximately 75 additional private vehicle trips in the morning peak hour and 75 private vehicle trips in the evening peak hour.

12.6.4 Four bus routes would be diverted as a result of the Proposed Scheme.

12.6.5 12 PRoW consisting of 11 footpaths and one bridleway would be diverted, with a maximum diversion distance of 395m. Five roads would be additionally diverted.

12.6.6 The Proposed Scheme is not expected to have a significant impact on parking and loading within the area, as the route of the Proposed Scheme does not cross any designated parking or loading areas.

12.6.7 In 2041, the primary benefit of the Proposed Scheme would be the increased train frequency and additional national rail destinations that would be accessible from Birmingham Interchange Station. There would be an estimated 2900 rail passengers boarding, alighting and interchanging at Birmingham Interchange Station in the morning peak hours and 3300 rail passengers boarding, alighting and interchanging at Birmingham Interchange Station in the evening peak hours. These passengers are forecast to generate around 15 private vehicle trips in the morning peak hour and 15 private vehicle trips in the evening peak hour through the Hampton-in-Arden area. On the A452 Kenilworth Road through Balsall Common there are forecast to be approximately 95 private vehicle trips in the morning peak hour and 90 private vehicle trips in the evening peak hour. Other impacts would remain similar to 2026. Likely residual significant effects

12.6.8 In 2026, the primary benefit of the Proposed Scheme in this area would be the close proximity of Birmingham Interchange Station, providing increased rail capacity and reduced journey times to London.

12.6.9 Four bus routes would have an increased journey distance of between 200m and 860m. The effect on bus journey times would be an increase of between 40 and 80 seconds. The B4102 Meriden Road closure and Park Lane realignment has no significant impact on the four bus routes that use these roads given the alternative routes that would be provided.

12.6.10 Two-way traffic flows on the A452 Kenilworth Road, between the B4102 Hampton Lane roundabout and the proposed Link Road roundabout (approximately 600m north) would increase by between 13% and 20% in the peak hours due to the local rerouting of traffic as a result of the closure of B4102 Meriden Road and Diddington Lane and replacement with the new link road. The effect would be minor as the predicted traffic flows could be accommodated within the existing road link capacity.

12.6.11 In terms of severance, the Proposed Scheme has no significant impact on four PRoW (footpath) and a minor effect on eight PRoW including the bridleway. There would be additional walking distances of up to 330m on ten PRoW routes. Two PRoW routes would have a shorter walking distance. The effect on non-motorised users of roads would not be significant on two roads and minor on four roads.

12.6.12 In terms of vulnerable road user delay, the Proposed Scheme would have a neutral effect on ten PRoW routes and a minor adverse effect on two PRoW routes. In addition, there would be a neutral effect on five roads and a minor adverse effect on one road.

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12.6.13 In 2041, with the exception of the traffic flows, the effects predicted above would be the same as in 2026.

12.6.14 Two-way traffic flows on the A452 Kenilworth Road, between Hampton Lane roundabout and the proposed Link Road roundabout would increase by between 15% and 23% in the peak hours due to the local rerouting of traffic as a result of the closure of B4102 Meriden Road and Diddington Lane and replacement with the new link road. The effect would be minor as the predicted traffic flows could be accommodated within the existing road link capacity.

104 CFA Report – Balsall Common and Hampton-in-Arden/No 23 I Water resources and flood risk assessment 13 Water resources and flood risk assessment 13.1 Introduction 13.1.1 This section provides a summary of the likely impacts and significant effects on water resources and flood risk as a result of the construction and operation of the ProposedScheme. The assessment considers effects on surface water resources, groundwater resources and flooding risk. 13.2 Policy framework 13.2.1 The following saved policies of the SUDP are of relevance to water resources and flood risk. Policy ENV17 (Water Protection) of) seeks to ensure development has consideration for the impact on the quality of ground and surface water resources in the Borough. Policy ENV20 (Water Conservation) encourages the conservation of water resources by intense users in order to protect ground water resources and the aquatic environment. Policy ENV21 advises that development within floodplains will only be permitted where it does not reduce its capacity and the area is not liable to flooding. Built development should be limited to essential infrastructure only.

13.2.2 The SDLP has one applicable policy. P11 of the SDLP states that development would only be permitted, where a proposal has regard to the actions and objectives of the appropriate River Basin Management Plans (RBMPs), such as for the Rivers Blythe and Cole, and incorporates sustainable drainage systems (SuDS).

13.2.3 The NWLP has one applicable policy. Policy ENV8 seeks to protect and enhance the watercourse of the Borough, through following the sequential approach to development, preventing contamination of watercourses and remediating where pollution has already occurred and ensuring access to watercourses for maintenance purposes.

13.2.4 The NWLPCS includes draft policy NW8. This policy seeks (amongst other things) to promote sustainable drainage and water efficiency measures and protect ground/surface water sources so as to reduce the risk of pollution and flooding. 13.3 Assessment scope and key assumptions 13.3.1 The assessment scope and key assumptions for the water resources and flood risk assessment are set out in Volume 1.

13.3.2 The assessment of surface water resources and flood risk focuses on the River Blythe, its tributaries and their associated catchment areas and floodplains.

13.3.3 The groundwater resources assessment focuses on aquifers that are present within bedrock and overlying deposits. Effects on groundwater-dependent terrestrial ecosystems (GWDTEs) and groundwater users/receptors (both licensed abstractions and private users) are also considered. 13.4 Environmental baseline 13.4.1 Features relevant to the water resources and flood risk assessment baseline are shown on map CT‑04-19.

13.4.2 The Proposed Scheme is located within the catchment of the River Blythe, a significant tributary of the River Tame. The River Blythe is classified by the Environment Agency (EA) as a

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Main River, its catchment comprising the southern suburbs of Solihull and Dorridge in its upper reaches, before becoming a more agricultural catchment within this section of the Proposed Scheme. The River Blythe is the only watercourse within this section of the Proposed Scheme which is classified under the European Union (EU) Water Framework Directive (WFD)60. The River Blythe is an aquatic and riparian habitat which is classified as a SSSI and is considered to be of very high value.

13.4.3 There are four discharge permits to surface water within the study area and no surface water abstractions.

13.4.4 There are three categories of aquifer identified within the study area.The Tile Hill Mudstones is a formation of the Upper Carboniferous Wesphalian Unit, which is classified as a Principal Aquifer, the Arden Sandstone and the glacio-fluvial deposits. River deposits and alluviums are Secondary A Aquifers. Mercia Mudstone is a Secondary B Aquifer. The study area skirts an area of outcropping Bromsgrove Sandstone, which is also classified as a Principal Aquifer. These aquifers, with the exception of the Bromsgrove Sandstones in which no construction and no potential impacts are anticipated, could be affected during construction or operation and therefore have been identified as groundwater receptors. The Principal Aquifer, the Tile Hill Mudstones, is considered to be of high value and the Secondary A and B Aquifers are considered to be of moderate value.

13.4.5 Under the WFD, the permeable superficial deposits aquifer is not a designated groundwater body. The Mercia Mudstones and Arden Sandstones are designated as the Tame Anker Mease – Secondary Combined groundwater body. The Tile Hill Mudstone is designated as the Warwickshire Avon – Coal Measures Coventry groundwater body. The EA predicts WFD status of these groundwater bodies to be “poor” in 2015; the same as current conditions.

13.4.6 Groundwater flow in the permeable superficial deposits and the underlying bedrock aquifers within this catchment is assumed to be towards the River Blythe and is generally controlled by topography. Borehole logs show the groundwater as being generally perched within a permeable horizon of superficial deposits at between 2m and 5m below ground level or unconfined at between 1m and 14m. The Mercia Mudstones are generally regarded as predominantly impermeable and are only water-bearing in places by virtue of the interbedded Arden Sandstones.

13.4.7 There are no groundwater source protection zones (SPZs) located within the study area. There is one licensed groundwater abstraction (consisting of two boreholes) and three private groundwater users within the study area which appear to abstract directly from the Mercia Mudstones or Arden Sandstones, but may need further investigation.

13.4.8 There are 12 discharge permits to ground or to groundwater within the study area.

13.4.9 There are four groundwater dependent terrestrial ecosystems (GWDTEs) located within the study area. These are the Berkswell Marsh SSSI, River Blythe SSSI, Patrick Farm Meadow LWS and Mouldings Green Farm LWS. These GWDTDEs could be affected during construction or operation and therefore have been identified as groundwater receptors. From a water resource perspective, these SSSIs are considered to be of very high value whilst the LWSs are considered to be of low value. There is limited information available regarding the baseline hydrological condition of these wetlands; however these areas are likely to be at least partially dependent on groundwater contributions from the underlying glacial river sand and gravel deposits and the underlying bedrock aquifers where they are water-bearing61. Further

60 Directive 2000/60/EC of the European Parliament and of the Council of 23 October 2000 establishing a framework for Community action in the field of water policy. Strasbourg, European Parliament and European Council. (This is commonly referred to as the EU Water Framework Directive). 61 Natural England; http://www.english-nature.org.uk/citation/citation_photo/1006055.pdf. Accessed 8January 2013.

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investigation and assessment would be required to understand these conditions in more detail.

13.4.10 The Solihull preliminary flood risk assessment report was compiled using readily available information from a number of sources to identify areas within the Borough that are at risk of flooding from sources that are not managed by the EA.

13.4.11 The flood zone maps provided by the EA show areas of risk from flooding for the River Blythe and its major tributaries, Bayleys Brook and Shadow Brook. However, the rural nature of the existing catchments is such that the result of flooding would inundate agricultural land or unoccupied areas of rural land. The Flood Risk Assessment includes an allowance for climate change to account for the extreme 1 in 100 year event. The effects of climate change on water resources will be addressed in the formal ES. 13.5 Construction Assessment of impacts and mitigation

13.5.1 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. It would provide effective management and control of the impacts during the construction period including those required for utility diversions and strengthening.

13.5.2 The draft CoCP includes the following provisions: • Implementing, in consultation with the EA, a surface water and/or groundwater monitoring plan as required, particularly in relation to works which may affect groundwater sensitive areas; • Undertaking risk assessments associated with excavation work and impacts on surface water; groundwater; abstractions; aquifers; and private water supplies; • Preparing site-specific flood risk management plans for those areas at risk of flooding; • Avoiding the use of contaminating materials through appropriate design, construction and equipment specification and, wherever reasonably practicable, using biodegradable substances; • Following the measures outlined in the draft CoCP for the provision of suitable site drainage, for the storage and control of oils and chemicals and to mitigate against accidental spillages; and • Undertaking, as required, further pre-construction monitoring to establish baseline water quality conditions for watercourses; groundwater and during construction works. This would enable the effectiveness of those mitigation measures introduced to limit pollution risk to be monitored and any pollution incidents to be identified.

13.5.3 Measures defined in the draft CoCP, including detailed method statements, would ensure that there would be no effect on surface water quality or flows associated with construction.

13.5.4 There would be four watercourse diversions in the area as shown on maps CT‑06-100 to CT‑06‑105. These are located on Bayleys Brook (205m north of Berkswell railway station), two tributaries to Bayleys Brook (210m north-east of Lavender Hall Farm and 220m south-east of Four Winds), and Hornbrook (115m north-west of Hornbrook Farm). It is considered that, as the works would be undertaken in accordance with the draft CoCP, which refers to obtaining permissions from the EA for works within a watercourse, and the use of best practice

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measures in CIRIA guidance, the construction of the watercourse diversions would not result in a significant effect62.

13.5.5 There are five areas of below ground construction likely to require temporary dewatering: • Three proposed cuttings from Lavender Hall Lane to Sixteen Acre Wood; near Patrick Farm and at Marsh Lane; and • Two proposed areas of excavation near Marsh Farm viaduct and River Blythe Bypass viaduct.

13.5.6 At these locations, groundwater levels would need to be lowered by up to 13m in the vicinity of the construction sites. This would have the potential to affect groundwater flows within the aquifers and towards sensitive receptors, and to affect groundwater quality by disturbing and mobilising existing poor quality groundwater. This would result in the following: • A minor adverse impact and significant effect on the Berkswell Marsh and River Blythe SSSIs; and • A minor adverse impact which would not result in a significant effect on the permeable superficial deposits and Mercia Mudstones aquifers, the private groundwater user atSilver Birch and the Patrick Farm Meadow and Mouldings Green Farm LWSs.

13.5.7 No likely significant effects as a result of temporary dewatering are anticipated on the Tile Hill Mudstones or Arden Sandstones aquifers, as these are not anticipated to be encountered within these areas. 13.5.8 All below ground construction sites and structures, which extend into the saturated zone, have the potential to act as barriers of low permeability and to disturb or interrupt existing patterns of groundwater flow. The disturbance is likely to lead to rising groundwater levels and risk of groundwater flooding on the upstream side of the structure and to groundwater shadowing on the downstream side. This would result in the following: • A minor adverse impact and significant effect on the Berkswell Marsh, River BlytheSSSIs and Tile Hill Mudstones aquifer due to their high value; • A minor adverse impact and would not result in a significant effect on the permeable superficial deposits and Mercia Mudstones aquifers; and • A negligible impact and would not result in a significant effect on the private groundwater users at Silver Birch and the Patrick Farm Meadow and Mouldings Green Farm LWSs.

13.5.9 All of the areas of below ground construction have the potential to create new pathways or significantly alter existing pathways, by linking strata currently protected by clay layers, along which existing poor quality groundwater can migrate laterally or downwards towards identified receptors. This would result in a minor adverse impact and a significant effect on the Berkswell Marsh and River Blythe SSSIs. This would result in a minor adverse impact and no significant effect on the permeable superficial deposits and in a negligible impact and no significant effect on the Mercia Mudstones aquifers, the private groundwater user atSilver Birch, and the Patrick Farm Meadow and Mouldings Green Farm LWSs.

13.5.10 No likely significant effects are anticipated on the licensed groundwater abstraction at Berkswell Quarry and two private groundwater users at The Cottage and Lavender Hall, due to their distance from these structures.

13.5.11 A number of areas of construction activity would be located within areas at risk of flooding. Any potential for increase in off-site flood risks would be managed by measures defined in the

62 Construction Industry Research and Information (CIRIA), 2006, C648 Control of water pollution from linear construction projects, London.

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draft CoCP and reported in the Flood Risk Assessment (FRA). The areas of construction activity that could be located within flood risk areas are: • Truggist Lane; • Balsall Common viaduct; • Lavender Hall Lane realignment; • Marsh Farm viaduct; • River Blythe Bypass viaduct; • River Blythe viaduct; and • Shadow Brook viaduct.

13.5.12 These features are shown on maps CT‑06-100 to CT‑06-105. Likely residual significant effects

13.5.13 There would be the following likely significant residual effects for groundwater resources: • Dewatering associated with below ground construction would have a significant effect on the River Blythe SSSI; and • Below ground construction causing the alteration or creation of new pathways for the migration of poor quality groundwater would have significant effects on the River Blythe SSSI.

13.5.14 There would be no likely significant residual surface water effects. Further mitigation

13.5.15 The likely significant residual groundwater effects could be mitigated by the following measures: • Installing temporary cut-off structures around excavations; • Ensuring cut-off structures are driven to sufficient depths to meet an underlying strata or zone of lower permeability; • Providing low permeability plugs of cement-bentonite grout or clay in linear features to break any new pathways; and • Creating hydraulic barriers, such as discharge pumped water to recharge trenches, around excavations. 13.6 Operation Assessment of impacts and mitigation

13.6.1 The Proposed Scheme has been designed to control impacts on the water environment through the following: • Track drainage has been designed, through the use of balancing ponds, to reduce the rate and volume of run-off from the railway and prevent an increase in flood risk; • Sustainable drainage systems would be implemented, where appropriate and reasonably practicable, to encourage water to soak back into the ground where drainage or cuttings intercept groundwater flow. SuDS may include basins, grassed channels and ponds. These would also provide opportunities to reduce the effect of run-off on water quality by reducing potential contaminants through filtration, vegetative absorption or settlement; • Pollution control guidance would be adopted for maintenance of the Proposed Scheme;

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• Where the route of the Proposed Scheme would cross a watercourse the structure has been designed to take account of future flood risks; and • Where the Proposed Scheme would result in the loss of floodplain, flood storage compensation areas would be provided. Flood storage compensation areas would be excavated, regraded and returned to their former use where reasonably practicable.

13.6.2 Permanent features related to the Proposed Scheme, are shown on maps CT‑06-100 to CT‑06‑105.

13.6.3 The main surface water discharge from the tracks would drain into Bayleys Brook and Shadow Brook which are tributaries of the River Blythe. Routine discharges associated with the operation and maintenance of the Proposed Scheme, such as track drainage, have the potential to result in effects on surface water quality. The design of the track drainage, including longitudinal filter drains and balancing ponds, would ensure that water quality impacts on Bayleys Brook, Shadow Brook and subsequently the River Blythe would be negligible. Therefore, the effect would not be significant.

13.6.4 The diversion of Horn Brook, north-west of Hornbrook Farm, proposes to divert two straight sections of Horn Brook, measuring 150m and 75m respectively, upstream of the current A452 Kenilworth Road culvert into a more natural sinuous shape from a watercourse that appeared to be previously modified. This is considered to result in a minor beneficial impact and a significant effect.

13.6.5 There are three areas that are likely to require permanent groundwater control. These areas include the cuttings between Fern Banks and The Bogs, at the B4102 Meriden Road and at Marsh Lane. At these locations, the groundwater levels would need to be lowered by up to 9m in the vicinity of the structures. This has the potential to affect groundwater flows and levels within the aquifers and towards identified receptors, and to affect groundwater quality by disturbing and mobilising any existing poor quality groundwater. This would result in the following: • A minor adverse impact and a significant effect on Berkswell Marsh and River BlytheSSSIs, and on the Tile Hill Mudstones aquifer; • A minor adverse impact and would not result in a significant effect on the permeable superficial deposits and Mercia Mudstones aquifers; and • A negligible impact and would not result in a significant effect on the private groundwater user at Silver Birch, and the Patrick Farm Meadow and Mouldings Green Farm LWSs, due to their distance from these areas.

13.6.6 Permanent below ground structures, which extend into the saturated zone, such as the foundations for viaducts and bridges, have the potential to act as barriers to groundwater flow, leading to an increased risk of groundwater flooding on the upstream side of the structure and to reduce groundwater levels on the downstream side. This would result in the following: • A minor adverse impact and a significant effect on the Berkswell Marsh and River Blythe SSSIs, and on the Tile Hill Mudstone aquifer; • A minor adverse impact and a significant effect on the permeable superficial deposits and Mercia Mudstones aquifers; and • A negligible impact and not a significant effect on the private groundwater user atSilver Birch, and at Patrick Farm Meadow and Mouldings Green Farm LWSs.

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13.6.7 Routine discharges associated with the operation and maintenance of the Proposed Scheme have the potential to affect groundwater quality. This would result in a negligible impact and would not result in a significant effect on the Berkswell Marsh and River BlytheSSSIs, on the permeable superficial deposits, Mercia Mudstones and Tile Hill Mudstones aquifers, on the private groundwater user at Silver Birch, and on the Patrick Farm Meadow and Mouldings Green Farm LWSs.

13.6.8 Appropriate flood storage compensation areas would be provided, only as required, at locations where there would be a significant loss in floodplain storage. Flood storage compensation areas include locations near Lavender Hall Lane and Balsall Common viaduct; A452 Kenilworth Road and Marsh Farm viaduct; B4102 Meriden Road and River Blythe viaduct, and Diddington Lane and Shadow Brook viaduct.

13.6.9 The overall impact on flooding from all sources during operation is therefore not significant and the effect on property and the water environment is also not significant. Likely residual significant effects

13.6.10 The following likely significant residual effects on groundwater have been identified: • Permanent groundwater control for the cuttings between Fern Banks and The Bogs would have a significant effect on the Berkswell Marsh and River BlytheSSSIs the Tile Hill Mudstones aquifers, the permeable superficial deposits and Mercia Mudstones aquifers; and • Permanent below ground structures, which extend into the saturated zone, have the potential to act as barriers to groundwater flow, and would have significant effects on Berkswell Marsh and River Blythe SSSIs, the Tile Hill Mudstones aquifers, the permeable superficial deposits and Mercia Mudstones aquifers.

13.6.11 There are not considered to be any likely significant residual effects on surface water resources or flood risk during the operation of the Proposed Scheme. Further mitigation

13.6.12 Further mitigation measures for groundwater are being considered due to the likely significant residual effects. The effects of permanent groundwater control, permanent below ground structures and routine discharges on groundwater levels, flows and quality during operation could be mitigated by the following measures: • Remove or break through cut-off structures following construction; • Provide low permeability plugs of cement-bentonite grout, ‘stanks’ of clay in linear features to break any new pathways; • Incorporate longitudinal filter drains at the base of cuttings to collect groundwater seepages and transfer them to an appropriate discharge point; • Incorporate passive bypasses within the Proposed Scheme, which could comprise a ‘blanket’ of permeable material, such as gravel, placed below cuttings or around structures allowing groundwater to bypass the structure without a rise in groundwater levels on the upstream side; and • Managing the application of herbicide to reduce unnecessary over use and to reduce the risk of leaching to groundwater.

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