PHASE ONE

DraFt EnvironmEntal StatEmEnt Community Forum Area Report 10 | Dunsmore, Wendover and Halton HS2 London-West Midlands May 2013

ENGINE FOR GROWTH DRAFT ENVIRONMENTAL STATEMENT Community Forum Area Report ENGINE FOR GROWTH 10 I Dunsmore, Wendover and Halton 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 – Dunsmore, Wendover and Halton/No 10 I Contents Contents

Draft Volume 2: Community Forum Area Report – Dunsmore, Wendover and Halton/No 10 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: Dunsmore, Wendover and Halton – overview of the area and description of the Proposed Scheme 10 2 Dunsmore, Wendover and Halton 11 2.1 Overview of the area 11 2.2 Description of the Proposed Scheme 14 2.3 Construction of the Proposed Scheme 17 2.4 Operation of the Proposed Scheme 25 2.5 Community forum engagement 26 2.6 Route section main alternatives 27 2.7 Proposals for further consideration 30 Part C: Environmental topic assessments 31 3 Agriculture, forestry and soils 32 3.1 Introduction 32 3.2 Policy framework 32 3.3 Assessment scope and key assumptions 32 3.4 Environmental baseline 32 3.5 Construction 34 3.6 Operation 36 4 Air quality 37 4.1 Introduction 37 4.2 Policy framework 37

1 CFA Report – Dunsmore, Wendover and Halton/No 10 I Contents

4.3 Assessment scope and key assumptions 37 4.4 Environmental baseline 37 4.5 Construction 38 4.6 Operation 39 5 Community 40 5.1 Introduction 40 5.2 Policy framework 40 5.3 Assessment scope and key assumptions 40 5.4 Environmental baseline 41 5.5 Construction 42 5.6 Operation 44 6 Cultural heritage 45 6.1 Introduction 45 6.2 Policy framework 45 6.3 Assessment scope and key assumptions 45 6.4 Environmental baseline 45 6.5 Construction 47 6.6 Operation 48 7 Ecology 50 7.1 Introduction 50 7.2 Policy framework 50 7.3 Assessment scope and key assumptions 50 7.4 Environmental baseline 51 7.5 Construction 53 7.6 Operation 55 8 Land quality 56 8.1 Introduction 56 8.2 Policy framework 56 8.3 Assessment scope and key assumptions 56 8.4 Environmental baseline 57 8.5 Construction 58 8.6 Operation 59 9 Landscape and visual assessment 60 9.1 Introduction 60 9.2 Policy framework 60 9.3 Assessment scope and key assumptions 60 9.4 Environmental baseline 61

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9.5 Construction 62 9.6 Operation 68 10 Socio-economics 73 10.1 Introduction 73 10.2 Policy framework 73 10.3 Assessment scope and key assumptions 73 10.4 Environmental baseline 73 10.5 Construction 74 10.6 Operation 75 11 Sound, noise and vibration 76 11.1 Introduction 76 11.2 Policy framework 76 11.3 Assessment scope and key assumptions 76 11.4 Environmental baseline 76 11.5 Construction 76 11.6 Operation 77 12 Traffic and transport 80 12.1 Introduction 80 12.2 Policy framework 80 12.3 Assessment scope and key assumptions 80 12.4 Environmental baseline 81 12.5 Construction 82 12.6 Operation 85 13 Water resources and flood risk assessment 86 13.1 Introduction 86 13.2 Policy framework 86 13.3 Assessment scope and key assumptions 86 13.4 Environmental baseline 86 13.5 Construction 88 13.6 Operation 90 14 References 92

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List of figures

Figure 1: HS2 Phase One route and community forum areas 8 Figure 2: Area context map 12 Figure 3: Indicative construction programme for the area 25 Figure 4: Business Sector Composition in Chiltern District and the South-East 74

List of tables

Table 1: Location of construction site compounds 18 Table 2: Demolition works 20 Table 3: Footpath, cycleway and bridleway diversions 22 Table 4: Holdings affected by the Proposed Scheme 34 Table 5: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route 52 Table 6: Significant residual construction effects on ecological receptors within this section of the route 55 Table 7: Significant landscape effects during construction 64 Table 8: Significant visual effects during construction 65 Table 9: Significant landscape effects during operation year 1 (2026) 69 Table 10: Significant visual effects during operation year 1 (2026) 70 Table 11: Options for further mitigation 79 Table 12: Typical vehicle trip generation for site compounds in this area 83

4 CFA Report – Dunsmore, Wendover and Halton/No 10 I Contents Draft Volume 2: Community Forum Area Report Dunsmore, Wendover and Halton/ No 10 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; and • 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 Dunsmore, Wendover and Halton area, CFA10.

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. Accessed 11 April 2013.

5 CFA Report – Dunsmore, Wendover and Halton/No 10 I Contents Part A: Introduction

6 CFA Report – Dunsmore, Wendover and Halton/No 10 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 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 as a result of the construction and operation of Phase One HS2 (the Proposed Scheme) that have been identified to date within the area of Dunsmore, Wendover and Halton (CFA10). It provides a summary of the likely environmental issues and proposed mitigation measures that are being addressed during the design development process within the Dunsmore, Wendover and Halton 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 – overview of the area, description of the Proposed Scheme within Dunsmore, Wendover and Halton 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 Dunsmore, Wendover and Halton are provided in a separate corresponding document entitled Volume 2: CFA10 Dunsmore, Wendover and Halton 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 – Dunsmore, Wendover and Halton/No 10 I Introduction Part B: Dunsmore, Wendover and Halton – overview of the area and description of the Proposed Scheme

10 CFA Report – Dunsmore, Wendover and Halton/No 10 I Dunsmore, Wendover and Halton 2 Dunsmore, Wendover and Halton 2.1 Overview of the area 2.1.1 The Dunsmore, Wendover and Halton CFA comprises an approximately 8km section of the Proposed Scheme passing through the parishes of The Lee, Wendover and Ellesborough within the districts of Chiltern, Wycombe and Aylesbury. The boundary between Wendover/ The Lee parishes and Great Missenden parish forms the southern boundary of the study area. The boundary between Ellesborough and Stoke Mandeville parishes forms the northern boundary.

2.1.2 As shown in Figure 2, Central Chilterns (CFA 9) lies to the south and Stoke Mandeville and Aylesbury (CFA 11) lies to the north. Settlement, land use and topography

2.1.3 The area is predominantly rural in character, with agricultural land interspersed with large areas of woodland, small villages and isolated farmsteads. The Proposed Scheme would run along the south-western edge of Wendover, the largest settlement in the area.

2.1.4 At the southern end of this section, the route would pass within 1km of the villages Hunt’s Green and King’s Ash (which lie to the east of the Proposed Scheme) and Wendover Dean (which lies to the west). The route would continue towards Wendover, with Dunsmore Village approximately 1.6km west. The village of Halton lies north-east of Wendover and is approximately 2km from the Proposed Scheme.

2.1.5 Approximately 7km of the route in this section of the Proposed Scheme lies within the Chilterns Area of Outstanding Natural Beauty (AONB) (from Leather Lane to the north of Wendover) and the route would cross the Chiltern Hills. Key transport infrastructure

2.1.6 The principal highway in the Dunsmore, Wendover and Halton area is the A413 London Road/ Nash Lee Road, which runs south to north roughly parallel to the Proposed Scheme and connects Great Missenden, Wendover and Stoke Mandeville (see map CT‑02-09). The A413 loosely follows the Marylebone to Aylesbury railway line, which winds through the area along the valley floor. In the north of the area, the B4009 Nash Lee Road links the villages of Terrick and The Hollies to Wendover, crossing the Proposed Scheme. The remainder of the road network consists of unclassified roads and narrow country lanes.

2.1.7 Three long-distance footpaths intersect the Proposed Scheme in this area (see maps CT‑03-18 to CT‑03-20). The Chiltern Way crosses the route to the east of Wendover Dean, whilst the South Bucks Way and the Aylesbury Ring public rights of way (PRoW) link Bacombe Hill to Haddington Hill, crossing the route to the south of Wendover. Numerous other footpaths, byways, bridleways and access roads provide connections between villages and isolated settlements in the area.

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Figure 2: Area context map

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Demographic profile

2.1.8 The population within 1km of the Proposed Scheme in the area is estimated to be approximately 4,500, based on national census data. Approximately 55% of the population is over the age of 45.

2.1.9 There is low ethnic diversity, with 97% of the population formed of white ethnic groups (94% white British), with the next largest group being mixed ethnic. The proportion of people of working age in employment is 67%, which is lower than the Aylesbury Vale District (72%) and the Chiltern District (69%). Most of the housing stock in the area is owner occupied (75%), which is slightly higher than for the Aylesbury Vale District (73%), but lower than the Chiltern District (77%).

2.1.10 There are approximately 32% single person households in the area, which is slightly higher than the district, regional and national levels.3 Notable community facilities

2.1.11 The main shops and services in the area are located in Wendover. Many of the surrounding villages have a limited range of facilities. Wendover has a post office, public library, public hall (Wendover Memorial Hall), tourist information centre, youth centre and a wide range of shops, including a bank, estate agents and several restaurants, cafes and public houses. There are two nurseries in Wendover (The Children’s Day Room and Little Acorns kindergarten); four primary schools (Wendover Church of England (CofE) Junior School, the John Hampton Infant School, Halton Combined Primary School and Lee Common CofE School); and two secondary schools (the John Colet School which caters for 11-18 year-olds, and Wendover House School, a boys’ special school), one health centre, two dentists and two churches (St Mary’s and St Anne’s). In the settlements outside of Wendover, pubs and community halls provide a focus for social gatherings and for village events. Recreation, leisure and open space

2.1.12 There is a wide range of recreational facilities in Wendover and the surrounding area including a rifle range, a tennis and squash club, a recreation ground, a bowls club on( Dobbins Lane), a skate park and a 2 hectare cricket ground that is open for local sports clubs. St Mary’s Church is used for music concerts and recitals as well as services. Wendover also has three allotments (Hogtrough Lane, Bacombe Lane and Aylesbury Road).

2.1.13 This is a predominantly rural area, with open space, woodland and some farmland. It is crossed by several PRoW, including the Aylesbury Ring, Chiltern Way, Wendover Rambles No.1,3 & 5, Icknield Way, Chilterns cycleway, the Ridgeway (a National Trail) and Coombe Hill Walk (see map LV-11-18). There is also a wildflower meadow near Heron Path House and Hampden Meadow and Pond next to St Mary’s Church. Planning context and key designations

2.1.14 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.

3 Office for National Statistics; Census 2011; http://www.ons.gov.uk/ons/guide-method/census/2011/index.html. Accessed: 1 February 2013.

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2.1.15 CFA10 falls within the administrations of Aylesbury Vale, Chiltern District and Wycombe District. Local policy from these areas applies. This includes: • Aylesbury Local Plan, 2004, Saved Policies4; • Chiltern Core Strategy, 20115; • Chiltern Local Plan, 1997, Saved Policies6; • Wycombe Core Strategy, 20087; and • Wycombe Local Plan, 2004, Saved Policies.8

2.1.16 In addition, the Wycombe Delivery and Site Allocations Plan (DSA) was submitted to the Planning Inspectorate in September 2012 and is expected to be adopted in mid-2013.

2.1.17 Relevant policies from these documents have been taken into account in relation to the technical assessments reported in Sections 3 to 13.

2.1.18 Emerging policies are not considered within this draft ES. However, it should be noted that a Delivery Development Plan Document, which is expected to be adopted in late 2014/early 2015, will replace many of the existing Saved Policies from Chiltern Local Plan.

2.1.19 With regards to planning designations, about 7km of the Proposed Scheme lies within the Chilterns AONB. This is a predominantly rural area of mixed agricultural uses, where planning policies protect and seek to enhance existing natural and landscape features. As well as the AONB, there are a number of key planning designations in the area including: • Two conservation areas – The Lee and Wendover (see map CT‑01-19); • A number of listed buildings (as detailed in Section 6 of this report) (see maps CT‑01-19 to CT‑01-20); and • Two Sites of Special Scientific Interest; Bacombe and Coombe Hills and Weston Turville Reservoir (see map CT‑02-09). 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 Dunsmore, Wendover and Halton area, including the main environmental mitigation measures.

2.2.2 Since the January 2012 scheme was announced by the Secretary of State, route development work has continued, and the Proposed Route now differs in some respects, i.e.: • Maintenance loops have been introduced to the south of Stoke Mandeville, between Nash Lee Road and Risborough Road. The maintenance loops require a length of relatively flat track and, to achieve this, the depth of the railway would be lowered north of the green tunnel at Wendover. This would result in the depth of the green tunnel at Wendover being approximately 1m lower; and • A temporary diversion of Ellesborough Road would be proposed to manage traffic during construction.

2.2.3 These changes are discussed in more detail in Section 2.6 below.

4 Aylesbury Vale District Council (2004), Adopted Local Plan, Saved Policies. 5 Chiltern District Council (2011), Adopted Core Strategy. 6 Chiltern District Council (1997) (consolidated 2011), Chiltern Adopted Local Plan, Saved Policies. 7 Wycombe District Council (2008), Adopted Wycombe Core Strategy. 8 Wycombe District Council (2004), Adopted Local Plan, Saved Policies.

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Overview

2.2.4 The Proposed Scheme through this area would follow a valley through the Chiltern Hills. It would commence just to the north of Leather Lane, near Hunt’s Green, then proceed north‑west, passing to the west of Wendover. To the south of Wendover it would cross the A413 London Road and the Marylebone to Aylesbury Railway line, before crossing Bacombe Lane and Ellesborough Road. To the north of Wendover it would cross B4009 Nash Lee Road before passing to the east of North Lee, near Stoke Mandeville. Proposed Scheme – Section by section

2.2.5 The route would enter the area to the west of South Heath in deep cutting (see map CT‑06‑035). Key design features of this section would include: • A cutting of approximately 1.6km (length within this CFA) and a maximum depth of 15m; • Earthworks adjacent to the route, approximately 3m high to provide visual screening and acoustic attenuation; • Three overbridges to provide access to Cottage Farm and Hunt’s Green Farm; replacement of a footpath between Dutchlands Farm and Rushmoor Wood; and replacement of Bowood Lane respectively; and • Planting areas along the western edge of the Proposed Scheme, which would provide visual screening and potential habitat corridors/links.

2.2.6 Continuing to the north-west, the route would pass across farmland on a viaduct at Wendover Dean for approximately 500m (see map CT‑06-036). Key design features of this section would include: • A viaduct, approximately 500m in length and a maximum height of 17m, bounded by a noise barrier on both sides. The northern and southern approaches to the viaduct would have approximately 150m and 100m embankments respectively; • Planting areas between Bowood Lane and Jones’ Hill Wood adjacent to the route of the Proposed Scheme; and • A permanent access track to provide access to the ponds.

2.2.7 Once across the viaduct ,the route would continue in a series of cuttings and embankments before crossing over the A413 London Road and Marylebone to Aylesbury railway line on a viaduct at Small Dean, which would span for approximately 500m (see map CT‑06-037). Key design features of this section would include: • A viaduct, approximately 500m in length at a maximum height of 13m, bounded by a noise barrier on both sides at viaduct level; • An auto-transformer station next to Hartley Farm; • A bridge over Rocky Lane and associated field access diversions. Diversion of the private access to The Hollies and Hartley Farm would be phased with realignment of Rocky Lane; • Two linear infiltration drains 1km in length either side of the route between Hartley Farm and Road Barn Farm to provide railway drainage and one infiltration pond on the east side of the route adjacent to Rocky Lane for highway drainage; and • Realignment of the private access road to Boswells Farm and Hog Trough Lane due to the location of viaduct piers and safety requirements for egress onto A413 London Road.

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2.2.8 After spanning the A413 (London Road) and Marylebone to Aylesbury railway line, the route would continue north-west on a high embankment for approximately 700m in length (see map CT‑06-038). Key design features of this section would include: • A high embankment approximately 700m in length and up to 11m high; • Road upgrades to Small Dean Lane and the access road to Grove Farm; • A new bridge to enable the route to pass under the private access road to Grove Farm; • Noise barriers along both edges between approximately Grove Farm and the southern portal of the green tunnel; • A 400m access track continuing on from Grove Farm to access the portal (described below) both for maintenance of the green tunnel and for emergency reasons; and • A tunnel portal building.

2.2.9 The Proposed Scheme would then pass through a green tunnel for approximately 1.3km from just south of Bacombe Lane as it passes to the south – west of Wendover (see maps CT‑06-038 and CT‑06-039). Key design features of this section would include: • Green tunnel approximately 1.3km in length and buried at various depths from ground level to approximately 10m deep. Where the tunnel is above the existing ground level, landscape earthworks would be used to visually screen the box structure of the tunnel and which would be contoured within the existing landscape; and • Permanent link road between Bacombe Lane and Ellesborough Road for access/egress to Bacombe Lane.

2.2.10 The Proposed Scheme would emerge at the north-western edge of Wendover and continue mainly in shallow cutting for approximately 1.5km, with a short, approximately 250m, stretch on low embankment at the northern extent (see maps CT‑06-039 and CT‑06-040). Key design features of this section would include: • Permanent access/egress track providing access to the northern portal of the green tunnel from the A413 Nash Lee Road; • A bridge over the A413 Nash Lee Road and associated access track diversions. Diversion of the private access to Nash Lee Lane to the north of the route would be phased with construction of the A413 Nash Lee Road; • An auto-transformer station to the north of Nash Lee Road; • A bridge over the Nash Lee Orchard public footpath; and • Access roads to the maintenance sidings off Nash Lee Road.

2.2.11 Areas for planting have been identified throughout this section of the route, to provide visual screening and potential habitat corridors/links. Planting areas adjacent to the railway and associated earthworks throughout this section are illustrated on maps CT‑06-035 to CT‑06‑040.

2.2.12 The route would leave the area on a low embankment. Land required for the Proposed Scheme

2.2.13 The Proposed Scheme would require land on both a temporary and permanent basis. The land required for construction is shown on the construction maps (series CT‑05) 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 Dunsmore, Wendover and Halton 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: • Code of Construction Practice (CoCP) 9; and • Local environmental management plans (LEMPs), 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 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 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, transportation of over-sized equipment (such as the auto-transformer feeder stations) 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 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. There is one main compound in the Dunsmore, Wendover and Halton area: at the Small Dean viaduct.

2.3.8 Smaller satellite site compounds, providing office accommodation for limited numbers of staff, 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. The location of all site compounds along with their duration of use and a broad current

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

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estimate of the number of workers likely to work at the construction sites is set out in Table 1 and shown in maps CT‑06-035 and CT‑06-040. Construction site details and arrangements are continuing to be refined and will be confirmed in the formal ES.

Compound Location Typical works coordinated from Estimated Estimated number of type the compound duration of workers use11 Average Peak period work day work day10

Main site Main construction site at Main area administration and 4 years Up to 10 Up to 30 the Small Dean viaduct, support; viaduct, bridge, utilities map CT‑05-037 and culvert works; footpath diversionary works

Satellite site Worksite for the Overbridge, earthworks, public 1.5 years Up to 60 Up to 90 overbridge at Leather footpath diversionary works, Lane, map CT‑05-035 utilities

Satellite site Worksite for the viaduct Earthworks, overbridge, viaduct 2 years Up to 35 Up to 65 at Wendover Dean, map abutments, culvert works, public CT‑05-037 footpath diversionary works

Satellite site Launch area for the Viaduct, earthworks, public 2 years Up to 70 Up to 70 viaduct at Wendover footpath diversionary works Dean, map CT‑05-036

Satellite site Worksite for the bridge at Bridge, earthworks, highway 2.5 years Up to 30 Up to 55 Rocky Lane, map CT‑05- diversion, utilities 037

Satellite site Launch area for the Viaduct, earthworks 2 years Up to 70 Up to 70 viaduct at Small Dean, map CT‑05-038

Satellite site Storage area 1 for the Green tunnel, earthworks, public 3 years Up to 100 Up to 125 green tunnel at Wendover, footpath diversionary works, map CT‑05-038 utilities

Satellite site Storage area 2 for the Green tunnel, earthworks, 3 years Up to 20 Up to 30 green tunnel at Wendover, highway diversions, public map CT‑05-039 footpath diversionary works, utilities

Satellite site Worksite for the Overbridge, earthworks, highway 3.5 years Up to 30 Up to 60 overbridge at Nash Lee diversions, utilities Road, map CT‑05-040

Table 1: Location of construction site compounds

2.3.9 All main site compounds would contain space for the storage of bulk materials (aggregates, structural steel, 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. Hardstanding areas would be installed at all site compounds.

2.3.10 The adjacent areas would be used for the temporary storage of any topsoil stripped as part of the works.

10 Peak periods will usually occur when multiple works activities are being carried out concurrently. These will be reported in the formal ES. 11 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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Fencing and lighting

2.3.11 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.

2.3.12 Lighting of site compounds during hours of darkness would seek to reduce as far as reasonably practicable light pollution to the surrounding area, in accordance with the requirements of the CoCP. Temporary worker accommodation sites

2.3.13 There would be one accommodation site in this area, at the main construction site at Small Dean viaduct, located adjacent to the junction of the A413 London Road and Small Dean Lane. This accommodation site would accommodate up to 120 workers for an average workday and up to 180 for a peak workday (these figures exceed those quoted in Table 1 since workers from various sites would be accommodated at this main construction site). Whilst the CoCP would encourage workers to use public transport and/or ride-share schemes to travel to and from site on a daily basis wherever practicable, the opportunity for this may be limited in this area. Construction traffic and access

2.3.14 The following lorry routes are currently proposed to access each of the site compounds: • The route to the compound at Leather Lane would commence at the M40, continuing onto the A355 to Amersham, then the A413 towards Wendover, then the B485 Chesham Road or Frith Hill, along Potter Row before ending on Leather Lane; • The route to the compound at Bowood Lane would commence at the M40, continuing onto the A355 to Amersham, then the A413 towards Wendover, then alternatively the B485 Chesham Road or Frith Hill, along Potter Row, then Leather Lane before continuing along the Proposed Scheme to the compound; • The route to the compound at Wendover Dean would commence at the M40, continuing onto the A355 to Amersham, then the A413 towards Wendover, then Rocky Lane before continuing along the Proposed Scheme to the compound; • The route to the launch area for the viaduct at Wendover Dean would commence at the M40, continuing onto the A355 to Amersham, then the A413 towards Wendover, continuing on Rocky Lane before continuing along the Proposed Scheme to the compound; • The route to the compound at Rocky Lane would commence at the M40, continuing onto the A355 to Amersham, then the A413 towards Wendover before ending on Rocky Lane; • The route to the compound on Small Dean Lane would commence at the M40, continuing onto the A355 to Amersham, then the A413 to Wendover before ending on Small Dean Lane; • The route to the compound near Bacombe Lane would commence at the M40, continuing onto the A355 to Amersham, then the A413 to Wendover, then Small Dean Lane before continuing along the Proposed Scheme to the compound; • The route to the compound adjacent to the A413, west of Wendover would commence at the M40, continuing onto the A355 to Amersham, then the A413 to Wendover before ending at the A413 Nash Lee Road; and • The route to the compound adjacent to Nash Lee Lane would commence at the M40, continuing onto the A355 to Amersham, then the A413 to Wendover before ending at the B4009 Nash Lee Road.

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Preparatory and enabling works Demolition works

2.3.15 It is anticipated that the Proposed Scheme would require a number of demolitions in the area. These works are outlined in Table 2.

Description of structure Location

Durham Farm and four associated commercial In a dry valley within Wendover Dean to the east of the A413 London Road buildings

Road Barn Farm and associated outbuilding Adjacent to the A413 London Road to the south of Wendover

30, 32, 34, 36, 38, 40 Ellesborough Road Along Ellesborough Road to the east of Wendover

Wendover Cricket Ground Pavilion Accessible off Ellesborough Road to the east of Wendover

Table 2: Demolition works Drainage and culverts

2.3.16 It is anticipated that drainage ponds would be required for railway track, highway and land drainage. Indicative locations are shown on maps CT‑06-035 and CT‑06-040. Watercourse diversions

2.3.17 There would be no watercourse diversions in the local area. Utility diversions

2.3.18 There are a number of major items of utility infrastructure in proximity to the Proposed Scheme, including: 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: • Diversion of Affinity Water mains to the north of Leather Lane along existing farm track to cross over the Proposed Scheme; • Diversion of Thames Water mains on the south side of Rocky Lane to cross over the Proposed Scheme; • Diversion of Thames Water mains on the east side of the A413 London Road; • Diversion of National Grid high voltage electricity line to the south of Bacombe Lane to cross over the Proposed Scheme; • Diversion of National Grid high voltage electricity line to north of Ellesborough Road to cross over the Proposed Scheme; • Diversion of Thames Water mains on the south side of Bacombe Lane to cross over the Proposed Scheme; • Diversion of Southern Gas Network low pressure gas main on the north side of Ellesborough Road to cross over the Proposed Scheme; • Diversion of Thames Water mains on the south side of Ellesborough Road to cross over the Proposed Scheme; and • Diversion of National Grid high voltage electricity line to the west of Ellesborough Road to cross over the Proposed Scheme.

2.3.19 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

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of a concrete slab or similar; or have sufficient clearance from the work that they would not be affected.

2.3.20 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

2.3.21 Proposed highway and road diversions are shown on maps CT‑06-035 and CT‑06-040 and include: • Bowood Lane, temporary diversion whilst new online bridge constructed; • Rocky Lane, permanent diversion to new offline bridge; • Small Dean Lane, temporary diversion whilst Small Dean Lane is upgraded; • Access track to Grove Farm, diversion to new offline bridge; • Bacombe Lane, permanent diversion to new highway link; • Ellesborough Road, temporary diversion whilst new online highway constructed; • Nash Lee Road, permanent diversion to new overbridge; and • Nash Lee Lane, permanent diversion off new overbridge.

2.3.22 The closure of routes will be kept to as short a duration as possible. 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. Footpath, cycleway and bridleway diversions

2.3.23 Proposed footpath, cycleway and bridleway diversions are shown on maps CT‑06-035 and CT‑06-040 and shown in Table 3. Temporary impacts on these paths would be managed in accordance with the CoCP to reduce the impacts in terms of duration of temporary closures or diversions and length of additional journeys. Further detail about proposed temporary diversions and closures, if required, will be reported in the formal ES.

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Name Location Permanent reinstatement or diversion

Route Approximate additional journey length12

TLE/2/2 – public Crossing agricultural fields approximately 400m Permanent reinstatement – Negligible footpath south of Bowood Lane linking the A413 with on line overbridge Rushmoor Wood

TLE 3/1 – public Bowood Lane, Wendover Dean Permanent reinstatement – Negligible footpath on line overbridge

TLE/5/2 – public Wendover Dean, close to Durham Farm Permanent reinstatement – Negligible footpath and private under viaduct access

WEN/36/1 – public Wendover Dean, adjacent to Durham Farm Permanent reinstatement – Negligible footpath and private under viaduct access

WEN/39/2 – public Wendover Dean, to east of Upper Wendover Permanent reinstatement – Negligible footpath and private Dean Farm, linking Wendover Dean with King’s under viaduct access Ash

Icknield Way Regional Follows Small Dean Lane and then parallel to Permanent reinstatement – N/A promoted route A413 under viaduct

WEN/57/1 – public Running parallel with the A413 to Bacombe Bridleway to remain open N/A bridleway Lane

WEN/14/4 – public Along Bacombe Lane Permanent reinstatement – 200m bridleway offline over green tunnel

WEN/11/1, 11/2 – two To north of Ellesborough, adjacent to Wendover Permanent reinstatement – Negligible public footpaths Cricket Club online over green tunnel

WEN/55/1 – public To west of Wendover connecting Wendover Permanent reinstatement – Negligible footpath with Wellwick Farm offline over green tunnel

ELL/25/1 – public B4009 Nash Lee Road Permanent reinstatement – Negligible footpath and Private offline overbridge Access

Table 3: Footpath, cycleway and bridleway diversions Restricted accesses

2.3.24 There would be no restricted accesses in the local area. Main construction works – Earthworks Earthworks

2.3.25 Major earthworks in the area would include: • Cutting through from Leather Lane to Jones’ Hill Wood, Wendover Dean (1.6km length, down to 15m deep) (see maps CT‑05-025 to CT‑05-036); and • The green tunnel at Wendover, from south of Bacombe Lane to the northern fringes of Wendover (1.35km, down to 10m deep) (see maps CT‑05-038 to CT‑05-039).

2.3.26 Works would be carried out in a sequence, designed to minimise road and footpath closures, maintain flows within watercourses, and reduce vehicle movements by road.

12 Diversions of less than 50m are reported as negligible in this table.

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2.3.27 During design development consideration has been given to the movement of materials. Wherever possible, 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 and/or screening to render it acceptable for use elsewhere. Main construction works – Structures Green tunnels

2.3.28 Green tunnels are cut-and-cover13 tunnels that have been landscaped to blend into the surrounding landscape.

2.3.29 The green tunnel to the west of Wendover would run for approximately 1.3km and would include a hood14 at each end contained within the green tunnel.

2.3.30 Landscaping and planting are used to blend the structure back into the landscape and to provide a safe point for wildlife to cross the route. Roads and footpaths would, where appropriate, be restored across the green tunnel. Viaducts at Wendover and Small Dean

2.3.31 Based on the current design detail, a simplified construction sequence for the viaducts at Wendover and Small Dean is proposed to be adopted as follows: • Phase 1: Enabling works would be carried out in advance of the main construction works. These would include site investigation works, archaeological investigation (as required), installing monitoring equipment, and statutory utility diversions as required; • Phase 2: Establishment of the construction site compound and perimeter fencing. Haul roads would be constructed, which would allow plant on site to undertake site clearance activities. Establishment of traffic management and realignment of roads and footpaths, as required. Site clearance and excavation of ground and construction of the piling mat would be undertaken; • Phase 3: Installation of tower cranes to facilitate placing of pre-cast units. These would remain until the structure of the viaduct is virtually complete; • Phase 4: Foundations could be constructed from the temporary access track. Abutments and piers could be constructed using span-by-span method with the concrete deck cast on either gantries supporting full-span length or full-height scaffolding; • Phase 5: Gantries would be used where the span is over a significant watercourse or road; or the ground conditions are too poor to support scaffolding; • Phase 6: Scaffolding would be used where the span is not over any significant obstacles (small watercourses can be spanned with modified scaffolding), or the ground conditions are adequate to allow the use of scaffolding; • Phase 7: Gantry spanning from one pier to the next, or scaffolding, would be installed between piers from access track using mobile cranes; • Phase 8: Formwork would be installed on the spanning gantry or scaffolding to construct a concrete deck slab; • Phase 9: Remove formwork and gantry/scaffolding and install for next span; and

13 Cut-and-cover tunnels are constructed in phases, commencing with excavation of the route, followed by the installation of a concrete box to protect the railway, and re-covering with excavated material to restore as natural a surface appearance as possible. 14 A hood is a perforated concrete box that sits over the railway and helps to manage the aerodynamics of trains moving through the tunnels.

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• Phase 10: Demobilise and clear all construction plant and the associated satellite site compounds. Green tunnel at Wendover

2.3.32 Based on the current design detail, a simplified construction sequence for the green tunnel at Wendover is proposed to be adopted as follows: • Phase 1: The construction in this area would be served by one main construction compound and various satellite site compounds. The main compound would be established three months prior to commencing construction. The assembly and commissioning would require approximately two months. Site setup works would include ground profiling, erection of workforce temporary buildings and the assembly of a specialised construction plant; • Phase 2: Enabling works would be specific to the proposed element and could include road diversions, utility diversions and temporary works. On average this activity would take three months; • Phase 3: The construction of the green tunnel would take approximately 22 months. The details of the construction would be defined by the contractor’s working methods but could include construction of retaining structures, bulk excavation, in situ construction of concrete walls and tunnel structure and backfilling of tunnel structure; • Phase 4: After the completion of the last element, demobilise and clear all construction plant and the associated main construction compound. The demobilisation period would take two months to enable the commencement of land reinstatement; and • Phase 5: This would involve installation and commissioning of new tracks to serve the Proposed Scheme. This would take nine months to install and commission. Rail infrastructure fit-out

2.3.33 The principal elements of rail infrastructure to be constructed are track, overhead line equipment, 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

2.3.34 HS2 trains would draw power from overhead line equipment, requiring feeder stations and connections to the 400kV National Grid network. There are no feeder stations within the local area. Smaller auto-transformer stations would be required at more frequent intervals. The anticipated locations of two proposed auto-transformer stations are shown on maps CT‑06- 035 and CT‑06-040. Landscaping and permanent fencing

2.3.35 Landscaping (i.e. earthworks and 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 surrounding landscape. The planting would reflect tree and shrub species native to the Dunsmore, Wendover and Halton landscape. Opportunities for ecological habitat creation would be considered.

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

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Construction programme

2.3.37 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

2.3.38 Commissioning is the process of testing the infrastructure to ensure that it operates as expected. This would take place in the year prior to opening. Further details are provided in Volume 1. 2.4 Operation of the Proposed Scheme 2.4.1 In this area, HS2 trains would run at speeds up to 360kph. During Phase One of HS2, up to 14 trains per hour (tph) would pass in each direction. This would increase to a potential maximum of 18tph in each direction should Phase Two also become fully operational.

2.4.2 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 24:00 (Monday to Saturday) and between 08:00 and 24:00

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(Sunday). When required, line inspections and maintenance would be conducted outside those operating hours.

2.4.3 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 Great Missenden, South Heath and Wendover Community Forum meeting was held on 20 March 2012 at the Wendover Library Room. The outcome of this meeting led to a change in boundaries and the emergence of the Central Chilterns Community Forum (see CFA9 Central Chilterns) and the Dunsmore, Wendover and Halton Community Forum.

2.5.3 A series of Dunsmore, Wendover and Halton Community Forum meetings and discussions with individual landowners, organisations and action groups were undertaken. Community forum meetings were held on: • 25 June 2012 at Wendover Library Room; • 10 September 2012 at Wendover Library Room; • 13 November 2012 at Wendover Library Room; and • 12 February 2013 at Wendover Bowls Club.

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

2.5.5 The main themes to emerge from these meetings were: • The impact of road and footpath diversions on local communities and journey times; • Potential noise impacts along sections of the route in cutting or on viaduct when the Proposed Scheme is operational; • Potential visual impacts of the Proposed Scheme, particularly from the viaducts at Wendover Dean and Rocky Lane respectively; • Measures for mitigating noise and visual impacts of viaducts for residents living close to the route, particularly where dwellings would overlook the route; • Potential impacts from construction traffic and construction activity including air-borne particles and potential effects on health; • The stress felt by residents about HS2 and impacts on well-being; • Potential impacts on St Mary’s Church, a popular concert venue, due to its proximity to the route; • The potential for construction and operation of HS2 to deter tourists from visiting the area, which would have an effect on local economies; • Potential impacts on watercourses, particularly two major springs at the north-western boundary of the community forum area, a well head at St Mary’s Church, and at Dobham Lane; • Concern that construction traffic, particularly the increase in HGVs, would impact on road safety and journey times;

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• Concern that there would be an increased number of families in the area and that this would impact on local services, including school intake figures and other local resources; • Concerns over safety risks arising from construction activities; and • Concern that suggested road re-alignments to be kept open, including Ellesborough Road and Bacombe Lane. 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. Maintenance loop at Stoke Mandeville

2.6.3 The Proposed Scheme includes a maintenance loop at Stoke Mandeville. This would alter the level of the railway between Wendover and Stoke Mandeville. The main changes in this area arising from the inclusion of the maintenance loop at Stoke Mandeville would be a lowering of the alignment northwards of Wendover and the provision of access roads from Nash Lee Road alongside the railway. This would have some small benefits, including lowering the height of the road crossing at Nash Lee Road. The options considered, and the reasons for the selection of the location of the maintenance loop, are detailed in CFA 11 – Stoke Mandeville and Aylesbury. Extended Chilterns bored tunnel

2.6.4 A number of alternatives have been considered to extend the length of the Chilterns bored tunnel. None of these options have been adopted in the Proposed Scheme. However, the longer options that have been considered would result in the northern portal of the tunnel being within CFA10, north of Wendover. This would incur additional visual, community and traffic impacts for this area, since tunnel boring activities would commence from a main worksite at the tunnel portal. The construction site would need to have treatment facilities for the material coming out of the tunnel and would result in vehicles and workers travelling to and from it. These factors were part of the consideration in deciding not to include a longer tunnel within the Proposed Scheme. Details of the options considered are provided in CFA9 – Central Chilterns. Extended green tunnel at Wendover

2.6.5 The Proposed Scheme includes a green tunnel west of Wendover, adjacent to the A413. This was part of the scheme announced in January 2012. Local groups proposed additional options for extending the green tunnel at Wendover. Four alternatives were considered: • Option A: A green tunnel of 1.2km adjacent to Wendover, the Proposed Scheme consistent with the route announced in January 2012; • Option B: Extended green tunnel to the west, past where Nash Lee Lane would cross the Proposed Scheme; • Option C: Extended green tunnel to the east, in the direction of Small Dean; and

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• Option D: An extended green tunnel east of the Small Dean crossing of the A413.

2.6.6 The local community suggested Options B, C and D would reduce the potential noise and visual effects and allow reinstatement of land for agricultural use.

2.6.7 In terms of potential noise impacts, extending the green tunnel to the west would benefit a few dwellings at Nash Lee Lane, whilst extending the green tunnel to the east would benefit dwellings on Bacombe Lane. However, in both locations the noise effects could be effectively managed by adopting noise barriers.

2.6.8 Option D would increase the length of green tunnel past Wendover to 3.7km and it would also require the inclusion of an additional vent shaft due to the overall length of tunnel. This longer tunnel would avoid the permanent visual impacts of the A413 crossing. However, it would also create significant construction impacts resulting from the construction under the existing A413 and the existing railway line, with likely disruptions to services. As a result, construction periods would also be likely to increase. This would create significant additional cost for the project which is not considered justified for the benefits that would be gained from a longer tunnel. Therefore Option D was not adopted in the Proposed Scheme.

2.6.9 HS2 Ltd acknowledges that a green tunnel would reinstate a greater area of land for use once the scheme was constructed. However, any additional benefits of Options B and C beyond this would be more marginal.

2.6.10 Options A, B and C would all result in some visual impacts due to the crossing of the A413. Whilst any difference between Options A and B would be marginal, Option C could also result in visual impacts arising from the top of the green tunnel being above existing ground level, which could require further mitigation works.

2.6.11 HS2 Ltd has considered the likely cost of increasing the extent of the green tunnel based on the estimate for the proposed green tunnel and both Options B and C would increase the costs. Consequently, it is not considered that the potential noise and visual benefits of extending the tunnel under Options B and C would be justified.

2.6.12 For these reasons Option A has been adopted in the Proposed Scheme. Enclose the viaduct at Wendover Dean

2.6.13 The Proposed Scheme includes a 500m long viaduct which would pass across Wendover Dean south of Wendover. The viaduct would cross a dry valley and as a consequence would be up to approximately 17m above the valley floor. This was part of the route announced in January 2012.

2.6.14 The local community has proposed that the viaduct be covered or enclosed in order to remove views of passing trains and to reduce potential noise effects. However, HS2 Ltd has not adopted artificial above ground covering along the route where it is at surface or already on elevated structures (e.g. embankment or viaduct) due to the associated additional costs and environmental impacts.

2.6.15 In this location the enclosure of the viaduct would require significant additional engineering works. In particular, the size of the enclosure to provide the required aerodynamic performance would require an increase in bridge width and a much more substantial support structure. Enclosure of the viaduct would in effect create a tunnel and would require inclusion of appropriate measures to mitigate pressure waves created by trains. These would increase construction complexity and time, with increased construction and on-going maintenance costs for the structure.

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2.6.16 The size and visual appearance of an enclosed structure would be difficult to mitigate with the result that the visual intrusion of a covered viaduct could be as significant as the impacts without it.

2.6.17 With regard to noise effects, the Proposed Scheme incorporates noise barriers to provide noise attenuation and as part of the on-going design and assessment work the mitigation proposals for this section of the scheme will continue to be refined.

2.6.18 Given these issues, it is not considered desirable to enclose the railway across the viaduct and this proposal has not been investigated further as part of the Proposed Scheme design work.

2.6.19 For these reasons HS2 Ltd has not adopted this request in the Proposed Scheme. Rocky Lane road realignment

2.6.20 The Proposed Scheme includes a new bridge on Rocky Lane to maintain vehicular access (see map CT‑05-037). This was included within the scheme announced in January 2012. An alternative option was proposed by the Community Forum. Two alternatives were considered: • Option A: Underbridge at Rocky Lane to maintain vehicular access, the Proposed Scheme; and • Option B: A new highway diversion constructed on the east side of the Proposed Scheme that would connect Rocky Lane with the A413 via a new junction at the entrance to the private access for Boswells Farm.

2.6.21 Option B would require an increase in agricultural landtake in order to construct a new highway in comparison with the smaller footprint to construct an offline realignment of the bridge for Rocky Lane as proposed in Option A. Whilst Option B would divert traffic away from The Laurels it would result in a lengthy diversion of approximately 1.8km, and would sever direct access from King’s Ash to the A413 and Dunsmore, as well as access for Hartley Farm. This would also create additional cost for the project.

2.6.22 For these reasons Option B has not been adopted in the Proposed Scheme. Ellesborough Road

2.6.23 The Proposed Scheme includes a temporary diversion of Ellesborough Road north of the properties alongside the current Ellesborough Road. This has been proposed in order to maintain access to Wendover during construction. This new temporary diversion would be required in order to deliver the scheme announced in January 2012, which showed Ellesborough Road reinstated over the green tunnel after construction was completed. Three alternatives were considered: • Option A: Divert Ellesborough Road to the north behind the existing properties, the Proposed Scheme; • Option B: Divert Ellesborough Road to the south; and • Option C: Close Ellesborough Road during construction of the green tunnel.

2.6.24 Option C was not considered feasible because of the volume of traffic travelling along Ellesborough Road. It would have involved an extended diversion, which was not considered to be acceptable for road users.

2.6.25 Option B was not proposed because of the potential for landtake within the Memorial Wood east of Ellesborough Road. HS2 Ltd has been working to reduce the impacts on the wood; and for this reason this option was not adopted in the Proposed Scheme.

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2.6.26 The Proposed Scheme, Option A, would have potential effects on the properties adjacent to Ellesborough Road. A new road would be constructed to the rear of these properties that, for part of the duration of the construction of the green tunnel, would be used by through-traffic that currently uses Ellesborough Road. However, these properties would already be significantly affected by the construction of the green tunnel and the additional effects of having a temporary diversion to the rear of the properties would be minor. Residential access would be maintained to the front of the properties during construction.

2.6.27 For these reasons Option A has been adopted in the Proposed Scheme. 2.7 Proposals for further consideration 2.7.1 A number of further engineering developments to the Proposed Scheme are being investigated, including: • Develop and refine the approach for the crossing of the A413 at Wendover. As part of the on-going design work HS2 Ltd is considering whether there are alternative options to the Small Dean viaduct, for example, using a box structure with embankments; • Currently, it is proposed to permanently close Bacombe Lane. In order to improve access for local residents HS2 Ltd is continuing to investigate whether Bacombe Lane could remain open. This on-going work will consider highways requirements and any alterations required to the Bacombe Lane junction; • More detailed investigation of the diversions for the OLE at Wendover; and • 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 would be no significant increase in flood risk toey k 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 design would compensate for any loss of floodplain by creating new flood storage areas nearby.

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31 CFA Report – Dunsmore, Wendover and Halton/No 10 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 and forestry and agri-environment schemes. 3.2 Policy framework 3.2.1 There are no relevant Saved Policies within the Aylesbury Vale District Plan. The Chiltern Core Strategy, 2011, in Policy CS4 seeks to ensure that development has regard to the efficient and sustainable use of soils, taking account of the presence of best and most versatile (BMV) agricultural land. The policy seeks to maintain soil function, as far as practicable, through sustainable drainage systems (SuDS). Policy CS17 of the Adopted Wycombe Core Strategy 2008 seeks to prevent inappropriate sub-division of agricultural land to avoid degradation of the countryside. 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.

3.3.2 There are no topic-specific assumptions or limitations within this study area. 3.4 Environmental baseline 3.4.1 The study area used to determine the likely significant effects on agriculture, forestry and soils is defined as a 200m-wide corridor centred on the Proposed Scheme. The agricultural land quality and presence of affected agricultural and related rural interests have been identified within this corridor. In addition, the consequence of the impacts on land quality in the study area has been assessed in part against the abundance of land of that quality in a wider 4km corridor.

3.4.2 In assessing the effect of the Proposed Scheme on farms, it is important to recognise that the ability of the 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, there is one dairy farm, which is of high sensitivity to change, ten farms of medium sensitivity and six agricultural holdings of low sensitivity.

3.4.3 The Proposed Scheme in this area is approximately 8km in length through the local area of Dunsmore, Wendover and Halton. The area is characterised by a series of hills and predominantly dry valleys which range in altitude from 115m to 225m Above Ordnance Datum (AOD). A tributary of the River Thame extends into the northernmost sections of the area.

3.4.4 The principal underlying geology is that of the White Chalk. Superficial clay, silt, sand and gravel deposits of the Clay-with-Flints Formation are mapped overlying the Lewes Nodular Chalk Formation. At the very northern end of the section, to the south-west of Halton, the Gault and Upper Greensand Formations are mapped. These consist of mudstone, sandstone and limestone.

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3.4.5 The National Soil Map15 shows four soil associations (i.e. groups of soils with similar characteristics) present within the study area.

3.4.6 Coincident with the valley running between Great Missenden and Wendover is an area of the Charity 2 association. Beyond this, further upslope, is the Batcombe association. Charity 2 soils are typically silty and well drained, while the Batcombe soils overlie Clay-with-Flints and are calcareous silty to loamy in texture and moderately to imperfectly drained.

3.4.7 Bands of Upton 1, Wantage 1 and Andover 1 associations run roughly east to west around Wendover. Generally, the soil properties reflect the geology and sloping topography, with Andover soils tending to be on the top of the slopes, Upton over chalk on the sides and Wantage at the foot of the slopes.

3.4.8 There is a wide mix of soil types in the wider area. Around the southern half of the area, soils generally consist of calcareous silty and clayey textures (Coombe 1, Grove and Frome). Soils surrounding the northern half of the area are of the Grove, Denchworth and Evesham 2 associations overlie Kimmeridge and Gault clays. These soils are typically wet, clayey and mottled and are imperfectly to poorly drained. Finally, soils of the Arberford association are also found near the north and are characteristically shallow, fine loamy soils that are well drained.

3.4.9 Provisional ALC mapping shows the agricultural land of the area to be mostly of Grade 2 (very good quality) with some Grade 3 (good to moderate quality).16,17 The better quality land generally occurs on the shallower slopes and at the flatter, lower points of the area, in association with the well-drained Charity 2 soils.

3.4.10 Detailed ALC survey data in the area show land quality to vary between Grades 2 and 3b. One site, to the south-west of the area, has better quality land associated with areas underlain by superficial Head deposits of clay, silt, sand and gravel, with Subgrades 3a and 3b on chalk or siltstone geology. The findings for the study area identify Subgrades 3a and 3b and are therefore consistent with the pattern of land quality in the wider area.

3.4.11 The probable agricultural land quality in the wider 4km study area is shown on the Department for Environment, Food and Rural Affairs (Defra) Likelihood of BMV Agricultural Land map.18 It indicates the areas where higher quality agricultural land is most likely to be found and shows the majority of land in the category “>60% likelihood of best and most versatile agricultural land” (see map CT‑02-09). Detailed analysis shows land quality to be consistent with this prediction.

3.4.12 Agricultural land use in the area is a mixture of grassland and arable uses. These land uses are interspersed with a number of blocks of woodland, mostly deciduous.

3.4.13 To date, the surveys have identified thirteen holdings in the study area, as set out in Table 4. These range from a smallholding of 11.5 hectares (ha) to an arable farm of 220ha.

15 Cranfield University (2001) The National Soil Map of England and Wales 1:250,000 scale, National Soil Resources Institute, Cranfield University, UK. 16 Ministry of Agriculture, Fisheries and Food (1988) Agricultural Land Classification of England and Wales: Revised guidelines and criteria for grading the quality of agricultural land. 17 Natural England (2002) Provisional Agricultural Land Classification mapping at 1:250,000 (version date 10/01/2002); http://www.gis.naturalengland.org.uk/pubs/gis/gis_register.asp. Accessed 18 February 2013. 18 Defra (2009) Likelihood of Best and Most Versatile Agricultural Land.

33 CFA Report – Dunsmore, Wendover and Halton/No 10 I Agriculture, forestry and soils

Holding Primary farming activities

Hunts Green Farm Arable, beef and sheep

Strawberry Hill Farm Arable, beef and sheep

Durham Farm Arable and beef

Upper Wendover Dean Farm Arable and beef

Hartleys Farm Grass for hay making

Road Barn Farm Arable and grassland

Boswells Farm Currently unknown (assumed to be mainly arable)

Bank Farm Arable and sheep

Grove Farm Grassland for heifer rearing

Smalldene Farm Grassland for heifer rearing

Wellwick Farm Arable and equestrian

The Orchard, Nash Lee Road Redundant plum orchard and grassland let

Nash Lee Farm Arable, beef and sheep, with an occasional farm shop

Table 4: Holdings affected by the Proposed Scheme

3.4.14 Within this area there is one equestrian enterprise likely to be of high sensitivity because of the spatial relationship between land and buildings. The majority of farms are likely to be of medium sensitivity, with one of low sensitivity to change where the land is let to others.

3.4.15 Most of the land in the study area is entered into the Entry Level Stewardship Scheme, which encourages environmental management practices such as hedgerow management, buffer strips and low-input grassland. The whole of the area is classified as a Nitrate Vulnerable Zone, where measures have been introduced to reduce the potential for nitrogen losses from agricultural sources into watercourses.

3.4.16 There are a number of blocks of non-commercial woodland within the study area. Large blocks of woodland lie on the slopes and higher ground either side of the valley. 3.5 Construction Assessment of impacts and mitigation

3.5.1 HS2 Ltd would require all of its contractors to comply with the 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; • 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 reduced as far as reasonably practicable; • 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 re-used without any substantive reduction in long-term productive capability.

34 CFA Report – Dunsmore, Wendover and Halton/No 10 I Agriculture, forestry and soils

3.5.2 Soil resources would be stripped at the outset of the construction phase and stored. Where land is required temporarily for 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 soils most likely to be affected are those of the Charity 2 association. These soils are well drained and capable of being handled and stored over much of the year. Appropriate handling, storage and replacement of these soils would enable the reinstatement of the maximum area of agricultural land required temporarily without any substantive reduction in long-term productive capability. This applies equally to the Upton 1, Wantage 1 and Andover 1 associations that would also be affected.

3.5.3 Aspects of the Proposed Scheme that would assist to reduce effects on agricultural resources include an agricultural overbridge at Hunt’s Green Farm (also serving Cottage Farm), to enable continued access to severed land.

3.5.4 The agricultural land required temporarily to construct the Proposed Scheme would include land of BMV quality. Since there is a limited amount of BMV agricultural land in the wider (i.e. 4km) study area, the temporary loss of BMV land to the Proposed Scheme is considered to be significant. Although it is intended that most of the soils and farmland required for temporary construction purposes would be returned to agricultural use or used within the design of the Proposed Scheme, the residual permanent effect on BMV land remains significant.

3.5.5 Forestry resources, including soils, are required by both the temporary and permanent works necessary to implement the Proposed Scheme. However, as this CFA is already heavy wooded, with over 15% of land use in the CFA mapped as woodland in a 4km-wide tranche, the loss of approximately 2.0ha is not significant.

3.5.6 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. Of the 13 farm holdings in the area, 11 would experience a significant effect during the construction phase from the impacts of land loss, severance and the loss of buildings: • Hunts Green Farm; • Strawberry Hill Farm; • Durham Farm; • Upper Wendover Dean Farm; • Hartleys Farm; • Road Barn Farm; • Bank Farm; • Grove Farm; • Smalldene Farm; • Wellwick Farm; and • The Orchard, Nash Lee Road.

3.5.7 Two farm holdings (Boswells Farm and Nash Lee Farm) would not experience significant effects.

3.5.8 No farm or diversified enterprises, 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

35 CFA Report – Dunsmore, Wendover and Halton/No 10 I Agriculture, forestry and soils

construction phase would be controlled by implementing best practice, as set out in the draft CoCP.

3.5.9 The construction process could lead to transportation of weed seeds and plants along the route. 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 1959 and the Wildlife and Countryside Act 1981.19,20 Defra has powers to require occupiers of land on which they are growing to take action to prevent their spreading. Application of control measures in the draft CoCP would regulate this potential effect. Likely residual significant effects

3.5.10 Although the mitigation outlined above would reduce the effects of severance, and land not required for the permanent alignment would be restored back to agriculture following construction, there would still be permanent residual significant effects for the following six holdings, due to the proportion of the holding that would be permanently removed in each case: • Hunts Green Farm; • Hartleys Farm; • Bank Farm; • Grove Farm; • Wellwick Farm; and • The Orchard.

3.5.11 The future of Durham Farm and Road Barn Farm is difficult to assess as there is likely to be significant property demolition, and negotiation with HS2 Ltd regarding their possible replacement has yet to be undertaken. Further mitigation

3.5.12 No further practicable mitigation measures have been identified at this time. 3.6 Operation Assessment of impacts and mitigation

3.6.1 All run-off from the operational area would be captured in designated drainage arrangements capable of control prior to discharge to watercourses.

3.6.2 Comparison with other railway and highway land indicates that all corridors of transport infrastructure have the potential to support weed growth, which may prejudice agricultural interests where weeds can spread to adjoining land.

3.6.3 The potential for the establishment and spread of weeds from the operational area would be addressed through the adoption of an appropriate land management regime by the network operator, which identifies and remedies areas of weed growth that might threaten adjoining agricultural interests. Likely residual significant effects

3.6.4 There are not considered to be any significant residual effects associated with the operation of the Proposed Scheme.

19 Weeds Act 1959 (7 & 8 Eliz II c. 54). London, Her Majesty’s Stationery Office. 20 Wildlife and Countryside Act 1981 (c.69). London, Her Majesty’s Stationery Office.

36 CFA Report – Dunsmore, Wendover and Halton/No 10 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 dust.21 Emissions of these pollutants are typically associated with construction activities and equipment and road traffic. 4.2 Policy framework 4.2.1 Saved Policies GP.8 and GP.95 of the Aylesbury Vale Local Plan 2004 seek to protect public amenity. Additionally, the Chiltern Core Strategy, 2011, in Policy CS4, contains specific measures to minimise impacts on designated local Air Quality Management Areas (AQMAs). Saved Policies GC3 and GC9 of the Chiltern Local Plan 1997 seek to achieve good standards of amenity and to prevent unacceptable levels of air pollution from new development. Policy CS18 of the Adopted Wycombe Core Strategy and Saved Policy G14 of the Adopted Wycombe Local Plan 2004 make similar provision.

4.2.2 The Wycombe DSA, Policy DM1, seeks reduced travel by private car with the aim of contributing to a higher standard of air quality. 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.

4.3.2 There are no topic-specific assumptions or limitations within this study area. 4.4 Environmental baseline 4.4.1 The environmental baseline reported in this section represents the environmental conditions identified within the study area. The air quality is typical of rural areas in Buckinghamshire, where sources of airborne pollution are few and largely confined to road traffic in towns and on the major roads.

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. The available data indicate that all parts of the study area currently experience concentrations of NO2, PM2.5 and PM10 that meet limit values and national air quality objectives. This view of local air quality is supported by the local authorities, who have declared no AQMAs within the study area.

4.4.3 Potential receptors have been identified as isolated farmhouses and residential properties in the vicinity of the Proposed Scheme or close to local roads that will potentially be used to access the construction sites. The Proposed Scheme also passes close to the town of Wendover.

4.4.4 Another potentially sensitive receptor is the Bacombe and Coombe Hills SSSI which is approximately 100m to the west of the route (see map CT‑01-19). This SSSI contains chalk and acid grassland habitats with plant species reflective of these habitats.

21 PM2.5 and PM10 describe two size fractions of airborne particles that can be inhaled and therefore are of concern for human health. The designations refer to particles of less than 2.5 and 10 microns in diameter.

37 CFA Report – Dunsmore, Wendover and Halton/No 10 I Air quality

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 implementation of the measures set out in the draft CoCP, where appropriate. Specific measures would include: • Contractors being required to control dust, air pollution, odour and exhaust emissions during construction works; • Inspecting and monitoring undertaken after consultation with Aylesbury Vale District Council 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; • 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 following completion of earthworks.

4.5.3 Potential dust generating activities in the study area would comprise the demolition of nine buildings and the construction of new structures and earthworks, notably at sites relating to the construction of the viaducts at Wendover Dean and Small Dean, the green tunnel at Wendover and the overbridge for the B4009 Nash Lee Road. Dust emissions from the construction sites would be most likely to arise from: earthworks required for the preparation of the ground; bulk excavation; processing and stockpiling of fill materials; construction of structural embankments; landscaping; the construction and use of construction compounds; construction of permanent replacement road infrastructure and bridges; and the potential deposition of mud and dirt from the site onto local roads.

4.5.4 The construction dust assessment was undertaken for sensitive receptors in close proximity to construction activities producing dust. These included several residential receptors within 20m of the route, such as those on Ellesborough Road and Bacombe Lane, which constitute worst- case receptors. The boundary of a proposed worksite would be less than 20m from Bacombe Hill and Coombe Hills SSSI, although dust emissions would be low at this location, with activities primarily associated with the construction of a connecting road between Ellesborough Road and Bacombe Lane.

4.5.5 The assessment of effects arising from dust emissions has concluded that the impact would be negligible for residential receptors and minor adverse for Bacombe and Coombe Hills SSSI. None of these effects would be significant.

4.5.6 Construction activity could affect local air quality through the additional traffic generated on local roads as a result of construction traffic routes and changes to traffic patterns arising from temporary road diversions. Examination of the changes in traffic flows for017 2 for the

38 CFA Report – Dunsmore, Wendover and Halton/No 10 I Air quality

affected roads has shown that following two roads meet the criteria for further, more detailed assessment: • The A413 London Road and Nash Lee Road; and • The B4009.

4.5.7 A more detailed assessment of impacts arising from the additional emissions on these roads has been undertaken. It concluded that the effects of increased NO2 and PM10 concentrations at roadside receptors would be negligible and would not be significant. Likely residual significant effects

4.5.8 The methods outlined within the draft CoCP to control and manage potential air quality effects are considered effective in this location. Hence, no 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 Dunsmore, Wendover and Halton 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. In Dunsmore, Wendover and Halton area, no roads were identified as requiring further assessment. Likely residual significant effects

4.6.3 No residual effects would be anticipated for air quality in this area during operation of the Proposed Scheme.

39 CFA Report – Dunsmore, Wendover and Halton/No 10 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 A number of policies from the Aylesbury Vale Local Plan 2004, Adopted Chiltern Local Plan 1997, the Adopted Chiltern Core Strategy 2011, Adopted Wycombe Local Plan 2004 and Adopted Wycombe Core Strategy 2008 afford protection to community facilities, social infrastructure, open space and PRoW. They seek to: • Prevent the loss of community facilities including sports, recreational and leisure, community buildings and facilities, unless appropriate provision can be made (including Aylesbury Vale Local Plan 2004 Saved Policies GP.32 and GP.93; Chiltern Local Plan 1997 Saved Policies R2 and CSF2; Chiltern Core Strategy 2011 Policies CS28 and CS29; and Wycombe Core Strategy 2008 Policy CS15; • Prevent the loss of residential units or land allocated for housing (Policy H10 of the Wycombe Local Plan 2004); • Protect and enhance various green infrastructure assets and open space, and seek to enhance these assets where possible (including Chiltern Local Plan 1997 Saved Policies R7, R8 and R10; Chiltern Core Strategy 2011 Policy CS32; Wycombe Local Plan 2004 Saved Policies L3 and L4; and Wycombe Core Strategy 2008 Policy CS32); • Prevent the loss of allotments in the district (Aylesbury Vale Local Plan 2004 Saved Policy GP.92; Chiltern Local Plan 1997 Saved Policy R12; and Wycombe Local Plan Saved Policy 2004 RT18); and • Ensure the safeguarding of PRoW or suitable alternatives where severance/diversion is necessary (Aylesbury Vale Local Plan Saved Policy GP.84 and Chiltern Core Strategy 2011 Policy CS26).

5.2.2 There are no allocations for development sites of more than 0.5ha located within 2km of the route centreline. 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.

5.3.2 Specific assumptions for this area of the route include: • Effects relating to severance of PRoW (public footpaths and bridleways) and highway and pedestrian diversions are assessed within Section 12 – Traffic and Transport. However, where PRoW are considered a destination in themselves as a recreational resource, they have been considered within this community assessment. The PRoW to which this definition applies in this CFA include the Chiltern Way; the Ridgeway, which is a National Trail; and the Aylesbury Ring. Where impacts on open space and PRoW are considered, these have been informed by open space and PRoW usage and quality survey; • Where open space is privately owned and not available for use by the general public, it has been excluded from the assessment (e.g. woodlands or farmland). However, where land is privately owned but open for public use (e.g. parks or gardens surrounding country houses), it has been included in the assessment;

40 CFA Report – Dunsmore, Wendover and Halton/No 10 I Community

• Demand on local community infrastructure due to the presence of the local workforce is only considered relevant at worksites where temporary worker accommodation is provided on site. It has been assumed that there would be no accommodation for family members. Potential impacts on community infrastructure associated with the temporary accommodation of construction workers has not been assessed at this time and will be reported in the formal ES; and • To date, consultation for the purposes of the community assessment has not been undertaken with all community facilities potentially affected by the Proposed Scheme. As a result detailed information on the usage, services provided and future plans of facilities is not available. However, consultation is being undertaken and will be reported in the formal ES. 5.4 Environmental baseline 5.4.1 The study area includes the area of land within the construction boundary (comprising of 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 The route would be above ground over large parts of the Dunsmore, Wendover and Halton area, with a mixture of cutting, embankment and viaduct sections. It would enter a green tunnel as it passes Wendover. The baseline study focuses on the community resources and receptors along the length of the route within this area. It also includes the worksites that could give rise to direct and amenity impacts.

5.4.3 This section of the Proposed Scheme covers a mainly rural area of Buckinghamshire, including Bacombe Hill and Bacombe Warren (see maps CT‑03-18 to CT‑03-20). The main urban centre is the town of Wendover. The small village of Dunsmore is located to the west of the study area, and the village of Halton lies to the north-east. Viaduct at Wendover Dean and area

5.4.4 A number of footpaths cross the route linking the London Road (A413) to the east with Kings Lane to the west (WEN/38/1 and WEN/37/1). The Chiltern Link, a popular footpath, connects the open spaces of Great Widmoor and Barn Woods with Cockshoots Wood, and links with the South Bucks Way. A number of footpaths also link King’s Ash with Wendover Dean (WEN/39/2/, WEN/39/1 and WEN/40/1). All of these PRoW pass through areas of permanent and temporary land take (see map CT‑03-18). Viaduct at Small Dean and area

5.4.5 The Wendover Rifle Range is located south of Wendover, off London Road, and includes 50m and 92m outdoor ranges. During the summer, the Wendover Rifle Club (which has its headquarters nearby on Hogtrough Lane) has access to the outdoor range.22 The range lies outside of the land take area, although access to the range falls within the temporary land take at points. The Ridgeway (a National Trail, bridleway and footpath) connects the open spaces of Bacombe Warren with Wendover as links to the South Bucks Way. This PRoW passes through both the permanent and temporary land take. Wendover area

5.4.6 The Wendover Cricket Club ground and pavilion on Ellesborough Road is used as the main ground for the senior team of Wendover Cricket Club. The ground has been established for more than 50 years and its dimensions fulfil the requirements of the English Cricket Board for

22 Wendover Rifle Club (2012) Available athttp://www.wendoverrifleclub.org.uk/ . Accessed 25 October 2012.

41 CFA Report – Dunsmore, Wendover and Halton/No 10 I Community

use for adult matches.23 The Ellesborough Road cricket ground lies within the areas of permanent and temporary land take.

5.4.7 The Witchell cricket ground and pavilion, also run by the Wendover Cricket Club, caters for younger teams, social cricket and the Village Cup. This ground is located on The Witchell within Wendover, the other side of the route from the Ellesborough Road cricket ground and not within the permanent or temporary land take.

5.4.8 St Mary’s Church is found on Church Lane within Wendover, adjacent to a cemetery outside of the permanent and temporary land take. The church is also a venue for music recitals and concerts and a youth club.

5.4.9 A PRoW passes through Ellesborough Road cricket ground, connecting properties on Ellesborough Road with Wendover (WEN/11/1&2&3) (see map CT‑03-19). The Aylesbury Ring promoted route passes through central Wendover, providing links with many other footpaths and National Trails (e.g. The Ridgeway and The Grand Union Canal Walk). Overbridge at Nash Lee Road and area

5.4.10 The footpath ELL/21/1 links with footpaths running into Stoke Mandeville to the north-west and a footpath connecting with the Aylesbury Ring to the south-east. The footpath crosses through the areas of temporary and permanent land take (see map CT‑03-20). 5.5 Construction 5.5.1 The draft CoCP includes a range of scheme wide provisions which would help mitigate community effects associated with construction, including: • Appointment of community relations personnel; • A community helpline to handle enquiries from the public; • Sympathetic layout of construction sites to reduce impact as far as reasonably practicable; • Maintenance of public roads, cycle ways and PRoW around construction sites to avoid their deterioration due to construction traffic; and • Specific measures in relation to air quality and noise would also serve to reduce impacts on amenity for the neighbouring communities. Assessment of impacts and mitigation Residential property

5.5.2 East of Wendover Dean, the Proposed Scheme would run for approximately 500m on viaduct. Construction of this viaduct would require piers and foundations at Durham Farm, which would need to be demolished. It is considered, in the context of the community, that the permanent loss of this dwelling is a minor adverse effect and is, therefore, not considered significant.

5.5.3 South of Wendover, the Proposed Scheme would run for approximately 500m over the viaduct at Small Dean. One residential dwelling, Road Barn Farm, would be permanently lost due to the construction of this viaduct at Small Dean and the temporary construction access, which would be required off the A413. In the context of the community, that the permanent loss of this dwelling is a minor adverse effect and is, therefore, not considered significant.

5.5.4 The construction of the green tunnel at Wendover would require the demolition of six dwellings on Ellesborough Road in Wendover: numbers 30, 32, 34, 36, 38 and 40. The

23 Wendover Cricket Club (2012) Available at http://www.wendovercricketclub.net. Accessed 25 October 2012.

42 CFA Report – Dunsmore, Wendover and Halton/No 10 I Community

demolition of these dwellings would be a moderate adverse effect on the community of Wendover and, therefore, is considered to be significant. Community infrastructure

5.5.5 The construction of the green tunnel at Wendover would require the permanent loss of the Wendover Cricket Club ground and pavilion. These facilities are used for adult club matches. There is another cricket pitch in Wendover, approximately 800m south on Witchell, which is used for recreational cricket (junior games and non-club games). However the Witchell ground is not suitable for club matches. Given that there are no suitable alternative pitches for the Cricket Club, the loss of the pavilion and the cricket ground would be a major adverse effect and is, therefore, considered to be significant. Public rights of way and open space

5.5.6 The construction of the viaduct at Wendover Dean would sever the Chiltern Way PRoW (WEN/36/2) (see map CT‑03-18). To maintain access along the Chiltern Way, a local diversion between the piers to the east side of the route, then running parallel to the viaduct worksite, would be put in place. This diversion would be supported by pedestrian control where the diversion route crosses the construction site. The PRoW would then be reinstated on a permanent diversion route following completion of the viaduct. There are several alternative walking-routes in the local area running east to west and north to south. Access along these would be maintained throughout the construction period through the provision of temporary or permanent diversions.

5.5.7 The Chiltern Way is a promoted PRoW providing a circular route that also connects with other PRoW within the local area. It is a popular recreational resource for the local community, with survey data from August 2012 showing it to be a well-used route.24 Although it is important as a community resource, given the availability of several alternatives and the provision of a diversion to maintain access, the temporary diversion of this section of the Chiltern Way is considered to be a minor adverse (i.e. non-significant) effect. Amenity

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

5.5.9 For the draft ES the following effects would remain as residual significant effects in the absence of further mitigation: • The permanent loss of six residential dwellings on Ellesborough Road in Wendover; and • The permanent loss of the Wendover Cricket Club pavilion and cricket ground.

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

24 A survey undertaken by Atkins on Sunday 26th August 2012 reported a total of 25 people on the Chiltern Way: 16 walkers, eight dog walkers and one jogger. All except for one person were using this route for recreational purposes.

43 CFA Report – Dunsmore, Wendover and Halton/No 10 I Community

5.6 Operation Assessment of impacts and mitigation

5.6.1 Effects on the community resulting from the operation of the ProposedScheme could potentially arise from changes to amenity. The assessment of effects on amenity will draw upon other technical disciplines (e.g. air quality, noise and vibration, visual, transport and traffic). 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 Residual and multiple (in combination) community effects will be identified 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.

44 CFA Report – Dunsmore, Wendover and Halton/No 10 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 palaeo-environmental remains; • Historic landscapes; and • Historic buildings and the built environment. 6.2 Policy framework 6.2.1 The Aylesbury Vale Local Plan 2004 Saved Policies GP53, CP59 and GP60 seek to preserve and enhance Conservation Areas, sites of archaeological importance and historic parks or gardens. Additionally, the Chiltern Core Strategy, 2011 in Policy CS4 provides overarching protection to historic and cultural heritage assets with further protection through Policy CS22. Similarly, Saved Policies AS2, LB1, LB2 and LB3 of the Chiltern Local Plan 1997 provide specific protection to unscheduled archaeological remains of local importance and listed buildings and Policy CA2 protects views into and out of Conservation Areas. The Wycombe Local Plan 2004 Saved Policies HE1 to 3, HE5, HE6, HE8, HE11 and HE18 to 20 and Wycombe Core Strategy 2008 contain similar protection for specific archaeological and heritage assets.

6.2.2 The Wycombe DSA, Policy HWTC1, seeks to create a sustainable community within High Wycombe Town Centre. Policy HW1 seeks to retain existing industrial buildings that are part of the area’s industrial heritage where possible. 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.

6.3.2 There are no topic-specific assumptions or limitations within this study area. 6.4 Environmental baseline 6.4.1 The assessment of cultural heritage considers features within 500m of the Proposed Scheme. This is referred to as the ‘study area’.

6.4.2 The study area lies on the edge of the Chilterns and flanks the valley of the River Misbourne, which drains eastwards to the River Colne, a tributary of the Thames. The northern part of the area straddles the Chiltern Scarp and the edge of the Icknield Belt. The underlying geology comprises chalk with ‘Clay-with-Flints deposits’ on the plateau to the east. Head and alluvial deposits lie along the valley floor and deposits of colluvium have also been recorded.

6.4.3 There is little evidence for early prehistoric activity within the study area. Such evidence elsewhere in Buckinghamshire is frequently recorded on the higher ground overlooking river valleys and better drained areas. Within the study area, the Misbourne Valley forms a natural routeway across the Chiltern Hills. As such, this may have represented a potential area for early activity, exploiting the natural resources associated with the river.

6.4.4 The earliest extant landscape features in the study area comprise two Bronze Age round barrows, both Scheduled Monuments. It is likely that settlement during the later prehistoric

45 CFA Report – Dunsmore, Wendover and Halton/No 10 I Cultural heritage

period remained focused on the higher ground overlooking river valleys, which provided access to both natural resources and facilitated communication.

6.4.5 The Iron Age saw the establishment of larger centres, including the hill forts recorded elsewhere in the Chilterns. The Iron Age in the study area is poorly represented in evidence, but was probably centred around small rural farmsteads and smallholdings. A network of cross-ridge dykes (linear earthworks, probably constructed to mark territorial boundaries) running perpendicular to the Chiltern Scarp, such as the Icknield Way, demonstrates that the landscape was utilised in this period. Many of these dykes may survive in the present landscape as trackways and minor roads and could be reflected by surviving remnant field systems. The largest landscape feature in the study area, Grim’s Ditch, is also of Iron Age date and represents a substantial land division (potentially a tribal division or cattle barrier) which still survives as standing earthworks.

6.4.6 The Roman period saw the establishment of large rural estates, centred around villa houses and smaller farmsteads and smallholdings. Villas often developed from Iron Age settlements and in the Chilterns are typically located at approximately 2-3km intervals, usually in the river valley floors. Villas are known at several locations within the study area, including one to the northeast of Terrick, with another at Cobblers Hill to the southwest of Wendover. Possible villa locations have been identified at Wellwick and Nash Lee farms on the route of the Proposed Scheme.

6.4.7 Grim’s Ditch earthwork remained a notable feature in later centuries, acquiring its present name during the period of Anglo-Saxon settlement in the 5th and 6th centuries AD. Otherwise, there is little evidence of Anglo-Saxon activity within the CFA, although this may be obscured by later development in the present towns and villages.

6.4.8 By the Norman Conquest (AD 1066) a settlement pattern of nucleated villages had been broadly established, focused on the town and manor of Wendover, which is recorded in the Domesday Book. Several moated sites in the surrounding landscape are probably secondary manorial centres. It is likely that the pattern of scattered settlement set within a relatively wooded landscape established in the medieval period forms the basis for the pattern that continued through the post-medieval period, prior to Enclosure. Wendover, Dunsmore and The Lee are the largest settlements, the remainder comprising farmsteads and small hamlets set within a wooded landscape.

6.4.9 Within the area of study only the following designated and non-designated assets are recorded. Designated assets

6.4.10 One designated feature is located within the areas of permanent and temporary land take: Grim’s Ditch, a Scheduled Monument.

6.4.11 The following designated features are within the zone of theoretical visibility (ZTV): • Four Scheduled Monuments, comprising two barrow sites on Bacombe Hill, a moated site 90m west of Terrick House and a moated site at Grove Farm; • One Grade I listed building: the Old Church of St John the Baptist at The Lee; • Five Grade II* listed buildings: two to the south of Wendover, two within the historic centre of Wendover, and Wellwick Manor, now part of Wellwick Farm; • 127 Grade II listed buildings, the majority in Wendover, predominantly on Aylesbury Road, Tring Road, Pound Street, the High Street and within the medieval core of the town;

46 CFA Report – Dunsmore, Wendover and Halton/No 10 I Cultural heritage

• Two Conservation Areas, comprising The Lee and Wendover (see map CT‑01-18 and CT‑01- 19); and • Eight Ancient Woodlands (see maps CT‑01-18 to CT‑01-20). Non‐designated assets

6.4.12 Within the area of permanent land take and temporary permanent land take the following assets have been identified: • Durham Farm, a complex of buildings of 19th/20th-century origin; • Road Barn Farm, also a farm complex of 19th/20th-century origin; • 30, 32, 34, 36, 38 and 40 Ellesborough Road, a 19th century terrace row to the west of Wendover; • Potential archaeological remains of prehistoric, Roman and medieval settlement associated with the ‘Clay with Flints’ geology and head and alluvial deposits in the Misbourne Valley; and • Potential archaeological remains of Roman and medieval date on the Gault/Greensands landscape between Wellwick Farm and the Nash Lee Road, including remains at Nash Lee and Coneycroft Farms. 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 (see section 9.3).

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 Assets that would experience a significant physical effect in this area are: • A section of the Scheduled Monument of Grim’s Ditch, an asset of high heritage value, would be removed; • A section of an Ancient Woodland at Jones’ Hill Wood, an asset of high heritage value, would be removed; • Potential buried archaeological remains associated with the possible Roman villa site at Wellwick Farm, assets of moderate heritage value, would be removed; • Potential buried archaeological remains associated with the possible Roman villa site at Nash Lee Farm, assets of moderate heritage value, would be removed; • Potential buried archaeological remains at Coneycroft Farm, assets of moderate heritage value, would be removed;

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• Durham Farm, Road Barn Farm and 30, 32, 34, 36, 38, 40 Ellesborough Road, assets of low heritage value, would be demolished; and • Potential buried archaeological remains of moderate heritage value elsewhere within the study area would be removed. 6.5.4 The settings of the following specific heritage assets would experience significant effects:

• Remaining sections of Grim’s Ditch Scheduled Monument, an asset of high value; and • Ten Grade II listed buildings at Hunt’s Green Farm, Woodlands Park, Cottage Farm, Wendover Dean Farm, and Upper Wendover Dean Farm, with assets of moderate value would be affected by changes to their setting.

6.5.5 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

6.5.6 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.

6.5.7 Although a programme of archaeological and historic building investigation contributes to knowledge gain, such works would not fully mitigate the effect or reduce the impact on heritage assets. The following effects would therefore remain: • The removal of a section of the Grim’s Ditch Scheduled Monument; • The removal of a section of the Jones’ Hill Wood Ancient Woodland; • The removal of potential buried remains at Wellwick Farm; • The removal of potential buried remains Nash Lee Farm; • The removal of potential buried remains Coneycroft Farm; • The demolition of Durham Farm; • The demolition of Road Barn Farm; • The demolition of 30, 32, 34, 36, 38, 40 Ellesborough Road; and • Unknown archaeological remains within the footprint of the Proposed Scheme. Further mitigation

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

6.6.1 There would be no effects on known buried archaeological remains arising from operation of the Proposed Scheme.

6.6.2 The introduction of the Proposed Scheme into an area of existing open landscape has the potential to introduce impacts on the setting of heritage assets. The Proposed Scheme includes elevated sections on embankment and viaduct, together with re-alignment of the existing highway infrastructure and the introduction of road and foot bridges over the Proposed Scheme.

48 CFA Report – Dunsmore, Wendover and Halton/No 10 I Cultural heritage

6.6.3 The provision of earthworks and planting, as illustrated on maps CT‑06-035 to CT‑06-040, would reduce the effects of the Proposed Scheme. However, mitigation would not be fully effective until planting has matured.

6.6.4 The following specific heritage assets would experience significant effects through changes to their setting: • The remaining sections of Grim’s Ditch Scheduled Monument, which will be directly adjacent to the Proposed Scheme and will have its character and continuity permanently altered; • Four Grade II listed buildings at Hunt’s Green Farm, Woodlands Park and Cottage Farm, which all lie close to the Proposed Scheme; and • Six Grade II listed buildings at Wendover Dean Farm, and Upper Wendover Dean Farm, which will have their settings altered by the presence of the new viaduct. Likely residual significant effects

6.6.5 The design of the viaduct would reduce the effect on the setting of the listed buildings at Wendover Farm and Upper Wendover Farm. However, significant residual effects would remain. There are no other significant residual effects associated with the operation of the Proposed Scheme.

6.6.6 There will be a significant adverse residual effect upon the setting of the remaining elements of the Grim’s Ditch Scheduled Monument. Further mitigation

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

49 CFA Report – Dunsmore, Wendover and Halton/No 10 I Ecology 7 Ecology 7.1 Introduction 7.1.1 This section of the report provides a summary of the predicted impacts and significant effects upon species and habitats as a consequence of the construction and operation of the Proposed Scheme. This includes effects upon sites recognised or designated on the basis of their importance for nature conservation. 7.2 Policy framework 7.2.1 Saved Policies GP.40 and GP.39 of Aylesbury Vale Local Plan 2004 respectively seek to retain trees and hedgerows of wildlife importance and to protect them during construction. In addition, Chiltern Local Plan 1997, Saved Policy NC1, seeks to prevent development that would significantly harm designated sites of nature conservation interest.Chiltern Core Strategy, 2011 Policy CS24 provides similar protection and Policy CS4 seeks to preserve and enhance nature conservation interests and important features of the natural environment.

7.2.2 Numerous policies relating to the protection of ecological assets are contained within the Adopted Wycombe Local Plan 2004 (including Saved Policies G3, G10, G11, L1, L3, L4, L6, and L7 to 9), the Adopted Wycombe Core Strategy 2008 (Policies CS1 and CS17) and the Wycombe DSA (including: DM10; DM11;DM12; DM13; and DM14), which is expected to be adopted mid‑2013.

7.2.3 In addition, regional guidance of relevance to this assessment is provided in the Buckinghamshire and Milton Keynes Biodiversity Action Plan 2000 to 2010.25 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 from regional and local sources including: Buckinghamshire County Council; the Berks, Bucks and Oxon Wildlife Trust; the North Buckinghamshire Bat Group; and the Buckinghamshire Amphibian and Reptile recorder.

7.3.3 Biological records from the Buckinghamshire Badger Group have yet to be received, whilst those from the South Buckinghamshire Bat Group and West Thames Branch of the EA have yet to be reviewed.

7.3.4 Field surveys undertaken to date have been limited to locations where landowner permission has been obtained or to areas accessible to the public. They include (but are not limited to) habitat surveys, tree and building assessments for bats, and breeding and wintering bird surveys near Nash Lee and north of Ellesborough Road.

7.3.5 Surveys will continue during 2013 and will include (but are not limited to) the following, subject to access: • Bat activity and emergence surveys; • Badger surveys; • National Vegetation Classification surveys of the woodland near Wendover; and • A continuation of those surveys identified in paragraph 7.3.4.

25 Buckinghamshire and Milton Keynes Biodiversity Partnership (2008) Buckinghamshire and Milton Keynes Biodiversity Action Plan 2000-2010, Revised 2008.

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7.4 Environmental baseline 7.4.1 This section presents the environmental baseline that is relevant to the consideration of impacts and effects reported in Sections 7.5 and 7.6.

7.4.2 Land within and adjacent to the Proposed Scheme is dominated by arable and pasture fields bounded by intact hedgerows. The town of Wendover is located next to the route in the north of the area. The Proposed Scheme would pass orchards, several areas of lowland calcareous grassland, and semi-natural broadleaved woodland, of which some is ancient.

7.4.3 Statutory and non-statutory designated sites are shown on maps CT‑01-18 to CT‑01-20 and CT‑02-19.

7.4.4 There are two Sites of Special Scientific Interest (SSSIs) within 500m of the Proposed Scheme, both of which are considered to be of national value: • The Bacombe and Coombe Hills SSSI is approximately 25m west of the Proposed Scheme and is designated for species-rich lowland calcareous grassland, which is a habitat of principal importance under Section 41 of the NERC Act (2006)26 and a local BAP habitat (see map CT‑01-19). The SSSI is also designated for its population of fringed gentian, which represents the entire UK population of this recently discovered plant. Areas of juniper scrub, lowland mixed deciduous woodland; another habitat of principal importance, hazel coppice and some terrestrial invertebrates, mainly butterflies are also reasons for designation; and • The Weston Turville Reservoir SSSI is designated for reed beds and lowland fen, (both of which are habitats of principal importance), rare plants (including mudwort, orange foxtail and grey club rush), wintering birds, and some notable aquatic invertebrates (see map CT‑01-20). Although the SSSI is 1.1km north of the Proposed Scheme, it is connected to the proposed cuttings adjacent to Wendover by groundwater-fed streams.

7.4.5 Non-statutory designated sites which are located within the extent of or adjacent to the Proposed Scheme, or are considered to be potentially subject to significant effects are relevant to the assessment. There is one site that meets these criteria in this section of the route: • The Wendover Rifle Range Biological Notification Site (BNS) is immediately next to, but outside, the Proposed Scheme. It contains woodland and species-rich grassland and is considered to be of 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: • Woodland – both Rushmore Wood near the southern end of the study area and Jones Hill Wood located 400m further north are ancient semi-natural woodland, habitats of principal importance and local BAP habitat. The woods are connected to each other and several smaller and less-notable woodlands. Given the above, woodland in the area is considered to be of district/borough value; • Orchards – two traditional orchards partially within or partially in the Proposed Scheme, are habitats of principal importance and qualify as a local BAP habitat. Based on existing data they are considered unlikely to be of more than district/borough value; and • Hedgerows – many are likely to qualify as a habitat of principal importance and as a Local BAP habitat. Some also meet the wildlife and landscape criteria specified in the Hedgerows Regulations (1997).27 Most hedgerows are intact and provide habitat continuity, particularly

26 Natural Environment and Rural Communities Act 2006 (2006 Chapter 16). Natural England. 27 The Hedgerows Regulations 1997 (1997 No. 1160). London. Her Majesty’s Stationery Office.

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with the ancient woodlands to the west of the route. As such they are likely to be up to district/borough value.

7.4.7 A summary of the likely value of species located outside the designated sites identified above and covered by the assessment is provided in Table 5.

Resource/ Value Rationale Receptor

Red kite Unlikely to Red kites are listed on Schedule 1 of the WCA (as amended). This study area is on be more than the north-eastern edge of the regionally important Chilterns population. There are regional value low numbers of records near the Proposed Scheme but the species is very mobile and breeding populations are likely to be present in the vicinity.

Birds (excluding red Unlikely to be Species recorded as possibly breeding listed on Schedule 1 of the WCA include kite) more than county/ hobby and firecrest, (of which more than 1% of the national population has been metropolitan recorded in the wider area). Notable birds associated with farmland and hedgerows value that have been recorded in low numbers include corn bunting and more common species, such as skylark and yellowhammer.

Otter Up to county/ Otters are listed under the WCA and the Conservation of Habitat and Species metropolitan Regulations (2010 as amended). There are a few recent records (only to the north of Wendover), and the habitat considered suitable for this species is limited to the tributaries of the Grand Union Canal (Wendover Arm). Otters are therefore considered unlikely to be present near the Proposed Scheme.

Hazel dormice Up to county/ Dormice are listed under the WCA and the Conservation of Habitat and Species metropolitan Regulations (2010 as amended). Dormice are present in woodland 2km either side value of the route but suitable habitat near the Proposed Scheme is patchy and presence has not been confirmed so this species in considered unlikely to be present.

Bats Unlikely to be All bat species are listed under the Wildlife and Countryside Act (WCA) 198128 and more than district/ the Conservation of Habitat and Species Regulations (2010 as amended). Habitat borough value suitable to support foraging bats is extensive throughout the area. Several small bat roosts supporting more common species are known in or next to the Proposed Scheme but few other records have been recorded to date. (Suitable habitat for Barbastelle bats is present near the Proposed Scheme but presence has not been confirmed during an extensive data search or recent field surveys. Barbastelle bats are therefore considered unlikely to be present).

Water vole Unlikely to be Water voles are listed under the WCA. There are a few recent records (only to the more than district/ north of Wendover), and the habitat considered suitable for water vole is limited borough value to the tributaries of the Grand Union Canal (Wendover Arm). Water voles are considered unlikely to be present near the Proposed Scheme.

Great crested newt Unlikely to be Great crested newts are listed under the WCA and the Conservation of Habitat and more than district/ Species Regulations (2010 as amended). Small populations have been recorded borough near Wellwick Farm, Hartley Farm and Wendover Church but in low numbers. Other suitable habitat is present elsewhere along the route in this area.

Plants Unlikely to be Toothwort, which is a county-scarce species, is present in the Proposed Scheme. more than district/ Black poplar, box, wood barley and white helleborine – all locally notable species borough – are present in or near the Proposed Scheme; the last is also a species of principal importance.

Reptiles Likely to be of Habitat suitable for reptiles is present throughout the area but records comprise local/parish only one grass snake.

28 Wildlife and Countryside Act 1981 (c.69). London, Her Majesty’s Stationery Office.

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Resource/ Value Rationale Receptor

Badger Likely to be of In this area, as throughout the route, suitable habitat is extensive and there is local/parish evidence of badgers, including several setts.

Aquatic Unlikely to be A diverse range of common species with good numbers of both dragonfly and invertebrates more than local/ damselfly nymphs have been recorded in ponds near Wellwick Farm. White clawed parish crayfish have not yet been recorded and are not likely to be present.

Terrestrial Unlikely to be There are no notable records close to the Proposed Scheme. Habitat suitable for invertebrates more than local/ large numbers or diverse assemblages of notable species is uncommon near the parish Proposed Scheme.

Fish Unlikely to be Habitat suitable to support fish close to the Proposed Scheme is restricted to a more than local/ few small streams and drainage ditches (tributaries of the Grand Union Canal parish (Wendover Arm)). There are no records to date. Notable fish species are not likely to be present.

Table 5: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route

7.4.8 There are no anticipated environmental changes sufficient to alter the value of any receptor stated in the baseline above. This baseline is therefore not likely to change before construction. 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. All assessments made are provisional, based on the preliminary assessment of baseline value as presented in Section 7.4.

7.5.2 The following measures have been included as part of the design of the Proposed Scheme and avoid or reduce impacts on features of ecological value: • Reducing the extent of the Proposed Scheme at Jones Hill Wood, which would help avoid the complete loss of the ancient woodland; • Translocating woodland, which would be lost at Jones Hill Wood to adjacent land and creation of additional woodland habitat at the same location; • Revising the extent of the Proposed Scheme at Wendover Rifle Range BNS to avoid habitat loss, except for the creation of a new drainage ditch along the sites western boundary; and • Planting areas along the western edge of the Proposed Scheme, which would provide potential habitat links that would help to reinstate connectivity between the Proposed Scheme and the A412.

7.5.3 The assessment assumes that the measures set out above will be implemented; however, they may be subject to refinement following further survey and assessment work and in response to the consultation on this draft ES.

7.5.4 The assessment also assumes implementation of the measures set out within the draft CoCP, which includes translocation of protected species where appropriate; implementing a surface water or groundwater monitoring plan; obtaining the necessary consents for any soakaway or filtration systems; and, controls on lighting to reduce as far as reasonably practicable any adverse effect on sensitive ecology.

7.5.5 The Wendover Green Tunnel and adjacent cuttings could intercept the groundwater flows that feed streams that flow into the Weston Turville Reservoir SSSI. Effects are only likely to be associated with periods of low rainfall, following which water levels in the SSSI would recover.

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Birds and plant species associated with open water and muddy habitats (such as mudwort) are unlikely to be adversely affected, and could potentially benefit from further variation in water levels. The wetland invertebrate assemblage of the site is also likely to withstand short-term changes in water availability and some may benefit from increased drawdown, although the distribution and abundance of some species may be affected. However, the periodic reduction in water levels could reduce extent of the reed beds and lowland fen, habitats for which the site is designated. Changes in these habitats could result in permanent adverse effect on the site’s integrity that would be significant at up to the national level.

7.5.6 The Proposed Scheme would require 0.85ha (46%) of Jones Hill Wood (see map CT‑01-18), of which all is ancient woodland and therefore irreplaceable. The remaining isolated woodland would be of reduced ecological value. Habitat loss of this extent would result in a permanent adverse effect on ancient woodland conservation status that is significant at the district/ borough level.

7.5.7 The general loss of bat foraging and roosting habitat (including woodland, hedgerows and mature trees) would affect common bat species. Several buildings on Ellesborough Road that have potential to support roosting bats would be demolished. The intersection of the route with Leather Lane, Bowood Lane and Cresham Lane towards the south of the area would fragment several known movement corridors used by pipistrelle bats. These impacts would result in a permanent adverse effect on bat conservation status that is significant at the district/borough level.

7.5.8 The route would remove approximately 60 hedgerows (up to 19km) and fragment a network of mature hedgerows, some of which link to woodlands and a number of which are likely to be long established as species rich. Commitments in the draft CoCP to reinstate hedges through planting and translocation will reduce the extent of effects and reinstate connectivity either side of the route, but not over it. There would therefore still be a permanent adverse effect on hedgerow conservation status that would be significant at the local/parish level.

7.5.9 A small extent of terrestrial or aquatic habitat suitable for great crested newts would be affected. Fragmentation is unlikely to be significant as the few, small great crested newt populations are widely dispersed and separated by unsuitable habitat. The presence of dormouse and otter within this section of the route is currently considered unlikely, and therefore no significant adverse effects on these species are anticipated.

7.5.10 A summary is provided in Table 6 below. Local/parish level effects, which may in combination be significant, will be described in the formal ES. Likely residual significant effects

7.5.11 Taking into account mitigation included in the design of the Proposed Scheme set out above, anticipated significant residual ecological effects during construction are detailed inTable 6.

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Resource/Receptor Residual effect Level at which the effect would be significant

Weston Turville A temporary reduction in groundwater that feeds the SSSI. Permanent National Reservoir SSSI reduction in extent of habitats for which the site is designated.

Ancient woodland Permanent loss of approximately 0.85ha (46%), of which all is ancient woodland. District/borough

Bats Potential permanent adverse effect on conservation status due to loss of Up to district/ roosting habitat and disruption of foraging habitat. borough

Table 6: Significant residual construction effects on ecological receptors within this section of the route Further mitigation

7.5.12 Further measures currently being considered but which are not yet part of the design include: • If shown to be necessary by ground water monitoring, HS2 Ltd will consider measures to mitigate the effects of ground water change on Weston Turville Reservoir SSSI. Further information is provided in Section 13; • Provision of additional woodland planting or management of existing woodland to increase the quality and extent of woodland near Jones Hill Wood. This could include measures to enhance connectivity between remaining woodland. The ancient woodland cannot be replaced; • Provision of measures to facilitate the passage of species across the route where significant foraging or commuting routes would be disturbed; and • Provision of alternative roosting habitat for bats. 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 Red kites are at potential risk of colliding with trains and power lines if attracted to the route to feed on the carrion caused by train strike. The red kites’ wariness of landing in unfamiliar areas and the noise and frequency of the trains would reduce the risk of most birds landing on or near the route. The residual infrequent mortality would result in permanent adverse effects on the conservation status of the species that is significant at the local/parish level.

7.6.3 Bats are at potential risk of being killed during collision with trains or possibly harmed by turbulence. However, the Proposed Scheme affects limited areas of habitat likely to be of value for bats in this section of the route. Any occasional mortality as a consequence of train strike or turbulence is considered unlikely to result in an adverse effect significant at more than the local/parish level.

7.6.4 Local/parish effects, which in combination may be significant, will be described in the formal ES. Likely residual significant effects

7.6.5 No residual effects at more than local/parish level would be anticipated.

55 CFA Report – Dunsmore, Wendover and Halton/No 10 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 sites of special scientific interest (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 (for example contaminated soils may need to be removed or the construction may alter existing contamination pathways). 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 The Buckinghamshire Minerals and Waste Core Strategy DPD, 2012 contains no policies that relate to land quality other than in relation to waste disposal.29

8.2.2 There are no relevant Saved Policies within the Aylesbury Vale Local Plan. However, the Chiltern Core Strategy Policy, 2011, Policy CS4 and Chiltern Local Plan, 1997, Saved Policy GC9, seek to ensure new development prevents the disturbance of contaminated land and has regard to its remediation. Additionally, both documents (in Policy CS24 and Saved Policy NC1 respectively) seek to prevent development which would significantly harm non-statutory Biological and Geological Notification Sites (Alert Sites), Regionally Important Geological and Geomorphological Sites as well as other sites of international, national, regional or local importance for geology.

8.2.3 The Wycombe DSA, Policy DM12 states that development which would harm directly or indirectly sites of nature conservation or geological interest or protected species including those shown on the proposals map will only be permitted subject to a number of criteria. 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 There are no specific assumptions or limitations within this study area.

29 Buckinghamshire County Council (2012) Buckinghamshire Minerals and Waste Core Strategy, Minerals and Waste Local Development Framework, Adopted November 2012.

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8.4 Environmental baseline Geology

8.4.1 Although not specifically indicated to be present on the geological map, a cover of made ground30 may be present in built up areas of the route section as a result of previous cycles of development both on and off site.

8.4.2 There are no superficial drift deposits31 within the majority of the route section, with the exception of a small area of Clay-with-Flints at the start of the route section and a small area of Head Deposits of clay, silt, sand and gravel to the south of Wendover.

8.4.3 The bedrock geology of the majority of the study area comprises Cretaceous Chalk. The undifferentiated Cretaceous Gault and Upper Greensand Formation consists of mudstone, sandstone and limestone, overlies the Chalk and outcrops for the northern 1km of the route in this route section. Groundwater and surface water

8.4.4 The Chalk has been designated as a Principal Aquifer by the Environment Agency (EA) (see map CT‑04-09). The Gault and Upper Greensand Formations have been designated as unproductive strata. The Head Deposits have been designated as Secondary (undifferentiated) Aquifer and the superficial Clay with Flints designated as unproductive strata.

8.4.5 The southern 3km of the study area is located within groundwater source protection zones SPZ2 (outer protection zone) and SPZ3 (total catchment) (see map CT‑04-09).

8.4.6 A search for groundwater and surface water abstractions in the study area confirmed that there are: • Three groundwater abstractions for Public Water Supply (PWS), which have associated Source Protection Zones (SPZs) within 1km of the route; • Three other licensed groundwater abstractions within 2km of the route; and • Seven additional water wells for which data is very sparse.

8.4.7 There are a number of small ponds, a drain and an unnamed stream at the northern end of the study area, but otherwise, there are no significant surface water bodies in the study area.

8.4.8 Groundwater and surface water resources are discussed in more detail in Section 13, Water resources and flood risk assessment. Current and historic land use

8.4.9 The higher-risk sites (both historic and current land uses) identified by the assessment are shown on maps CT‑03-18 to CT‑03-20.

8.4.10 There are a small number of potential contamination sources which may have impacted soils or groundwater (at least locally) within the study area. These include: the inert landfill at Bacombe Lane (south of Wendover) (see map CT‑03-19, Grid Ref D5); activities at a rifle range west of Boswells Farm (see map CT‑03-19, Grid Ref F5 & 6); petrol stations at Rocky Lane and South Wendover (see map CT‑03-19, Grid Ref G&H4); the existing railway line which runs parallel to the route through Wendover and historic rail spur (following the railway line from

30 ‘Made ground’ is a term given to any man-made or artificial deposits. It may be derived from a variety of materials including entirely natural products such as quarried stone, sand, gravel or clay or from the residues of industrial processes (such as ash or clinker) or a mixture of materials. It is frequently used interchangeably with the term ‘fill’. 31 ‘Superficial deposit’ is a term given to a geological deposit or formation that was laid down during the Quaternary period (within the previous 2.6 million years). Such deposits were largely formed by fluvial (river) and glacial or periglacial processes, including wind-blown deposits known as ‘loess’.

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Map CT‑03-09 Grid Ref G4 to map CT‑03-20 Grid Ref D7); and a partially infilled pond at Hunt’s Green Farm (see map CT‑03-20, Grid Ref A4). Contaminants commonly associated with these could include fuels, oils, asbestos, metals, semi-metals and other organic and inorganic chemicals.

8.4.11 In the rural areas of the route where land use is primarily agricultural, and has not changed significantly over the years, historical activities which might give rise to potential land contamination are likely to be very localised and largely unrecorded. Mining/mineral resources

8.4.12 Wendover Gravel Pit has been identified as a location where historical sand and gravel extraction has taken place.

8.4.13 Bacombe Hill has also been identified for historical sand and gravel extraction, and also identified on historical maps as the site of an old chalk pit in 1961 as shown in mapCT ‑01-19.

8.4.14 There are no Mineral Consultation/Safeguarding Areas within the search area of this route section. No Preferred Mineral Sites or current extractions have been identified. Geo-conservation resources

8.4.15 There are no geological conservation resources identified within the study area. Receptors

8.4.16 Contaminated land can 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. 8.5 Construction Land contamination Assessment of impacts and mitigation

8.5.1 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. Its requirements would involve detailed ground investigations in order to confirm the full extent of areas of contaminated land. Measures would include: • Methods to control waste, dust and vapours; • Methods to control spillage and prevent contamination of adjacent areas; and • Methods for the management of unexpected contamination.

8.5.2 The draft CoCP requires that a programme of ground investigation would take place prior to construction in order to confirm areas of contamination and a risk assessment 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.

8.5.3 No significant effects are predicted for the construction phase in relation to any of the potentially contaminated sites identified through this study.

8.5.4 Where significant contamination is encountered, a suitable remediation strategy would be developed in consultation with the EA and the local authority prior to implementation. Remediation would be undertaken as part of the construction phase.

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8.5.5 It is considered unlikely that additional remediation works would be required over and above the mitigation measures contained as standard within the draft CoCP. Likely residual significant effects

8.5.6 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. Mining/mineral resources Assessment of impacts and mitigation

8.5.7 There are no Mineral Consultation/Safeguarding Areas within the search area of this route section. No Preferred Mineral Sites or current extractions have been identified. Likely residual significant effects

8.5.8 No residual effects have been identified at this time. Geo-conservation resources Assessment of impacts and mitigation

8.5.9 There is potential for important geology to be exposed through construction and an opportunity for academic study could be of interest to academic groups, geological institutions and local enthusiasts. Likely residual significant effects

8.5.10 No residual effects have been identified at this time. 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 An auto-transformer station can, in principle, be a source of contamination through accidental discharge or leaks. However the proposed auto-transformer stations, in common with other modern substations, would use secondary containment thereby minimising the likelihood of future contamination.

8.6.3 There exists the potential of 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.

8.6.4 Where contamination remediation works have been carried out during the construction period, there may need to be a requirement to undertake post-remediation monitoring of, for example, groundwater. Likely residual significant effects

8.6.5 Residual pollution associated with the operation of the Proposed Scheme is not considered to be significant.

59 CFA Report – Dunsmore, Wendover and Halton/No 10 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 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 following local planning policies are considered important and have informed the assessment: • General provisions to limit the impact of development on the natural and built environment, to ensure that new development respects and complements existing resources and that intrusion into the open countryside is limited (Aylesbury Vale Local Plan Saved Policies GP.35 and GP.38); • Prevention of inappropriate development in the green belt unless special circumstances can be demonstrated (including Aylesbury Vale Local Plan Saved Policy RA.6; Chiltern Local Plan Saved Policies GB2 and GB30; Wycombe Local Plan Saved Policy GB2; and Wycombe Core Strategy Policy CS9); • Protection of important landscape features such as woodland, trees and hedgerows (Aylesbury Vale Local Plan Saved Policy GP.40 Chiltern Local Plan Saved Policies TW6 and GC4; and Wycombe Local Plan Saved Policies L6 and G11); • Protection of the Chilterns AONB (Chiltern Local Plan, 1997, Saved Policy LSQ1 and Chiltern Core Strategy, 2011, Policy CS22; and Wycombe Local Plan 2004 Saved Local Plan Policy L1); and • Protection of the character of river environments (Wycombe Local Plan Saved Policy L5 and Chiltern Local Plan Saved Policy GC12).

9.2.2 The emerging Wycombe DSA also contains a number of policies relevant to the landscape and visual assessment, including: • HW2 Delivering New Public Open Space and River Corridor Improvements; • DM12 Conservation and Enhancement of Sites, Habitats and Species of Biodiversity and Geodiversity Importance; and • DM14 Protection and Enhancement of River and Stream Corridors Socio-economics.

9.2.3 In addition, local and regional guidance relevant to this assessment includes a range of published character assessments and local green infrastructure strategies, such as the Aylesbury Vale Landscape Character Assessment32 and the Chilterns Area of Outstanding Natural Beauty Management Plan 2008-2013.33 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.

32 Aylesbury Vale District Council (2008) Aylesbury Vale Landscape Character Assessment. 33 The Chilterns Area of Outstanding Natural Beauty (2008) Chilterns Area of Outstanding Natural Beauty, Management Plan 2008 – 2013, A Framework for Action. Available at http://www.chilternsaonb.org/conservation-board/management-plan.html. Accessed 7 February 2013.

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9.3.2 The extent of the landscape and visual study area, the distribution of visual receptor viewpoints and the location of verifiable photomontages has been discussed with Buckinghamshire County Council, the relevant District Councils, the Chilterns Conservation Board and the National Trust. Field surveys were undertaken from July to October 2012 and from January to March 2013, including photographic studies of LCAs and visual assessment of viewpoints. Further surveys will be undertaken during 2013.

9.3.3 The study area has been informed by early drafts of the zone of theoretical visibility, which is being prepared for inclusion in the formal ES. LCAs and visual receptors within approximately 1km of the Proposed Scheme have been assessed, including longer distance views from Hampdenleaf Wood, Boddington Hill and Coombe Hill. These elevated locations include PRoW and offer long distance views of the Proposed Scheme. The study area extends beyond all land required for the Proposed Scheme. 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-11-18 to LV-11-20 show the location of landscape character areas and visual receptor viewpoints.

9.4.2 The area is located within a chalk valley landscape of the Chiltern Hills AONB. Land use in the valley comprises predominantly farmland interspersed with deciduous blocks of woodland and tree belts. Arable farmland predominates on the lower slopes with smaller pastoral paddocks on the steeper upper slopes. Areas of ancient semi-natural woodland, in combination with small-scale historic field patterns and scheduled monuments, contribute to the value and historic character of the landscape. The area is generally sparsely settled, with the exception of Wendover and Halton. The A413 London Road is the primary road in the area. The South Bucks Way, Chiltern Link, Icknield Way, Aylesbury Ring, Grand Union Canal Walk, Ridgeway and Chiltern Way offer well signed PRoW through the countryside. 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) 108: Upper Thames Clay Vales and NCA 110: Chilterns, as defined by the Character of England mapping and Natural England. For the purposes of this assessment, the study area has been sub- divided into 13 discrete LCAs nine of which are most likely to be affected (see maps LV-11-18 to LV-11-20):34 • Lee and Buckland Common LCA, on agricultural and wooded area; Wendover Grip LCA, on open chalk dry valley; Chiltern Scarp (Wendover West) LCA at the prominent ridge on Bacombe Hill; Chiltern Scarp (Wendover West) LCA and Chiltern Scarp (Coombe Hill and Whiteleaf) LCA, steep wooded escarpments; and Settlement (Wendover) LCA, a small market town, have a high sensitivity to change. • Wendover Foothills West LCA, a largely arable landscape; Risborough Foothills LCA, an area of large scale agricultural fields; and Longwick Vale LCA, a relatively flat farmed landscape, have a medium sensitivity to change. • Southern Vale LCA, a low-lying vale landscape continuing transport corridors, has a low sensitivity to change.

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

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9.4.4 Where LCAs are located across or adjacent to the boundaries between other CFAs (CFA9 Central Chilterns and CFA11 Stoke Mandeville and Aylesbury), the baseline descriptions for these LCAs are reported in each CFA report in their entirety. Visual baseline

9.4.5 Viewpoints, divided into residential, recreational, transport, and hotel and healthcare institutions have been selected to represent groups of receptors within this area.

9.4.6 Residential receptors (i.e. residents) have a high sensitivity to change and are located on the periphery of Wendover, Dunsmore and King’s Ash, in addition to isolated farmsteads throughout the study area and other dwellings on the higher ground between Wendover and Halton.

9.4.7 Recreational receptors also have a high sensitivity to change and are concentrated along PRoW throughout the area, including the South Bucks Way, Icknield Way, Ridgeway and Aylesbury Ring.

9.4.8 Transport receptors (i.e. users of private or public transport) on scenic road routes have a medium sensitivity to change and those located on trunk roads have a low sensitivity to change.

9.4.9 Hotel receptors also have a medium sensitivity to change. A representative hotel viewpoint is located at the Firecrest public house, Wendover. There are no 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 less 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.

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Landscape assessment

9.5.4 The most apparent changes in landscape character during construction would relate to the presence of construction plant and machinery and construction worksites, the construction activity associated with the demolition of nine properties and the removal of existing landscape elements, including vegetation. This would also include the emergence of new structures in the landscape. Alterations in landform (including temporary stockpile storage areas for topsoil and subsoil and landscape earthworks) would also result in changes to landscape character.

9.5.5 Facilitating the construction activities, nine construction site compounds would be located within the Dunsmore, Wendover and Halton area. These would include the main construction site compound at the Small Dean viaduct, and eight satellite construction site compounds located at Leather Lane, two at Wendover Dean, Rocky Lane, Small Dean, two west of Wendover and one adjacent to Nash Lee Road (see Section 2.3 on construction of the Proposed Scheme for more information).

9.5.6 The maximum height of plant and machinery associated with construction of the Proposed Scheme, including embankments up to 10m high and cuttings up to 15m deep, would generally be 15m. In some instances larger plant and machinery would be necessary, such as for construction of the green tunnel at Wendover and for the viaduct at Wendover Dean, where the maximum height of plant and machinery would be 40m. The introduction of these construction activities would reduce the level of tranquillity in the area and result in the loss and/or degradation of the key features and/or characteristics of the landscape.

9.5.7 Notable impacts on specific landscape character areas would include: the loss of a small section of the Grim’s Ditch scheduled monument in the Lee and Buckland Common LCA; the loss of a large proportion of Jones Hill Wood and emergence of two new viaducts in the Wendover Gap LCA; and the intensive construction activities associated with the green tunnel at Wendover in the Wendover Foothills West and Risborough Foothills LCAs.

9.5.8 Table 7 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

Lee and Buckland Common LCA High Medium Moderate Construction resulting in the permanent loss of a segment of the Grim’s Ditch adverse scheduled monument and associated mature woodland, alterations to levels, temporary loss of farmland and hedgerows and the temporary severance of the PRoW network.

Wendover Gap LCA High High Major adverse Construction resulting in the permanent loss of a large proportion of Jones Hill Wood, alterations to levels, demolition of two properties, temporary loss of farmland and hedgerows and the temporary severance of the PRoW network.

Chiltern Scarp (Wendover West) LCA High Medium Major adverse Temporary loss of farmland, hedgerows and presence of plant and machinery associated with the construction of the Wendover green tunnel, Small Dean viaduct, Nash Lee Road overbridge and the Proposed Scheme with earthworks.

Chiltern Scarp (Coombe Hill and Whiteleaf) LCA High Medium Major adverse Temporary loss of farmland, hedgerows and presence of plant and machinery associated with the construction of the Wendover green tunnel, Small Dean viaduct, Nash Lee Road overbridge and earthworks.

Settlement (Wendover) LCA High Low Moderate Construction resulting in the temporary loss of hedgerows and severance adverse of the PRoW network, in addition to the presence of plant and machinery associated with the construction of the Small Dean viaduct, Wendover green tunnel, temporary re-alignment of Ellesborough Road and earthworks.

Wendover Foothills West LCA Medium High Major adverse Construction resulting in alterations to levels, demolition of six properties, temporary loss of farmland and hedgerows and temporary severance of the PRoW network associated with the construction of the Wendover green tunnel, re-alignment of Ellesborough Road and earthworks.

Risborough Foothills LCA Medium Medium Moderate Construction resulting in alterations to levels and the temporary loss of adverse farmland and hedgerows associated with the construction of the Nash Lee Road overbridge and earthworks, in addition to the loss of landscape elements and introduction of plant and machinery associated with the construction of the Wendover green tunnel.

Longwick Vale LCA Medium High Major adverse Construction resulting in the permanent loss of a degraded orchard, alterations to levels, temporary loss of farmland and hedgerows and severance of the PRoW network associated with the construction of the Nash Lee Road overbridge, maintenance sidings and earthworks.

Southern Vale LCA Low Medium Moderate Construction resulting in alterations to levels and the temporary loss of adverse farmland and hedgerows associated with the construction of the Nash Lee Road overbridge and earthworks.

Table 7: Significant landscape effects during construction

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Visual assessment

9.5.9 To the west of the Proposed Scheme, receptors in the majority of the elevated wooded landscape in the vicinity of Dunsmore would experience restricted views due to the large extent of vegetation cover. Views of the Proposed Scheme would also be restricted from the lower-lying settled farmland in the vicinity of Ellesborough and North Lee, due to subtle variations in the intervening topography levels and the general extent of vegetation cover associated with field and road boundaries. Similarly, to the east of the Proposed Scheme, large swathes of woodland and vegetation cover would restrict views, particularly in the vicinity of The Lee, Chivery and Wendover Woods. Further north, in the vicinity of Halton Camp, the built-up areas and general extent of vegetation associated with watercourses, field and road boundaries would restrict perceptible views towards the Proposed Scheme.

9.5.10 Where views towards the Proposed Scheme are attainable, the most apparent temporary changes during construction would relate to the presence of construction plant and machinery and construction compounds. The most apparent permanent changes during this phase would be the demolition of nine properties, the removal of existing landscape elements, such as the existing hedgerow field pattern, and the emergence of new structures in the landscape. In particular, the construction of the viaducts at Wendover Dean and Small Dean would give rise to significant adverse visual effects, as would the construction of the green tunnel at Wendover. The construction of elevated overbridges across the Proposed Route would also give rise to significant adverse visual effects, notably at Leather Lane, Bowood Lane, Nash Lee Road and the various PRoW crossings.

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

9.5.12 Table 8 summarises the views that 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-11-18 to LV-11-20. The assessed level of effect is considered to be the maximum level at the height 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.

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

Residential receptors

Views east from dwellings on London Road to the south of Wendover High High Major adverse Dean (095.2.002) Background visibility of construction plant and machinery partially screened by woodland.

Views east from dwellings in the vicinity of Wendover Dean (097.2.001, High High Major adverse 097.2.003) Middle-ground and background visibility of construction of the Wendover Dean viaduct, partially screened by vegetation.

Views west and south-west from dwellings on King’s Lane (098.2.001, High High Major adverse 100.2.001) Expansive middle-ground and background visibility of construction of the Wendover Dean viaduct and Bowood Lane overbridge.

Views north-east from a dwelling on Rocky Lane (099.2.001) High High Major adverse Foreground, middle-ground and background visibility of construction of the Rocky Lane underbridge and vegetation removal.

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

Views east from dwellings to the east of Dunsmore (101.2.002, 101.2.004) High High Major adverse Background visibility of construction of the Rocky Lane underbridge, the Wendover Dean viaduct, the Bowood Lane overbridge, earthworks and vegetation removal.

Views north from dwelling north of Small Dean on London Road High High Major adverse (101.2.003) Foreground and middle-ground visibility of construction of the Small Dean viaduct, building demolition and vegetation removal.

View east from dwellings on Rocky Lane (101.2.005) High Medium Moderate Middle-ground and background visibility of construction of the Rocky Lane adverse underbridge and vegetation removal.

Views south-east from dwellings on Ellesborough Road, Wendover High High Major adverse (103.2.001) Foreground, middle-ground and background visibility of construction of the Wendover green tunnel, Bacombe Lane link road and vegetation removal.

Views north from dwellings on Ellesborough Road, Wendover (105.2.001) High High Major adverse Foreground, middle ground and background visibility of construction of the Wendover green tunnel, building demolition and vegetation removal.

View east from Wellwick Farm, Wendover (105.2.002) High Medium Moderate Middle-ground visibility of construction of the Wendover green tunnel, the adverse Nash Lee Road overbridge and vegetation removal.

Views south from dwellings to the east of Nash Lee (107.2.002, 108.2.001) High High Major adverse Foreground, middle-ground and background visibility of construction of the Nash Lee Road overbridge and vegetation removal.

View east from dwellings on Risborough Road (109.2.001) High Medium Moderate Middle-ground visibility of construction of the maintenance loops and adverse vegetation removal.

Recreational receptors

Views east and west from PRoW south-east of Wendover Dean (095.3.001, High High Major adverse 096.3.002, 097.3.001, 098.3.001) Foreground, middle-ground and background visibility of construction of the Bowood Lane overbridge and vegetation removal.

Views north-west from PRoW east of Little Hampden (095.3.002) High High Major adverse Background visibility of construction of the Bowood Lane overbridge, the Wendover Dean viaduct and vegetation removal, partially screened by woodland.

Views north-west from PRoW to the east of Jones Hill Wood (098.3.003) High High Major adverse Middle-ground visibility of construction of the Wendover Dean viaduct and vegetation removal.

View east from PRoW at Hampdenleaf Wood near Little Hampden High Medium Moderate (099.3.001) adverse Background visibility of construction of the Wendover Dean viaduct and the noticeable presence of plant and machinery and vegetation removal.

View east from the Icknield Way Trail PRoW (101.3.001) High Medium Moderate Background visibility of construction of the Small Dean viaduct and adverse vegetation removal.

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

View south-west from the Ridgeway and the Chiltern Link PRoW, High High Major adverse Hogtrough Lane (102.3.001) Background visibility of construction of the Small Dean viaduct and vegetation removal.

Views east and west from PRoW to the west of Wendover (103.3.001, High High Major adverse 104.3.002, 105.3.002) Foreground and middle-ground visibility of construction of the Wendover green tunnel and vegetation removal.

View north-east from the summit of Coombe Hill (105.3.001) High Medium Moderate Middle-ground and background visibility of construction of the Wendover adverse green tunnel, the Nash Lee Road overbridge, the Risborough Road overbridge and vegetation removal.

View east from the summit of Bacombe Hill (105.3.003) High High Major adverse Middle-ground visibility of construction of the Wendover green tunnel, the Nash Lee Road overbridge, the Risborough Road overbridge and vegetation removal.

View south-west from a PRoW to the west of Wendover (106.3.001) High Medium Moderate Background visibility of construction of the Wendover green tunnel and adverse vegetation removal.

Transport receptors

View west from King’s Lane near Potter Row (096.4.002) Medium High Moderate Foreground visibility of construction of the Leather Lane overbridge, the adverse Proposed Scheme in cutting and vegetation removal.

Views east from roads to the east of Dunsmore Medium Medium Moderate (097.4.001, 099.4.001, 101.4.001) adverse Middle-ground and background visibility of construction of the Bowood Lane overbridge, the Wendover Dean viaduct, the Rocky Lane underbridge and vegetation removal.

View south-west from Chesham Lane, near King’s Ash (100.4.001) Medium Medium Moderate Middle-ground visibility of construction of the Bowood Lane overbridge, the adverse Wendover Dean viaduct and vegetation removal.

View east from Small Dean Lane (101.4.002) Medium High Major adverse Background visibility of construction of the Small Dean viaduct, the Rocky Lane underbridge and vegetation removal.

View south-west from the A413, London Road (108.4.001) Medium High Major adverse Middle-ground visibility of construction of the Nash Lee Road overbridge and vegetation removal.

View east from the B4009, Nash Lee Road (109.4.001) Medium Medium Moderate Middle-ground and background visibility of construction of the maintenance adverse loops and vegetation removal.

Hotel and healthcare institution receptors

View east from the Firecrest public house (099.5.001) Medium Medium Moderate Middle-ground visibility of construction plant and machinery partially adverse screened by hedgerow vegetation.

Table 8: Significant visual effects during construction

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Likely residual significant effects

9.5.13 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 7 and 8 above, although they would be temporary and reversible in nature, lasting only for the duration of the construction works.

9.5.14 Residual effects would generally arise from the foreground visibility of construction activity associated with the Proposed Scheme earthworks, road overbridges and realignments and viaducts. Residual effects would be experienced by residual receptors on the periphery of Wendover, Dunsmore and King’s Ash, from PRoW and on elevated hilltop locations. Users of the road network, including King’s Lane, Cobblershill Lane, London Road and Ellesborough Road would also be affected. 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 opening 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: • Reinstatement of severed lengths of hedge/enclosure of fields; • Replacement of lost vegetation/woodland on a like-for-like basis; • Introduction of screening through new planting where this fits into the existing landscape pattern; • Integration of embankment landforms into the natural topography; and • Creation of raised embankments on both sides of the route to screen the Proposed Scheme.

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

9.6.3 Significant effects on landscape character in 2026 (i.e. the assumed year of opening) would occur within three LCAs. Effects on LCAs would arise as a result of the presence of new engineered landforms cutting across the valley landscape; the introduction of OLE; the introduction of two new viaducts; the introduction of a green tunnel with associated infrastructure; the introduction of noise barriers; the permanent severance of land; the introduction of highway infrastructure into the rural environment, including road bridges; the introduction of PRoW crossings; and the introduction of regular high speed trains.

9.6.4 Notable impacts on specific landscape character areas would include the noticeable loss of a large proportion of Jones Hill Wood associated with the construction phase and the presence of two new viaducts in the Wendover Gap LCA, the presence of a green tunnel portal in the Wendover Foothills West LCA, and the noticeable presence of new structures including the Stoke Grove auto-transformer station and Nash Lee Road in the Longwick Vale LCA.

9.6.5 Table 9 summarises the LCAs that would be significantly affected by the Proposed Scheme in year one of operation (2026).

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LCA Sensitivity Magnitude Level of effect to of LCA of change LCA35

Wendover Gap LCA High Medium Moderate adverse Presence of the Proposed Scheme, largely on embankment with some sections of cutting, including the presence of two viaducts, two road re‑alignments and the Wendover green tunnel.

Wendover Foothills West LCA Medium Medium Moderate adverse Presence of the Proposed Scheme, largely in a green tunnel with a cutting section, including the Nash Lee Road overbridge.

Longwick Vale LCA Medium Medium Moderate adverse Presence of the Proposed Scheme, largely in cutting, including the Nash Lee Road overbridge and maintenance sidings.

Table 9: Significant landscape effects during operation year 1 (2026) Visual assessment

9.6.6 The potential significant effects on views in 2026 (i.e. the assumed year of opening) are applicable to fewer viewpoints than those that would be affected during construction.Whilst significant effects remain, planting proposed along the route of the ProposedScheme would act as screening in future years. This screening potential would increase over time as planting increases in height and matures.

9.6.7 To the west of the Proposed Scheme, receptors in the majority of the elevated wooded landscape in the vicinity of Dunsmore would experience restricted views due to the large extent of vegetation cover. Views of the Proposed Scheme would also be restricted from the lower-lying settled farmland in the vicinity of Ellesborough and North Lee, due to subtle variations in the intervening topography levels and the general extent of vegetation cover associated with field and road boundaries. Similarly, to the east of the Proposed Scheme, large swathes of woodland and vegetation cover would restrict views, particularly in the vicinity of The Lee, Chivery and Wendover Woods. Further north, in the vicinity of Halton Camp, the built-up areas and general extent of vegetation associated with watercourses, field and road boundaries would restrict perceptible views towards the Proposed Scheme.

9.6.8 New structures, such as the viaducts at Wendover Dean and Small Dean, would give rise to significant adverse visual effects, as the Leather Lane, Bowood Lane and Nash Leeoad R overbridges and the various PRoW crossings.

9.6.9 An assessment of effects arising from lighting during year one of operation where( applicable) will be prepared and included as part of the formal ES.

9.6.10 Photomontages have been produced illustrating the view of the Proposed Scheme during operation year 1 from viewpoints 098.3.003 east of Jones Hill Wood (figure LV-12-28), 104.3.002 (figure LV-12-29) and 105.3.003 both West of Wendover (figure LV-12-30) contained in the Volume 2 CFA 10 Map Book.

9.6.11 Table 10 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-11-18-LV-11-20.

35 In year one of operation, any new planting along the Proposed Scheme would be immature and 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 of Level of effect of visual change to visual receptors receptors36

Residential receptors

View east from dwellings on London Road, Wendover Dean (095.2.002) High Medium Moderate Background visibility of the Proposed Scheme in cutting with the OLE and a adverse PRoW overbridge visible.

Views from dwellings in the vicinity of Wendover Dean (097.2.001, High High Major adverse 097.2.003, 098.2.001) Middle-ground and background visibility of the Proposed Scheme on the Wendover Dean viaduct.

Views north-east from dwellings on Rocky Lane (099.2.001) High High Major adverse Middle-ground and background visibility of the Proposed Scheme on embankment, including the Rocky Lane underbridge.

View south-west from dwellings in the vicinity of Kingsash (100.2.001) High Medium Major adverse Middle-ground and background visibility of the Proposed Scheme on embankment and the Wendover Dean viaduct.

Views east from dwellings to the east of Dunsmore (101.2.002) High High Major adverse (101.2.004) Background visibility of the Proposed Scheme, largely on embankment with a section of cutting and the Wendover Dean viaduct in the far distance, including the Rocky Lane underbridge and the Bowood Lane overbridge.

View north from dwelling north of Small Dean on London Road High High Major adverse (101.2.003) Foreground and middle-ground visibility of the Proposed Scheme on the Small Dean viaduct.

View east from dwellings on Rocky Lane (101.2.005) High Medium Moderate Middle-ground and background visibility of the Proposed Scheme on adverse embankment, including the Rocky Lane underbridge.

Views south-east from dwellings on Ellesborough Road, Wendover High High Major adverse (103.2.001) Foreground and middle-ground visibility of the Proposed Scheme in the Wendover green tunnel, including the Bacombe Lane link road.

Views north from dwellings on Ellesborough Road, Wendover (105.2.001) High High Major adverse Middle-ground and background visibility of the Proposed Scheme in the Wendover green tunnel with a section in cutting.

View east from Wellwick Farm, Wendover (105.2.002) High Medium Moderate Middle-ground and background visibility of the Proposed Scheme in cutting adverse with a section in the Wendover green tunnel, including the Nash Lee Road overbridge.

Views south from dwellings to the east of Nash Lee (107.2.002, High High Major adverse 108.2.001) Middle-ground and background visibility of the Proposed Scheme in cutting, including the Nash Lee Road overbridge.

Views east from dwellings on Risborough Road (109.2.001) High Medium Moderate Middle-ground visibility of the Proposed Scheme in cutting, including the adverse maintenance loops.

Recreational receptors

Views east from PRoW in the vicinity of Wendover Dean (095.3.001, High High Major adverse 096.3.002, 097.3.001, 098.3.001) Foreground, middle-ground and background visibility of the Proposed Scheme in cutting, including the Bowood Lane overbridge.

70 CFA Report – Dunsmore, Wendover and Halton/No 10 I Landscape and visual assessment

Viewpoint Sensitivity Magnitude of Level of effect of visual change to visual receptors receptors36

Views north-west from PRoW east of Little Hampden (095.3.002) High High Major adverse Background visibility of the Proposed Scheme, largely in cutting with some sections on embankment and the Wendover Dean viaduct, including the Bowood Lane overbridge.

Views north-west from PRoW east of Jones Hill Wood (098.3.003) High High Major adverse Middle-ground visibility of the Proposed Scheme predominantly on the Wendover Dean viaduct with sections in cutting and on embankment.

View east from local public footpath at Hampdenleaf Wood near Little High Medium Moderate Hampden (099.3.001) adverse Background visibility of the Proposed Scheme in a combination of cutting and on embankment with the Wendover Dean viaduct also visible.

Views from PRoW in the vicinity of Small Dean (101.3.001, 102.3.001) High Medium Moderate Background visibility of the Proposed Scheme on the Small Dean viaduct. adverse

Views east and west from PRoW west of Wendover (104.3.002, High High Major adverse 105.3.002) Foreground and middle-ground visibility of the Proposed Scheme largely in the Wendover green tunnel with some sections at grade or in cutting.

Views north and east from PRoW in the elevated Chilterns escarpment High Medium Moderate (105.3.001, 105.3.003) adverse Middle-ground and background visibility of the Proposed Scheme, largely in the Wendover green tunnel with smaller sections in cutting, at grade or on embankment, including the Nash Lee Road overbridge and the Risborough Road overbridge.

Transport receptors

View west from King’s Lane near Potter Row (096.4.002) Medium Medium Moderate Middle-ground visibility of the Proposed Scheme in cutting, including the adverse Leather Lane overbridge.

Views from roads in the vicinity of Wendover Dean and King’s Ash Medium Medium Moderate (097.4.001, 099.4.001, 100.4.001, 101.4.001) adverse Middle-ground and background visibility of the Proposed Scheme in a combination of cutting and on embankment or on the Wendover Dean viaduct, with the Bowood Lane overbridge visible.

View east from Small Dean Lane (101.4.002) Medium High Moderate Background visibility of the Proposed Scheme largely on embankment or on adverse the Small Dean viaduct.

View east from the B4009, Nash Lee Road (109.4.001) Medium Medium Moderate Background visibility of the Proposed Scheme in cutting, including the adverse maintenance loops.

Table 10: Significant visual effects during operation year 1 (2026)36

9.6.12 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.

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

71 CFA Report – Dunsmore, Wendover and Halton/No 10 I Landscape and visual assessment

Likely residual significant effects

9.6.13 Due to the highly sensitive nature of the landscape and visible nature of the Proposed Scheme, significant residual effects would remain, as set out in Tables 9 and 10 above. Residual effects would arise as a result of the introduction of new viaduct structures, road realignments and earthworks associated with the Proposed Scheme affecting the character of the local landscape and visual receptors within the Chilterns AONB. Further mitigation

9.6.14 Further measures currently being considered but which are not yet part of the design are set out below: • The design of new features such as the Wendover Dean viaduct, the Small Dean viaduct and the Wendover green tunnel portals being developed aesthetically to fit within the landscape setting; • Mitigation planting being designed appropriately to screen views towards the Proposed Scheme and tie-in with the existing vegetation pattern of the landscape; • All new earthworks features of the Proposed Scheme, including road and PRoW overbridges and auto-transformer stations being successfully integrated into the landscape; and • Balancing pond features being incorporated appropriately within the landscape earthworks and planting design strategy.

72 CFA Report – Dunsmore, Wendover and Halton/No 10 I Socio-economics 10 Socio-economics 10.1 Introduction 10.1.1 This section provides a summary of the assessment methodology and scope, environmental baseline, and likely significant economic and employment effects during construction and operation of the Proposed Scheme.

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 at a route-wide level within Report 27 (Route-wide effects). Localised effects on businesses and observations on potential local economic effects are described within eachCF A Report. 10.2 Policy framework 10.2.1 The planning policy documents (and their status) applicable to the area are described in Sections 2.1.14 to 2.1.19. 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 CFA which includes data of specific relevance to socio-economics notably demographic and employment data. The following provides a brief overview in terms of employment, economic structure, and labour market within the CFA.

10.4.2 The Dunsmore, Wendover and Halton CFA crosses three local authority boundaries, straddling Chiltern District, which includes the largest portion of the CFA, Aylesbury Vale District and Wycombe District.

10.4.3 In 2011 31,000 people worked in Chiltern District, 66,000 in Aylesbury Vale and 78,000 in Wycombe.37 The employment rate38 within Chiltern District in 2011 was 69%. For Aylesbury Vale an employment rate in 2011 of 72% was recorded and for Wycombe a rate of 70% was recorded. The rate for each district is higher than those recorded for both the South-East (68%) and England (65%).39 As of September 2012 the unemployment rates for Chiltern, Aylesbury Vale and Wycombe stood at 3%, 7% and 5% respectively, compared to the England average of 8%.40

10.4.4 Within Chiltern District there is a wide spread of business types reflecting a diverse range of commercial services. The professional, scientific and technical services sector accounts for the largest proportion of businesses (24%), with the construction (11%), information and

37 Office for National Statistics (ONS) (2011), Business Register and Employment Survey 2011. 38 The proportion of working age (16-74 years) residents who are in employment. 39 ONS (2012), Census 2011. 40 ONS (2012), Annual Population Survey.

73 CFA Report – Dunsmore, Wendover and Halton/No 10 I Socio-economics

communication (10%), and arts, entertainment, recreation and other services (8%) sectors also accounting for relatively large numbers of businesses within the district. This is shown in Figure 4.41 For comparison within the South East region, the professional, scientific and technical services sector also accounts for the largest number of businesses (16%), with construction (11%), retail (10%) and information and communication (8%) sectors also accounting for relatively large numbers of businesses within the region.42

Professional, scientific & technical

Construction

Information & communication

Arts, entertainment, recreation and other services

Retail

Business administration and support services

Wholesale

Health

Accommodation & food services

Production

Other

Chiltern 0% 5% 10%15% 20%25% 30% South East

Figure 4: Business Sector Composition in Chiltern District and the South-East

Source – Office for National Statistics (2011), UK Business: Activity, Size and Location43 10.5 Construction Assessment of impacts and effects

10.5.1 No significant direct effects on non-agricultural employment have been identified within the CFA.

10.5.2 There are plans to locate construction compounds for the Proposed Scheme at the following locations within the CFA: • Small Dean viaduct main site; • Leather Lane overbridge satellite site; • Wendover Dean viaduct satellite site; • Wendover Dean viaduct launch area satellite site; • Rocky Lane underbridge satellite site; • Small Dean viaduct launch area satellite site; • Wendover Green tunnel storage area 1 satellite site;

41 Figure 4 presents the proportion of businesses within each business sector in the borough, but not the proportion of employment by sector. 42 ONS (2011), UK Business: Activity, Size and Location. 43 ‘Other’ includes Agriculture, forestry & fishing; Motor Trades; Transport and Storage; Finance and Insurance; Property; Public administration and defence; and Education sectors.

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• Wendover Green tunnel storage area 2 satellite site; and • Nash Lee Road overbridge satellite site.

10.5.3 The use of these sites could result in the creation of 1,050 person years of construction employment44 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 afield. It could also lead to opportunities for local businesses to supplying the project or to benefit from the expenditure of workers in local businesses. Quantification of direct and wider construction employment effects are being 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 will 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 within this CFA, it is considered possible that wider operational employment opportunities could be accessed by residents of the CFA. 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.

44 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.

75 CFA Report – Dunsmore, Wendover and Halton/No 10 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 Dunsmore, Wendover and Halton 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 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. 11.4 Environmental baseline 11.4.1 The baseline sound environment for this CFA is generally dominated by road traffic noise, with the A413 running parallel to the proposed route. Other sources influencing sound levels include the existing railway, and frequent overflying aircraft. Night-time sound levels reduce significantly but remain dominated by these same sources. Within Wendover itself local and distant road traffic are the dominant sound sources, with regular overflying aircraft affecting many locations.

11.4.2 It is likely that the majority of receptors adjacent to the line of route 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: • Wendover Dean North arising from construction activities such as bridge works and earthworks (refer to Section 2.2/2.3 and to maps CT‑05 Construction features); • Nash Lee arising from construction activities such as bridge works and earthworks (refer to Section 2.2/2.3 and to maps CT‑05 Construction features); • Wendover (western edge) arising from construction activities such as bridge work, earthworks and those associated with the green tunnel (refer to Section 2.2/2.3 and to maps CT‑05 Construction features); and

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• Wendover (south) arising from construction activities such as bridge work, earthworks and those associated with the green tunnel (refer to Section 2.2/2.3 ad to maps CT‑05 Construction features).

11.5.4 Track laying, power system and signalling installation works along the line of route 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

11.5.5 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

11.5.6 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 on-going development of the 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.

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 will 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 in the Noise Insulation Regulations and the Interim Target defined in the World Health Organization’s Night Noise Guidelines.

77 CFA Report – Dunsmore, Wendover and Halton/No 10 I Sound, noise and vibration

11.6.5 The potential for significant noise effects on communities in areas between the 50dB and 65dB daytime sound contours, or 40dB and 55dB night-time contours, will 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. Further significance criteria set out inVolume 1, 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 This initial assessment has identified potential airborne noise effects on the following non- residential receptors and land uses (e.g. schools, hospitals, hotels): • Wendover House School (identified by SV10-N01 on Maps SV-01); and • St Mary’s Church (identified by SV10-N02 on Maps SV-01).

11.6.8 This initial assessment has identified potential airborne noise effects on the following quiet areas (which includes those recognized areas prized for their tranquillity where these have been identified as being areas with existing high tranquillity andQuiet Areas45): • Chiltern Scarp Landscape Character Area (LCA) which includes the scheduled ancient monument at Combe Hill, and Combe Hill itself (identified by SV10-L01 on Maps SV‑01); and • Longwick Vale Landscape Character Area (LCA) which includes farmed fields (identified by SV10-L02 on Maps SV-01).

11.6.9 Rights of way (outside of the LCAs identified in paragraph 11.6.8) 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 right of way will vary as the right of way 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 scheme and envisaged noise mitigation to protect other receptors. No significant noise effects have therefore been identified on public rights of way within this CFA.

11.6.10 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.

11.6.11 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 and green tunnel. 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 will present no risk of any building damage. Likely residual significant effects

11.6.12 The envisaged mitigation (especially landscape earthworks and noise barriers) described in this chapter substantially reduces the potential airborne sound impacts and airborne noise effects that would otherwise arise from the Proposed Scheme. Nonetheless, potential significant adverse airborne noise effects have been identified for residential receptors in the following communities: • Wendover Dean East in the general vicinity of Bowood Lane (identified by SV10-C01 on Maps SV-01);

45 Environmental Noise Regulations England 2006.

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• Wendover Dean North in the general vicinity of Chesham Lane and Rocky Lane (identified by SV10-C02 on Maps SV-01); • The western edge of the community at Wendover in the general vicinity of Church Lane (identified by SV10-C03 on Maps SV-01); • The southern edge of the community at Wendover in the general vicinity of Bacombe Lane (identified by SV10-C04 on Maps SV-01); • Nash Lee in the general vicinity of Nash Lee Lane (identified bySV10-C05 on Maps SV-01); and • Approximately four individual receptors that are closest to the Proposed Scheme (identified by SV10-D01 to SV10-D03 on Maps SV-01). 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.46

11.6.13 Further assessment work is being undertaken to confirm operational sound and vibration significant effects, 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

11.6.14 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 11:

Potential Significant Effect Further mitigation option

Wendover Dean East (SV10-C01) and Additional length of 3m high noise (fence) barrier or equivalent on east side of Wendover Dean North (SV10-C02) line near Rocky Lane/Chesham Road.

South Western edge of Wendover Increase the mitigation to 4m or 5m noise (fence) barrier or equivalent, for (SV10-C03) example by landscape earthworks or combination of barrier and earthworks, near Bacombe Lane/Grove Farm on both sides of the approach to the green tunnel.

Nash Lee (SV10-C04) Increase the mitigation to 4m or 5m noise (fence) barrier or equivalent, for example by landscape earthworks or combination of barrier and earthworks.

Table 11: Options for further mitigation

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

11.6.16 Noise insulation would be offered following the principles of the Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 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 four dwellings (marked as SV10-D01 to SV10-D03 on Maps SV-01) would potentially experience noise levels higher than the insulation trigger level.

46 See World Health Organization Night Noise Guidelines for Europe 2009.

79 CFA Report – Dunsmore, Wendover and Halton/No 10 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 through the Dunsmore, Wendover and Halton area. 12.2 Policy framework 12.2.1 Transport related local government policy is contained in the local transport plan (LTP3) for Buckinghamshire County Council.

12.2.2 Buckinghamshire County Council’s LTP3 covers the period 2011-2016 and is aligned with their Sustainable Community Strategy which sets the overarching long-term plan for the county up to 2026.47,48 The LTP3 implementation plan refers to the Proposed Scheme passing through Buckinghamshire.

12.2.3 A key transport objective for Buckinghamshire County Council is to maintain and improve the reliability of journey times on the key routes for freight, commuting and business travel, to benefit the local and national economy. The objective is to improve connectivity and access between centres and in particular to reduce public transport journey times through developing new services. The aim is to encourage more sustainable transport behaviour and reduce the need to travel, in preference to increasing road capacity, with the emphasis on reducing the negative impacts on the environment from transport. The objective for new developments is to deliver transport improvements to support regeneration and sustainable housing and employment growth. 12.3 Assessment scope and key assumptions 12.3.1 The assessment scope and key assumptions of the traffic and transport assessment are set out in Volume 1.

12.3.2 The scope of the assessment was discussed with the relevant local highway authority, Buckinghamshire County Council on 30 November 2012.

12.3.3 The effects presented are those resulting from the changes arising from the introduction of the Proposed Scheme compared with the future transport baseline scenario without the Proposed Scheme in the respective years.

12.3.4 The baseline forecast traffic flows for the future years of assessment have not yet been derived using Department for Transport’s traffic forecasting tool, Trip End Model Presentation Program (TEMPRO).

12.3.5 The following key limitations exist in the reporting of significant effects: • The capacity of junctions that would be affected by the ProposedScheme has not yet been assessed in detail. A more detailed assessment will be carried out for the formal ES where necessary; • Forecast future year traffic flows with and without the Proposed Scheme are based on an approach that does not take account of wider effects, e.g. redistribution and reassignment of traffic, modal shift and peak spreading. As a consequence, local transport effects may be over-estimated;

47 Buckinghamshire County Council (2011) Local Transport Plan 3 (2011-2016). 48 Bucks Strategic Partnership (2009) Sustainable Community Strategy for Buckinghamshire 2009-2026. Aylesbury, Buckinghamshire County Council.

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• The forecast construction traffic flows, temporary diversions, traffic management arrangements and phasing of construction interventions are based on initial scheme designs. Subsequent design development will have resulted in some changes to the quantities of construction materials, the size of the workforce at each construction compound and the phasing of construction activities. Consequently, forecast construction traffic flows used for this assessment do not precisely reflect the currently Proposed Scheme. These will be updated and the assessment revised accordingly for the formal ES; and • The assessment assumes that construction lorry traffic would use the following routes between compounds and Primary Road and/or Motorway network (see maps CT05-035 to CT‑05-040): ȃȃ Leather Lane via Potter Row, Frith Hill, B485 Chesham Road and A413 and via King’s Lane, B485 Chesham Road and A413, providing access to Leather Lane overbridge satellite site compound; ȃȃ Haul Road from Leather Lane compound via Potter Row, Frith Hill, B485 Chesham Road and A413 and King’s Lane, B485 Chesham Road and A413, providing access to Wendover Dean viaduct site compound; ȃȃ Haul Road from Rocky Lane via A413 London Road, providing access to Wendover Dean Viaduct Launch satellite site compound; ȃȃ Rocky Lane via A413 London Road, providing access to Rocky Lane underbridge satellite site compound; ȃȃ Haul Road from Rocky Lane via A413 London Road, providing access to Small Dean viaduct launch satellite site compound; ȃȃ Small Dean Lane via A413 Nash Less Road, providing access to Small Dean viaduct main site compound; ȃȃ Haul Road from Small Dean Lane via A413 Nash Lee Road, providing access to Wendover green tunnel satellite site compound; ȃȃ A413 Nash Lee Road, providing access to Wendover green tunnel satellite site compound; and ȃȃ Nash Lee Lane via B4009 Nash Lee Road, A4010 Risborough Road and A413 London Road, providing access to Nash Lee Road overbridge satellite site compound. 12.4 Environmental baseline 12.4.1 Traffic surveys were carried out during September 2012 and February 2013 to establish current traffic flows on the road network subject to assessment.

12.4.2 The highway network subject to assessment within this area includes the A413 , A355, A4010, B4009 Nash Lee Road, B485 Chesham Road, Small Dean Lane, Frith Hill, Potter Row, Leather Lane, King’s Lane, Rocky Lane, Bowood Lane, Bacombe Lane, Nash Lee Lane, Dunsmore Lane and South Street.

12.4.3 Bus services currently operate along the following roads within close vicinity of the Proposed Scheme: • A413 London Road; • B4009 Nash Lee Road; and • South Street.

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12.4.4 There is a rail station at Wendover on the Marylebone to Aylesbury Line. A frequent service is provided with two to four passenger trains during peak hours and two per hour at other times during the day. Services run seven days a week. The Marylebone to Aylesbury Line is also regularly used by freight services carrying waste from London to Calvert.

12.4.5 There are several public footpaths, bridleways and cycleways that would cross the route of the proposed Scheme. All PRoW which would be intersected by the Proposed Scheme have been surveyed, taking account of the nature of the PRoW and their levels of utilisation. As appropriate, these covered weekday and weekend use. These indicated that none of the roads, footpaths, bridleways and cycleways that would cross the route are used by more than 120 people per day walking, cycling or riding.

12.4.6 Relevant traffic accident data has been obtained from Buckinghamshire County Council for the three year period of 2009 to 2011, for the road network subject to assessment.

12.4.7 There are no navigable canals or waterways that cross the Proposed Scheme in this area.

12.4.8 The future baseline traffic volumes have been calculated by applying growth factors derived from TEMPRO for the future years of 2021, 2026 and extrapolation to 2041. The factors have been derived for the individual road types and relevant wards. No other changes to the traffic and transport baseline are anticipated in Dunsmore, Wendover and Halton area. 12.5 Construction Assessment of impacts and mitigation

12.5.1 The following measures have been included as part of the engineering design of the Proposed Scheme and would avoid or reduce impacts on travellers: • Construction materials and equipment transported along haul road adjacent to the Proposed Scheme where reasonably practicable to reduce lorry movements on the public highway; • Defined lorry routes for construction equipment and materials to ensure only the most suitable roads are used; • The majority of roads crossing the Proposed Scheme will be kept open during construction resulting in minimal significant diversions of traffic onto alternative routes; • Surplus excavated material would be reused wherever possible along the alignment of the Proposed Scheme which will reduce, as far as reasonably practicable, lorry movements on the public highway; and • Temporary alternative routes provided for PRoW closed during construction to reduce loss of amenity.

12.5.2 Transport related effects of the Proposed Scheme during construction would arise from traffic generated by construction activities as well as temporary diversions of roads and PRoW.

12.5.3 Construction activities would result in the following permanent and temporary road closures and associated diversions lasting for a month or more as shown on maps CT‑06-047 to CT‑06‑053: • Temporary closure of Bowood Lane requiring a temporary diversion via A413 London Road, Rocky Lane/Chesham Lane and King’s Lane; • Temporary closure of Small Dean Lane requiring a temporary diversion via A413 London Road and Dunsmore Lane; and

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• Permanent closure of Bacombe Lane requiring a permanent diversion via South Street, Ellesborough Road and a new link road to Bacombe Lane to be constructed prior to the closure.

12.5.4 Nine construction compounds would be required with separate vehicular access points. The construction vehicle movements would therefore be spread over a number of roads. Access points to construction compounds are shown on maps CT05-035 to CT‑05-040.

12.5.5 Construction vehicle movements related to the building of the Proposed Scheme have been calculated based on the quantity of materials required to construct the Proposed Scheme with a further 10% added to allow for ancillary delivery vehicles.

12.5.6 The typical numbers of vehicles estimated to be generated by the site compounds in this area are shown in Table 12.

Compound location Access Estimated Typical daily number of duration of two-way trips use LGVs49 HGVs

Leather Lane overbridge worksite, map Leather Lane 1.5 years 20-100 30-60 CT‑05-035

Wendover Dean viaduct worksite, map Haul Road from Leather Lane 2 years 60-140 CT‑05-037 (HGVs) Bowood Lane (workers)

Wendover Dean viaduct launch area, map Haul Road from Rocky Lane 2 years 30-70 <10 CT‑05-036

Rocky Lane underbridge worksite, map Rocky Lane 2.5 years CT‑05-037

Small Dean viaduct launch area, map CT‑05- Haul Road from Rocky Lane 2 years 038

Small Dean viaduct main construction site, Small Dean Lane 4 years 60-120 50-80 map CT‑05-037

Wendover green tunnel storage area 1, map Haul Road from Small Dean Lane 3 years CT‑05-038

Wendover green tunnel storage area 2, map A413 3 years 30-40 30-40 CT‑05-039

Nash Lee Road overbridge worksite, map Nash Lee Lane 3.5 years 30-60 <10 CT‑05-040

Table 12: Typical vehicle trip generation for site compounds in this area

12.5.7 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 the following roads as a result of construction traffic and/or temporary closures/diversions: • A413 Nash Lee Road; • A413 London Road; • A4010 Risborough Road; • B4009 Nash Lee Road; • Bowood Lane; • Rocky Lane;

49 Workers commuting trips.

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• Small Dean Lane; • Potter Row; • King’s Lane; and • Nash Lee Lane.

12.5.8 The measures set out in the draft CoCP would seek to reduce as far as reasonably practicable deliveries of construction materials and equipment, thus minimising construction lorry trip generation, especially during peak traffic periods. The CoCP would include HGV management and control measures.

12.5.9 A construction workforce travel plan would be put into operation with the aim of reducing workforce commuting by private car, especially sole occupancy car travel. Where practical in the rural context, this would encourage the use of sustainable modes of transport.

12.5.10 The combined effect of the CoCP and the construction workforce travel plan is anticipated to reduce construction traffic generation below that currently forecast. However, the beneficial effects arising from the implementation of the CoCP as a result of the associated demand management measures has not been taken into account for the purpose of this assessment thereby giving a worst-case assessment.

12.5.11 Several PRoW crossing the Proposed Scheme would be temporarily diverted during construction, potentially resulting in impacts on user delay and/or severance.

12.5.12 Construction of the Proposed Scheme is not anticipated to result in any other significant impacts at this stage. Likely residual significant effects

12.5.13 Likely residual significant effects in terms of an increase in journey time to vehicle occupants subject to temporary closures/diversions are likely to occur on the following roads: • Bowood Lane (minor significant effect); • Small Dean Lane (minor significant effect); and • Bacombe Lane (minor significant effect).

12.5.14 Likely residual significant effects in terms of delays to vehicle occupants due to increased congestion may occur to users of the following roads subject to more detailed assessment: • Rocky Lane (level of effect to be determined); • King’s Lane (level of effect to be determined); • North Lee Lane (level of effect to be determined); • Bowood Lane (level of effect to be determined); and • Small Dean Lane (level of effect to be determined).

12.5.15 Three of the temporarily diverted PRoW would result in minor significant effects on users in terms of delay because of the low reported usage. Six of the temporarily diverted PRoW would result in a minor significant effect on users in terms of verancese due to the low number of people using the PRoW and the diversion distances being less than 500m. Two of the temporarily diverted PRoW would result in a moderate significant effect on users in terms of severance due to the diversion distances being greater than 500m and the low number of people using the PRoW.

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12.5.16 Construction of the Proposed Scheme is not anticipated at this stage to result in any other significant effects. Further mitigation

12.5.17 Further mitigation measures will be considered based on the outcomes of the on-going assessment and will be reported in the formal ES. 12.6 Operation Assessment of impacts and mitigation

12.6.1 The following design and demand management measures have been included for the Proposed Scheme and would avoid or reduce impacts on travellers: • The majority of roads crossing the Proposed Scheme retained in their current location or very close to their current location resulting in no significant diversions of traffic onto alternative routes; and • PRoW crossings of the Proposed Scheme retained where reasonably practicable with localised diversions kept to a minimum.

12.6.2 Bacombe Lane will be permanently closed resulting in a minor significant effect in terms of delay to users of this road.

12.6.3 Three PRoW crossing the Proposed Scheme will be permanently diverted resulting in significant impacts on user delay and severance. The effect of two of these permanent diversions would be minor in terms of user delay due to the low number of people using the PRoW. Two of the permanently diverted PRoW would result in a minor significant effect in terms of user severance due to the low number of people using the PRoW and the diversion distances being less than 500m. One would result in a moderate significant effect in terms of user severance due to the diversion distance being greater than 500m and the low number of people using the PRoW.

12.6.4 The assessments undertaken at this stage have indicated that for this area there are no other significant transport related effects during the operation of the ProposedScheme that require mitigation. This is because: • There would be no stations or depots that would generate any additional traffic; and • The majority of roads that would cross the route would be retained in or very close to their current location. Likely residual significant effects

12.6.5 Significant effects are identified in relation to some of the PRoW diversions. A full assessment of significant operational effects will be presented as part of the formal ES. Further mitigation

12.6.6 Further mitigation measures will be considered based on the outcomes of the on-going assessment and will be reported in the formal ES.

85 CFA Report – Dunsmore, Wendover and Halton/No 10 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 There are no relevant Saved Policies within Aylesbury Vale District Local Plan. However, Chiltern Local Plan, 1997, Saved Policy GC9, seeks to prevent development that is likely to generate unacceptable water pollution; Saved Policy GC10 seeks to prevent development that would increase the risk of flooding (outside of the floodplain). Additionally, saved Policy GC11 seeks to prevent development that would require the abstraction of water to the detriment of water quality, and Saved Policy GC12 seeks to prevent development that would adversely affect the character of rivers, in particular the River Misbourne.The Chiltern Core Strategy, 2011, contains a strategic objective that encourages new development to maximise water efficiency. Additionally Policy CS4 recommends reducing consumption, minimising pollution and using water efficiency measures, such as SuDS, to ultimately reduce the overall risk of flooding. Wycombe Core Strategy Policies CS17 and CS18 seek to conserve and enhance watercourses and bodies of water, avoid increasing risks of flooding, minimise water use and minimise off-site water discharge. Wycombe Local Plan Saved Policy G19 seeks to reduce the demand for water from development.

13.2.2 The Wycombe DSA, Policy DM16 (Planning for Flood Risk Management) and DM14 (Protection and Enhancement of River and Stream Corridors), are notable in relation to water resources and flood risk assessment. 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 a number of dry valleys of the upper River Misbourne and the Chalk scarp valley of the Wendover Stream. In addition, the Wendover Arm of the Grand Union Canal (GUC) is present within 500m of the route.

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 The route passes through the dry valley of the upper River Misbourne and continues into the Chalk scarp valley of the Wendover Stream. North-west of Wendover the route passes over the confluence of the Chalkshire Stream, which flows from south of the Proposed Scheme, and the Stoke Brook (Aylesbury), which flows from its source, World’s End, north of the Proposed Scheme. There are 26 ponds, various brooks and farm drains and the Wendover Arm of the GUC within 1 km of the route. Ponds on the valley sides may be artificially lined to prevent them draining away.

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13.4.2 The ecological water quality of the River Misbourne is classified by the EnvironmentAgency (EA), as ‘moderate’ for ecology, as ‘does not require assessment’ for chemistry and as ‘heavily modified’ for hydromorphology. The ecological water quality of the GUC (Wendover Arm) is classified as ‘good’ for ecology, as ‘does not require assessment’ for chemistry and as ‘artificial’ for hydromorphology. The ecological water quality of the Stoke Brook is classified as ‘good’ for ecology, as ‘does not require assessment’ for chemistry and as ‘not designated’ for hydromorphology. The EA predicts that, for ecology, these classifications will remain the same until 2015.

13.4.3 The route does not cross any statutory ecological designations in relation to surface water. The nearest designation in relation to water is Weston Turville Reservoir SSSI, approximately 1.1km north of the route (see map CT‑01-29). Historically, Weston Turville Reservoir was built to mitigate for spring flows in the Wendover area that are captured for filling the GUC. The reservoir has several sources of supply, including from the GUC Wendover Arm. There is a bypass channel around the western margin of the reservoir to carry excess flows around the embankment.

13.4.4 This section of the route is within a designated surface water Nitrate Vulnerable Zone.50 The EA (2012) has no records pertaining to “significant” pollution incidents to water in the study area.

13.4.5 The bedrock geology of the majority of the study area comprises Cretaceous Chalk. The undifferentiated Cretaceous Gault and Upper Greensand Formation consisting of mudstone, sandstone and limestone, overlies the Chalk and outcrops for the northern 1km of the route.

13.4.6 There are no superficial drift deposits within the majority of the study area, with the exception of a small area of Clay-with-Flints at the southern end of the study area and a small area of Head Deposits of clay, silt, sand and gravel to the south of Wendover.

13.4.7 The groundwater vulnerability of the Chalk aquifer is Principal Aquifer of Intermediate Vulnerability, with areas of Principal Aquifer of High Vulnerability at the western end of the corridor where there are no overlying Clay with Flints deposits (see map CT‑04-09). Under the Water Framework Directive (WFD) the Chalk is classified as At Risk, and the current status is Poor. The WFD objective for the Chalk is to reach Good status by 2027.

13.4.8 The undifferentiated Cretaceous Gault and Upper Greensand is classified as unproductive strata and has no WFD classification.

13.4.9 The Clay-with-Flints deposits are classified as superficial unproductive strata, containing insubstantial quantities of groundwater. The Head Deposits along the river valley of the River Misbourne are classified as a superficial Secondary (undifferentiated) aquifer.

13.4.10 The route passes through the Chalk scarp slope onto the outcrop of the Gault and Upper Greensand. There are springs present and some existing interference with spring flows due to the existing railway, highways and diversions into the GUC.

13.4.11 Peak observed groundwater levels in the Chalk are generally below the route elevation up to approximately 100m north-west of Wendover cricket ground where the route is in cutting, but may rise above the base of the route further north. A groundwater divide running south-west to north-east is considered to exist near Upper Wendover Dean Farm, with flow to the north- west to the north of the divide and to the south-east to the south.

13.4.12 There are three Public Water Supply (PWS) abstractions in the Chalk with Source Protection Zones which comprise SPZ Zones 2 to 3 (SPZ2 to SPZ3). In addition, there are five licensed

50 https://www.gov.uk/nitrate-vulnerable-zones. Accessed 16 April 2013.

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private groundwater abstractions for water supply from the Chalk within 1km of the route. The SPZ2 for two of these is intersected by the route (see map CT‑04-09).

13.4.13 There are 31 discharge consents to surface water or to ground in the study area.

13.4.14 There are a number of dry valleys and tributary ditches that are shown on the Flood Map for Surface Water (FMfSW) to be at risk of surface water flooding for both the 1 in 30 year annual probability (3.3%) and 1 in 200 year annual probability (0.5%) rainfall events. This is partly due to an existing railway and road crossing the dry valleys on embankments. The route does not cross any area with historic river flooding or areas of Flood Zone 2, Flood Zone 3 or areas at ‘moderate’ (or greater) susceptibility to groundwater flooding.

13.4.15 Baseline conditions were assessed with reference to the Buckinghamshire Preliminary Flood Risk Assessment and Aylesbury Vale Strategic Flood Risk Assessment.51,52 13.5 Construction Assessment of impacts and mitigation

13.5.1 The draft CoCP sets out the measures and standards of work that will 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.

13.5.2 The draft CoCP includes the following general provisions: • Implementing, in consultation with the Environment Agency, a surface water and/or groundwater monitoring plan as required, • Undertaking further site-specific 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 possible, using biodegradable substances; • Following the measures outlined in the draft CoCP for the provision of suitable site drainage, for the storage and control or oils and chemicals and to mitigate against accidental spillages; and • Undertaking, as required, further site-specific 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 The following examples illustrate how the CoCP would reduce potential effects to levels that would not be significant: • 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; and • Drainage for viaducts, access roads and associated satellite site compounds would have modest requirements for construction water. The measures outlined within the draft CoCP include drainage quality and flow requirements, which would be applied to construction sites and work areas. Where drainage discharges are made to local watercourses, these would be conducted in accordance with EA or Lead Local Flood Authority conditions, following attenuation and treatment, where required.

51 Buckinghamshire County Council (2011) Buckinghamshire Preliminary Flood Risk Assessment. 52 Aylesbury Vale District Council (2012) Aylesbury Vale Strategic Flood Risk Assessment.

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13.5.4 Following the application of the CoCP, impacts would be negligible on surface water receptors and so the effect is deemed to be not significant.

13.5.5 The effects of construction identified below are those that fall outside the scope of the measures in the draft CoCP or may require special consideration in the design process.

13.5.6 The southern part of green tunnel at Wendover is at a higher level than the northern part and is unlikely to intercept groundwater levels during normal or dry conditions, since the existing rail and A413 road cuttings are deeper than that for the Proposed Route. It is unlikely, therefore, that there would be further disruption to groundwater flows and groundwater-fed springs and local surface water features caused by the Proposed Route. Whilst the groundwater and springs are considered a high value receptor, the impact is likely to be negligible and the effect would not be significant.

13.5.7 The depth of groundwater is considered to be below that of the construction associated with the route in most of this area, although may be shallower to the north-west of Wendover. As such, there is potential for groundwater abstractions to be impacted by construction. Groundwater quality may be impacted, particularly from turbidity, although it is unlikely that groundwater flow will be significantly disrupted. The groundwater abstractions are high value receptors and the impact could be moderate, resulting in a significant effect.

13.5.8 Where drain levels for the lower, southern part of the green tunnel at Wendover and for the cutting to the north-west of Wendover are lower than the existing railway, interception of groundwater flows in the cutting could reduce groundwater flows towards theWeston Turville Reservoir SSSI. This SSSI is a high value receptor and disruption to these flows could result in a moderate adverse impact on overall inflows to the reservoir, and a significant effect. This is to be confirmed in the formal ES.

13.5.9 A number of construction areas would be located within areas at risk of flooding. During the construction stage there is a risk of flooding in terms of inundating excavations, damage to plant and materials used on-site and the safety of the construction workforce. Any potential for increase in off-site flood risks would be managed by measures defined in the draft CoCP and reported in the FRA.

13.5.10 Appropriate bypass arrangements would be incorporated into the Propose Scheme to reduce as far as reasonably practicable obstruction of any natural overland flow. The construction of viaducts and cuttings through the dry valleys would, on this basis, have a minor impact on surface water flood risk, resulting in a slight effect on local receptors, which would not be significant. Likely residual significant effects

13.5.11 Mitigation for any residual effects on groundwater and spring flows and groundwater quality at licensed private water supplies would be resolved with stakeholders, to avoid unplanned withdrawal of the water supply. Groundwater monitoring would be undertaken as required prior to construction.

13.5.12 There may be periods during construction prior to the permanent works being in place when it may not be possible to transfer flows from the cutting west of Wendover across the existing railway. Therefore, there would be a temporary impact on groundwater flow towards the high value receptor of the Weston Turville Reservoir SSSI as water is directed further down the catchment. Depending on the time of year and prevailing weather, this could be a slight to moderate adverse impact, and a significant effect.

89 CFA Report – Dunsmore, Wendover and Halton/No 10 I Water resources and flood risk assessment

Further mitigation

13.5.13 Further investigations of groundwater levels and flows are proposed in order to better quantify the potential reduction in flow in the southern feeder stream.Consultation with the Canal and River Trust is on-going to investigate the extent to which the releases from the reservoir could be managed to reduce the impact on the SSSI. This will be reported in the formal ES. No other means of mitigation has been identified.

13.5.14 Any groundwater intercepted by the green tunnel at Wendover and the cutting north of Wendover could be transferred across the existing railway to the closest of the Weston Turville SSSI feeder streams. This would reduce the impact to the Weston Turville SSSI to negligible, with no significant adverse effect. 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: • Drainage has been designed to reduce the rate and volume of run-off from the railway and prevent an increase in flood risk; • Sustainable drainage systems, where appropriate, have been included to encourage water to soak back into the ground; and where drainage or cuttings intercept groundwater flow; and • Sustainable drainage systems would also provide opportunities to reduce, as far as reasonably practicable, the effects on water quality by reducing potential contaminants through filtration, vegetation adsorption or settlement.

13.6.2 Best practice pollution control guidance would be adopted as far as reasonably practicable for maintenance of the Proposed Scheme.

13.6.3 All standard drainage including drainage from associated access roads and hard standings, would discharge either, under agreement, to sewer or to SuDS attenuation ponds, prior to subsequent discharge to sewer/watercourses as appropriate. All discharges to watercourses will be conducted in accordance with Environment Agency or LLFA consent conditions with respect to quality and flow, as appropriate.

13.6.4 With specific regard to cuttings, surface water runoff not collected by v-ditches at the cuttings’ crest would be intercepted by slope drainage and connected to filter drains. Overland flow pathways would be maintained for dry valley crossings. Overall there would be a neutral and thus not significant effect on surface water receptors.

13.6.5 Groundwater abstractions are unlikely to be impacted from the route during operation, particularly with the implementation of suitable drainage and pollution control. Any disruption to groundwater flow is negligible since the below ground works are unlikely to penetrate a substantial thickness of saturated Chalk. Therefore the impact would be negligible, and the effect would not be significant.

13.6.6 Where drain levels for the green tunnel at Wendover and for the cutting north-west of Wendover are lower than the existing railway to the north-east of the route, interception of groundwater flows in the cutting could reduce spring flows into one of the streams feeding the Weston Turville Reservoir SSSI. Mitigation would be considered for construction and would be on-going through operation. Therefore, there would be no further significant adverse effect.

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13.6.7 The dry valley and green tunnel crossings include provision for surface water flood flows and the impact on flood risk from all sources is negligible, the resulting effect on local receptors would be negligible, and the effect would not be significant. Likely residual significant effects

13.6.8 There would be no significant residual effects.

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