Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Town and Country Planning (Environmental Impact Assessment) Regulations 2017
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report
Document 163390-JAC-REP-EEN-000001 Reference
Author Jacobs
Date 8th July 2020
Revision Number A04
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Environmental Impact Assessment – Scoping Report
Document Version Control
Version Date Author Reviewer Approver
A01 13th March 2020 Laura Anastassiades Peter Bragg Abhishek Naik
A02 7th May 2020 Laura Anastassiades Peter Bragg Abhishek Naik
A03 10th June 2020 Maia Gralewski Peter Bragg Abhishek Naik
A04 8th July 2020 Paul Humphrey Andy Willson Lynne Halman
Report for: Authored by:
Network Rail Jacobs SN1 Burderop Park Station Road Swindon Swindon SN40QD SN11DG
© Copyright 2020 . The concepts and information contained in this document are the property of Network Rail. Use or copying of this document in whole or in part without the written permission of constitutes an infringement of copyright.
Limitation: This document has been prepared on behalf of Network Rail, and for the exclusive use of Network Rail, and is subject to, and issued in accordance with, the provisions of the contract between Jacobs and the Network Rail. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance upon, this document by any third party.
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
CONTENTS
1.1 Purpose of this Scoping Report ...... 1
1.2 The Consenting Regime ...... 1
1.3 Other Consenting Regimes ...... 1
1.4 Screening and Scoping ...... 1
1.5 The Structure of this EIA Scoping Report ...... 2
2.1 Oxford Corridor – wider context ...... 3
2.2 Oxford Corridor Phase 2 Scheme Description ...... 3
2.3 Construction Compounds ...... 5
2.4 Proposed Construction Programme ...... 5
2.5 Alternative Options Considered ...... 5
3.1 EIA Process ...... 7
3.2 Determination of Scope ...... 7
3.3 General assessment assumptions and limitations ...... 7
3.4 Assessment of Environmental Effects ...... 7
3.5 Assessment of Cumulative Effects ...... 8
3.6 Approach to Development of Mitigation ...... 8
3.7 The Structure of the Environmental Statement ...... 8
4.1 Introduction ...... 9
4.2 National Planning Policy Framework ...... 9
4.3 Regional and Local Planning Framework ...... 9
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
5.1 Consultation to date ...... 10
5.2 Statutory Consultation ...... 10
5.3 Public engagement ...... 10
6.1 Introduction ...... 11
6.2 Legal and Policy Framework ...... 11
6.3 Baseline Conditions ...... 12
6.4 Potential Impacts ...... 14
6.5 Discipline Specific ES Methodology ...... 15
6.6 Summary of Scoping Decision ...... 16
7.1 Introduction ...... 18
7.2 Legal and Policy Framework ...... 18
7.3 Baseline Conditions ...... 19
7.4 Potential Impacts ...... 24
7.5 Discipline Specific ES Methodology ...... 28
7.6 Summary of Scoping Decision ...... 29
8.1 Introduction ...... 31
8.2 Legal and Policy Framework ...... 31
8.3 Baseline Conditions ...... 32
8.4 Potential Impacts ...... 35
8.5 Discipline Specific ES Methodology ...... 36
8.6 Summary of Scoping Decision ...... 37
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
9.1 Introduction ...... 39
9.2 Legal and Policy Framework ...... 39
9.3 Baseline Conditions ...... 39
9.4 Potential Impacts ...... 42
9.5 Discipline Specific ES Methodology ...... 43
9.6 Summary of Scoping Decision ...... 44
10.1 Introduction ...... 45
10.2 Legal and Policy Framework ...... 45
10.3 Baseline Conditions ...... 45
10.4 Potential Impacts ...... 50
10.5 Discipline Specific ES Methodology ...... 51
10.6 Summary of Scoping Decision ...... 53
11.1 Introduction ...... 55
11.2 Legal and Policy Framework ...... 56
11.3 Baseline Conditions ...... 57
11.4 Potential Impacts ...... 61
11.5 Discipline Specific ES Methodology ...... 67
11.6 Summary of Scoping Decision ...... 68
12.1 Introduction ...... 71
12.2 Legal and Policy Framework ...... 71
12.3 Baseline Conditions ...... 72
12.4 Potential Impacts ...... 73
12.5 Discipline Specific ES Methodology ...... 74
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
12.6 Summary of Scoping Decision ...... 76
13.1 Introduction ...... 77
13.2 Legal and Policy Framework ...... 77
13.3 Baseline Conditions ...... 77
13.4 Potential Impacts ...... 79
13.5 Discipline Specific ES Methodology ...... 80
13.6 Determining significance ...... 82
13.7 Summary of Scoping Decision ...... 82
14.1 Introduction ...... 84
14.2 Legal and Policy Framework ...... 84
14.3 Baseline Conditions ...... 84
14.4 Potential Impacts ...... 87
14.5 Discipline Specific ES Methodology ...... 88
14.6 Summary of Scoping Decision ...... 91
15.1 Introduction ...... 93
15.2 Legal and Policy Framework ...... 93
15.3 Baseline Conditions ...... 94
15.4 Potential Impacts ...... 95
15.5 Discipline Specific ES Methodology ...... 96
15.6 Summary of Scoping Decision ...... 98
16.1 Introduction ...... 99
16.2 Legal and Policy Framework ...... 99
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
16.3 Baseline Conditions ...... 99
16.4 Potential Impacts ...... 101
16.5 Discipline Specific ES Methodology ...... 102
16.6 Summary of Scoping Decision ...... 103
17.1 Introduction ...... 104
17.2 Legal and Policy Framework ...... 104
17.3 Baseline Conditions ...... 104
17.4 Potential Impacts and Best Practice ...... 106
17.5 Discipline Specific ES Methodology ...... 108
17.6 Summary of Scoping Decision ...... 110
18.1 Introduction ...... 112
18.2 Legal and Policy Framework ...... 112
18.3 Baseline Conditions ...... 112
18.4 Potential Impacts ...... 116
18.5 Discipline Specific ES Methodology ...... 116
18.6 Summary of Scoping Decision ...... 117
19.1 Scoping Decision...... 119
Appendix A List of Figures Appendix B Preliminary Habitat Regulations Assessment (HRA) Screening Appendix C Record of Transport correspondence with Oxfordshire County Council
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Tables
Table 1.1: Information required by Regulation 15(2) of the EIA Regulations ...... 2
Table 2.1 Alternative Options Considered ...... 6
Table 3.1: General approach to determining significance ...... 8
Table 5.1: Statutory and Non-Statutory Consultees ...... 10
Table 6.1: The City of Oxford AQMA ...... 12
Table 6.2: Summary of the scope of the EIA for Air Quality ...... 17
Table 7.1: Legally protected and notable species within 2km of the Scheme ...... 22
Table 7.2: Ecological receptors and their assigned value ...... 24
Table 7.3: Potential impacts and effects within Zone of Influence - construction...... 26
Table 7.4: Potential impacts and effects within Zone of Influence - Operation...... 27
Table 7.5: Summary of the scope of the EIA for Biodiversity and Ecology ...... 30
Table 8.1: Summary of land use changes through historical map review within GIR ...... 34
Table 8.2: EA pollution incidents within 500m of Scheme as of March 2019 ...... 34
Table 8.3: Summary of the scope of the EIA for Geology and Soils ...... 38
Table 9.1: Nationally designated heritage assets within 300m of Scheme ...... 41
Table 9.2: Conservation Areas within 300m of Scheme ...... 42
Table 9.3: Summary of the scope of the EIA for historic environment ...... 44
Table 10.1: List of potential visual receptors ...... 50
Table 10.2: Summary of the scope of the EIA for landscape and visual amenity ...... 54
Table 11.1: Total Throughput or Capacity of Waste Management Sites in the Study Area, 2018 ...... 60
Table 11.2: Total Landfill Capacity Available in the Study Area, 2018 ...... 60
Table 11.3: Summary of the Material Assets and Waste Topic Receptors ...... 61
Table 11.4: Scoping level assessment matrix ...... 66
Table 11.5: Summary of the scope of the EIA for Material Assets and Waste ...... 69
Table 12.1: Summary of the noise and vibration scope ...... 76
Table 13.1: Receptor categories ...... 81
Table 13.2: Scope of the contributing assessments ...... 82
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Table 13.3: Summary of Population assessment scope ...... 83
Table 14.1: IMD Health Deprivation and Disabilities by LSOA/Ward in 2019 (Ministry of Housing, Communities and Local Government, 2019) ...... 85
Table 14.2: Summary of human health assessment scope ...... 92
Table 15.1: Criteria for assessing the magnitude of impact ...... 97
Table 15.2: Summary of traffic and transport assessment scope ...... 98
Table 16.1: Summary of the indicative value (sensitivity) assigned to the key water receptors ...... 101
Table 16.2: Potential construction impacts on different attributes of surface water receptors ...... 102
Table 16.3: Potential operational impacts on different attributes of surface water receptors ...... 102
Table 16.4: Summary of the water resource and flood risk scope for EIA ...... 103
Table 17.1: Scoping assessment of potential major accidents and natural disasters ...... 107
Table 17.2: Definition of the terms Major Accident and Natural Disaster ...... 110
Table 17.3: Summary of the scope of the EIA for Major Accidents...... 111
Table 18.1: Scoping Stage search for long-list of third-party developments ...... 115
Table 18.2: Cumulative assessments considered in other sections ...... 117
Table 18.3: Summary of the scope of the EIA for Intra and Inter Cumulative Effects ...... 118
Table 19.1: Summary of Scoping Decision ...... 121
Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
This Environmental Impact Assessment (EIA) Scoping Report has been prepared on behalf of Network Rail to request a Scoping Opinion from Oxford City Council. The Scheme will facilitate the provision of widening of Botley Road rail bridge and Botley Road highway, a new Western Entrance to the station with a commercial office development above (approximately 6 storeys), a new platform, and new station facilities buildings, the existing YHA building will also be relocated as part of the Scheme. The EIA will consider the direct, indirect and secondary effects of the construction and operation of the Oxford Corridor Phase 2 on the environmental elements identified in Table E1 below.
Rail operations N/A Out Odour In Out Site emissions Out N/A Dust In Out Traffic emissions / changes In Out Statutory designated sites Out Out Non-statutory designated sites Out Out Reptiles Out Out Breeding birds Out Out Bats Out Out Riparian Mammals Out Out Aquatic Ecology Out Out INNS (Plants) Out Out Soils Out Out Minerals Out Out Geological designations Out Out Contaminated land In Out Archaeological Remains In Out Historic Buildings In In Historic Landscape In In Users of PRoWs In Out Residential Properties In In Westgate Hotel In In Said Business School In Out Green Belt Out Out National Character Area Out Out National Cycle Route Out Out Material Assets Out Out Waste Out Out Vibration - People In Out
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Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Vibration - Buildings Out Out Tranquil areas Out Out Airborne Noise In Out Ground-borne Noise Out Out Traffic In In Railway Noise Out In Industrial noise Out Out Supply chain Out Out Access In In Amenity In In Employment and the local In In economy Land use and displacement In Out Air quality and odour - exposure In Out to dust Air Quality - new air quality N/A In impacts on human health Biodiversity and Ecology Out Out Noise - disturbance In In Pollution In In Landscape, Visual Amenity and In Out Lighting - human health impacts Landscape - landscape Out In character Historic Environment Out Out Population In In Traffic and Transport - In congestion, disruption to public Out transport services, and changes in amenity Material Assets and Waste Out Out Major Accidents and Disasters Out Out Road network In In Public transport (bus routes) In In Non-motorised users (footpaths, In Out cycle ways) Flood Risk – Fluvial In In Flood Risk – Reservoir Breach Out Out Flood Risk – Canal Breach Out Out Flood Risk – Surface Water In In Flood Risk – Groundwater In In
Page ii Network Rail Oxford Corridor Phase 2 Capacity Improvement Scheme
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Superficial Aquifer – In In Groundwater Bedrock - Groundwater Out Out Water Quality - Groundwater In Out Water Quality – Surface Water In In Geomorphology Out Out Flood Risk Out Out Major road traffic accident Out involving construction plant or Out vehicles Ground contamination and Out Out landfill gas Train derailment / collision Out Out Intra cumulative In In Inter cumulative In In Table E1: Scope of environmental impact assessment
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Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
1.1 Purpose of this Scoping Report
1.1.1 This Environmental Impact Assessment (EIA) Scoping Report, for the Oxford Corridor Phase 2 Capacity Improvement Scheme (hereafter “the Scheme”), has been prepared on behalf of Network Rail to request a Scoping Opinion from Oxford City Council to support future consent applications under Town and Country Planning legislation. The Scheme will facilitate the provision of the widening of Botley Road rail bridge, a new western entrance to the station with commercial office development above, a new platform, and new station platform buildings, in addition the existing YHA building will be relocated.
1.2 The Consenting Regime
1.2.1 Network Rail will be seeking consent for the Scheme via an application to the Local Authority (Oxford City Council) for ‘Prior Approval’ under Part 18 Class A, Schedule 2 of the General Permitted Development Order 2015 (the GPDO) for the railway elements of the Scheme. A full planning application will be submitted simultaneously for the commercial elements of the Scheme. This report provides the necessary background information for Oxford City Council to provide a formal Scoping Opinion.
1.2.2 A Flood Risk Assessment is required to support the consent applications.
1.3 Other Consenting Regimes
1.3.1 A Habitats Regulations Assessment (HRA) is required under The Conservation of Habitats and Species Regulations 2017 to consider the impacts of the Scheme on Natura 2000 sites.
1.3.2 A Water Framework Directive Assessment is required under the Water Framework Directive (WFD) (2000/60/EC), to identify the impact of the Scheme on the immediate and any linked water bodies.
1.4 Screening and Scoping
1.4.1 A request for pre-application advice was submitted by Network Rail to Oxford City Council on 17th December 2018. Network Rail also submitted a set of technical drawings to Oxfordshire County Council for their technical approval. In their Joint Response letter, 26th March 2019, Oxford City Council (as the Local Planning Authority) and Oxfordshire County Council (as Local Highway Authority) stated that:
1.4.2 “The proposed development would be welcomed in principle in terms of facilitating improvements to the rail network, providing additional capacity at Oxford Station. Oxford City Council and Oxfordshire County Council consider that the proposals represent a first step to achieving the ambitions that both Councils have to deliver a world class station for Oxford. Further consideration is needed for specific aspects of the proposals and the Councils are willing to engage in further conversations, including supporting applications for additional funding to ensure that all the matters raised in this letter are addressed.”
1.4.3 Network Rail propose to seek a combined EIA screening and scoping opinion from Oxford City Council in accordance with Regulations 6 and 15 of the Town and Country Planning (Environmental Impact Assessment) Regulations 2017 (the ‘EIA Regulations’).
1.4.4 Table 1.1 outlines the information required to be included in a Scoping Opinion request in
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accordance with Regulation 10 (3) of the EIA Regulations. The table outlines where each element of information can be found within this EIA Scoping Report.
Figure 163390-JAC-SKE-EEN-000001 Environmental Constraints - Overview Section 2
Sections 6 - 18
Table 1.1: Information required by Regulation 15(2) of the EIA Regulations
1.5 The Structure of this EIA Scoping Report
1.5.1 The first sections cover the introduction to the project, the description of the project and the alternatives considered, the wider EIA methodology, Planning Policy Framework, and Consultation.
1.5.2 Sections 6 - 18 describe the approach to the assessment by topic. Each of the topic sections is subdivided into: introduction; baseline conditions; an outline of the potential impacts and best practice; and the discipline specific approach to EIA.
1.5.3 This EIA Scoping Report also covers potential major accidents and Intra and Inter cumulative effects. Topics and elements scoped into and out of further EIA within the ES are identified together with the justification.
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2.1 Oxford Corridor – wider context
2.1.1 The Oxford Corridor Phase 2 Capacity Improvement Scheme forms part of a package of rail enhancement schemes which will deliver material economic and strategic benefits to the wider Oxford area and the country. When complete, there will be extra capacity for the rail network and extra facilities at the station and surrounding area.
2.1.2 Phase 0 - This was commissioned in December 2016 and included provision of 2 new platforms on the east side of the station and extensive track alterations to the north, to allow a new train service to Oxford Parkway, Bicester, High Wycombe and London Marylebone. A replacement staff accommodation building, with facilities to store/prepare food was also provided.
2.1.3 Phase 1 - This was commissioned in July 2018 and included extensive track re-modelling in the Oxford area, amended/extended train stabling sidings to the north of the station and full re- signalling of the whole railway between Didcot and Heyford/Charlbury which unlocked additional rail capacity, improved operational flexibility and prepared for future electrification of the railway.
2.2 Oxford Corridor Phase 2 Scheme Description
2.2.1 The Oxford Corridor Phase 2 Capacity Improvement Scheme will deliver material economic and strategic benefits to the wider Oxford area and the country. Development is taking place in 2020 and detailed design / delivery from 2021 to 2024.
2.2.2 The objective of the project is to improve capacity and capability through the “Oxford Corridor” to meet the Strategic Business Plan objectives for capacity enhancement and journey time improvements. The identified options align with the objectives of the joint Oxford City and County Council/Network Rail Masterplan for the Oxford Station area. The objective for the Masterplan is to develop a rail hub and interchange for Oxford, with enhanced station and passenger facilities, providing sufficient capacity to accommodate predicted growth in passenger numbers for the next 30 years and fulfil its role on the core cross country network at the heart of the ‘electric spine’.
2.2.3 The Oxford Corridor Phase 2 scheme elements considered by this EIA Scoping Report are located in and around Oxford Railway Station.
2.2.4 The EIA Scoping Report assesses the scheme (including the red line boundary) as shown on the Figure 163390-JAC-SKE-EEN-000001 Environmental Constraints - Overview.
2.2.5 The main scheme elements, detailed below, comprise:
• Botley Road widening and rail bridge replacement. • New station western entrance. • New Platform 5 and platform buildings. • Sheepwash Bridge replacement.
2.2.6 Network Rail are currently seeking legal advice regarding utility enabling works. For the purpose of this assessment it is assumed that all utility works will be undertaken by the Utility Companies under their own powers.
2.2.7 Oxford Corridor Phase 2 is also carrying out further works to the north (level crossing closures,
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road/footpath/bridleway re-routing, track and signalling changes, linespeed raising etc) but these are geographically separate and not part of the proposed consent applications so are not part of this EIA and Scoping Report.
Botley Road widening and Botley Road rail bridge replacement
2.2.8 It is proposed to replace the existing 4-track railway bridge with a new wider span which incorporates two new footpath and cycle path routes to improve pedestrian and cycle flows under the bridge. Works to the highway under Botley Road Bridge will also be carried out to take account of the highway authorities’ requirements for improved headroom for buses. To facilitate this highway work, ground water control measures will also be installed.
2.2.9 The embankments either side of Botley Road will be amended to accommodate a new (longer span) footbridge between Oxford station and Beckett Street car park and a new bridge span for the new Platform 5 track.
2.2.10 Realignment of the entrance to Roger Dudman Way onto Cripley Road will be carried out to remove the existing complex 5-way road junction and create the larger footprint area required for the new western entrance.
2.2.11 A minimum one-hundred-hour railway blockade (4 days) and road closure will be required to undertake the bridge deck replacement. A period of traffic management will then follow to facilitate the highway amendments along Botley Road.
New Station Western Entrance
2.2.12 It is proposed to create a new western entrance to the railway station. This will include an outside public space, an external covered area, a vertical element to allow people to find the entrance from a distance, a glazed façade, and a double height entrance space. A new café, retail outlets and customer facilities will also be provided in the new concourse area. For the purpose of this scoping report, it is assumed that the station western entrance will be up to six storeys in height and will include a commercial office development over the new station entrance.
2.2.13 The new western entrance will be located on the current Oxford Youth Hostels Association (YHA) site, on the junction between Roger Dudman Way and Botley Road. The YHA will be relocated to a new building north of the new station western entrance, as shown on Figure 163390-JAC-SKE-EEN-000001 Environmental Constraints - Overview.
Platform 5 and Platform Buildings
2.2.14 Oxford station will gain a new Platform 5, which will be achieved by building another platform face and track to the west of Platform 4, creating an island platform. The platform will include new customer facilities including a café, toilets, waiting room and train dispatch staff facilities and will have a new canopy the full length of the island platform.
2.2.15 Step-free access to Platforms 4 and 5 will be provided via a subway from the new western entrance to a new lift and stairs up to platform level. Platform 4/5 will also remain accessible to the rest of the station and the main (east) entrance concourse via the existing footbridge and lifts.
Sheepwash Bridge Replacement
2.2.16 In order to facilitate the new Platform 5 track alignment, the western pedestrian and road spans
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of Sheepwash bridge need to be replaced on a new alignment. Short-term road closures and traffic management will be required to complete these works as well as temporary short-term diversion of the tow path beneath the bridge.
2.3 Construction Compounds
2.3.1 Temporary construction compounds are shown on Figure 163390-JAC-SKE-EEN-000001 Environmental Constraints - Overview:
• The existing ‘Network Rail Maintenance compound’ to the southwest of the Botley Road bridge. • The former Oxford YHA site will be used as a temporary construction compound (‘Roger Dudman Way compound’). • A temporary ‘Beckett Street compound’ will be set up in part of Beckett Street Carpark. • A temporary pumping chamber construction compound’ to the north east of Botley Road bridge. • The ‘temporary nursery re-location compound’ potentially in the south end of Beckett Street car park. 2.4 Proposed Construction Programme
2.4.1 The current proposed construction programme is shown below. It should be noted that this is only indicative at this time and may be subject to change when the Principal Contractor for the scheme is appointed:
• Start on site – November 2022 • Sheepwash Bridge replacement – November 2022– September 2023 • Platform 5 and new buildings – December 2022-November 2024 • Botley Road works – April-December 2023 • Botley Road span replacement (100-hour possession) – August 2023 • New western entrance – November 2023-November 2024 • Entry into service – December 2024 2.5 Alternative Options Considered
2.5.1 Optioneering has been carried out throughout the development of the scheme. Key items that have been considered but were not taken forward or where alternative options were chosen include: -
Option Considered Reason for Rejection / Optioneering Proposal
South facing bay platform in Beckett Street This was not taken forward as rail growth, timetable modelling car park with a separate pedestrian output and operational flexibility show a ‘through’ platform is entrance and a larger link bridge to the required. main station. Diversion of Roger Dudman Way to Walton Although Sheepwash bridge reconstruction would be much Well Road to allow road vehicles to access more straightforward, initial informal discussions with Oxford the northern half of Roger Dudman Way City Council suggested the Walton Well Road connection would without crossing Sheepwash bridge, to be objected to so the option was dropped. provide much more space for the Platform 5 track arrangement.
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Option Considered Reason for Rejection / Optioneering Proposal
Extinguishment of YHA rather than The YHA has indicated they wish to remain within the area and relocation within the immediate area of the continue business, plus retention of the YHA fits with Oxford City existing building. Council’s masterplan proposals. Nursery extinguishment rather than The nursery owners have indicated they wish to remain within temporary relocation/modification during the area and continue business, plus retention of the nursery fits the Sheepwash bridge replacement works with Oxford City Council’s masterplan proposals. Retention of Roger Dudman Way The existing 5-way junction is quite complex, and Oxford connection to Botley Road, instead of City/Oxfordshire County Councils have advised it has been diverting Roger Dudman Way into Cripley subject to a number of accidents in the recent past (particularly Road. for cyclists). The junction is being diverted into Cripley Road instead. A 3-lane highway was originally specified This does not align with current transport policy to reduce by Oxford City/Oxfordshire County vehicles into the city. The newly specified 2-lane width has Councils through Botley Road bridge. beneficial effects on bridge depth, highway gradient and economics. Removal of 9139 track crossover. Platform 4 north end track arrangement has been optimised to allow this crossover to be retained to provide more operational routing flexibility for trains to move in and out of Platform 4 and 5. Platform 5 track piled retaining wall. The original piled arrangement would have required complex piling platforms to be constructed, which at the south end would have been particularly large and would have restricted Botley Road traffic. Pre-cast units are now proposed which make constructability easier and quicker. Table 2.1 Alternative Options Considered
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3.1 EIA Process
3.1.1 The general approach to the EIA is based on the following steps:
• Determination of Scoping to identify the potential impacts and specially commissioned surveys to characterise the existing conditions. • Consultation with the statutory environmental bodies to request data, inform third parties of the proposals, and seek feedback on the Scheme. • Assessment of Environmental Effects, presented in the ES, to evaluate the magnitude of the impacts, evaluate alternatives, develop mitigation, and assess the significance of the residual effects of the mitigated Scheme. 3.2 Determination of Scope
3.2.1 The spatial scope is based on the geographic extent of potential impacts for each topic and is defined within each topic as the study area. The temporal scope will cover the duration of construction and operational phases (for defined year scenarios).
3.2.2 An outline of the scoping process is as follows; define study area for each topic, collate baseline and survey data, identify potential impacts (construction and operation), determine the EIA methodology, scope in those topics for further assessment in the EIA, and scope out those not to be included, with justification.
3.3 General assessment assumptions and limitations
3.3.1 In undertaking this scoping exercise, the following general assumptions have been made:
• This EIA Scoping Report has been prepared based on the environmental baseline information available at the time of writing. Further information will become available as the iterative design and assessment process proceeds and the scope of assessment will be kept under review considering this. • Some elements of the design and mitigation have not currently been designed. Assessment of these elements will be undertaken in the EIA.
3.3.2 In the event of Scheme decommissioning, this would be part of the relevant statutory process at that time, including EIA as appropriate. It is proposed that decommissioning of the Scheme is scoped out of the EIA because the completed works will form part of the national railway network, which is unlikely to be closed in the foreseeable future.
3.3.3 The study area of the ES will be defined within the ES. The minimum extent of the study area will be the extent of any permanent land required for the operation for the Scheme, and any temporary land take required for its construction. Areas beyond this boundary covered by the assessment topics will be defined within their respective sections. These study areas will include any area where anticipated environmental impacts will occur.
3.4 Assessment of Environmental Effects
3.4.1 Baseline data has been collected from various Statutory and non-Statutory sources, as identified in the relevant topic sections. Specially commissioned surveys were undertaken to identify air quality, biodiversity, land use, landscape and views of the Scheme, noise levels and traffic survey. The information is used to describe the environmental and social characteristics
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of the study area at the present time as well as on-going trends in order to compare the construction and operation of the Scheme with the existing conditions and a “Do Nothing” scenario in the assessment years.
3.4.2 The EIA will identify all potential impacts that will arise due to the construction and operation of the Scheme. Significance of effects will be determined by taking into account the value/sensitivity of a receptor and assessing this against the magnitude of the predicted change. Criteria for determining significance varies across topics but gives regards to whether impacts will be: beneficial/positive or adverse/negative; direct or indirect; secondary or cumulative; temporary or permanent; or short, medium or long term.
3.4.3 Significance of the effects arising from the Scheme has been categorised for each environmental topic and is presented in each topic section (i.e. Sections 6 to 18). The process of determining significance varies across topics; a full description of the method used is presented in each topic section.
3.4.4 Effects considered to be a likely significant effect and anticipated to be material in the decision- making process have been shaded in Table 3.1 below.
Moderate (Significant) Moderate / Major Major (Significant) (Significant) Minor Moderate (Significant) Moderate / Major (Significant) Negligible Minor Moderate (Significant) Negligible Negligible Minor Table 3.1: General approach to determining significance
3.5 Assessment of Cumulative Effects
3.5.1 The EIA Regulations requires assessment of cumulative effects. It is important to consider how the effects identified within the technical topic sections may be combined with one another and with those of other proposed developments and Schemes in the surrounding area.
3.6 Approach to Development of Mitigation
3.6.1 As the potential environmental impacts are identified, options for mitigation will be developed and agreed with NR, and the residual effects of the mitigated Scheme will be evaluated. The proposals will follow the mitigation hierarchy of avoid, reduce, remedy, and compensate / offset.
3.7 The Structure of the Environmental Statement
3.7.1 The results of the EIA will be presented in an ES, which will be submitted to Oxford City Council. The contents of the ES will be compliant with Schedule 4 of the EIA Regulations and best practice guidance published by the Government departments and professional organisations. The ES will be prepared in four volumes:
• Volume 1: Non-technical summary. • Volume 2: The Main Report. • Volume 3: A book of figures. • Volume 4: Supporting technical appendices.
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4.1 Introduction
4.1.1 This EIA Scoping Report has been prepared in accordance with the National Planning Policy Framework (NPPF) (Ministry of Housing, Department for Communities and Local Government, 2019). The relevant national, regional, and local planning policy will be considered during the EIA process and reported in the ES.
4.2 National Planning Policy Framework
4.2.1 The NPPF sets out the Government's planning policies for England and how these are expected to be applied. The framework acts as guidance for local planning authorities and decision- makers, both in drawing up plans and making decisions about planning applications.
4.2.2 Within the ES, each individual topic section will provide a brief description of NPPF policies which are relevant to the topic and show how the assessment will be relevant to these.
4.3 Regional and Local Planning Framework
4.3.1 Each topic has considered planning policy laid out by regional authority Oxfordshire County Council and local authority Oxford City Council when determining the scope of this EIA. Each assessment topic will include a listing of policies relevant to the Scheme and the anticipated implications of this Scheme on achieving those policies.
4.3.2 Oxford City Council have submitted a draft local plan for 2016 to 2036, to the Planning Inspectorate for review examination. If approved, the plan will replace the Local Plan 2001 to 2016, the Core Strategy 2026, the Sites and Housing Plan, and the Policies Map 2013. The Scheme will consider this as applicable.
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5.1 Consultation to date
5.1.1 Ongoing engagement has taken place between the project team and key stakeholders including local landowners, the local authority and statutory consultees.
5.1.2 Network Rail presented the Oxford Corridor Scheme to Oxford City Council and Oxfordshire County Council in June 2018. Network Rail pre-application correspondence is discussed in Section 1.4. In February 2019, Network Rail presented the Botley Road works to Oxford City Council and Oxfordshire County Council. A technical review meeting on the Botley Road works, was held between Network Rail and Oxfordshire County Council highways team in September 2019.
5.1.3 In December 2018, Network Rail sent a letter to Layla Moran MP outlining the plans for the Oxford Corridor. In July 2019, Network Rail presented the Scheme to Oxfordshire Local Enterprise Partnership.
5.2 Statutory Consultation
5.2.1 Consultation will be ongoing as part of the EIA process, to allow those with an interest in the Scheme to participate in the decision-making process and to obtain relevant baseline information. Consultation undertaken to date and consultees identified per topic are shown in Table 5.1.
• Environment Agency • SUSTRANS • Natural England • Ramblers • Historic England • BBOWT • Oxford City Council • Utility providers • Oxfordshire County Council • YHA • Cooperative Childcare Nursery
Table 5.1: Statutory and Non-Statutory Consultees
5.2.2 It is also anticipated that topic specific consultation, with Statutory bodies and non-statutory organisation (such as Berkshire, Buckinghamshire and Oxfordshire Wildlife Trust (BBOWT) and Wild Oxford) will be undertaken to inform the EIA.
5.3 Public engagement
5.3.1 Public engagement on the Scheme is proposed to take place in Autumn 2020.
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6.1 Introduction
6.1.1 This section addresses the scope of the EIA with respect to air quality. It includes a summary of baseline conditions and the approach to the assessment of the potential construction and operational effects. Aspects that are to be scoped in and out are identified.
6.1.2 The aim of this section is to:
• Identify the relevant air quality and odour receptors which will potentially be impacted by the Scheme; • Evaluate potential construction and operation impacts and identify those impacts which may potentially lead to likely significant effects; and • Outline the scope of work and assessment methodology to assess the potential air quality and odour impacts associated with the Scheme.
6.1.3 The implications of air quality and odour on human health are addressed in Section 14 Human Health.
Study Area
6.1.4 The study area for this scoping report is shown on Figure 163390-JAC-SKE-EEN-000005 Environmental Constraints - Noise and Air Quality.
6.1.5 The study area for the assessment of dust emissions during the construction phase will identify residential and other sensitive locations and designated ecological sites within 350m of the construction site in accordance with Institute of Air Quality Management (IAQM) dust guidance (IAQM, 2016).
6.1.6 The IAQM guidance on assessing odour refers to receptors as users of adjacent land. The study area for odour emissions is limited to the closest sensitive areas to the Scheme (e.g. nearby residential properties or areas commonly accessed by members of the public).
6.1.7 The study area for the assessment of road traffic emissions, both in construction and operation, would normally be defined based on representative sensitive human and ecological receptor locations within 200m of ‘affected roads’. ‘Affected roads’ are identified based on the screening criteria for identifying the need for an air quality assessment as set out in Environmental Protection UK (EPUK)/IAQM guidance (EPUK/IAQM, 2017). These are consistent with the Oxford City Council Planning Application Guidance Air Quality (Oxford City Council, No Date). The thresholds within the guidance are as follows:
• the change in Light Duty Vehicle (LDV) flows is greater than 100 annual average daily traffic flow (AADT) within or adjacent to an Air Quality Management Area (AQMA) or greater than 500 AADT elsewhere; • the change in HDV flows is greater than 25 AADT within or adjacent to an AQMA or greater than 100 AADT elsewhere; and • Where realignment or widening of roads where the change is 5m or more and the road is within an AQMA. 6.2 Legal and Policy Framework
6.2.1 The following air quality and odour legislation and policy are relevant to the protection of air
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quality have been considered when proposing the scope of this EIA and will be considered during EIA process:
• Legislation: o Environment Act 1995, Part IV; o The Air Quality (England) (Amendment) 2000 Regulations; o The Air Quality (Standards) Regulations 2010; o The Conservation of Habitats and Species Regulations 2017; o Environmental Protection Act 1990. • Policy: o The National Planning Policy Framework (NPPF) (Ministry of Housing, Communities and Local Government, 2019); o Oxford Core Strategy 2026; and o Oxford City Local Plan 2001 – 2016.
6.2.2 It should be noted that consideration of the Oxford City Local Plan 2016-2036 has been made when preparing the scope of this EIA and will continue to be made during the EIA process if the plan is approved by the Oxford City Council or the SoS by an appropriate time.
6.3 Baseline Conditions
6.3.1 The air quality baseline monitoring locations are presented on the Figure 163390-JAC-SKE- EEN-000005 Environmental Constraints – Noise and Air Quality.
Air Quality Management Areas
6.3.2 A review of available Oxford City Council air quality annual status reports (Oxford City Council, 2019a), together with GIS information provided by Defra (No date (a)), shows that the Scheme is completely within the City of Oxford AQMA and details of the AQMA are shown in Table 6.1. The most recent data indicates that there remain areas within the City of Oxford AQMA where the annual mean objective (AQO) of 40µg/m3, as set out in the Air Quality Strategy (Defra, 2007), is still exceeded. These are at, or close to, relevant exposure locations adjacent to busy roads within Oxford.
The whole of the Nitrogen 78 µg/m3 46 µg/m3 administrative area of dioxide Oxford City Council (NO2) (annual mean)
Table 6.1: The City of Oxford AQMA
Defra background maps
6.3.3 A review of the Defra background concentration map data (Defra, No date (a)) indicates that background concentrations around the Scheme (i.e. at locations set back from busy roads), are
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1 below the annual mean AQOs for NO2, PM10 and PM2.5 .
Air quality monitoring
6.3.4 Oxford City Council undertakes monitoring of NO2 at several locations, including three automatic monitoring sites and 72 passive NO2 diffusion tube monitoring locations (Oxford City Council, 2019a). Exceedances of the annual mean AQO for NO2 have been recorded at the two roadside automatic monitoring sites (CM1 and CM2) in the previous five-year period of 2014 to 2018 (2015 and 2016). These are located on the A420 St Aldate’s / High Street, approximately 0.9km to 1.2km to the east of the Scheme. Although not representative of air quality at the Scheme location, the measurements demonstrate the elevated NO2 concentrations within the city centre due to road traffic emissions. Concentrations in 2017 and 2018 were just below the annual mean AQO. Exceedances of the annual mean AQO were recorded at four of the diffusion tube monitoring locations, the nearest of which is DT48 on George Street, approximately 450m to the east of the Scheme. NO2 concentrations recorded at six of the diffusion tube monitoring locations were just below the annual mean AQO (i.e. between 36 µg/m3 and 40 µg/m3). The nearest of these is DT45 on A4144 Worcester Street, approximately 420m to the east northeast of the Scheme.
6.3.5 Oxford City Council has reported that there has been a notable downward trend in measured NO2 concentrations since 2003 and the 2018 measurements indicated continuing improvements in air quality in the city centre. A specific NO2 monitoring survey using diffusion tubes was commenced in January 2020 to inform the assessment process for the EIA. The survey duration was intended to be six months; however, it was not possible to complete the survey due to the global Coronavirus (COVID-19) pandemic. The significant and extensive restrictions put in place on the movement of people in the UK and the activities that were permitted resulted in the survey being postponed after collecting two months of data. The data will be used to support the air quality assessment, as appropriate, taking into account the higher uncertainty due to the shortened survey duration. Oxford City Council is due to release its 2019 NO2 diffusion tube results in June 2020 and these will also be used to support the air quality assessment and definition of baseline conditions adjacent to the road network.
6.3.6 PM10 is monitored at CM2 and CM3 and PM2.5 is monitored at CM3 (an urban background monitoring site). Concentrations of these pollutants are well below the relevant AQOs.
Odour sources
6.3.7 No sources or potential sources of odour have been identified within the red line boundary (Figure 163390-JAC-SKE-EEN-000005). Some areas of potential hydrocarbon ground contamination have been identified within the red line boundary (see Section 8 Soils and Geology). If these areas are disturbed during the construction phase, there is the potential to release odours which may affect amenity at nearby sensitive areas or properties. A baseline odour walkover survey was intended to be undertaken to inform the assessment for the EIA. However, it is likely that this will not be able to be completed prior to the completion of the EIA. For the purposes of the air quality assessment it will be assumed that there are no existing sources of odours in the vicinity of the rail station. This is supported by initial consultation responses from Oxford City Council which indicates there are currently no identified odour issues. Further consultation with Oxford City Council is being undertaken to confirm this.
1 PM10 and PM2.5 – particulate matter with aerodynamic diameter of 10 µm and 2.5 µm, respectively.
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6.4 Potential Impacts
Potential Impacts Construction
6.4.1 The operation of site equipment, vehicles and machinery will result in emissions of exhaust gases to atmosphere. IAQM guidance (IAQM, 2016) indicates that emissions from these sources “...are unlikely to make a significant impact on air quality, and in the vast majority of cases will not need to be quantitively assessed.”. In this case, the relatively low number and size of site equipment, vehicles and machinery anticipated to be operating simultaneously indicates that a quantitative assessment would not be required, and good practice measures are proposed to control emissions from plant and machinery, which would be set out in the EIA. There are no likely significant effects during construction from site emissions. Assessment of emissions from the operation of site equipment during construction is scoped out of the EIA.
6.4.2 Fugitive dust emissions arising from construction activities will be variable in nature and will depend upon the type and extent of the activity, soil type and moisture, road surface conditions and weather conditions. Dust arising from construction activities generally has a particle size greater than the PM10 fraction. Unmitigated dust impacts will be harmful to human and ecological receptors and cause nuisance. There is potential for likely significant effects during construction from dust emissions. Assessment of fugitive dust emissions during construction is scoped in for further assessment.
6.4.3 The site activities will create additional road vehicle movements as a result of deliveries to site, potential removal of material from site and workers trips to and from site. This has the potential to result in temporary increases in emissions to air from road traffic during the construction phase. There is potential for effects during construction from changes to local road traffic emissions within the AQMA. Assessment of emissions from construction traffic is scoped in for further assessment.
6.4.4 The construction of the Scheme may potentially result in an odour effect as there are some known contaminated land sources within the red line boundary. As a result, construction odour will be included in the scope of the air quality assessment of the EIA.
Operation
6.4.5 The operation of the Scheme is anticipated to utilise diesel rolling stock in the short to medium term, with the potential for the line to be electrified in the future. The line is not identified as heavily trafficked by diesel passenger trains in the Defra Local Air Quality Management guidance (Defra, 2018). Operation of the Scheme would not alter this categorisation and would result in no material local emissions. An assessment of the emissions from rail operations will not be included in the scope of the air quality assessment. Similarly, as there are no material sources of odours during operation of the Scheme, and this aspect is also scoped out of the air quality assessment.
6.4.6 The Scheme’s objectives for increased train service capacity and journey time improvements may lead to additional trips to and from the rail station due to modal shift (from road to rail). Given the proposed changes, which lead to enhanced walking and cycling access, the additional trips are anticipated to be undertaken using active travel modes and also via public transport (see Section 15 – Traffic and Transport). On this basis, changes in road traffic emissions due to operation of the Scheme are anticipated to be negligible and are scoped out of further assessment.
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Design and Best Practice Measures
6.4.7 It is anticipated that good practice air quality management during construction and operation will be incorporated into the design. These measures will be discussed within the air quality assessment in the EIA and also detailed in the Construction Environmental Management Plan (CEMP).
6.5 Discipline Specific ES Methodology
Guidance and Best Practice
6.5.1 The methods for the assessment of air quality effects will be informed by relevant air quality assessment and management technical guidance listed below;
• Defra (2018) Local Air Quality Management – Technical Guidance (TG16). • Environmental Protection UK (EPUK) and Institute of Air Quality Management (IAQM) (2017) Land-Use Planning and Development Control: Planning for Air Quality, v1.2 • IAQM (2016) Guidance on the assessment of dust from demolition and construction, v1.1 • IAQM (2019) A guide to the assessment of air quality impacts on designated nature sites, v1.0. • IAQM (2018) Guidance on the assessment of odour for planning, v1.1. • Highways England (2019) DMRB Volume 11 Section 3 Part 1 LA 105 Air Quality • Oxford City Council – Planning Application guidance – Air Quality
Construction Impacts for the Oxford Corridor Phase 2
6.5.2 The construction phase dust assessment will be undertaken following IAQM guidance (IAQM, 2016). The assessment will consider receptors that will be at risk of being affected and consider the construction activities to be carried out and their duration.
6.5.3 The basis of the air quality assessment of vehicle emissions related to the Scheme will be the EPUK/IAQM air quality guidance (EPUK/IAQM, 2017). Where deemed necessary, the assessment will also consider the Design manual for Roads and Bridges (DMRB) LA 105 guidance (Highways England, 2019). Through consultation with Oxford City Council, it has been agreed that no specific traffic modelling is required for the construction phase. As noted in Section 15 – Traffic and Transport, the Transport Assessment (TA) would provide details of the construction programme, the routes for construction traffic, the number of construction trips, details on construction personnel and construction management in order to minimise the adverse impacts of the construction. It also noted in Section 15 – Traffic and Transport that a Construction Traffic Management Plan (CTMP) is likely to form part of the mitigation for construction traffic.
6.5.4 During the consultation process for the TA, Oxford City Council has agreed to provide baseline traffic flow data for key road links. Therefore, this could potentially facilitate an assessment of road traffic emissions, should the construction traffic flow increases exceed the relevant criteria in the EPUK/IAQM air quality guidance (EPUK/IAQM, 2017) and Oxford City Council air quality guidance (Oxford City Council, No Date).The actual assessment methodology used for the air quality assessment will depend on a number of factors, such as the following:
• The scale and duration of the proposed traffic flow changes. • The existing air quality situation on those road links where the changes exceed the criteria.
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• The level of detail contained within the traffic data provided by Oxford City Council.
6.5.5 If the traffic data are sufficiently detailed, it may be possible to predict the change in pollutant concentrations at receptors adjacent to the affected road network using dispersion modelling (ADMS-Roads dispersion modelling software). Alternatively, it may be more appropriate to estimate the pollution concentration at key locations using the DMRB Screening Model to demonstrate the likelihood of a significant effect occurring. Once construction traffic information (construction trips, duration and routing) and the existing traffic flow data to be provided by Oxford City Council are available, further consultation will be undertaken with Oxford City Council to confirm the specific approach to the assessment of road traffic emissions during the construction phase.
6.5.6 An assessment of potential odour sources during the construction phase will be undertaken in accordance with the IAQM odour guidance (IAQM, 2018). This will be based on further consideration of the potential for any sources of ground contamination to be disturbed or remediated during the works as more detailed information becomes available.
Operational Impacts for the Oxford Corridor Phase 2
6.5.7 The basis of the operational traffic emissions assessment will be the same as described in the construction impacts section above.
6.6 Summary of Scoping Decision
6.6.1 There is the potential for air quality construction impacts for sensitive receptors near the Scheme. It is anticipated that standard good practice mitigation will be required for some elements (e.g. dust, plant and machinery emissions and potentially odour) of the works to ensure notable effects do not occur. Table 6.2 provides a summary of the air quality assessment scope for EIA of the Scheme.
Some potential sources of odour which may be Potential In disturbed or generated. With good practice management, plant and Not anticipated machinery emissions not expected to be of a Out scale to affect air quality. Potential Activities expected and duration on site. In Alterations to road traffic flows from Potential In construction traffic.
Emissions from diesel locomotives not Not anticipated Out expected to be of a scale to affect air quality. Not anticipated No anticipated sources of odour. Out
Not anticipated No anticipated increase in road traffic Out
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emissions as increased trips to the rail station likely to be via active travel modes and public transport
Table 6.2: Summary of the scope of the EIA for Air Quality
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7.1 Introduction
7.1.1 The ‘Biodiversity and Ecology’ topic refers to both terrestrial and freshwater receptors and includes designated sites as well as habitats and species of interest. This section sets out the current knowledge of the ecological baseline of the locality, the potential for likely significant effects as a result of the Scheme and the scope of work required to complete the assessment.
Study Area
7.1.2 Field survey areas have been selected following species-specific best practice and the Guidelines for Preliminary Ecological Appraisal (CIEEM, 2017). The following desk study areas around the Scheme will also be used (163390-JAC-SKE-EEN-000002 Environmental Constraints - Biodiversity and Water):
• 2km radius for protected species and notable species; • 2km radius for statutory and non-statutory designated sites; • 1km radius for other notable habitats e.g. Ancient Woodland and Habitats of Principal Importance in England; and • 30km radius for Special Areas of Conservation (SAC) designated for bats. 7.2 Legal and Policy Framework
Biodiversity and ecology legislation
7.2.1 Legislation applicable to biodiversity is broadly split into two key types: strict protection of sites or species; and duties on all public bodies. Relevant legislation is as follows:
• Conservation of Habitats and Species Regulations 2017; • The Countryside and Rights of Way Act 2000; • Wildlife and Countryside Act 1981 as amended; • Protection of Badgers Act 1992; • The Eels (England and Wales) Regulations 2009; • Salmon and Freshwater Fisheries Act 1975; and • Natural Environment and Rural Communities (NERC) Act 2006. Biodiversity and ecology policy
7.2.2 Relevant national and local planning policy for biodiversity and ecology is as follows:
• National: o National Planning Policy Framework (Ministry of Housing, Department for Communities and Local Government, 2019) o National Policy Statement for National Networks (Department for Transport, 2014) • Local o Oxford City Local Plan 2001 - 2016 o Oxford Core Strategy 2026 o Oxford City Local Plan 2016-2036 proposed draft
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Biodiversity and ecology guidance
7.2.3 The following additional guidance was used for the scoping of likely significant effect on biodiversity and ecology:
• Guidelines for Ecological Impact Assessment in the UK and Ireland – Terrestrial, Freshwater and Coastal v1.1 (CIEEM, 2019). • LA 115 Habitats Regulations Assessment (formerly HD 44/09) (Design manual for Roads and Bridges, 2019). 7.3 Baseline Conditions
7.3.1 The biodiversity and ecology baseline locations are presented on the Figure 163390-JAC-SKE- EEN-000002 Environmental Constraints – Biodiversity and Water.
7.3.2 The baseline has been described in three sections; designated sites, habitats and species. It is based on the information compiled to date in the locality of the Scheme from the following sources:
• Data provided by Thames Valley Environmental Records Centre (TVERC) in January 2020; • Results from a desk study and field survey undertaken by Baker Consultants in 2014 (BC, 2014). N.B. The red line boundary used for the 2014 study was substantially larger, extending further west, than that of this current Scheme; • Extended Phase 1 Habitat survey of the area within the red line boundary undertaken by Jacobs ecologists in January 2020 (report in preparation); • Ground assessment of buildings and trees within the red line boundary for bat roosting in January 2020 (report in preparation); • National Fish Population Database (EA, 2019); • Freshwater and Marine Biological Surveys for Invertebrates England (EA, 2019a); • Satellite imagery of the locality as displayed by Google Maps (https://www.google.com/maps/place/Oxford+Station) and Google Earth; and • MAGIC Interactive Maps at http://magic.gov.uk/MagicMap.aspx (Defra, 2019). Statutory designated sites
7.3.3 There is one European designated site in the study area; Oxford Meadows SAC, located approximately 700m north of the Scheme (Figure 163390-JAC-SKE-EEN-000002 Environmental Constraints - Biodiversity and Water). Oxford Meadows SAC is designated primarily for the presence of the following qualifying features:
• Annex I habitat - Lowland hay meadows (Alopecurus pratensis, Sanguisorba officinalis); and • Annex II species - creeping marshwort (Apium repens).
7.3.4 There are no Ramsar sites, Special Protection Areas (SPAs), National Nature Reserves (NNR) or Local Nature Reserves (LNR) within 2km of the Scheme. There are no SACs with bats as a qualifying feature within 30km of the Scheme.
7.3.5 There are five Sites of Special Scientific Interest (SSSI) within 2km of the Scheme (Figure 163390-JAC-SKE-EEN-000002 Environmental Constraints - Biodiversity and Water):
• Port Meadow with Wolvercote Common and Green SSSI is approximately 700m north of
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the works, designated for its neutral grasslands on the River Thames floodplain and is a component of Oxford Meadows SAC; • New Marston Meadows SSSI is approximately 1.6km northeast of the Scheme and designated for the agriculturally unimproved neutral meadows on the flood plain of the River Cherwell; • Hook Meadows and the Trap Grounds SSSI is approximately 1.9km north of the Scheme, situated to the east of Oxford Meadows SAC. The site consists of a series of unimproved neutral meadows; • Wytham Woods SSSI is approximately 1.7km northwest of the Scheme. This site consists of a mosaic of ancient woodland, wood pasture, common land and old limestone grassland on a variety of soils. The black hairstreak butterfly (Satyrium pruni) is also a notified feature of this SSSI; and • Magdalen Grove SSSI is located approximately 1.5km east of the Scheme and is designated for its geological interest. As such, this SSSI is not considered further in this section. Non-statutory designated sites
7.3.6 There are 13 Local Wildlife Sites (LWS) within 2km of the Scheme (Figure 163390-JAC-SKE- EEN-000002 Environmental Constraints - Biodiversity and Water). These are; Harcourt Hill Scrub (Hinksey Heights), Raleigh Park, Osney Mead (Botley Meadow), Willow Walk Meadow, Binsey Green, Trap Grounds, Long Meadow, University Parks, St Hilda’s College Meadow, Great Meadow (St Catherines Meadow), Magdalen Meadow, Hinksey Lake, and Line Ditch.
• Twelve Oxford City Wildlife Sites; Field North of Osney Mead (SP49350600), Seacourt and Wytham Stream (SP490071), Long Meadow North (SP521055), Medley Manor Wood (SP496073), Bullstake Stream (SP499064), Hinksey Pools (SP512046), Cripley Island and Fiddler’s Island (SP500071), Oxford Canal (SP494099 to SP504067), Aston Eyot and the Kidneys (SP522049), Longbridges Nature PARK (SP522046), Park Farm Meadow (SP522074), and St Cross Cemetery (SP520066). • A single Oxfordshire Other Site was identified at Grandpont Nature Park (SP509055) • Four Conservation Target Areas (CTA) were identified at: Oxford Heights West CTA, Oxford Meadows and Farmoor CTA, Thames and Cherwell at Oxford CTA, and Wytham Hill CTA. Habitats
7.3.7 There is one area of Ancient and Semi-Natural Woodland within 1km of the Scheme: The Grove (approximately 0.58ha) situated approximately 980m northwest of the Scheme.
7.3.8 The following Habitats of Principal Importance in England (i.e. Priority Habitats) are located within 1km of the Scheme: Coastal and Floodplain Grazing Marsh; Lowland Meadows; Lowland Deciduous Woodland; Traditional Orchards; and Wood pasture and parkland. None of these are located within the red line boundary.
7.3.9 Habitats identified during the 2020 habitat survey were; bridges and structures, cultivated / disturbed land (open mosaic habitats on previously developed land), ditches, tall ruderal and ephemeral short perennial, open water (ponds), open water (rivers), woodland and scrub (lowland mixed deciduous woodland); and woodland and scrub (wet woodland).
7.3.10 No notable plant species of conservation interest were recorded during the habitat survey or provided in the desk study within the red line boundary.
7.3.11 A stand of Japanese knotweed (Fallopia japonica) was identified in the 2014 survey adjacent
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to the railway track approximately 2km from the Scheme’s red line boundary.
7.3.12 Protected Species and Species of Conservation Concern
7.3.13 Table 7.1 lists the European and UK protected species that have been recorded within 2 km of the Scheme since 2009 as identified by the TVERC in 2020.
Species European/UK protection Nearest record to Scheme (km) Great Crested Newt (Triturus EU Habitats Directive Annex 2 & 1.45km (1451m) cristatus) Annex 4, Black-throated Diver (Gavia Schedule 1 0.62km (615m) arctica) Red Kite (Milvus milvus) Schedule 1 0.59km (598m) Hobby (Falco Subbuteo) Schedule 1 1.54km (1540m) Peregrine (Falco peregrinus) Schedule 1 1.18km (1188m) Avocet (Recurvirostra avosetta) Schedule 1 0.90km (901m) Black-tailed Godwit (Limosa Schedule 1 1.86km (1866m) limosa) Kingfisher (Alcedo atthis) Schedule 1 0.30km (308m) Cetti’s Warbler (Cettia cetti) Schedule 1 0.99km (994m) Fieldfare (Turdus pilaria) Schedule 1 0.73km (731m) Firecrest (Regulus ignicapilla) Schedule 1 1.36km (1369m) Brambling (Fringilla montifringilla) Schedule 1 1.82km (1825m) Bullhead (Cottus gobio) EU Habitats Directive Annex 2 0.30km (298m) Brook Lamprey (Lampetra EU Habitats Directive Annex 2 1.11km (1115m) planeri) Creeping Marshwort (Apium EU Habitats Directive Annex 2 & 0.91km (907m) repens) Annex 4 Stag Beetle (Lucanus cervus) EU Habitats Directive Annex 2 1.56km (1566m) Lesser Horseshoe Bat EU Habitats Directive Annex 2 & 0.81km (808m) (Rhinolophus hipposideros) Annex 4 Serotine (Eptesicus serotinus) EU Habitats Directive Annex 4 1.74km (1744m) Daubenton’s Bat (Myotis EU Habitats Directive Annex 4 0.21km (207m) daubentonii) Natterer’s Bat (Myotis nattereri) EU Habitats Directive Annex 4 0.59km (586m) Alcathoe Bat (Myotis alcathoe) EU Habitats Directive Annex 4 1.33km (1331m) Lesser Noctule (Nyctalus leisleri) EU Habitats Directive Annex 4 1.74km (1744m) Noctule Bat (Nyctalus noctule) EU Habitats Directive Annex 4 0.17km (173m) Common Pipistrelle (Pipistrellus EU Habitats Directive Annex 4 0.10km (101m) pipistrellus)
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Species European/UK protection Nearest record to Scheme (km) Nathusius’s Pipistrelle EU Habitats Directive Annex 4 1.32km (1321m) (Pipistrellus nathusii) Soprano Pipistrelle (Pipistrellus EU Habitats Directive Annex 4 0.21km (207m) pygmaeus) Brown Long-eared Bat (Plecotus EU Habitats Directive Annex 4 0.17km (173m) auratus) EU Habitats Directive Annex 2 & European Otter (Lutra lutra) 0.09km (90m) Annex 4 Eurasian Badger (Meles meles) UK Badgers Act (1992) 0.44km (448m) European Water Vole (Arvicola Wildlife and Countryside Act – 0.26km (255m) amphibious) Schedule 5 Common Lizard (Zootoca Wildlife and Countryside Act – 1.35km (1350m) vivipara) Schedule 5 Wildlife and Countryside Act – Slow-worm (Anguis fragilis) 1.26km (1255m) Schedule 5 Wildlife and Countryside Act – Grass Snake (Natrix helvetica) 0.48km (475m) Schedule 5 Table 7.1: Legally protected and notable species within 2km of the Scheme
7.3.14 The desk study and habitat survey identified suitable habitat for the following species / groups within the Scheme red line boundary:
Aquatic ecology
7.3.15 The EA has a freshwater sampling point on Castle Mill Stream – Jericho (NGR SP5035707276) located approximately 100m east (downstream) of the rail bridge crossing at Sheepwash Bridge. Surveys in 2014 identified the following freshwater fish: bleak (Alburnus alburnus); chub (Leuciscus cephalus); common bream (Abramis brama); dace (Leuciscus leuciscus); gudgeon (Gobio gobio); perch (Perca fluviatilis); pike (Esox lucius); roach (Rutilus rutilus); ruffe (Gymnocephalus cernuus); and silver bream (Abramis bjoerkna). Aquatic invertebrate surveys were most recently undertaken in 1996 and did not identify any species of conservation concern (EA, 2019a).
Reptiles
7.3.16 No reptile specimens or their field signs were recorded during either of the habitat surveys; although suitable habitat with the potential to support these taxa does exist south of Botley Bridge to the west of the existing railway line within Network Rail land.
Breeding birds
7.3.17 Common and widespread bird species typical of the habitats on site have been identified in the desk and habitat survey. These include bird species listed on Schedule 1 of the Wildlife and Countryside Act 1981 (as amended) which could be encountered during the nesting season. It is possible that the Scheme could result in disturbance to Schedule 1 birds whilst nesting as opposed to all bird species whose nests are protected from taking, damage or destruction but not disturbance.
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Bats
7.3.18 Features such as mature trees and built structures have the potential to support roosting bats. Ground level bat roost assessments carried out in 2014 have been updated in 2020. No confirmed roosts or trees/structures with high potential for roosting bats have been identified. The desk study identified the presence of pipistrelle (Pipstrellus) bat species, brown-long eared bat (Plecotus auritus), Noctule (Nyctalus noctula) and Natterer’s bat (Myotis nattereri) within 2km of the Scheme. These are common and widespread species.
7.3.19 Further survey of trees and built structures where low and moderate potential to support roosting bats were identified, will be undertaken in summer 2020. There is limited suitable habitat for foraging and commuting bats within the red line boundary but potential at Rewley Abbey Stream.
Riparian Mammals
7.3.20 No otter specimens or their field signs were recorded during either the 2014 or 2020 habitat surveys. Suitable habitat with the potential to support this species does exist along the Rewley Abbey Stream crossed by the Scheme and the desk study suggests their presence in the wider area.
7.3.21 No water vole specimens or their field signs were recorded during either the 2014 or 2020 habitat surveys. Water vole records are present within 2km of the Scheme and sub-optimal suitable habitat with the potential to support this species is present along the Rewley Abbey Stream crossed by the Scheme.
Value of Ecological Receptors
7.3.22 In this section, the value of potentially sensitive receptors which have been identified within the 2 km study area. The approach taken in this assessment is made with reference to the Chartered Institute of Ecology and Environmental Management’s Guidelines for Ecological Impact Assessment (CIEEM, 2018), in addition to professional judgement based on relevant guidelines and local information. The value of the environmental resources and receptors are listed in Table 7.2.
International – European level designated site National – Nationally (UK) level designated sites County – County level designated site
Local – potential for use by roosting bats and nesting birds Negligible Local – potential for use by riparian mammals and commuting/foraging birds and bats
Local – the habitats within the red line boundary may
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support common species that is not anticipated to provide notable resources for local populations.
None – no ecological value
Table 7.2: Ecological receptors and their assigned value
7.4 Potential Impacts
Potential Impacts Construction
7.4.1 The potential effects of the construction on ecology receptors is set out in Table 7.3.
7.4.2 Table 7.3 shows the changes in the environment that could affect ecological receptors are confined to the land within the red line boundary. The habitats within that area are of, at most, local value and providing suitable mitigation and avoidance measures are implemented any species using them are not considered likely to be significantly affected by the Scheme. Given the urban nature of the area, the relatively small scale of change and high likelihood that the construction will be strictly controlled, ecological impacts are not considered to be a likely significant effect.
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The permanent loss Very small quantities of habitat are likely to be permanently lost during the construction phase of habitat within the and would be likely to include buildings, scrub, few standing trees and ephemeral/ short red line boundary. perennial. The area affected is relatively small and considered likely to be local or negligible value. No likely significant effects because of land take are expected. With the implementation of the design and mitigation below no likely significant effects are anticipated. Death or mortal injury Aquatic ecology (freshwater fish and invertebrates) are not anticipated to be at risk of direct of important species mortality and water quality would be unaffected with implementation of standard good practice during the methods. construction of the It is considered not anticipated that any direct mortality to bats during the construction phase Scheme would occur due to the buildings being of low/ moderate potential to support roosting bats. It is not anticipated bats would be present especially at any notable numbers and as a result no likely significant effects are anticipated. The presence/ likely absence of bat roosts within the buildings will be confirmed after the emergence/ re-entry surveys have taken place; the appropriate development licence would be obtained, and associated mitigation measures implemented should bat roosts be found. Nesting birds potentially use the buildings, structures and trees within the red line boundary and clearance of these during the breeding season could result in an offence being committed under current legislation. This would be mitigated by sensitive timing of clearance and/or pre- works surveys. There is the possibility for reptiles to be harmed during the construction phase as some of the habitats present have the potential to hold reptile populations. This would cause an offence to be committed under current legislation and so any impacts would need to be mitigated for. Limited construction works would be required on the banks of the Rewley Abbey Stream where the presence of otter holts or water vole burrows is also considered low. Mitigation for commuting otter would be required. With the implementation of the design and mitigation below no likely significant effects are anticipated. Reduction in the No changes to water quality or hydrology within the watercourses in the locality are expected quality or loss of as a result of the construction of the Scheme. Appropriate pollution prevention measures habitat from would be put in place to avoid any impacts to the Rewley Abbey Stream, or in any locations surrounding areas as requiring dewatering for abutment construction. This would prevent any downstream impacts
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a result of changes to or impacts to the feature itself or any groundwater fed habitats. air quality and No likely significant effects on ecological features as a result of changes in water quality or hydrology (surface hydrology are expected. and ground water). Due to the built-up nature of the area, any changes in air quality during construction are considered likely to be temporary) and are anticipated to be strictly controlled. Habitats of Principal Importance in England are located to the north of the Scheme, over 50m (dust) and 200m (nitrogen oxides) from the red line boundary. No likely significant effects on Habitats of Principal Importance in England as a result of potential air quality changes are anticipated. Direct impact on Noise, vibration and lighting could result in disturbance of species during construction. These faunal species effects would be most likely to be limited to common birds that may be nesting, roosting bats reducing their ability and commuting otter. to forage or breed. Due to the built-up nature of the area, any changes in noise and vibration during construction are considered likely to be temporary and are anticipated to be strictly controlled. There is also not anticipated to be any changes in lighting that would be likely to affect nocturnal species. Should roosting bats be recorded in any structures, then an appropriate development licence will be obtained, and mitigation measures implemented to minimise disturbance. With the implementation of the design and mitigation below no likely significant effects are anticipated. Impact on habitats Although INNS are known to be present within the study area, best practice construction causing degradation methodology and appropriate measures would be put in place to prevent their introduction and reduction of and/or spread. species diversity With the implementation of the design and mitigation below no likely significant effects are anticipated. Table 7.3: Potential impacts and effects within Zone of Influence - construction.
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Operation The potential effects of the operation on ecology receptors is set out in Table 7.4.
Mortality of faunal The new rail track to Platform 5 could increase species and direct train movements and feasibly increase the risk of impact reducing collision and/or disturbance of resident breeding their ability to forage birds or bats in station buildings. Any effects of the or breed. operation of the Scheme are not considered as there are not likely to be any changes in the environment compared to the current use of that area.
Table 7.4: Potential impacts and effects within Zone of Influence - Operation.
7.4.3 Likely Significant effects during operation on ecological features are not anticipated and are scoped out of the assessment.
Design, Mitigation and Enhancement Measures
7.4.4 As it is planned to scope out further assessment for Biodiversity and Ecology, the proposed design mitigation and enhancements is as follows.
7.4.5 Mitigation of the potential impacts of the Scheme on the environment will follow a hierarchical approach: avoidance, amelioration and offsetting. The mitigation strategy for the Scheme will be based on best practice guidance for the habitats and species that may be impacted.
7.4.6 Recommendations have been made below with respect to design, mitigation and enhancement measures. It is important to note that these should be treated as preliminary and revisited and developed as design and further survey data emerge. A preliminary high-level summary of mitigation measures includes:
• Design measures: o Retain habitats of nature conservation value where possible. o Design lighting sensitively to avoid and minimise illumination of adjacent habitats. o Design in habitat enhancement to the Scheme including vegetated corridors and habitat piles. • Mitigation: o Devise an appropriate biosecurity strategy. o Devise a robust pollution prevention strategy. o Habitat clearance should be programmed to avoid sensitive periods for fauna. o It is anticipated that a Natural England European Protected Species Mitigation Licence will be required for species such as roosting bats (if present). This will need to be informed by appropriate levels of survey information to inform a mitigation strategy. o Consideration of construction methods to minimise potential impacts such as soft start piling techniques. o Implementation of specific construction practices to minimise incidental harm to fauna.
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• Enhancement: o Be informed by the outcome of the biodiversity no net loss report, and the requirements for the Scheme to deliver no net loss, in accordance with planning policy. o Use native and locally sourced species for any planting requirement. o Include provision for replacement roosting and nesting opportunities for birds and bats. o Include the provision of hibernacula suitable for invertebrates, amphibians and reptiles. 7.5 Discipline Specific ES Methodology
Guidance and Best Practice
7.5.1 It is considered that there is not a likely significant effect on ecology and it is proposed to scope this topic out of any EIA.
7.5.2 There is a risk that activities within the construction phase could contravene the legislation protecting species.
7.5.3 The following species/groups have been identified as potentially being present within the red line boundary:
• Aquatic ecology; • Bats; • Breeding birds; • Reptiles; and • Riparian mammals.
7.5.4 Further information is required to complete this risk assessment. Surveys are currently being undertaken and will inform necessary mitigation. It is anticipated that a ‘Legally controlled and protected species compliance report’ would be produced in accordance with Conservation of Habitats and Species Regulations 2017 and the Wildlife and Countryside Act 1981, detailing the approach to the species listed above and any INNS.
Habitats Regulations Assessment
7.5.5 A draft Screening Stage HRA is provided in Document 163390-JAC-REP-EEN-000003 see Appendix B. This report identified the European sites potentially impacted by the Scheme. Feasible pathways to effect were identified for Oxford Meadows SAC only and the conclusions of the screening assessment were that no Likely Significant Effects were anticipated. At this early stage of the project, it is not considered appropriate to undertake an in-combination assessment, subject to the update of the draft Screening Stage to inform HRA as further information becomes available. No in-combination impacts resulting in LSE are anticipated considering the limited feasible pathways to effect for the Oxford Meadows SAC and nature of the Scheme.
Biodiversity Metrics
7.5.6 The Defra v2 calculator will be used to calculate biodiversity unit metrics and inform habitat measures to ensure there is a net gain for biodiversity for the Scheme.
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7.6 Summary of Scoping Decision
7.6.1 No likely significant effects on ecological features are anticipated during construction or operation of the Scheme. Compliance with wildlife legislation is required and proposed mitigation would comprise standard practice measures. Table 7.5 provides a summary of the Biodiversity and Ecology scoping.
Source Potential Rationale Construction Operation likely Scoped IN / Scoped significant OUT IN / OUT effect Oxford Meadows SAC is within 2km of the Scheme. A draft Habitats Regulation Statutory Not Assessment Screening is provided in designated Out Out anticipated 163390-JAC-REP-EEN-000003. This sites concludes that there would be no likely significant effects. Non- statutory Not No construction or operational impacts Out Out designated anticipated are anticipated. sites Reptiles are assumed to be present within suitable habitat. The likely Not significant effect on reptiles with best Reptiles Out Out anticipated practice mitigation in place is anticipated to be minor. No operational impacts are anticipated. Minimal / localised loss of habitat. Best Breeding Not practice measures to avoid disturbance Out Out birds anticipated to nesting birds. No operational impacts are anticipated. There is potential for impacts on bats, further surveys are required and Not mitigation will be recommended Bats Out Out anticipated accordingly. There is potential for operational disturbance, due to any new lighting. There are Lotic waterbodies within the Riparian Not red line boundary. Out Out Mammals anticipated No operational impacts are anticipated. Aquatic ecology is not anticipated to be at risk of direct mortality and water quality would be unaffected with Aquatic Not implementation of standard good Out Out Ecology anticipated practice methods. A background data study is required. No operational impacts are anticipated.
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Source Potential Rationale Construction Operation likely Scoped IN / Scoped significant OUT IN / OUT effect INNS have been recorded north of the INNS Not study area in proximity to the railway Out Out (Plants) anticipated corridor. No operational impacts are anticipated. Table 7.5: Summary of the scope of the EIA for Biodiversity and Ecology
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8.1 Introduction
8.1.1 This section provides the scope of the EIA for geology and soils. It covers baseline conditions, and the approach to the assessment of possible construction and operational effects. Aspects that it is will be scoped in or out of the assessment are also identified.
Study Area
8.1.2 For the purpose of this scoping report, the study area comprised a 500m buffer zone around the red line boundary.
8.2 Legal and Policy Framework
8.2.1 Relevant legislation and planning policies will be used to inform the assessment of potential environmental effects. This will include relevant legislation, national and local planning policies, and geology and soils assessment and management technical guidance.
Geology and soils legislation
8.2.2 Legislation relevant to the protection of geology and soils includes:
• Part 2A of the Environmental Protection Act (EPA) 1990, as amended by the Environment Act 1995. • Water Framework Directive (WFD) (2000/60/EC). • Water Resources Act 1991 (Amendment) (England and Wales) Regulations 2009. • Control of Pollution (Oil Storage) (England) Regulations 2001. • Environmental Damage (Prevention and Remediation) Regulations 2015. • Environmental Permitting (England and Wales) Regulations 2016. • Landfill Directive. Geology and soils policy
8.2.3 National and local planning policies relevant for geology and soils includes:
• National Planning Policy Framework (Ministry of Housing, Department for Communities and Local Government, 2019). • National Planning Policy for Waste (Ministry of Housing, Department for Communities and Local Government, 2014). • Oxford City Local Plan 2001 – 2016 • Oxford Core Strategy 2026 • Oxford City Local Plan 2016 – 2036 proposed
8.2.4 It should be noted that consideration of the Oxford City Local Plan 2016-2036 has been made when preparing the scope of this EIA and will continue to be made during the EIA process if the plan is approved by the Oxford City Council or the SoS by an appropriate time.
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8.3 Baseline Conditions
8.3.1 Baseline data has been compiled to inform this scoping stage assessment from the following sources;
• Multi Agency Geographic Information for the Countryside (MAGIC); • Phase 1 and 2 ground investigation report (THJV, 2014) • Contaminated Land Risk Assessment (THJV, 2014); and • Historical reports. Geology, hydrogeology and hydrology
8.3.2 Superficial deposits within the site comprise Alluvium described as clay, silt, sand and gravel overlaying Sand and Gravels (River Terrace Deposits). The Alluvium will be predominantly along the alignment of the River Thames. The Oxford Clay and West Walton Formation is present as the bedrock geology, underlying the superficial deposits. Through review of available nearby borehole data, the thickness is unknown but is greater than 20m and is described as stiff bluish grey calcareous, shaly clay. The Lambeth Group underlies the Oxford Clay with the Upper Chalk present at depth. The Oxford Clay is known to be absent at scour hollows in the region.
8.3.3 The Alluvium and River Terrace Deposits superficial deposits are designated as a ‘Secondary A’ Aquifer. This indicates that they will contain permeable layers which are capable of supporting water supplies at a local scale and acting as an important source of base flow to rivers. The Oxford Clay and West Walton Formation are designated as unproductive.
8.3.4 The River Thames is located approximately 500m to the west of Oxford station and the Castle Mill Stream and Oxford Canal are located approximately 50m to the east of Oxford station. Castle Mill Steam branches off westwards and flows under the rail tracks within the northern part of Oxford station, at Rewley Road Swing Bridge.
8.3.5 More details of hydrogeology and hydrology are provided in Section 14 – Water Resources and Flood Risk.
Geological sites
8.3.6 There are no designated geological sites identified in proximity to the Scheme.
Agricultural land
8.3.7 The Defra provisional agricultural land classification, published by Natural England in 2019, classifies the Scheme as urban land. There is Grade 4 agricultural land to the west of the River Thames.
Potential for existing contamination Site history
8.3.8 A review was undertaken of historical maps within the 2014 ground investigation report (GIR). Maps were identified that were at sufficient scale to identify features which will indicate potential sources of contamination. Maps dating back to 1876 show that Oxford Railway Station, titled on the maps as ‘Great Western Railway Station’ was present along with Sheepwash Bridge and Botley Road Bridge. Table 8.1 shows historical features identified within the GIR.
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• Oxford Railway Station (then titled Great • River Thames to the west of the site. Western Railway station). • Unnamed canal to the north of the site. • Botley Road Bridge. • A coal depot immediately east of the • Sheepwash Bridge. site. • Major sidings and engine shed in existing • Agricultural use to the west of the site. short stay carpark. • Residential land use to the south east • A swing bridge to the east of existing and south west of the site. Sheepwash Bridge. • A large engine shed is present in the south west corner of the Down Carriage Sidings. • Sidings are also present on either side of the main lines at the current position of Cemetery Footbridge. • Roger Dudman Way is now present. • A cemetery is present to the south • Residential properties to the west of the west of the site. railway station. • The coal depot is now absent. • Goods sheds have been built in east of the • railway station at the current location of the short stay car. • Platforms 1/3 and 2 have been built. • No major changes to the site. • Increase in road and residential housing construction. • No major changes to the site. • Increase in road and residential housing construction. • The platforms at both sides of the railway • No major changes adjacent to the site. corridor have been extended towards the north. • Additional sidings are present to the west of the station. • There are an increased number of tracks in the Down Carriage Sidings. • The footbridge adjacent to Sheepwash Bridge has now been built. • No major changes to the site. • No major changes adjacent to the site. • No major changes to the site. • A cricket ground is located northeast of the site. • Numerous sidings around the site have • No major changes adjacent to the site. been removed. • A footbridge is present on the station. • No major changes adjacent to the site. • Sidings to the east of site area have been removed and replaced with car parking facilities. • Sidings at the southern end of the site • A residential street, Rewley Road, has have been removed, with only the Up and been built where sidings were formerly
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Down Carriage Sidings remaining. located to the immediate northeast of • The site has its current day layout. the site. • Two railway tracks at the north of the site • Allotment gardens to the west of the have been developed. site have been completely • A fourth platform has been built. redeveloped for use as recreational grounds. • Townscape surrounding the site has not materially altered. Table 8.1: Summary of land use changes through historical map review within GIR
Landfills
8.3.9 The northern extent of the Scheme is approximately 25m to the west of Rewley Road historical landfill. This site received mixed inert, industrial, household, and liquid and sludge wastes. The active dates of this historical landfill are unknown. The landfill area has since been redeveloped into residential housing.
8.3.10 Two other historic landfills are within 500m of the Scheme; Walton Well Road Allotments and Eagle Iron Works. Walton Well Road Allotments received a mixture of industrial, commercial and household waste and active dates are unknown, while Eagle Iron Works received a mixture of inert, industrial and liquids and sludge waste and was active for 24 years from January 1966 to December 1989.
Pollution Incidents
8.3.11 There have been two environmental pollution incidents considered to have a material effect to either land or water by the EA within 500m of the Scheme. Details are presented in Table 8.2.
19-Dec- SP 50275 Solvents No Impact Notable No Impact 370 2002 05731 Construction & Demolition 10-Jul- SP 50887 No Impact No Impact Notable 360 Materials & 2003 06046 Wastes
Table 8.2: EA pollution incidents within 500m of Scheme as of March 2019
Asbestos
8.3.12 A review of the Contaminated Land Risk Assessment (Tata Steel, 2014), shows that the Network Rail Hazard Directory notes there is a potential for asbestos containing materials at Oxford Station. The report does not discount the possibility of asbestos being found within the underlying made ground.
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Previous ground investigations
8.3.13 The following key contamination risk areas have been identified from a previous contamination assessment undertaken for the Oxford Corridor:
• Beckett Street car park area has elevated levels of hydrocarbon contamination associated with the former sidings in the area. • The area where the down sidings are located has elevated levels of hydrocarbon contamination. • Asbestos has been identified in isolated areas of made ground but is not considered to be widespread. • Ground gas has been identified as a risk. • The majority of soils which have been assessed have been given an indicative waste classification of non-hazardous. Summary of potential contamination
8.3.14 The site has a long history of railway use and hydrocarbon contamination and asbestos has been identified in the locations of former sidings. Contamination associated with off-site historical land uses, such as the coal yard and landfill, could also impact the development.
Identification of sensitive receptors The following key sensitive receptors have been identified:
• In relation to land contamination – construction workers and off-site human receptors during construction. • In relation to land contamination - future site users and maintenance workers during operation. • In relation to land contamination – groundwater (Secondary A Aquifers) beneath the site. • In relation to land contamination – surface water receptors. • In relation to land contamination – Scheme infrastructure. 8.4 Potential Impacts
Potential Impacts Construction
8.4.1 Construction has the potential to give rise to contamination of the ground through the following:
• Causing new ground contamination due to the failure to adequately control the storage, transfer and use of polluting substances, from spills of oils/fuels used for construction vehicles and equipment. • Introducing new pathways such that existing ground contamination becomes connected to a receptor where there was no connection before, as can happen when drilling or piling through contaminated land.
8.4.2 The following construction effects are scoped into the EIA:
• Effects on construction workers, off-site users, groundwater and surface water associated with ground or groundwater contamination that may already exist from historical and current potentially contaminative land uses. • The potential for contamination to occur as a result of construction activities.
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• The potential for exposure to human health receptors (on and off site) to contaminants in dust via ingestion and inhalation as a result of construction works. • Creation of new pollutant pathways, which will allow pathways for contamination to reach groundwater resources.
8.4.3 There is potential for likely significant effects during construction from exposure to identified contamination in shallow soils and groundwater, and from the potential migration of landfill gas from the adjacent landfill site.
Operation
8.4.4 It is proposed to scope out the operational phase.
8.4.5 It is considered that any unacceptable risk associated with historic ground contamination within the Scheme and contamination with the potential to migrate onto the Scheme, will be reduced to acceptable levels as part of the Scheme design and will be delivered by the time the Scheme is operational. No likely significant effects are anticipated during operation.
8.4.6 Design and Best Practice Measures
8.4.7 It is anticipated that standard practice, where it is required by law and general behaviours, will be incorporated into the design of the construction and operation phases of the Scheme. These will be taken into account in the impact assessment.
8.5 Discipline Specific ES Methodology
Guidance and Best Practice
8.5.1 The methods for the assessment of geology and soils effects will be informed by the guidance documents including:
• Highways England (2019) DMRB Volume 11, Section 3, Part 11 & Part 6, LA 109 Geology and Soils Environmental Assessment standard. • Environmental Protection Act 1990: Part 2A Contaminated Land Statutory Guidance (Defra, 2012). • Construction Code of Practice for the Sustainable Use of Soils on Construction Sites (Defra, 2009). • Contaminated Land: Applications in Real Environments (CL:AIRE) definition of waste: development industry code of practice - provides a voluntary framework for determining whether or not excavated soil materials used in land development and remediation projects are waste. • The EA’s approach to groundwater protection (February 2018, version 1.2). • The EA's Guiding Principles for Managing and Reducing Land Contamination (GPLC2; last updated April 2016). • Planning Practice Guidance for Land Affected by Contamination (Department for Communities and Local Government, 2019). • Agricultural Land Classification of England and Wales: revised guidelines and criteria for grading the quality of agricultural land (Ministry of Agriculture, Fisheries and Food, 1988). • Model Procedures for the management of land contamination: Land contamination: risk management (LCRM) (EA, 2019). • Guidance on Oil Storage Regulations for businesses (EA & Defra, 2015).
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8.5.2 DMRB Volume 11 provides EIA standards which reflect both legislative and best practice requirements. It seeks to ensure that information about the environmental effects of a project are collected, assessed and used to inform option choice, design and decision making in a timely and cost-effective manner. In the absence of rail specific EIA guidance, DMRB guidance has been used as a basis as it provides a comprehensive, proportionate and consistent approach to infrastructure project-based EIA and its reporting.
8.5.3 The LCRM guidance provides a technical framework for applying a risk management process in dealing with sites affected by contamination. It sets out a model of identifying, making decisions on, and taking appropriate and measured action to deal with contamination in a consistent way that is in line with current policies, standards and legislation.
Construction Impacts for the Oxford Corridor Phase 2
8.5.4 The assessment of effects on soils and geology will be in accordance with best practice guidance described in Section 8.5.1. The DMRB LA 109 Soils and Geology Environmental Assessment standard applies to the assessment, reporting and management of environmental effects on geology and soils from the delivery of projects.
Operational Impacts for the Oxford Corridor Phase 2
8.5.5 It is proposed to scope out the operational phase.
8.6 Summary of Scoping Decision
8.6.1 There is the potential for geology and soils construction impacts for sensitive receptors near the Scheme. Table 8.3 provides a summary of the geology and soils assessment scope for EIA of the Scheme.
The Scheme is within an area classified as Not anticipated Out urban land. Given the footprint of the Scheme, it is not Not anticipated anticipated that any mineral resources will be Out sterilised as a result of the Scheme. No designated geological sites identified in Not anticipated Out proximity to the Scheme. Sensitive receptors have been identified at and adjacent to the site which will have the Potential In potential will be affected by contaminants arising from the construction of the Scheme.
The Scheme is within an area classified as Not anticipated Out urban land.
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Given the footprint of the Scheme, it is not Not anticipated anticipated that any mineral resources will be Out sterilised as a result of the Scheme. No designated geological sites identified in Not anticipated Out proximity to the Scheme. It is considered that any historic ground contamination within the Scheme will be Not anticipated Out reduced to acceptable levels as part of the Scheme design.
Table 8.3: Summary of the scope of the EIA for Geology and Soils
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9.1 Introduction
9.1.1 The Scheme has the potential to result in effects on heritage assets. This section includes a summary of baseline conditions and the approach to the assessment of the potential construction and operational effects. Aspects that are to be scoped in and out are identified.
9.1.2 This section aims to:
• Establish an initial historic environment baseline based on readily available information; • Identify potential likely significant effects that will result due to the Scheme; • Identify the scope of further work required to inform the historic environment section of the ES; and • To present the method that will be used for the assessment of historic environment effects in the EIA. Study Area
9.1.3 For the purpose of this scoping report the study area is defined as the red line boundary, including all temporary and construction areas, and a 300m buffer (Figure 163390-JAC-SKE- EEN-000003 Environmental Constraints - Heritage). Based on the guidance provided by Design Manual for Roads and Bridges (DMRB) LA 106 (Highways England, 2019) for archaeological remains, historic buildings, and historic landscape, the study area for the EIA will be reported in the ES.
9.2 Legal and Policy Framework
9.2.1 The relevant historic environment legislation, and national and local planning policies which will be used to inform the assessment of potential historic environment effects of the Scheme are listed below;
• Legislation; o Ancient Monuments and Archaeological Areas Act 1979; o Planning (Listed Buildings and Conservation Areas) Act 1990; and o The Hedgerows Regulations 1997. • Policy; o National Planning Policy Framework (NPPF) (Ministry of Housing, Communities and Local Government, 2019); o Oxford Core Strategy 2026; o Oxford City Local Plan 2001 – 2016; o West End Area Action Plan (adopted June 2008); and o Oxford City Local Plan 2016 2036 proposed draft.
9.2.2 It should be noted that consideration of the Oxford City Local Plan 2016-2036 has been made when preparing the scope of this EIA and will continue to be made during the EIA process if the plan is approved by the Oxford City Council or the SoS by an appropriate time.
9.3 Baseline Conditions
9.3.1 The historic environment baseline locations are presented on Figure 163390-JAC-SKE-EEN-
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000003 Environmental Constraints – Heritage.
9.3.2 The historic environment baseline has been established using the following sources of information:
• The National Heritage List for England (NHLE) register of all nationally designated assets (Scheduled Monuments, Listed Buildings, protected wrecks, Registered Parks and Gardens, and Battlefields) available through MAGIC Map (Defra, no date (b)); • Oxford Heritage Asset Register (Oxford City Council, 2019b) for information on locally designated assets; • Oxford City Council for information on Conservation Areas; and • Oxford City Council Historic Landscape Characterisation (Oxford City Council, No date). Heritage assets Nationally designated assets
9.3.3 Three Scheduled Monuments, one Grade II* Registered Park and Garden and 18 Listed Buildings of which one is Grade I and one is Grade II* with the remaining 16 being Grade II listed are recorded within 300m of the Scheme. Details of these are found in Table 9.1 and shown on Figure 163390-JAC-SKE-EEN-000003 Environmental Constraints - Heritage.
Scheduled Monument 22 Scheduled Monument 54 Scheduled Monument 175 Grade II Listed Building 45 Grade II Listed Building 55 Grade II Listed Building 75 Grade II Listed Building 110 Grade II Listed Building 110 Grade II Listed Building 115 Grade II Listed Building 125 Grade II Listed Building 145
Grade II Listed Building 145 Grade I Listed Building 165 Grade II Listed Building 185 Grade II Listed Building 200 Grade II* Listed Building 210 Grade II Listed Building 235
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Grade II Listed Building 245 Grade II Listed Building 250
Grade II Listed Building 270 Grade II Listed Building 300 Grade II* Registered Park 110 and Garden
Table 9.1: Nationally designated heritage assets within 300m of Scheme
Locally designated assets
9.3.4 13 locally designated assets are recorded within 300m of the Scheme. These are;
• No 29 Abbey Road (formerly St Frideswide's Curate's House); • The River Hotel; • The Former Oxford Electric Lighting Power Station; • The One (former Botley Road Turnpike Tollhouse); • Fiddlers Island Stream; • The Maroon Public House (formerly the Chequers); • The Royal Oxford Hotel; • Former Boatman's Chapel; • The Kite Public House; • Former Castle Hotel; • Rewley Abbey Stream; • The Rewley Stream tow path and Rewley Abbey Stream junction; • Site of Osney Abbey Conservation areas
9.3.5 There are three Conservation Areas in close proximity to the Scheme. These are described in Table 9.2.
16 Jul 1976 The closest point is Osney has a high townscape quality resulting adjacent to and to the west from the architectural integrity of the Victorian of the southern end of the buildings and limited 20th Century Scheme at Osney Lane. intervention.
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05 Apr 1971 The closest point is From small beginnings as a settlement in the adjacent to and to the east Saxon period, Oxford grew by the 11th of the Botley Road area of century into one of the largest towns in the Scheme at the England and a major trade centre. The intersection of Park End Norman conquest brought the construction of Street and Becket Street the Castle and the establishment of major religious houses. Many of its historic buildings still function for the purpose for which they were built and provide accommodation for the University of Oxford and its colleges. 23 Feb 2011 The closest point is 80m Jericho represents the Georgian and north east of the Scheme Victorian industrial and residential expansion to the north east of Rewley of the City of Oxford into the surrounding Road. countryside. It is an area of working class and artisan housing that has developed a unique character by virtue of its historical land ownership, relationship with the canal, the railway, three major employers and its unique position as a working-class suburb in the midst of the middle and upper class estate that was developed by St John the Baptist College.
Table 9.2: Conservation Areas within 300m of Scheme
Historic Landscape Character Areas
9.3.6 The Oxford City Council Historic Landscape Character (HLC) map records 288 HLC areas within 300m of the Scheme.
9.3.7 Within the red line boundary the HLC area is predominantly characterised as part of the modern railway network.
9.4 Potential Impacts
Potential Impacts Construction
9.4.1 Construction of the Scheme has the potential to impact heritage assets in the following ways:
• Partial or total removal of archaeological assets; • Compaction of archaeological deposits by construction traffic and structures; • Changes in groundwater levels leading to the desiccation of waterlogged archaeological deposits; • Damage to Listed Buildings as a result of vibrations; • Effects on the setting of designated heritage assets including visual and noise intrusion,
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severance and adverse impacts on amenity as a result of construction works; and • Changes to the historic landscape character including severance of designated views.
9.4.2 There is potential for likely significant effects during construction to historic buildings, historic landscape, and archaeological remains. Effects to all three categories of heritage assets (archaeological remains, historic buildings and historic landscape) during construction are scoped into this EIA.
Operation
9.4.3 The Scheme’s operation will be mostly consistent with existing operations in the area and will not have the potential to impact heritage assets as much as the construction may do. The Scheme’s operation may still impact on the setting of heritage assets including visual and noise intrusion and adverse impacts on amenity. No likely significant effects during operation are anticipated. Effects to archaeological remains during operations are scoped out of this EIA.
9.4.4 Design and Best Practice Measures
9.4.5 Any mitigation measures will be identified within the ES and will follow guidance as set out in DMRB LA 104 (Highway’s England, 2019).
9.5 Discipline Specific ES Methodology
Guidance and Best Practice
9.5.1 The methods for the assessment of historic environment effects will be informed by relevant guidance listed below;
• DMRB LA 106 Cultural heritage assessment (Highways England, 2019); • Managing Significance in Decision-Taking in the Historic Environment – Historic Environment Good Practice Advice in Planning: 2 (GPA2) (Historic England, 2015b); • The Setting of Heritage Assets – Historic Environment Good Practice Advice in Planning: 3 (GPA3) (Historic England, 2017). Construction and Operational Impacts for the Oxford Corridor Phase 2
9.5.2 The assessment of historic environment in the EIA will be undertaken based on the guidance provided by DMRB LA 106 Cultural heritage assessment.
9.5.3 The Oxford City Council Heritage Officers and the Historic England Regional Inspector will be consulted as part of the assessment. A detailed Heritage Assessment will be undertaken to inform the EIA. This will include the results of a site inspection and setting assessment in accordance with Historic England’s guidance.
9.5.4 The assessment will also take into consideration the effects of mitigation proposals developed during the EIA process.
9.5.5 Assessment of the value, magnitude and significance of impacts will be undertaken based on the guidance provided by DMRB LA 104 EIA. In the event that a heritage asset is determined to be in a different value category to that required by its designation and LA 104, the approval of the local authority shall be sought.
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9.6 Summary of Scoping Decision
9.6.1 There is the potential for historic environment construction impacts for sensitive receptors within or near to the red line boundary. Table 9.3 provides a summary of the historic environment assessment scope for EIA of the Scheme.
Compaction by construction activities, land with no Potential record of disturbance to be excavated, and In previous finds. Listed buildings, conservation areas and locally Potential In designated buildings near to construction activities.
Potential Oxford historic landscape value high. In
Impacts to archaeological remains mitigated during Not anticipated Out the construction phase Listed buildings, conservation areas and locally Potential In designated buildings nearby new operations.
Potential Oxford historic landscape value high. In
Table 9.3: Summary of the scope of the EIA for historic environment
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10.1 Introduction
10.1.1 This section addresses the scope of the EIA with respect to landscape and visual amenity. It includes a summary of baseline conditions and the approach to the assessment of the potential construction and operational effects. Aspects that are to be scoped in and out are identified.
10.1.2 This section aims to:
• Identify the landscape and visual receptors which may be impacted by the Scheme; • Evaluate anticipated potential construction and operation impacts; • Identify impacts which may lead to likely significant effects; and • To present the method that will be used for the Landscape and Visual Impact Assessment (LVIA) within the EIA. Study Area
10.1.3 For the purpose of this scoping report the study area is defined as 2km from the Scheme. (Figure 163390-JAC-SKE-EEN-000003 Environmental Constraints - Heritage). Between 1km and 2km would be typical for such a proposal in an urban context. However, following some early consultation with OCC, the importance of the Oxford View Cones (defined in paragraph 10.3.9) has been raised. The resulting initial study will extend to 5km in order to consider the ten view cones as shown in the Oxford Local Plan 2001 – 2016 and in the Assessment of the Oxford View Cones report, 2015.
10.2 Legal and Policy Framework
10.2.1 Listed below are the relevant legislation and policies relating to landscape and visual amenity which will be used to inform the assessment of potential landscape and visual effects of the Scheme;
• Legislation: o The Hedgerow Regulations 1997; and o The Town and Country Planning (Tree Preservation) (England) Regulations 2012 • Policies: o National Planning Policy Framework (NPPF) (Ministry of Housing, Communities and Local Government, 2019); o Oxford Core Strategy 2026 o Oxford City Local Plan 2001 - 2016 o West End Area Action Plan (adopted June 2008) o Policies HE.9 and HE.10 in the Oxford City Local Plan 2001 - 2016 aim to protect the character of the skyline and manage the characteristics of Oxford's view cones.
10.2.2 It should be noted that consideration of the Oxford City Local Plan 2016-2036 has been made when preparing the scope of this EIA and will continue to be made during the EIA process if the plan is approved by the Oxford City Council or the SoS by an appropriate time.
10.3 Baseline Conditions
10.3.1 The landscape baseline locations are presented on the Figure 163390-JAC-SKE-EEN-000004
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Environmental Constraints – Landscape.
Baseline Landscape
10.3.2 At a national scale the Scheme is within National Character Area (NCA) 108: Upper Valley Clay Vales and is also located very close to the boundary of the Midvale Ridge NCA, which is surrounded by the Upper Valley Clay Vales NCA (Natural England, 2014). This area forms part of the Ock catchment and is dominated by water courses, including the River Thames and its tributaries, providing a key recreational resource.
10.3.3 The landscape within the area, is heavily influenced by transport corridors, including numerous A roads, the Oxford canal, Cherwell Valley railway line linking to the Great Western Main Line, and Chiltern Main Line, cycle routes such as National Cycle Route 5 and 51 and The Ridgeway and Thames Path National Trails (Natural England, 2013; Natural England, 2014). The landscape surrounding the main urban area of Oxford is described as low-lying flood plains and farmland encircling the Midvale Ridge.
10.3.4 The local Landscape Character Area assessment for Oxford (Land Use Consultants, 2002) refers to its sensitivity as a result of its rich heritage and landscape features. The area is increasingly valued as a resource for tourism and recreation, as well as for the interesting historic, nature conservation and landscapes.
10.3.5 At a site level the Scheme is situated in the centre of Oxford with watercourses of the River Thames, Rewley Abbey Stream and Castle Mill Stream, and the roads Abbey Road, Botley Road, the A4144 and Rewley Road surrounding.
10.3.6 Historically, the landscape has been heavily influenced by changes in agriculture and timber requirements, changes in the socio-economic structure of the area and industrialisation, evidenced by the limited woodland cover, although there are linear areas of dense vegetation that occur along watercourses and along boundaries of open space. More recently urban expansion has been the dominant influences on local character (Land Use Consultants, 2002).
10.3.7 Landscape is generally mixed across the LCAs for the Scheme:
• The historic core of Oxford: dense patterns of development, dominance of hard landscape features with limited public open space, busy city streets, historic landmark buildings and trees and areas of archaeological importance; • The historic fringe (University and Western fringe): typically has a large amount of green space and modern infill or redevelopment; • The Victorian suburbs and villages (Jericho and New Osney): large areas of Victorian housing laid out in a regular street pattern with pubs and churches often being local features and landmarks; and • Rivers and pastoral floodplains (Cherwell Valley and Thames (Isis) – south): views across the landscape to adjacent urban areas and tranquil pastoral floodplains (Land Use Consultants, 2002).
10.3.8 The area has a range of public and recreational walks, parks, nature reserves and open spaces, including Cripley Meadow Allotments, Botley Park, Castle Mill Stream water walk and Chancellor Park. Recreational use and access are promoted in the area with the Oxford, cycle routes such as National Cycle Route 5 and The Ridgeway and Thames Path National Trails in the area.
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Landscape Designations
10.3.9 A view cone is “the corridor between the viewer and the subject which encompasses the view up to the focal feature” (Oxford City Council, 2015). The Scheme sits just outside the established view cones from assigned viewpoints outside of the centre (Assessment of the Oxford View Cones, Oxford City Council, 2015) but will be considered as part of the visual assessment. There are numerous walks and open spaces in the surrounding area of the city, such as; Worcester College, which is considered will be a historic Grade II* park and garden and is to the east of the Scheme just across the Castle Mill Stream;
10.3.10 The site does not sit within any Conservation Areas, however views of the site can be experienced from locations within the following adjacent Conservation Areas:
• Osney Island Conservation Area
• Central Conservation Area
10.3.11 There are several Public Rights of Way (PRoW) footpaths in the area surrounding the Scheme and no bridleways, including;
• 320/10/10 (F1) a footpath which crosses beneath Sheepwash Bridge • 320/147/10 (F2), the northern section of 320/3/40 (F3), and the western section of 320/10/20 (F4) are in sight of Sheepwash Bridge. • 320/116/30 (F5) is also in sight of the southern end of the Scheme. • There is also an indicative pedestrian/cycle route along Rewley Road and Stable Close (Oxfordshire County Council, 2019); and • To the east of the Scheme there is a protected open space for air sports, there is a green belt of land to the north-west and to the west there is protected open space for allotments. There is also a Site of Local Importance for Nature Conservation to the west along Osney Ditch (Oxfordshire County Council, 2019). Tree Preservation Orders
10.3.12 Within the red line boundary there are five trees which are part of a Tree Preservation Orders (TPO). Four trees (identified as T1 to T4) running south to north, are part of a 2017 TPO (17/00005/ORDER), which lie between Cripley Road and Roger Dudman Way. One tree (identified as T1) is a part of a 1998 TPO (98/00013/WE) which is immediately adjacent, on the north east, of the existing Botley Road Bridge foot bridge (TSJV. Sept 2016).
10.3.13 Approximately 20m west, at the junction of Abbey Road and Botley Road, there are two trees (identified as T1 and T2) which are part of a 1995 TPO (95/00009/WE) (TSJV. Sept 2016).
Baseline Visual Amenity
10.3.14 The Scheme is located within a residential area which affords receptors views towards the development particularly from the west and north east. Vegetation along the River Thames and Castle Mill Stream also helps to filter middle distance views towards the development site. There are numerous residential receptors immediately adjacent to the Scheme which will have an impact as a result of the development. Views over the top of tall vegetation may be possible and the level of screening will be reduced in the winter months when vegetation is thinner.
10.3.15 Views from the Oxford Canal path PRoW (320/9/60) will be screened by residential properties and the vegetation along the watercourse. Views along most of the Thames Path (F2) and along the Castle Mill Stream (F4) are screened by vegetation and or buildings, although there may be
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points where works will be glimpsed through gaps in built form, or through gaps in vegetation or due to vegetation thinning in the winter months.
10.3.16 There are also likely to be short distance views from a number of elevated positions from within the historic core of the city experienced by visiting tourists.
10.3.17 Longer distance views towards the scheme may be possible depending on the height of the proposed western entrance building. Discussion with OCC has already identified a number of long-distance viewpoints that need to be considered.
10.3.18 The following is a list of potential receptors that have been listed following a desk-based study, an initial site visit and consultation with OCC officers.
Distance between Location Receptor Type visual receptor and scheme
Short distance The Thames Path crossing Sheepwash Pedestrians/cyclists using Channel local PRoW
Short distance PRoW adjacent and east of rail line at Pedestrians/cyclists using Sheepwash Channel local PRoW
Short distance The Thames Path west of Cripley Place Pedestrians/cyclists using local PRoW
Short distance Cripley Road Residents facing the station
Short distance Oxford Station platform Rail users on the platforms/trains
Short distance The Thames Path where it crosses Botley Pedestrians/cyclists using Road, within a Conservation Area local PRoW, pedestrians and motorists on Botley Road
Short distance Botley Road houses and businesses Local residents and users of Westgate Hotel
Short distance Becket Street Local residents, motorists and pedestrians
Short distance Castle Mound and St Georges Tower at Tourist/pedestrian Oxford Castle (Grade I) experiencing the view
Short distance Botley Park Users of public open space
Short distance Footbridge over railway at Osney Lane Pedestrians
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Distance between Location Receptor Type visual receptor and scheme
Short distance Approach from Frideswide Square Pedestrians, cyclists and motorists
Short distance View from Carfax Tower (Grade II) Tourist/pedestrian experiencing the view
Short distance View from Church of St Mary the Virgin Tourist/pedestrian (Grade I) experiencing the view
Short distance Church of St Michael at the North Gate (The Tourist/pedestrian Saxon Tower) (Grade I) experiencing the view
Short distance Cupola of the Sheldonian Theatre (Grade I) Tourist/pedestrian experiencing the view
Short distance Osney Cemetery Visitor to cemetery
Middle to long Hinksey Golf Course (PRoW to the south) Pedestrians/cyclists using distance local PRoW
Middle to long View Cones – Western Hills, Raleigh Park Pedestrians/cyclists using distance local PRoW
Middle to long View Cones – Western Hills, Boars Hill Pedestrians/cyclists using distance (National Trail) local PRoW
Middle to long View Cones – Western Hills, A34 Motorists distance Interchange at Hinksey Hill
Middle to long View Cones – North Eastern Hills, Elsfield Pedestrians/cyclists using distance local PRoW
Middle to long View Cones – Across the Thames Pedestrians/cyclists using distance floodplain, Port Meadow (north) local PRoW
Middle to long View Cones – Eastern Hills, Doris Field Users of public open distance Memorial Park space
Middle to long View Cones – Eastern Hills, Headington Hill Local residents and distance Allotments allotment users
Middle to long View Cones – Eastern Hills, South Park Users of public open distance space
Middle to long View Cones – South East Oxford, Crescent Pedestrians and distance Road motorists
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Distance between Location Receptor Type visual receptor and scheme
Middle to long View Cones – South East Oxford, Rose Hill Users of the allotments distance
Table 10.1: List of potential visual receptors
10.3.19 The extent and nature of effects on visual receptors will be confirmed as part of the LVIA. The identified list of potential visual receptors will be reviewed and identified through the establishment of a Zone of Theoretical Visibility (ZTV) for the Scheme and are anticipated to include:
• Walkers/cyclists using local PRoW; • Walkers/cyclists along the Castle Mill Stream (F4); • Residents of properties in the study area; • Vehicle travellers using surrounding roads; and • Rail travellers using Oxford Station. • People using public open space • Tourists experiencing elevated views from city centre attractions
10.3.20 This list will be reviewed following a site visit to each location which will inform a refined list of viewpoints to take forward for assessment.
10.3.21 The Oxford Station Area – Supplementary Planning Document (Oxford City Council, 2017) notes that studying Cripley Road revealed that the grain of its buildings gets looser near the Botley Road junction, the height of the trees and buildings also get higher the closer they get to Botley Road. A datum of around 1.35m from the ground can be taken to inform the height of the station western entrance proposal and its relationship to the context.
10.4 Potential Impacts
Potential Impacts Construction
10.4.1 Construction activity will include demolition, excavation, vegetation clearance, crane works, piling, and movement of construction plant within the vicinity of the railway alignment, and platform 4. Construction lighting will also potentially result in visual impacts. The effects are anticipated will be notable albeit temporary.
10.4.2 Vegetation removal will have the potential to increase the views of the existing station and of construction activity around the platform 5 for receptors on Cripley Road. It is anticipated that the Becket Street construction compound will be particularly prominent when viewed from housing along Becket Street, Westgate Hotel and Cherwell House (university halls). There will also be views of construction activity from visual receptors in Said Business School and rail users.
10.4.3 Some of the vegetation along Cripley Road are mature trees subject to TPOs and will likely need to be removed. If during the iterative design process trees, especially those with TPOs, can be retained then they will need protection during construction. Another tree which is subject
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to a TPO is located east of Botley Road bridge works and may also require removal as a result of the works. The loss of mature trees along Cripley Road will open up views experienced by residents towards the station and the Scheme. This would be an adverse effect and at such close proximity could be notable. Effects to the trees which are part of TPOs would need to be assessed as part of this EIA.
10.4.4 The removal of single storey structures closer to Botley Road and replacement with an active frontage could be positive.
10.4.5 It is anticipated that the PRoW running beneath Sheepwash Bridge (F1) will be temporarily diverted at times during construction works, in agreement with the local authority.
10.4.6 The potential for loss of vegetation along Botley Road and Cripley Road does conflict with Oxford City Council landscape planning policies that aim to retain “Green Infrastructure” and the City’s “green setting”.
10.4.7 The extent, nature and significance of the impacts resulting from the construction stage on landscape and visual receptors will be considered in detail as part of the LVIA.
Operation
10.4.8 During operation the additional rail infrastructure will have the potential to impact the character of the existing landscape and affect the historic character of the West End. The design does not result in prominent changes to views, with the exception of the new station Western Entrance building replacing the youth hostel. The height of the proposed new station Western Entrance is critical in determining the significance of the impact on longer distance views upon completion.
10.4.9 It is not anticipated that the new station Western Entrance building will affect the local landscape character because the landscape is highly influenced by the existing rail infrastructure already in situ. This will be confirmed as part of the LVIA,
10.4.10 The loss of protected mature trees adjacent to the station will result in permanent long-term effects on landscape features.
10.4.11 It is not anticipated that the Scheme will have likely significant effects on the Green Belt, NCAs or National Cycle Routes.
Design and Best Practice Measures
10.4.12 It is anticipated that during the impact assessment any mitigation measures will be incorporated into the design and will be considered as part of the LVIA.
10.5 Discipline Specific ES Methodology
Guidance and Best Practice
10.5.1 The methods for the assessment of landscape and visual effects will be informed by relevant guidance listed below;
• Highways England guidance, LA107 Landscape and visual effects, Revision 0, Design Manual for Roads and Bridges. (LA 107 supersedes DMRB Volume 11, Part 5 Landscape Effects and IAN 135/10 Landscape and visual effects assessment which are now withdrawn.)
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• The LVIA will have regard to the overarching Landscape Institute guidance, the Guidelines for Landscape and Visual Impact Assessment Third Edition (GLVIA3) (Landscape Institute and the Institute of Environmental Management and Assessment, 2013) • Visual Representation of Development Proposals Technical Guidance Note 06/19 (Landscape Institute, 2019)
10.5.2 The study area will be formed by defining the ZTV for the Scheme. A ZTV is an area of land within which the components of a development will be visible, in theory. The ZTV will be mapped digitally using topographic information and design and elevation information from the Scheme. Screening features within the ZTV will be considered, and the extent of the study area will be refined. We expect to be able to establish a set of short and medium distance viewpoints and a set of long-distance viewpoints. A site visit to all potential viewpoints to record the view will Initial discussions on the extent of viewpoints to consider has already been held with the local planning authority. The baseline information will be combined with an understanding of the details of the Scheme, including mitigation, and the anticipated effects will be identified and described. These effects will be:
• Direct and indirect (secondary) effects during construction; • Direct and indirect (secondary) effects during operation on Year 1 of opening and 15 years after opening; • Cumulative effects during construction; or • Cumulative effects during operational.
10.5.3 Part of the assessment will include the production of four visualisations to accompany the LVIA, one of which will also be a night time view. It is proposed that Type 3 visualisations will be appropriate in line with the Landscape Institute’s guidance ‘Visual Representation of Development Proposals LI TGN 06/19’. Type 3 visualisations are photomontages or photowires (photographs with wireline overlays) where site photography forms the basis of the imagery, which is then overlaid by a 3D wireframe, massing or rendered model. The night time visualisation will be a representation of what may be seen (or ‘artist impression’), as we are not expecting to be able to model any proposed light sources to a high level of accuracy.
Construction Impacts for the Oxford Corridor Phase 2
10.5.4 The methodology for the assessment of landscape and visual amenity effects will follow Highways England guidance, LA107 Landscape and visual effects, Revision 0. Much of this guidance cross references the overarching Landscape Institute guidance, the Guidelines for Landscape and Visual Impact Assessment Third Edition (GLVIA3) This guidance is not prescriptive and relies on adapting the method to fit circumstances of the project being assessed and stresses the value of professional judgement.
10.5.5 The GLVIA advocates applying proportionality in examining effects so that only those anticipated to have some material relevance are assessed in detail. The planning and regulatory framework inform the judgement of what effects are anticipated to have some material relevance.
10.5.6 Whether effects are beneficial or adverse will be based on professional judgment. An assessment of the significance of these effects will then be made, based upon the sensitivity of the receptor and the magnitude of the changes experienced by the receptor due to the Scheme. The assessment criteria and terminology which will be used to determine the significance of an impact, will be derived from GLVIA 3rd edition (Landscape Institute and IEMA, 2013).
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Operational Impacts for the Oxford Corridor Phase 2
10.5.7 The operational impacts will be assessed as described in the construction impacts section above.
10.5.8 Mitigation measures incorporated into Scheme’s design will incorporate planting which will need time to mature therefore affecting the operational assessment. Hedgerow planting may not reduce effects for up to 5 years whilst tree planting can take up to 15 years before providing effective mitigation. Operational effects will be considered in ‘Year 1’ of operation following the construction of the Scheme, and at ‘Year 15’.
10.5.9 Seasonal aspects relating to the screening potential of deciduous trees in summer when in full leaf or in winter when the leaves have fallen will also be considered in the assessment of visual effects.
10.6 Summary of Scoping Decision
10.6.1 There is the potential for impacts for sensitive receptors near the Scheme. Table 10.2 provides a summary of the landscape and visual amenity scope for EIA of the Scheme.
10.6.2 Potential night-time visual effects have been scoped out given the proximity of the existing lighting in the surrounding urban area of Oxford City centre, as well as the station infrastructure being illuminated and the lighting associated with Botley Road.
PRoW beneath Sheepwash Potential In Bridge diversion.
Sensitive views of the city Potential skyline as set out in the Views In Cones Report 2015.
Panoramic skyline views from Potential In listed buildings within the city
Cripley Road and Botley Road new views and lighting changes and Cherwell House and Potential In Becket Street views of construction and new infrastructure Potential Works near to five trees which In are subject to TPOs
Views throughout construction Potential and adjacent to most prominent In new feature.
Potential Views during construction In
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Potential Temporary during construction In No greenbelt near enough to Not anticipated Out Scheme No major change to the NCA is Not anticipated Out anticipated. Scheme to distant to affect the Not anticipated Out route Table 10.2: Summary of the scope of the EIA for landscape and visual amenity
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11.1 Introduction
11.1.1 This section addresses the scope of the EIA with respect to the Material Assets and Waste factor. It includes a summary of baseline conditions and the approach to the assessment of the potential construction effects. Aspects and elements that are to be scoped in and out are identified.
11.1.2 This section aims to:
• Establish an initial materials assets and waste baseline based on readily available information; • Identify potential likely significant effects that will result due to the Scheme; • Provide justification for scoping the material assets and waste factor (or either of its elements) in or out of the ES; and • Present the method that will be used for the assessment of material assets and waste environment effects in the EIA for those elements scoped in. Study Area
11.1.3 This scoping assessment addresses ‘Material Assets and Waste’ in accordance with the Design Manual for Roads and Bridges (DMRB), Volume 11 EIA, Section 1 Introduction, Part 1, ‘LA 101 Introduction to EIA’ which identifies ‘Materials Assets and Waste’ as an EIA topic to be assessed.
11.1.4 DMRB Volume 11 provides EIA standards which reflect both legislative and best practice requirements. In the absence of rail specific EIA guidance, DMRB guidance has been followed as it provides a comprehensive, proportionate and consistent approach to infrastructure project- based EIA and its reporting.
11.1.5 Specifically, this scoping assessment has been prepared with reference to the Highways England (2019) ‘LA 110 Material assets and waste’ EIA standard which is the published standard for assessing the impacts associated with this factor, and which replaces Interim Advice Note 153/11 in England.
11.1.6 The scoping assessment for material assets and waste considers the following elements:
• The consumption of ‘Material Assets’ [Article 3.1 (d) of the EIA directive] – this includes materials and products from primary, secondary, recycled and renewable sources, the use of materials offering sustainability benefits, and the use of excavated and other arisings that fall within the scope of waste exemption criteria; and • The production and management of ‘Waste’ [Annex IV of the EIA Directive] – this includes surplus materials which can become waste during the construction and operation of the Scheme, as well as other substances which the holder discards or intends to or is required to discard.
11.1.7 In accordance with LA 110, the assessment of material assets and waste will utilise two geographically different study areas to examine the use of primary, secondary and recycled construction materials; and the generation and management of construction and operational waste:
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• The first study area – based on the construction footprint / boundary (including compounds and temporary land take) of the Scheme as described in Section 2. Within these areas, material assets will be consumed, and waste will be generated; and • The second study area – based on the likely provenance of construction materials required to construct the main elements of the Scheme, and waste infrastructure that may be suitable (permitted for waste volume and type) to accept construction and operational waste generated by the Scheme. These include: o The South East England Regional Aggregates Working Party area which may be the primary source of primary, secondary and recycled aggregates used to construct the Scheme. o The Former South East England Planning Region which may be where the waste management infrastructure used to manage the majority of waste generated by the Scheme is located.
11.1.8 Professional judgement (a balance of the proximity principle and value for money principle) has been applied in deriving the study areas.
11.2 Legal and Policy Framework
11.2.1 The use and consumption of material assets and the production and management of waste are subject to a complex framework of legislative and policy instruments at the European, national and local level.
11.2.2 The key legislative and policy instruments influencing the construction and operation of the Scheme and the consideration of the EIA of material assets and waste are identified below.
11.2.3 The relevant material assets and waste legislation, and national and local planning policies which will be used to inform the assessment of potential landscape, visual and lighting effects of the Scheme are listed below;
• Legislation: o Revised European Union (EU) Waste Framework Directive (2008/98/EC) o Council Directive 1999/31/EC of 26 April 1999 on the landfill of waste o The EU Circular Economy Package, 2018 o The Environmental Protection Act 1990 o The Environmental Permitting (England and Wales) Regulations 2016 (as amended) o The Waste (England and Wales) Regulations 2011 (as amended) o The Landfill (England and Wales) Regulations 2002 (as amended) o The Hazardous Waste (England and Wales) Regulations 2005 (as amended) • National Policy: o Department for International Development 2017 Agenda 2030: Delivering the Global Goals o HM Government 2018 A Green Future: Our 25 Year Plan to Improve the Environment o HM Government 2018 Policy paper Clean Growth Strategy o Defra 2018 Resources and Waste Strategy for England o Waste Management Plan for England 2013 o National Planning Policy Framework 2019
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o National Networks National Policy Statement, 2014 o National Planning Policy for Waste 2014 o Network Rail NR/L2/ENV/015. Issue 8. Env & Social Minimum Requirements – Design and Construction, 2018 o Network Rail, NR/GN/ESD01 Guidance Note Environment, Waste Management Guidance, 2018 • Local Policy: o Oxfordshire Minerals and Waste Local Plan: Part 1 - Core Strategy 2017 o Oxford Local Plan 2001 – 2016 o Oxford Core Strategy 2026 11.3 Baseline Conditions
Material Assets
11.3.1 For the purposes of this scoping report, material assets are considered to be the physical resources in the environment, which may be of human or natural origin. Primary aggregates have been chosen to act as a proxy indicator of both material assets and natural resources given that large quantities of aggregates are typically required for rail projects, e.g. for direct use in track ballast, and other indirect uses such as in concrete and asphalt. This was also considered appropriate due to the prominence given to aggregates in the LA 110 EIA standard, and the fact that that aggregates may constitute the key construction material (by weight) required to deliver the Scheme.
Regional and Sub-regional Primary Aggregates
11.3.2 The principal materials used in construction are primary aggregates, including sand and gravel and crushed rock. Primary aggregates are aggregates produced from naturally occurring mineral deposits and used for the first time, as defined by the British Geological Society (2019) Mineral Planning Factsheet Construction Aggregates.
11.3.3 The materials required for the construction of the Scheme will include aggregates (e.g. sand, gravel and crushed rock) and aggregate-containing products (e.g. asphalt and concrete). Many of these materials will originate off site, purchased as primary construction products, and it is likely that some will arise onsite such as excavated soils, crushed concrete or recycled ballast, or recycled materials brought in from off site, possibly from other projects.
11.3.4 The National Planning Policy Framework (NPPF) requires Mineral Planning Authorities (MPA) to maintain a minimum landbank of ten years for crushed rock and a minimum landbank of seven years for sand and gravel. This is used to determine whether there is a shortage or surplus of supply in a given minerals planning area. The South East England Aggregate Working Party (SEEAWP) is the body charged with data collection to facilitate planning by MPA, national government agencies and the aggregate industry.
11.3.5 The available land-bank for sand and gravel and crushed rock in South East England has been determined through a review of The SEEAWP (2018) ‘Monitoring Report 2017’. This report indicates that crushed rock and sand and gravel landbanks for the South East in 2017, were approximately 27.3 years and 9 years respectively at the end of 2017.
11.3.6 In addition to the land won aggregates, the Crown Estates 'Marine Aggregates Capability and Portfolio Document 2018' reports that there were an additional 99.43 Mt of primary marine aggregate reserves on the south coast of England as of the 31 March 2017, which equates to an additional reserve life of approximately 28.66 years.
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11.3.7 These data suggest that there may be an adequate supply of both land-won and marine aggregates in the South East. Landbanks and reserves are affected by planning permissions and licenses granted and the rate of working at existing sites.
Regional and Sub-regional Secondary and Recycled Aggregates
11.3.8 The availability of secondary and recycled aggregates in the South East has been determined through a review of The SEEAWP (2018) ‘Monitoring Report 2017’. This indicates that 2017 sales of secondary and recycled aggregate in the South East were 4.9 Mt, with a total production capacity of 12.9 Mt and a percentage sales/production capacity of 38%.
11.3.9 Network Rail (2018) confirms that it recycled over 2.16 Mt of track ballast in 2016/17 at its network of National Track Materials Recycling Centres (NTMRC). The ballast is washed and taken back to a High Output Operations Base for it to eventually be reused on the network.
Mineral Safeguarding Sites and Peat Resources
11.3.10 The NPPF requires that Local Planning Authorities (LPA) define Mineral Safeguarding Areas (MSAs) and adopt appropriate policies in order that known locations of specific minerals resources of local and national importance are not needlessly sterilised by non-mineral development and define Mineral Consultation Areas (MCAs) based on these MSAs.
11.3.11 The NPPF specifies that, unlike other mineral resources, Local Authorities should not identify new sites or extensions to existing sites for peat extraction, and no areas for peat extraction are in the Minerals Local Plan. National planning guidance provides further clarification of the circumstances under which time extensions for existing peat extraction sites may be considered to allow sufficient time to extract further small quantities of peat and facilitating the subsequent restoration of the land.
11.3.12 Reference to the Oxfordshire County Council (2017) ‘Minerals and Waste Core Strategy’ confirms that the Scheme is not located within an area designated as a Mineral Safeguarding Area or Mineral Strategic Resource Area. Further reference to the ‘Core Strategy’ and British Geological Survey’s (BGS) ‘Minerals Information Online Tool’ also confirms and that there are no existing or potential peat extraction sites located within the study area.
Waste Management Waste Generation and Management
11.3.13 The majority of waste generated by the Scheme will be Construction and Demolition (C&D) waste. Defra (2018) ‘Digest of Waste and Resource Statistics’ defines C&D waste as “a waste stream that is primarily received from construction sites”.
11.3.14 Defra (2019) ‘Statistical data set ENV23 - UK statistics on waste’ provides an update on the generation and management of UK waste, including the contributions made by various sectors. This confirms that the construction sector in England generated a total of 120.3 Mt of C&D waste in 20162, and that 92% of this waste was recovered from landfill.
2 Mineral waste and soils currently make up the vast majority (>90%) of C&D waste generated in England. Mineral waste includes concrete, bricks and gypsum waste; bituminous / tar bound road-surfacing waste; and certain mixed C&D streams.
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11.3.15 Network Rail’s (2019) ‘Annual Report and Accounts’ also reports that Network Rail is a major recycler of waste and generates a wide range of waste types including construction, commercial and hazardous wastes. In 2018/19, it generated over 2.1 Mt of waste of which 98% was diverted from landfill through reuse, recycling and other recovery – exceeding its target of 95%.
Waste management infrastructure, capacities and throughputs
11.3.16 The available waste management infrastructure available to accept the waste which may be generated during construction and operation of the Scheme has been ascertained through a review of the EA (2019) ‘Waste Management in South East England: Data Tables 2018’.
11.3.17 Whilst annual capacity data is published by the EA for both landfill and incineration facilities at the national, regional and sub-regional level, no annual capacity data is published by the EA for waste transfer, treatment or metal recycling sites.
11.3.18 The total annual permitted throughput or capacity reported by EA(2019) for South East England and Oxfordshire are detailed in Table 11.1 for transfer, treatment, metal recycling and incineration sites.
843 17 4,551 186
296 22
1,793 198 6,459 1,349 284 3 - - 978 112 2,244 185 798 30
- - - -
58 -
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2,687 300
729 -
Table 11.1: Total Throughput or Capacity of Waste Management Sites in the Study Area, 2018
11.3.19 It can be assumed that based on the above categories, throughputs and capacities, there will be opportunity for appropriate wastes arising during the construction and operation of the Scheme to be recycled or subject to other recovery via appropriate means, subject to the waste hierarchy.
11.3.20 For wastes which cannot be reused, recycled or otherwise recovered, disposal to landfill will be required. EA (2019) details total remaining landfill capacity in the South East of England and Oxfordshire in 2018 and is presented in Table 11.2.
215 - 13 - 28,695 2,546
15,139 4,555 - - 29,068 3,768 73,129 10,868
Table 11.2: Total Landfill Capacity Available in the Study Area, 2018
11.3.21 Network Rail’s Route Services logistics function also handles more than 1.5 Mt of redundant track materials nationally per annum (e.g. track, sleepers, switches, crossings and ballast), of which the clear majority is reused, recycled and recovered through a network of NTMRCs. Redundant track materials are not usually managed outside of Route Services.
Value of Environmental Receptors
11.3.22 The baseline environment is comprised of receptors which have been defined geographically based on the likely impacts and effects, associated with the use and consumption of material assets and the production and management of waste, as set out in LA 110.
11.3.23 These receptors and an indication of their sensitivity have been identified in Table 11.3. The LA 110 simplified significance framework precludes the need to assign a sensitivity rating to the identified receptors for the purposes of assessment.
There is likely to be a good supply of primary, secondary and recycled
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aggregates within the study area to construct the Scheme.
There are no mineral safeguarding sites, or peat resources present within the study area that are at risk of sterilisation by the Scheme.
There is likely to be adequate waste management capacity within the study area to accommodate the majority of wastes arising from the construction and operation of the Scheme, and there is not anticipated to be any specific constraints with regards to managing inert, non- hazardous or hazardous waste streams.
Table 11.3: Summary of the Material Assets and Waste Topic Receptors
11.4 Potential Impacts
Potential Impacts
11.4.1 Constructing the Scheme will require the use of material assets including primary raw materials and manufactured construction products and hence may result in potential impacts on the environment, through the depletion of non-renewable natural resources.
11.4.2 Conversely, constructing and operating the Scheme will also result in surplus materials and waste leading to potential impacts on the available waste management infrastructure (i.e. through the permanent use of landfill void space and/or the short-term use of waste transfer / treatment capacity).
Construction
11.4.3 The material assets to be used in constructing the Scheme are typical of those used for the construction of railway and highways projects and associated buildings / infrastructure assets, and may include but are not limited to: sub-base, asphalt, kerbs, sheet piles, track bed, geotextile membrane, ballast, general fill, sleepers, rail, points, lineside signals, platform furniture and equipment, location cases and bases, signage, cabling, drainage, masonry, concrete and steel for civils structures, troughing, switches and crossings, lighting columns, hoarding, fencing; and a variety of materials and products associated with construction and fit- out of the new western station entrance, platform 5, temporary construction compounds, a temporary childcare nursery compound and a relocated permanent childcare nursery.
11.4.4 The surplus materials and wastes generated during the construction of the scheme may include, but are not limited to: vegetation, topsoil, subsoil, trackbed, ballast, sleepers, rails, points, asphalt, concrete, masonry, bricks, tiles, ceramics, glass, metals, timber, gypsum, plastics, municipal solid waste, paints and solvents, admixtures, spill absorbent materials, waste lubricants, oil filters, waste electrical and electronic equipment, batteries, fluorescent light tubes and lead paint / asbestos containing materials within existing buildings and structures.
Operation
11.4.5 The material assets likely to be consumed during the operation of the Scheme are likely to be similar to those identified above for the construction of the Scheme. The surplus materials and wastes generated during the operation of the Scheme may include but are not limited to: C&D waste from maintaining track, ancillary infrastructure and station buildings; and municipal solid
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waste and commercial and industrial waste streams from the new offices, retail units, food / beverage outlets and passenger areas etc associated with the new station western entrance and platform.
11.4.6 Materials use and waste generation during the maintenance of the new station buildings and associated infrastructure assets have been scoped out of this assessment as it has been assumed that no extensive maintenance activities would occur during the first year of operation (opening year), and negligible materials consumption or waste generation would be realised. LA 110 requires that the assessment should only report on the first year of operational activities.
11.4.7 Operational waste generation from the new offices, retail units, food and beverage outlets etc is considered to be negligible (by quantity) in the context of the Scheme and is expected to be of a similar order of magnitude to the baseline conditions. Waste from the relocated YHA building and childcare nursery has similarly been scoped out of this assessment. These are existing commercial uses that are not anticipated to generate substantial quantities of additional municipal solid waste and/or commercial and industrial waste above the existing baseline conditions.
Design and Best Practice Measures
11.4.8 It is anticipated that Best Practice Measures will be implemented to minimise the impacts associated with both the consumption of material assets and the generation and management of waste during the construction and operation of the Scheme.
11.4.9 This section identifies established best practice measures considering relevant legislation, policy and best practice.
Applying Designing for Resource Efficient Construction Principles
11.4.10 The Designer shall ensure that the design of the Scheme is resource efficient minimising the use of materials, energy and other resources in order to reduce environmental impacts and costs; and reflects a circular approach to the use of materials where products are kept in use for as long as possible, and after they reach the end of their useful life they are recovered or regenerated to retain as much value as possible.
11.4.11 The Designer shall implement design for resource efficient construction principles, throughout the design of the Scheme in order to design solutions that seek to minimise the consumption of materials and the generation of waste throughout the lifecycle of the Scheme.
Responsibly Sourcing Construction Materials and Products
11.4.12 The appointed Contractor shall carry out a responsible sourcing exercise to maximise the responsible sourcing of construction materials and products with proven sustainability credentials that minimise adverse impacts on people and their environment, whilst taking into the account the social, environmental and economic dimensions prior to their use:
• Where practicable, the key material elements (asphalt, concrete, aggregates, steel, aluminium and plastics) shall be sourced from suppliers with industry recognised responsible sourcing certification for that material (e.g.: certification to BRE BES 6001, or membership of a sector specific Scheme that complies to BSI BS 8902); or from secondary post-consumer recycled sources, with evidence to verify the supplier, product origins and previous use. • Any new timber procured from the UK, EU or North America shall be sourced from suppliers that have Forest Stewardship Council (FSC) certification or Programme for the
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Endorsement of Forest Certification (PEFC). Any new forest products procured from outside of the UK, EU or North America shall be sourced from suppliers with FSC certification. • Utilising alternatives to primary aggregates where available and permitted by specification. This may include materials that already exist on site or can be sourced from other Schemes / suppliers; and ensuring that any aggregates imported to site comprise re-used, secondary or recycled content at levels in line with the ‘National and regional guidelines for aggregates provision in England 2005-2020’ target of 26% for the South East of England. This should be measured for the Scheme overall (i.e. not per product). This includes rail ballast, unbound aggregates and bound aggregates used in concrete, asphalt and pre-cast products. • Consideration shall be given to minimising the use of hazardous materials and products, or those with harmful constituents that might be released during or after installation, in the construction and fit-out of the Scheme where low environmental impact and cost-effective alternatives exist. Preparing a Construction Site Waste Management Plan
11.4.13 A Site Waste Management Plan (SWMP) shall be prepared and implemented, in a manner to suit the requirements of the Scheme, to ensure that each potential waste stream is evaluated against the waste hierarchy (of prevention, preparing for reuse, recycling, other recovery and disposal) to derive management options that reflect the highest possible level within the hierarchy; and to plan, implement, monitor and review waste minimisation and management throughout the construction programme; and ensure compliance with waste duty of care.
11.4.14 The SWMP shall set out how all construction materials will be managed, and shall reference any specific materials management plans developed under relevant statutory and industry codes of practice (e.g. CL:AIRE ‘Definition of Waste Code of Practice’ and/or Waste and Resources Action Programme (WRAP) ‘Quality Protocol for Aggregates from Inert Waste’).
11.4.15 The SWMP shall also contain the following targets applicable to the Scheme; that at least 95% of C&D waste is subjected to material recovery in line with Network Rails current ‘Corporate Sustainability Targets’.
Implementing an Operational Waste Strategy
11.4.16 All new occupied station areas and buildings shall be designed with sufficient space for the safe movement, segregation and storage of operational wastes awaiting final collection.
11.4.17 The required storage provision shall be determined by the Designer based on a number of factors, including: the size and planned uses (which will determine the types and quantities of waste produced); the planned amount of segregation and treatment to be carried out on site (bailing, compaction, etc); and the intended frequency of collection.
11.4.18 The design shall also provide arrangements for cleaning waste storage areas and incorporate pollution controls and shall design to control dust, litter, odour and other statutory nuisances from waste receptacles.
Obtaining All Relevant Permits, Licences and Consents
11.4.19 The appointed Contractor shall establish and/or maintain a Permits, Licenses and Consents (PLC) Register.
11.4.20 The register shall contain details of: all materials and waste related PLCs required by the Scheme, along with conditions; and allocated responsibility and accountability for discharging
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those conditions.
11.4.21 The appointed Contractor shall be responsible for obtaining, where required, all necessary waste carrier, broker and dealer registrations; environmental permits, mobile plant deployments or registerable waste exemptions in relation to the storage, sorting, treatment, use, disposal and transportation of waste in the course of constructing the Scheme.
11.4.22 Potential Likely Significant Effects
11.4.23 The construction and operation of the Scheme will have an adverse effect with regards to Material Assets and Waste, when compared with a ‘Do Nothing’ scenario.
11.4.24 LA 110 confirms that the following scoping questions should be answered in order to gain an understanding of the need to undertake further assessment for the Material Assets and Waste topic. Where the response to one or more of these questions is 'yes', further assessment should be undertaken.
• Is the project likely to recover / reuse little on site material thereby requiring materials to be imported to site? • Is the project likely to use little / no recycled / secondary materials thereby requiring the majority of materials used on the project to comprise primary materials? • Is the project likely to sterilise (substantially constrain/prevent existing and potential future use of) mineral sites or peat resources? • Will the project generate large quantities of waste relative to regional landfill capacity? • Will the project have an effect on the ability of waste infrastructure within the region to continue to accommodate waste from other sources?
11.4.25 The responses to the scoping assessment questions, are presented in Table 11.4. This is also supported by the application of professional engineering judgement to the LA 110 significance category descriptions and significance criteria provided in LA 110 (i.e. the simplified assessment framework).
11.4.26 These criteria have been used in determining which elements of the material assets and waste factor have the potential to result in likely significant effects, warranting further EIA.
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(1) Is the project likely to (1) Project achieves less Yes / not anticipated, whilst it is currently unknown what recover / reuse little on site than 70% overall material percentage of onsite material will be reused / recycled / material thereby requiring recovery / recycling (by recovered on site, the nature of the Scheme means that it materials to be imported to weight) of non-hazardous naturally requires materials to be imported to site. It is assumed site? C&D waste to substitute use an overall material recovery rate of ≥70%, for non-hazardous of primary materials during construction and demolition materials will be achieved given • Description of construction. Network Rail’s (2018) is currently diverting 98% of its total waste impact: Adverse, from landfill3. direct, permanent (2) Is the project likely to use (2) Aggregates imported to No / not anticipated, some degree of re-used / recycled • Sensitivity of the little / no recycled / secondary site during construction aggregate is anticipated given that this is standard practice in receptor: N/A for LA materials thereby requiring comprise re-used / recycled construction, and WRAP (2009) research suggests that 110 the majority of materials used / content below the relevant infrastructure projects typically exceed 10% even without • Magnitude of impact: on the project to comprise regional percentage target of explicitly trying to increase recycled content, and that the N/A for LA 110 primary materials? 26%. recycled content as a percentage of the total material cost for an • Significance infrastructure project was found to be in the region of 8-36% category: Slight using standard practice products, with this rising to 25-49% when adverse applying cost-neutral good practice. In the absence of a precise figure, it is, anticipated that the Scheme will utilise re-used / • Significance for the recycled aggregate at levels at least in line with, and not less than purposes of EIA: Not the South East percentage target of 26%. significant (3) Is the project likely to (3) Construction of the No / not anticipated, there are no minerals sites or peat resources sterilise mineral sites or peat project sterilises mineral within the study area and sterilisation (substantially constrain / resources? safeguarding sites and/or prevent existing and potential future use of) minerals resources peat resources. will not occur as a result of the Scheme. (4) Will the project generate (1) Construction or operation No / not anticipated, whilst the precise quantities of waste
3 Defra (2019) ENV23 statistical dataset also confirms that the construction industry in England is achieving a recovery rate of 92% for non-hazardous construction and demolition waste. Defra (2018) confirms that the rate has remained at similar levels from 2010 to 2016 and has at all times been comfortably above the Waste Framework Directive 2020 target of 70 percent.
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large quantities of waste of the project leads to a generated during the construction and operation of the Scheme • Description of relative to regional landfill greater than 1% reduction or are currently unknown, the Scheme has the potential to generate impact: Adverse, capacity? alteration in regional landfill a comparatively small quantities of waste in the context of the direct, permanent capacity. available waste management infrastructure (~9,000 m3)4, and a >1% reduction or alteration in regional or sub-regional landfill • Sensitivity of the capacity is not anticipated to occur given that the Scheme would receptor: N/A for LA need to dispose of >731,294 m3 or >108,683 m3 of C&D waste 110 to landfill respectively for this to be realised. Based on • Magnitude of impact: professional engineering judgement this is not anticipated, N/A for LA 110 especially given that Network Rail is currently achieving a landfill • Significance 5 diversion rate of 98% . category: Slight (5) Will the project have an (2) Greater than 1% of No / not anticipated, given the anticipated types and quantities of adverse effect on the ability of waste construction or operational waste, the receiving waste infrastructure is likely to have • Significance for the infrastructure within the waste requiring disposal sufficient capacity to accommodate waste from constructing and purposes of EIA: Not region to continue to outside of the region. operating the Scheme, without compromising the integrity of the significant accommodate waste from receiving infrastructure (design life or capacity) within the region. other sources? It is not anticipated that >1% of project waste will require disposal outside of the South East. Table 11.4: Scoping level assessment matrix
4 The Network Rail (2015) ‘W1002B Oxford Corridor, Material Management Appraisal W1002B-REP-REP-EGE-007107, P01’ estimates that the Scheme will generate ~9,000 m3 of C&D waste. It was not possible at the time of assessment to estimate the operational waste arisings from the scheme on an annual basis. Notwithstanding, any waste generation would be insufficient to realise a >1% reduction or alteration in regional or sub-regional landfill capacity.
5 Defra (2019) ENV23 statistical dataset also confirms that the construction industry in England is achieving a recovery rate of 92% for non-hazardous construction and demolition waste. Defra (2018) confirms that the rate has remained at similar levels from 2010 to 2016 and has at all times been comfortably above the Waste Framework Directive 2020 target of 70 percent.
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11.5 Discipline Specific ES Methodology
Guidance and Best Practice
11.5.1 LA 110 sets out how effects associated with material assets and waste should be assessed. The descriptors of effect provided in LA 110 have been used to assess the likely environmental effects of constructing and operating the Scheme on material assets and waste. Professional engineering judgement has been used to determine which effect category the Scheme is anticipated to fall within.
11.5.2 LA 110, uses very precise and deliberate language, specifically “OR”, “AND” and “AND/OR” after each significance category descriptor to denote which significance category should be applied. The descriptors for the material assets element are generally summative (Large, Moderate, Slight and Neutral Effects), and all descriptors typically need to be met in full in order to assign a relevant significance category (i.e. with the notable exception of a Large Effect which can be assigned when a project sterilises ≥1 mineral safeguarding site and/or peat resource 6.7). The descriptors of effect for the waste element are either standalone (Very Large and Neutral Effects) or summative (Large, Moderate and Slight Effects), where again all descriptors need to be met in full in order to assign a given significance category.
11.5.3 The potential for likely significant effects on material assets and the receiving waste management infrastructure has been determined in accordance with the significance criteria set out in LA 110 which are aligned to the category descriptions provided in LA 110. Consequently, this simplified assessment framework precludes the application of a methodology to derive a measure of the significance of effect based on the value of a resource (or receptor) and the magnitude of impact.
Construction Impacts for the Oxford Corridor Phase 2
11.5.4 Based on the application of the professional engineering judgment to the LA 110 significance criteria, it is recommended that this environmental factor be scoped out of any further assessment.
Operational Impacts for the Oxford Corridor Phase 2
11.5.5 Based on the application of the professional engineering judgment to the LA 110 significance criteria, it is recommended that this environmental factor be scoped out of any further assessment.
Cumulative Effects Impacts of the Oxford Corridor
11.5.6 Constructing the Scheme may generate cumulative environmental effects with regards to the use of material assets and the generation of waste as a result of constructing the Scheme before, at the same time, or after, the other reasonably foreseeable projects being progressed
6 The published version of LA 110 includes “;AND” after the second criteria for a large effect. This should in fact be “AND/OR”, as confirmed in an email from Wilson. S (2020) at Highways England.
7 Sterilisation is defined by LA 110 to mean “substantially constrain / prevent existing and potential future use and extraction of materials”. In the absence of further guidance, this has been interpreted to mean that a project would need to intersect with (sterilises) the whole of a mineral safeguarding site and/or or existing or potential peat extraction site, or intersects with a significant part of a safeguarded minerals site / existing or potential peat extraction site (>50% by area).
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in the Oxford Corridor.
11.5.7 Whilst these effects may be considered to be locally / regionally important within the study area, they are not anticipated to become issues at wider scales or become material in the decision- making process. Based on professional engineering judgement, the resultant cumulative effects of the Scheme with the other reasonably foreseeable projects are not anticipated to trigger a cumulative likely significant effect.
11.6 Summary of Scoping Decision
11.6.1 It is the conclusion of this scoping section that the scoping level of assessment is sufficient to understand the impacts and effects of constructing and operating the Scheme and that further EIA is not anticipated to be required. Based on the application of the professional engineering judgment to the LA 110 significance criteria, it is recommended that this environmental factor be scoped out of any further assessment
11.6.2 Whilst the Scheme may meet all of the material assets and waste descriptors of effect for a Slight effect identified in LA 110, it is not anticipated that it will meet all of the significance category descriptors for a Moderate or Large effect for the material assets element; or a Moderate, Large or Very Large effect for the waste element that would be necessary to release a likely significant effect. This assumption is supported by both professional engineering judgement and those government, industry and project sources identified in the Assumptions and Limitations Section below.
11.6.3 Where impacts have been identified these will be addressed through ensuring that the design, construction and operation of the Scheme responds to the regulatory and policy framework as reported in Section 11.2, which applies irrespective of the EIA process, and the established and reliable design and best practice measures specified in Section 11.4.
11.6.4 These measures shall be secured through contractual responsibilities between Network Rail and its appointed design and construction contractors, and implemented, measured and monitored during construction using a variety of methods including, but not limited to:
• Contract documents; • Construction Environmental Management Plan; • Permits, Licenses and Consents Register; • Materials procurement register, including invoices / certification records / product declarations / as-built records; and • Site Waste Management Plan, including waste transfer notes / consignment notes.
11.6.5 Table 11.5 provides a summary of the material assets and waste assessment scope for EIA of the Scheme.
Given the scale and location of the Scheme, it is not anticipated to: achieve low levels of waste recovery; Not anticipated use little / no recycled / secondary materials; and Out sterilise mineral safeguarding sites or peat resources. All of these criteria would need to be met
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in order to realise a likely significant effect. Given the scale of the Scheme, it is not anticipated to generate large quantities of C&D waste relative to regional landfill capacity; or have an effect on the Not anticipated ability of waste infrastructure within the region to Out continue to accommodate waste from other sources. Both of these criteria would need to be met in order to realise a likely significant effect.
Not anticipated Given the scale of the Scheme, it is not anticipated Out to generate large quantities of operational waste relative to regional landfill capacity; and have an effect on the ability of waste infrastructure within the region to continue to accommodate waste from other sources. Both of these criteria would need to be met in order to realise a likely significant effect.
Table 11.5: Summary of the scope of the EIA for Material Assets and Waste
Assumptions and Limitations
11.6.6 The scoping assessment on material assets and waste receptors presented in this section currently has limitations, as it is predominantly based on a review of the baseline information available at the time of assessment.
11.6.7 Whilst the baseline data source used in this scoping report represent the most recently available stakeholder information, conditions may have changed since publication of this data.
11.6.8 Although checks are made by stakeholders for anomalies or errors in their data prior to publication, it cannot be guaranteed that these data are error free, or whether any commercial decisions taken by site operators that may have affected these data.
11.6.9 Changes to the permitted minerals and waste management capacity during the construction and operation of the Scheme is difficult to predict with any preciseness.
11.6.10 This assessment has been undertaken based on the information available at the time of writing. The information available at the time of writing included:
• For material assets: o Types and quantities of materials required to construct and operate the Scheme; o Information on materials that contain secondary / recycled content; o Information on any known sustainability credentials of materials to be consumed; o The type and volume of materials that will be recovered from off-site sources for use on the Scheme; o The cut and fill balance; and o Details of on-site storage and stockpiling arrangements, and any supporting logistical details.
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• For waste management: o The amount of waste (by weight) that will be recovered and diverted from landfill either on site or off site (i.e. for use on other projects); o Types and quantities of waste arising from the Scheme (demolition, excavation arisings and remediation) requiring disposal to landfill; o Details of on-site storage and segregation arrangement for waste and any supporting logistical arrangements; and o Potential for generation of hazardous waste (type and quantity).
11.6.11 The above limitations are not untypical of scoping level assessments, and the information presented in this section is considered to be an appropriate level of detail in line with the scoping assessment methodology outlined in LA 110.
11.6.12 The scoping assessment has been supported by the following additional information, which has been used to populate these data gaps and allow the scope of the EIA to move away from the inclusion of the Material Assets and Waste factor on a precautionary basis:
• Defra Waste statistics; • Network Rail Annual Report and Accounts; • WRAP Construction procurement guidance; and • Network Rail Oxford Corridor Material Management Appraisal.
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12.1 Introduction
12.1.1 This section addresses the scope of the EIA with respect to noise and vibration. It includes a summary of likely baseline conditions and the approach to the assessment of the potential construction and operational effects. Aspects that are to be scoped in and out are identified.
12.1.2 This section aims to;
• Identify the relevant noise / vibration receptors which will potentially be impacted by the Scheme; • Evaluate potential construction and operation impacts and identify those impacts which may lead to likely significant effects; and, • Outline the scope of work and assessment methodology to assess the potential noise and vibration impacts associated with the Scheme.
12.1.3 The implications of noise and vibration on human health are addressed in Section 14 Human Health.
Study Area
12.1.4 The study area for this scoping report is shown on Figure 163390-JAC-SKE-EEN-000005 Environmental Constraints - Noise and Air Quality.
12.1.5 The study area will focus on sensitive receptors where notable noise and vibration effects are anticipated. For potential airborne noise during construction, consideration will be given to sensitive receptors within 250m of construction activities based on the criteria detailed in Method 2 of BS5228-1:2009+A1:2014 (British Standards Institution, 2014a and 2014b).
12.1.6 For potential vibration impacts during construction, consideration will be given to those properties most at risk of likely significant effects. This will be dependent on the construction activities taking place, their duration and the distance between sensitive receptors and the location of construction works.
12.1.7 For operational airborne noise consideration will be given to sensitive receptors within 300m of the red line boundary. This distance is consistent with eligibility for insulation under The Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996.
12.2 Legal and Policy Framework
12.2.1 The relevant noise and vibration legislation, and national and local planning policies which will be used to inform the assessment of potential noise and vibration effects of the Scheme are listed below;
• Legislation: o Control of Pollution Act 1974 (CoPA); o Environmental Protection Act 1990; o The Noise Insulation Regulations 1975, as amended 1988 (NIR); o The Noise Insulation (Railways and Other Guided Transport Systems Regulations 1996 (NIRR); and o Environmental Noise (England) Regulations 2006
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• Policies: o Noise Policy Statement for England (NPSE) (Defra, 2010a); o National Planning Policy Framework (NPPF) (Ministry of Housing, Communities and Local Government, 2019a); and o Oxford City Local Plan 2001 - 2016
12.2.2 It should be noted that consideration of the Oxford City Local Plan 2016-2036 has been made when preparing the scope of this EIA. If the plan is approved by the Oxford City Council or the SoS during the EIA, changes to policies and how this affects the assessment will be considered.
12.3 Baseline Conditions
12.3.1 The noise baseline locations are presented on Figure 163390-JAC-SKE-EEN-000005 Environmental Constraints – Noise and Air Quality.
12.3.2 The noise and vibration baseline has been established using the following sources of information:
• Google Maps • Extrium - England Noise and Air Quality Viewer
12.3.3 The existing noise environment in the local area is dominated by transport noise from; rail noise from train movements at Oxford Station; and road noise from Botley Road and the local road network surrounding the station;
12.3.4 Monitoring surveys will be undertaken as part of the EIA process to accurately determine the existing noise and vibration baseline conditions in the study area and identify other notable sources of noise.
Sensitive receptors
12.3.5 Several properties and sensitive receptors have been identified through a desktop study. These include;
• Residential: Cripley Road, Abbey Road, Botley Road, Mill Street, Cherwell House (University halls), Roger Dudman Way, Becket Street and Rewley Road; • Schools and education: Said Business School; • Places of Worship: The Parish Church of Saint Thomas the Martyr, and the Oxford Jewish synagogue; • Business locations: Within Oxford Station, the Co-operative Childcare nursery, businesses on Botley Road and Park End Street, and the north ends of Mill Street and Becket Street; and • Industrial units on Osney Lane. Noise important areas
12.3.6 Defra has identified noise important areas (NIAs) as part of the production of strategic noise maps and action plans which are legal requirements set out in the Environmental Noise (England) Regulations 2006 (as amended). The NIAs are locations where dwellings are already subject to noise levels considered high enough to warrant further investigation.
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12.3.7 There are three NIAs within proximity of the Scheme;
• Two NIAs for roads; o ID – 13262: on Botley Road approximately 15m to the west of the red line boundary, at the intersection of Botley Road and Abbey Road. It is approximately 50m long and comprises residential properties at the intersection of Botley Road and Abbey Road, and o ID – 13263: An L shaped NIA at Hollybush Row and Hythe Bridge Street approximately 60m to the east of the red line boundary at Park End Street. It is approximately 400m long and contains numerous residential and commercial properties. • One NIA for rail; o ID – RI1253: is located approximately 160m south of the red line boundary near Gibbs Crescent. It is approximately 125m long and contains residential properties at Gibbs Crescent near to Osney Marina. 12.4 Potential Impacts
Potential Impacts
12.4.1 The need to consider ‘tranquil areas’, defined as areas which are relatively undisturbed from human sources of noise and landscape disturbance, is set out in the NPPF (Department for Communities and Local Government, 2019). Due to the presence of existing transport infrastructure, no part of the study area is expected will be considered a ‘tranquil area’. Consideration of these areas have been scoped out of the EIA.
Construction
12.4.2 Temporary noise and vibration effects are anticipated to occur during the construction phase, due to activities such as earthworks, piling, and landscaping activities, the movement of construction plant across the site and construction road traffic. Potential impacts are anticipated to arise from airborne noise during construction especially where works at night are required.
12.4.3 There is also the potential for vibration impacts from any compaction (piling) that may be required for construction at Botley Road and at platform 5. There is potential for likely significant effects during construction from piling activities, construction activities and traffic management.
Operation
12.4.4 For the operational phase of the new platform there is the potential for impacts from airborne noise and vibration along the new alignment. The change to junctions at Roger Dudman Way and Cripley Road and change of width of Botley Road under Botley Road Bridge will have the potential to create noise impacts.
12.4.5 There is also the potential for changes in traffic levels on the road network due to modal shift from road to rail. This can be at either a strategic network level or at a local level. At this time, it is not certain what level of change will occur and whether it will result in material noise effects. In the event a change is only predicted to occur on major roads, then it is not anticipated that the predicted changes would result in material noise effects, given the existing traffic flows on such roads. This will be analysed as part of the EIA.
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12.4.6 Operational noise due to the new buildings associated with the Scheme, is not anticipated to change noise levels already existing with the building infrastructure so consideration has been scoped out of the EIA.
12.4.7 There is potential for likely significant effects during the operational phase from the use of Platform 5 closer to Cripley Road.
Design and Best Practice Measures
12.4.8 It is anticipated that Best Practicable Measures will be incorporated into the design and screening of the site or sensitive receivers will be considered within the impact assessment.
12.5 Discipline Specific ES Methodology
Noise and vibration guidance
12.5.1 The methods for the assessment of noise and vibration effects will be informed by relevant guidance listed below;
• Guidelines for Community Noise (WHO, 2018); • Night Noise Guidelines for Europe (WHO, 2009); • Environmental Noise Guidelines for the European Region (WHO, 2018); • Guidelines for Environmental Noise Impact Assessment (Institute of Environmental Management and Assessment (IEMA), 2014); • British Standard 5228:2009+A1:2014: Code of practice for noise and vibration control on construction and open sites. Part 1: Noise (British Standards Institution, 2014a) and Part 2: Vibration (British Standards Institution, 2014b); • Calculation of Road Traffic Noise (Department for Transport and the Welsh Office, 1988); • Design Manual for Roads and Bridges (DMRB), Vol. 11 EIA, Section 3, Part 7 Noise and Vibration LA 111 (Highways England, 2019); • Calculation of Railway Noise (CRN) (Department for Transport, 1995); and • Planning Practice Guidance (PPG): Noise (Ministry of Housing, Communities and Local Government, 2019b). Construction Impacts for the Oxford Corridor Phase 2 Airborne Noise
12.5.2 BS 5228-1:2009+A1:2014 (British Standards Institution, 2014a and 2014b) provides information on construction noise prediction methods and typical noise levels from different types and sizes of construction equipment. It contains a database on typical noise levels from individual items of equipment, activities and routines to predict noise from demolition and construction activities. The standard also provides recommendations on practical ways to mitigate excessive noise. This will be used to predict anticipated airborne noise levels resulting from the Scheme.
12.5.3 Since there are both residential properties and other receptors in the vicinity of the Scheme, Method 2, of the two methods provided in BS52228, will be used in the noise assessment, as Method 1 only applies to residential properties. In Method 2, construction activities have the potential for adverse effects, in the event that the total noise (i.e. the pre-construction ambient noise and the construction noise) exceeds the pre-construction ambient noise by 5 decibels
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(dB) or more. This is subject to lower cut-off values of 65 dB, 55 dB and 45 dB LAeq,T from construction noise alone, for the daytime, evening and night-time periods respectively.
12.5.4 The significance criteria will be applied for the duration of one month or more, unless works for a shorter duration are anticipated to result in a likely significant effect. The evaluation criteria are generally applicable to residential housing, hotels and hostels, buildings in religious use, schools and health or community facilities.
12.5.5 Construction noise levels at sensitive receptors will be calculated using the CadnaA noise modelling package, which incorporates the methodology contained in International Organisation for Standardization (ISO) 9613: Acoustics – Attenuation of Sound during Propagation Outdoors, Part 1: 1993 and Part 2: 1996. Predicted noise levels are anticipated will be indicative being based on early guidance on the anticipated plant and equipment that will be used during construction.
12.5.6 Consideration will also be given to noise changes resulting from changes in traffic flow on the local road networks considering locations of construction compounds, construction traffic flows, construction traffic routes and existing traffic flows. A large quantity of excavated material will be removed from the site.
Vibration
12.5.7 Vibration from piling has the potential to have an adverse effect on nearby sensitive receptors. The guidance which will be used for assessing vibration is BS 5228-2:2009+A1:2014 (British Standards Institution, 2014b) which describes a prediction methodology for mechanised construction works such as piling.
12.5.8 This scoping report of the potential effects from vibration have been based on absolute levels and not a change in level. These are broken down into those relating to building damage and annoyance to people. The level of magnitude between human perceptions and building damage are large, and it is not expected that piling will result in damage to buildings so this will not be assessed as part of this EIA.
Operational Impacts for the Oxford Corridor Phase 2
12.5.9 The assessment of operational railway noise will be carried out using the methodology provided in CRN (Department of Transport, 1995). Rail noise emissions will be predicted at receptors within 300m of the amended track and platform, and also the adjacent rail NIA.
12.5.10 Railway noise modelling will be carried out which follows the CRN procedures. The outputs will be assessed against the appropriate noise levels for noise insulation as stated in NIRR during its operational hours (05:00 to 24:00).
Construction and operation traffic assessments for the Oxford Corridor Phase 2
12.5.11 Road traffic noise is assessed using LA10,18h index, defined as the arithmetic mean of the dB(A) noise levels, taking account of the diurnal variation in traffic noise, exceeded for 10% of the time in each of the 18, one-hour periods between 06:00 and 24:00 on a typical weekday.
12.5.12 The procedure for predicting the noise level from a road is described in the Department of Transport and Welsh Office technical memorandum Calculation of Road Traffic Noise (Department of Transport and Welsh Office, 1988). The procedure considers factors such as the traffic flow, composition and speed, the alignment and distance of the road relative to receiving property, the road surface type, the nature of the intervening ground cover between
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the road and reflections from building façade.
12.5.13 The road traffic noise assessments will be based on a comparison of ‘Do Minimum’ and ‘Do Something’ scenarios. The ‘Do Minimum’ scenarios will represent the future baseline with minimum interventions and without the Scheme or alternatives. The ‘Do Something’ scenarios will represent predicted road traffic changes during construction and operation.
12.6 Summary of Scoping Decision
12.6.1 There is the potential for impacts for sensitive receptors near the Scheme. Table 12.1 provides a summary of the noise and vibration scope for EIA of the Scheme.
Element Likely significant Rational Scoped effect IN / OUT Construction Piling activities at Botley Road Bridge and Vibration - People Potential In Platform 5 works Piling works not anticipated to cause damage Vibration - Buildings Not anticipated to buildings due to its relatively low anticipated Out effect and its distance to buildings. No areas defined as tranquil near enough to Tranquil areas Not anticipated construction activities will be affected by noise Out or vibration. Construction activities and timing likely to result Airborne Noise Potential In in a perceptible effect Ground-borne noise as a result of the Scheme Ground-borne Noise Not anticipated not anticipated to increase above existing Out levels. Diversions and partial closures as well as Traffic Potential changes to junctions likely to affect traffic and In driver decisions during construction Operation Operation of Platform 5 closer to Cripley Road and removal of buildings and some vegetation, Railway Noise Potential In as well as moving operational railway nearer to receptors south of Botley Road Bridge. Changes to junctions and width of Botley Road Traffic Potential In likely to affect traffic flows New building infrastructure is not anticipated to Industrial noise Not anticipated produce change in noise levels beyond already Out existing level. Table 12.1: Summary of the noise and vibration scope
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13.1 Introduction
13.1.1 This section addresses the scope of the EIA with respect to communities and the economy (hereafter referred to as the ‘Population’ assessment). It includes a summary of baseline conditions and the approach to the assessment of possible construction and operational effects. Aspects that are to be scoped in and out of the assessment are identified.
13.2 Legal and Policy Framework
13.2.1 Network Rail has a Public Sector Equality Duty under the Equality Act 2010 to consider groups with protected characteristics and advance equality of opportunity. A Diversity Impact Assessment (Network Rail, March 2018) has been prepared for the Scheme.
Population policy
13.2.2 Relevant national and local planning policy for population and socio-economics includes:
• National Planning Policy Framework (Ministry of Housing, Communities and Local Government, 2019) • Oxford Core Strategy 2026 (Oxford City Council, 2011) • Oxford Local Plan 2016-2036 proposed (Oxford City Council) • West End Area Action Plan (Oxford City Council, 2008) • Oxford Station Area Supplementary Planning Document (SPD) – Oxford City Council, adopted 2017 • Connecting Oxfordshire: Local Transport Plan 2015-2031, Oxfordshire County Council 13.3 Baseline Conditions
Population:
13.3.1 The population of Oxford was 154,300 in 2018 (ONS, 2019a), an increase of 1.3% from 2013, but slightly lower than the peak of 155,300 in 2016. The population of Oxfordshire was 687,500 in 2018.
13.3.2 According to 2016-based forecasts published by the Office for National Statistics (ONS, 2019b), the population of Oxford was expected to remain unchanged between 2016 and 2026, before increasing by 1.4% to 2036. This contrasts to estimates for Oxfordshire County Council, where the population is forecast to increase by 3.6% between 2016 and 2026, rising by a further 2.5% to 2036. 24% of the city’s adult population are full-time students – the highest proportion in England and Wales (Oxford City Council, 2019a). In 2017-18 there were approximately 42,000 students enrolled at Oxford universities, roughly 33,000 in full-time study (HESA, 2019a). Of these students, roughly 6,000 are known to have a disability (HESA, 2019b).
13.3.3 The Scheme falls within the Jericho and Osney Ward, Carfax Ward and North Ward. In 2018, the population of Jericho and Osney Ward was 7,189, Carfax Ward was 6,750, and North Ward was 5,994.
Employment
13.3.4 In the 12 months to June 2019, the unemployment rate for Oxford was 2.9% (Nomis, 2019a), higher than the figure of 1.5% for Oxfordshire, but slightly below the 3.1% in the South East.
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Within Oxford City Council area, approximately 5% of the workforce are employed in the construction industry, broadly in line with Oxfordshire (5.5%) and the South East (5.1%). Oxford also has a notable level of in-commuting with 46,000 people travelling into the city to work on a daily basis (Oxford City Council, 2019b).
Deprivation
13.3.5 The English Indices of Multiple Deprivation (IMD) (Ministry of Housing, Communities and Local Government, 2019) provides a relative measure of deprivation at small area levels in England (Lower Super Output Areas (LSOA)). There are seven LSOAs8 within the three wards closest to the Scheme, and these LSOAs have relatively low deprivation, falling with the 6th to 10th deciles of multiple deprivation for all LSOAs in England in 2019. The 1st decile is the most deprived and the 10th decile is the least deprived.
Land use
13.3.6 The Scheme is located approximately 400m to the west of the city centre. Oxford city centre is identified as one of 12 ‘Centres for Significant Change’ in the South East Plan, where the range of town centre uses are expected to materially increase. Oxford Station is on the edge of the identified West End renaissance area in the Oxford Core Strategy 2026 (Oxford City Council, 2011), an area identified for public realm enhancements for the benefit of pedestrians and cyclists and the expansion of retail, leisure and cultural activities.
13.3.7 The main access to Oxford station is from Botley Road, one of the main radial routes into the city centre. The area immediately surrounding the Scheme boundary includes residential land, community land and commercial land. Residential streets run parallel to the railway to the west, with small areas of residential land over Sheepwash Channel to the north along Roger Dudman Way. Beyond the immediate vicinity of the Scheme, larger residential areas include Osney to the southwest, and Jericho to the northeast.
13.3.8 Commercial facilities around the Scheme boundary include small food retail units within Oxford Station, and food outlets and premises along Botley Road. There is some provision of tourism accommodation in the vicinity of the Scheme boundary, including the YHA Oxford, the Westgate Hotel and Porterhouse Grill & Rooms. The Saïd Business School, part of Oxford University, is located to the east of the station, and Cherwell House, the accommodation part of Cherwell College (a GCSE and A-level tutorial college) is located to the south-west, adjacent to the railway. A number of other commercial businesses and business units are located along or off Botley Road to the east, and south-west, and several large retail stores to the west.
13.3.9 A number of areas of recreational land and community land are located within the wider context of the Scheme, including parks, allotments, recreation grounds, public rights of way and cemeteries.
Community facilities
13.3.10 Community facilities within the closest wards to the Scheme include; Places of worship (churches, synagogue), Community centres, Various colleges and schools, Medical facilities, Child care facilities, Museums, Fire station, Allotments, Sports clubs and Theatres.
8 Oxford 003A, Oxford 008A, Oxford 008E, Oxford 009A, Oxford 009B, Oxford 009C and Oxford 009D.
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Tourism
13.3.11 Oxford is a notable tourist attractor. The city receives around seven million visitors a year, generating £780m in income for local businesses9 (Oxford City Council, 2019). Most points of interest to visitors are located to the east, within and around Oxford city centre. These include; Colleges within the University of Oxford, Museums such as the Ashmolean Museum of Art and Archaeology, and Oxford Castle.
13.4 Potential Impacts
13.4.1 Changes in land ownership between infrastructure owners and operators e.g. Network Rail and the Highways Authority will not be assessed.
Potential Impacts Construction
13.4.2 During the construction phase, the following potential types of impacts have been identified:
• Access: Temporary changes in access to private land, community facilities and recreational assets are expected. Temporary road closures expected as part of Scheme development and effects on private and public transport will also be considered.
• Changes in access to pedestrian/cycle routes may also affect how people travel around the area, including along Botley Road, Roger Dudman Way and footpaths near Sheepwash Bridge. Effects reported in the Traffic and Transport section will be used to determine the significance of effects on Population receptors.
• Employment and the local economy: Construction employment is expected to be generated as part of the Scheme. The impacts on the local economy will be assessed including the potential indirect and induced employment effects10. Businesses directly impacted by the Scheme are expected to be relocated so no job losses are anticipated.
• Amenity: There may be short to medium term disturbance and nuisance within the local area during construction, associated with road closures, demolition and construction activities and vehicle movements. The residual effects reported in the Landscape, Visual Amenity & Lighting, Noise and Vibration, Traffic and Transport and Air Quality assessments will be used to determine the significance of effects on Population receptors.
• Land use and displacement: Although the majority of construction activity will be located on existing Network Rail owned or leased land, temporary land use changes are expected including the establishment of a construction compound on part of Oxford station car park, changes to the station bicycle parking, and the relocation of several small businesses11.
9 Oxford City Council (2019) Economic statistics
10 Indirect employment results from expenditure on supplies and services necessary for the construction of the scheme. Induced employment results from the spending of incomes earned by those directly employed on the construction of the scheme and workers employed by suppliers/subcontractors.
11 There is some overlap between the ‘Land use and displacement’ and ‘Access’ assessments; overall, the two approaches are distinguishable. The Access assessment focuses on how people move around the study area, whereas the Land use and displacement assessment focuses on changes to the mix of land uses and the relocation of businesses and facilities.
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Operation
13.4.3 During the operation phase, the following potential impacts have been identified:
• Access: Changes in access during operation are expected, including modifications to local access around Oxford station. Likely Significant effects reported in Traffic and Transport (Section 14) will be assessed against identified community, commercial, private and recreational receptors.
• Amenity: Positive changes to local amenity may result from the new foot and cycle ways on Botley Road. Potential changes may arise from the replacement of Botley and Sheepwash bridges. Likely Significant effects reported in Air Quality and Odour (Section 5), Landscape, Visual Amenity and Lighting (Section 9), Noise and Vibration (Section 11) and Traffic and Transport (Section 14) assessments will be assessed.
• Employment and the local economy: The redevelopment of the Western station entrance may generate local employment effects. Wider supply chain effects are not anticipated and are scoped out.
• Land use and displacement: There is potential for beneficial effects from modal shift, arising from the improvement of the foot and cycle ways along Botley road. There is also potential modal shift related to the facilitation of more frequent train services, which will be reviewed in the ES. The footprint of the Scheme is not expected to result in marked changes to the types of land use in the area, including the balance of residential, commercial and community land. Potential changes in the long-term historic and landscape setting are assessed under Historic Environment (Section 8) and Landscape, Visual Amenity & Lighting (Section 19). The displacement effects will be assessed once, under construction and will not be reassessed for the Scheme operation. Operational land use effects are scoped out of the assessment.
Design and Best Practice Measures
13.4.4 It is anticipated that good practice measures will be incorporated into the design and construction methodology, this will be taken into account during the impact assessment.
13.5 Discipline Specific ES Methodology
Guidance and best practice
13.5.1 There is no definitive guidance on the assessment of Population effects. Guidance will be relied on where available, such as the Design Manual for Roads and Bridges (DMRB) guidance for assessing the Population and Human Health impacts associated with road projects (Highways England, 2019). Bespoke methodologies will be developed for each effect and professional judgement will be applied throughout the assessment.
Identification of receptors
13.5.2 The receptor for construction employment effects will be the local labour market. Local labour markets are conventionally defined as relatively self-contained commuting areas in which the demand and supply flows of labour occur on a regular basis. Construction employment effects will be evaluated in the context of LSOA employment data and the Oxford Travel to Work Area,
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having regard to the expected scale of construction employment generated12.
13.5.3 All other elements of the assessment will be completed for individual Population assets and the effects will be reported in the context of the overall study area. The overall study area will be 1km from the red line boundary. This area will be used to generate the receptor database, using Ordnance Survey (OS) Addressbase Plus data, followed by a site walkover in January 2020 to confirm the findings of the desk-based study. The receptors will be grouped and assessed under the categories shown in Table 13.1:
Cycle routes, towpaths and Public Rights of Way Purpose-built recreational facilities e.g. sports pitches Open-access land/public open space e.g. parks Churches and cathedrals Town halls Museums and galleries Schools Hospitals Private houses and gardens Small businesses Higher educational teaching and residential facilities Retail facilities Table 13.1: Receptor categories
Topic scope and study areas
13.5.4 For the Population assessment, the study areas will be defined by the scope of the contributing assessments, as set out in Table 13.2
Change in accessibility during Determined by extent of the effects construction and operation of the reported in Traffic and Transport (Section Scheme. Factors include, but are not 15). limited to, road closures and diversions, redesign of access routes. Change in amenity during construction Determined by the extent of the following and operation of the Scheme. Factors assessments and the reported effects: include, but are not limited to, Air Quality and Odour (Section 6); vegetation removal and replanting, Landscape, Visual Amenity & Lighting infrastructure design, change in traffic (Section 10); Noise and Vibration (Section flows/vehicle movements. 12); Traffic and Transport (Section 15)
12 Travel to Work Areas (TTWAs) have been developed to approximate to self-contained labour market areas. The Oxford TTWA covers an area from Chipping Norton (northern extent), to Burford (western extent), to Wantage (southern extent) and Thame and Bicester (eastern and north-eastern extent).
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Changes in direct and indirect Assessed at a local (LSOA) level and employment anticipated as a result of taking account of the regional context, the Scheme construction and (Oxford Travel to Work Area). operation. Direct land take as a result of Scheme Assessed against the Scheme Red Line and effect of displacement of Boundary. community/business/educational or residential assets. Table 13.2: Scope of the contributing assessments
13.6 Determining significance
13.6.1 There is no definitive guidance on the assessment of Population effects, and no prescribed method for determining the sensitivity of Population receptors or the significance of effects on those receptors. Professional judgement will be applied throughout the assessment. The overall conclusion of significance will be determined based on the standard methodology presented in Section 3.
13.7 Summary of Scoping Decision
13.7.1 Table 13.3 summarises the Population assessment scope for the for the Scheme.
Source Potential likely Rationale Scoped significant IN / effect OUT Construction
Limited supply chain effects attributable to the Supply chain Not anticipated Scheme are anticipated relative to size of the Out economic area.
Temporary closures of Botley Road and Sheepwash Bridge and footbridge temporary Access Potential diversion over Botley Road will impact how people In move around the area. Botley Road is a key route linking Oxford city centre and the west of Oxford.
Demolition activity and removal of vegetation may generate amenity effects. The operation of heavy Amenity Potential In machinery and increased construction vehicle movements may generate nuisance effects.
Employment and Temporary employment generation is anticipated Potential In the local economy as part of the Scheme.
Majority of construction activities on Network Rail owned or leased land. Several properties will need Land use and Potential to be removed to develop the project including the In displacement Youth Hostel, Cooperative Nursery and 2 small business units on Roger Dudman Way.
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Source Potential likely Rationale Scoped significant IN / effect OUT Operation
Supply chain effects attributable to the Scheme are Supply chain Not anticipated not anticipated, given the project scale and the local Out economic area.
Permanent access arrangements around Oxford Access Potential station and to associated infrastructure will change In under the Scheme and will need to be assessed.
Changes to the layout of Botley Road Bridge and Sheepwash Bridge and development of a Western Amenity Potential In Station entrance are likely to change the amenity of the local area.
Development of a Western Station entrance with potential for mixed commercial use may provide Employment and employment generation opportunities. Impact of Potential In the local economy the Scheme on network capacity and wider effects on commuting activity and other labour markets are scoped out.
Displacement effects are assessed during the Land use and construction phase. Based on the footprint of the Not anticipated Out displacement Scheme no notable changes in the local land use mix are expected.
Table 13.3: Summary of Population assessment scope
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14.1 Introduction
14.1.1 This section identifies the potential impacts associated with the construction and operation of the Scheme on human health. It includes a summary of baseline conditions and the approach to the assessment of potential impacts and outlines the aspects to be scoped in and out of the human health assessment.
14.1.2 Potential impacts on human health will be scoped according to relevant EIA chapter topics and sub-topics within, where relevant.
14.2 Legal and Policy Framework
This section sets out legislation, national and local planning policies relevant to human health which would be used to inform the assessment of potential human health effects of the Scheme.
Human health legislation
14.2.1 Relevant health legislation includes:
• Equality Act 2010 • The Health and Social Care Act 2012 Human health policy
14.2.2 Relevant national and local planning policy for human health includes; National Planning Policy Framework (Ministry of Housing, Communities and Local Government, 2019), Healthy Lives, Healthy People: Our Strategy for Public Health in England (Department of Health and Social Care, 2010), The Marmot Review: Fair Society, Healthy Lives 2010 (Institute of Health Equity, 2019), Oxford Core Strategy 2026 (Oxford City Council, 2011), and Oxford Local Plan 2036 – proposed (Oxford City Council, 2018)
14.3 Baseline Conditions
14.3.1 Baseline data collection will focus on the human health profile in the Oxford City Council area and will be based on desk-based research of publicly available sources. Information from other technical chapters in the EIA will also be utilised in the development of the baseline. Sources used for establishing the baseline will include; Population Estimates (Office for National Statistics), 2011 Census (Office for National Statistics), Oxford City Council Statistics, English Indices of Multiple Deprivation (IMD), and HESA – Higher Education Data and Analysis.
14.3.2 Further baseline data collection will be undertaken for the EIA; for the purpose of the Scoping Report, baseline data has been provided for the following four sub-topics; Population Overview, Income Deprivation, Vulnerable Groups, and Health Environment.
Population Overview
14.3.3 The communities in the study area for the Scheme, as per Section 13 (Population), are Jericho and Osney Ward, Carfax Ward and North Ward, all of which are located within Oxford City Council. The health profile for the population in Oxford is varied when compared to the England average, as illustrated in the following paragraphs.
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14.3.4 In 2011 the population of Oxford City Council ranked their health as 55.2% very good health, 31.7% good health, 9.4% fair health, 2.8% bad health, and 0.9% very bad health (ONS, 2012). The statistics for health in Oxford City Council compare favourably with those for England overall (47.2% very good health, 34.2% good health, 13.1% fair health, 4.2% bad health and 1.2% very bad health).
14.3.5 The average life expectancy in Oxford is 83.3 years old for males and 86.5 years old for females, which is higher than the English average of 79.6 years old and 83.1 years old for males respectively (Public Health England, 2019). Life expectancy is 9.5 years lower for men and 7.0 years lower for women in the most deprived areas of Oxford compared to the least deprived areas (Public Health England, 2019).
Deprivation
14.3.6 The English Indices of Multiple Deprivation (IMD) provides a relative measure of health deprivation at small area levels in England (Lower Super Output Areas). Areas are ranked from 1 (most deprived) to 32,844 (least deprived).
14.3.7 This Section focuses on the indicator of deprivation relating to health and disabilities. Other deprivation indicators are described in Section 13 (Population).
14.3.8 The communities identified in paragraph 14.3.3 comprise three wards, which fall into different LSOA groups. Their rankings on the health deprivation and disabilities indicator of the IMD is shown in Table 14.1.
Oxford 008A 28,576 9 Oxford 009A 20,232 7 Oxford 009B 21,946 7 Oxford 009C 17,641 6 Oxford 009D 30,566 10 Oxford 003A 32,167 10 Oxford 008E 30,508 10
Table 14.1: IMD Health Deprivation and Disabilities by LSOA/Ward in 2019 (Ministry of Housing, Communities and Local Government, 2019)
14.3.9 As illustrated in Table 14.1, the wards in the study area fare comparatively well in terms of health deprivation and disabilities relative to the national picture. All seven LSOAs in the three wards rank towards the least deprived end of the scale for this indicator. Oxford 009C is the most deprived of the seven LSOAs, being ranked in decile 6.
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Vulnerable Groups
14.3.10 Certain groups within the study area may be more vulnerable to potential impacts on health than others: the elderly, young people, and those with a disability or long-term illness.
14.3.11 According to the Oxford City Council website, Oxford has the youngest median age of any city in England & Wales due to the number of students living there [see section 13.3 in Section 12 (Population) for further information]. It was estimated that 32% of Oxford's population was aged 18-29 years compared to 17% for Oxfordshire and 16% for England and Wales (Oxford City Council, 2019). In the three wards identified in Table 14.1, the median age ranges from 22 to 41 years old (Ministry of Housing, Communities and Local Government, 2019).
14.3.12 In terms of the older population, those aged 50+ represent 24% of the total population of Oxford (Oxford City Council, 2013). This is lower than for England as a whole, where this older age group make up 35% of the total population. While Oxford has a lower proportion of older residents than the national average, the difference becomes less pronounced for those over eighty years of age.
Health Environment
14.3.13 This section describes the features of the physical environment relevant to the health of the local population.
14.3.14 Where a local authority finds that the UK national air quality objectives are not likely to be achieved within their administrative area, it must declare an Air Quality Management Area (AQMA). The development would be located within the City of Oxford AQMA. Further details on the air quality environment are provided in Section 6 (Air Quality and Odour).
14.3.15 Noise Important Areas (NIAs) capture the top 1% of the population affected by the highest noise levels from major roads. Three NIAs are located within proximity of the Scheme. These comprise of two for roads and one for rail. Further details are provided in Section 12 (Noise and Vibration).
14.3.16 Landscape has a role to play in promoting good health and wellbeing. Well-designed spaces can help to reduce health inequalities, promote healthy lifestyles and increase social interaction (Landscape Institute, date unknown). The local Landscape Character Area assessment for Oxford (Land Use Consultants, 2002) refers to its sensitivity as a result of its rich heritage and landscape features. The area is valued for its tourism and recreation, as well as for the interesting historic, nature conservation and landscapes. Further details are provided in Section 10 (Landscape, Visual Amenity and Lighting).
14.3.17 Disturbance of contaminated land and pollutants can have health implications for people living or working in the vicinity. The study area for the Scheme includes one historic landfill site, which reports two historic pollution incidents in 2002 and 2003. The potential for asbestos contamination in Oxford Station has also been identified, as reported in Section 8 (Geology and Soils)
14.3.18 Community facilities and infrastructure is important for mental and physical wellbeing, as well as social inclusion. Community infrastructure within the study area includes education, healthcare facilities, libraries, post offices, community centres and places of worship. Further details on these and on commercial and tourist facilities are provided in Section 13 (Population).
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14.3.19 Public paths and recreational spaces are important for mental and physical wellbeing, as well as social inclusion. There are a number of public paths and open spaces used for recreation in Oxford. Thames Path runs from Oxford to Abingdon, as well as the Oxford Canal walk (Oxford County Council, 2019), and there are 64 play areas and recreation grounds in the Oxford City Council Area (Oxford City Council, 201b). Further details on these are provided in Section 10 (Landscape, Visual Amenity and Lighting) and Section 15 (Traffic and Transport).
14.4 Potential Impacts
Potential Impacts
14.4.1 The human health assessment is informed by the environmental impacts to be reported in other chapters of the ES, with the following exceptions:
• Potential impacts relating to Geology and Soils (Section 8) and Water Resources and Flood Risk (Section 16) are considered under the combined heading ‘Pollution’. • Biodiversity and Ecology (Section 7) has not been included within the scope for human health as the topic relates to impacts on wildlife and flora and fauna, not human receptors. • Historic Environment has not been included within the scope of the human health assessment (see Section 9: Historic Environment). The use of cultural heritage assets for tourism and leisure and recreation shall be assessed in Section 13: Population and where appropriate, the output shall be utilised in the health assessment. • Material Assets and Waste and Major Accidents have been scoped out of the EIA as outlined in Sections 11 and 17 respectively and are not included in the scope for human health. Construction
14.4.2 During the construction phase, the following potential impacts have been identified from the relevant EIA chapters and are scoped in:
• Air Quality and Odour: there is potential for people to be exposed (on and off site) to contaminants in dust via ingestion and inhalation as a result of construction works. This may cause respiratory diseases in the population and lead to premature mortality. • Noise and Vibration: there is potential for noise and vibration disturbance to nearby residents as a result of the construction works. This may cause annoyance and sleep disturbance which may lead to health problems. • Pollution: there is potential for human health impacts for construction workers in direct contact with asbestos during the works. There is potential for contamination to occur as a reduce of construction activities and for people to be exposed to dust, on and off site. Exposure to asbestos can cause cancer and inhalation/ingestion of contaminants can have a number of implications for health. • Landscape and Visual: there is a potential for human health impacts during the construction phase caused by a change to landscape and visual amenity. This would be due to the temporary occasional diversion of the PRoW beneath Sheepwash Bridge and the views of construction from various residences in the vicinity of the works. These factors may have health impacts resulting from reduced physical activity and stress. • Population: construction works have the potential to impact on access to community, commercial, private and recreational receptors and access to pedestrian/cycle routes. Local amenity may be impacted by disturbance and nuisance during the works and temporary changes to land-use required for construction. Health impacts may arise due to reduced levels of physical activity and increases in social exclusion or stress. There may be beneficial impacts on the local economy due to construction employment which may in turn lead to an increase standard of living and associated improvements in health.
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• Traffic and Transport: traffic congestion, disruption to public transport services, and changes in amenity (in relation to path diversions) for public rights of way are potential impacts during construction works. This can have health impacts resulting from reduced levels of physical activity and increases in social exclusion or stress. Operation
14.4.3 During the operational phase, the following potential impacts have been identified from the relevant EIA chapters and are scoped in:
• Air Quality and Odour: No impacts related to Air Quality and Odour (Section 6) are predicted during operational phase. • Noise and Vibration: There is potential for an increase in noise and vibration due to the new alignment of the railway, the operation of Platform 5 closer to Cripley Road, and the change to junctions at Roger Dudman Way and Cripley Road. These may have an adverse impact on human health. • Pollution: No impacts related to Geology and Soils (Section 10) and Water Resources and Flood Risk (Section 17) are predicted during operational phase. • Landscape and Visual: The additional rail infrastructure and proposed new station Western Entrance would have the potential to impact the character of the existing landscape, potentially resulting in impacts, particularly on mental health. • Population: There is potential for local employment effect due to the station redevelopment, leading to potential increase in economic status in the communities, and possible health benefits. Changes in access and local amenity are expected during operation, with some potential impacts likely to be beneficial. Changes in land use will be assessed under construction and are scoped out of the assessment for operation. • Traffic and Transport: During operation, there is potential for traffic congestion to reduce, leading to a beneficial impact on amenity for bus users. The provision of enhanced foot/cycleways is expected to encourage more cycling and walking and would therefore have a beneficial impact on pedestrians and cyclists. Design and Best Practice Measures
14.4.4 The health assessment will utilise the likely significant effects from the other EIA topics following impact assessment. An assessment on health will only be undertaken where a residual likely significant effect is identified in the EIA chapters. If it is determined that a health likely significant effect would arise as a result of a likely significant effect identified in a related EIA topic chapter, specific mitigation measures for human health impacts will be as part of the human health assessment within the ES.
14.5 Discipline Specific ES Methodology
Guidance and Best Practice
14.5.1 For the assessment of human health effects, cognisance will be given to ‘Health in Environmental Impact Assessment: A Primer for a Proportionate Approach’ (IEMA, 2017) and a draft paper ‘Addressing Human Health in Environmental Impact Assessment’ (IAIA, 2019).
14.5.2 Cognisance will also be given to DMRB LA 112 Population and Human Health guidance (Highways England et al, 2019). Where relevant, the approach outlined in DMRB LA 112 will be adapted to suit the requirements of the Scheme as a rail improvements Scheme.
14.5.3 Consideration will be given to using the HUDU Planning for Health Rapid Health Impact Assessment Tool (NHS, Healthy Urban Development Unit, 2013) to identify the key health
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determinants for the Scheme.
Definition of Study Area
14.5.4 In accordance with DMRB LA 112, the study area for the human health assessment is based on the construction footprint/project boundary (including compounds and temporary land take) plus a 500m area. DMRB LA 112 states that where likely impacts are identified outside this 500m area or unlikely to occur within the 500m area, the study area should be extended or reduced accordingly. Where likely impacts are identified in the relevant environmental topics out with 500m, the study area has been extended to take into account for potential impacts on human health.
Approach and Methods
14.5.5 The human health assessment will comprise a desk-based study using the mitigated position of the scoped-in EIA chapters to identify where health impacts or concerns may be present. As described in paragraph 14.4.4, where likely significant effects are identified, these will be taken forward for further consideration from a health perspective.
14.5.6 In order for there to be a likely potential health effect, a health pathway must be established. A health pathway is referred to as ‘the plausibility of a causal relationship’ (IEMA, 2017) i.e. the plausibility of a project generating a potential health effect. This will be determined using a simple source-pathway-receptor model.
14.5.7 For the purposes of the human health assessment, all communities/populations will be assigned a high sensitivity.
14.5.8 No specific magnitude criteria shall be applied for human health beyond what is identified for individual topic assessments. Rather, once a health outcome has been identified, its significance will be determined based on professional judgement.
Construction Impacts for the Oxford Corridor Phase 2
14.5.9 This section summarises the methods used to assess construction impacts for the EIA chapters relating to human health.
Air Quality and Odour
14.5.10 The construction phase dust assessment will consider receptors that will be at risk of being affected and consider the construction activities to be carried out and their duration. If traffic data provided by Oxford City Council is sufficiently detailed, dispersion modelling software may be used. Alternatively, pollution concentration at key locations could be estimated using the DMRB Screening Model to determine the likelihood of significant effect occurring. Noise and Vibration
14.5.11 Construction noise will be predicted using Method 2 of BS 5228-1:2009+A1:2014 (British Standards Institution, 2014a and 2014b), which applied to residential properties and other receptors in the study area for noise. Consideration will be given to how noise levels may be impacted by the locations of construction compounds, construction traffic flows, construction traffic routes and existing traffic flows. Construction vibration will be predicted using BS 5228- 2:2009+A1:2014 (British Standards Institution, 2014b) which describes a prediction methodology for mechanised construction works such as piling.
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Pollution
14.5.12 The assessment of effects on soils and geology will be in accordance with best practice guidance described in section 8.5.1, and the DMRB LA 109 Soils and Geology Environmental Assessment standard will be applied. The method used for assessing impacts on groundwater during the construction will consider the sensitivity of potentially affected features and a qualitative prediction of the scale and duration of the potential impact, based on relevant statutory guidance and standards.
Landscape and Visual
14.5.13 The assessment of landscape, visual amenity and lighting effects will follow Highways England guidance LA107 ‘Landscape and visual effects’ and will have regard to the (GLVIA3 (Landscape Institute and the Institute of Environmental Management and Assessment 2013) and other relevant Landscape Institute guidance. The study area will be formed by defining the Zone of Theoretical Visibility (ZTV) for the Scheme.
Population
14.5.14 Impacts relating to population will be assessed using a receptor-based approach. OS Addressbase Plus data will be used to generate a receptor baseline with a site walkover in January 2020 to confirm identified receptors. For the amenity and access components, likely significant effects reported in the Landscape & Visual, Air Quality, Noise and Vibration and Traffic and Transport assessments will be assessed.
Traffic and Transport
14.5.15 The assessment of construction impacts will consider vehicle movements against existing road traffic. Due to the global Coronavirus (COVID-19) pandemic, no traffic survey work has been undertaken. The lack of survey is not expected to impact on the robustness of the findings as viable and robust alternative approaches are available.
Operational Impacts for the Oxford Corridor Phase 2
14.5.16 The methodology employed for the assessment of operational phase for the relevant EIA chapters will be the same as for construction, unless otherwise stated in this section. Pollution is scoped out for the operational phase.
Noise and Vibration
14.5.17 The assessment of operational railway noise will be carried out using the methodology provided in CRN (Department of Transport, 1995). Outputs will be assessed against the appropriate noise levels for noise insulation as stated in NIRR during its operational hours (05:00 to 24:00).
Landscape, Visual Amenity and Lighting
14.5.18 Operational impacts will be assessed as described in the construction impacts section and will be considered in ‘Year 1’ of operation following the construction of the Scheme, and at ‘Year 15’. Seasonal aspects relating to the screening potential of deciduous trees will also be considered.
Traffic and Transport
14.5.19 Operational impacts will consider the changes in travel patterns as a result of any modal shift
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from road to rail and from car to walking/cycling.
14.6 Summary of Scoping Decision
14.6.1 There is the potential for impacts on human health during the construction and operation stages of the Scheme. Table 14.2 provides a summary of human health scope for the EIA of the Scheme. The health implications arising from the potential impacts in the rationale are outlined in Section 14.4.
Potential for exposure to dust for those on and off Potential In the construction site.
Not Topic relates to impacts on wildlife and flora and Out anticipated fauna, not human receptors Potential for noise disturbance caused by Potential construction works, leading to annoyance/sleep In disturbance. Potential for human health impacts for construction workers due to exposure to asbestos and potential Potential In for exposure to contaminants / dust for people on and off site. Potential for human health impacts during the Potential construction phase caused by a change to In landscape and visual amenity. The use of cultural heritage assets for tourism and Not leisure and recreation shall be assessed in Section Out anticipated 13: Population and where appropriate, the output shall be utilised in the health assessment. Potential impacts on human health caused by change in access to community, commercial, private and recreational receptors, access to Potential In pedestrian/cycle routes, amenity of local area and change in land use. Potential beneficial impact due to local employment opportunities.
Potential human health impacts as a result of traffic Potential congestion, disruption to public transport services, In and changes in amenity for public rights of way.
Not Scoped out of EIA, no impacts to be carried Out anticipated through to human health assessment. Not Scoped out of EIA, no impacts to be carried Out
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anticipated through to human health assessment.
Not Scoped out of EIA, no impacts to be carried Out anticipated through to human health assessment.
Not Topic relates to impacts on wildlife and flora and Out anticipated fauna, not human receptors. Potential for disturbance caused by an increase in noise and vibration, due to new alignment of the Potential railway and operation of Platform 5, and changes In to junctions at Roger Dudman Way and Cripley Road. Not No impacts predicted during operational phase. Out anticipated Potential for human health impacts as a result of a Potential change in landscape and historic character of the In West End. The use of cultural heritage assets for tourism and Not leisure and recreation shall be assessed in Section Out anticipated 13: Population and where appropriate, the output shall be utilised in the health assessment. Potential human health benefits from local employments effects. Changes in access and local Potential In amenity are expected, which may have beneficial implications for human health.
Potential human health benefits due to improved Potential rail infrastructure, reduction in traffic congestion In and the provision of enhanced foot/cycleways.
Not Scoped out of EIA, no impacts to be carried Out anticipated through to human health assessment. Not Scoped out of EIA, no impacts to be carried Out anticipated through to human health assessment. Table 14.2: Summary of human health assessment scope
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15.1 Introduction
15.1.1 This section addresses the scope of the EIA with respect to traffic and transport. It includes a summary of baseline conditions and the approach to the assessment of possible construction and operational effects. Aspects that are to be scoped in and out of the assessment are identified.
Study Area
15.1.2 The study area of the Transport Assessment (TA) will be the Oxford Rail station and the transport network in the vicinity of it. Focus will be given to the area between Frideswide Square to the west of the station and the Osney Bridge to the east. The bridge over Sheepwash Cut river (Roger Dudman Way) to the north of the station, will be considered in the analysis as it is going to be affected by the Scheme. The study area will also include the A420/West Way signalised junction to the west of the station, without considering the interim Botley Road part. The local highway network is shown on Figure 15.1 below.
Figure 15.1: Local highway network
15.2 Legal and Policy Framework
15.2.1 No specific legislation relevant to the assessment in this chapter has been identified. Relevant national and local planning policy for traffic and transport are below:
• National: o National Planning Policy Framework (NPPF) (Ministry of Housing, Communities and Local Government, 2019)
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o Healthy Lives, Healthy People: A call to action on obesity in England (Department of Health, 2011) o Transport Investment Strategy (Department for Transport, 2017) o Government Tourism Policy (Department for Culture, Media and Sport, 2011) o National Policy Statement for National Networks (NPS NN) • Local: o Oxford Core Strategy 2026 o Oxford City Local Plan 2001 - 2016 o Oxford Local Plan 2036 - proposed o West End Area Action Plan (adopted June 2008) 15.3 Baseline Conditions
15.3.1 In terms of the traffic and transport baseline and given the current climate surrounding the global Coronavirus (COVID-19) pandemic all potential traffic survey work has been agreed not to be undertaken. However, OCC have confirmed that any existing traffic data relevant to this study area will indeed be provided to Jacobs from OCC.
15.3.2 Furthermore, it has also been agreed by OCC that due to construction works taking place under the Botley Rail Bridge during the same time as a number of other large schemes around the City, discussions between OCC and these contractors are still ongoing on how all these developments would be aligned. Therefore, any construction modelling will at least need to recognise these other schemes/developments and thus no traffic/junction modelling has been requested as part of this application. As a result of this decision we are unable to generate the normal assessment metrics for impacts on driver delay. As result we have proposed an alternative approach in Table 16.1 which considers changes in traffic flows due to the development.
15.3.3 The EIA will be supported by a TA which will consider only that of the Construction period, an approach which has also been agreed by all parties. As discussed with OCC the completed development fundamentally would not generate any additional vehicle trips onto the network. Therefore, only the temporary highway usage by construction deliveries will be affected (to a very small extent). It is noted that as part of these construction works, there will be a period of around six months of single lane working under Botley bridge while the highway works are carried out.
15.3.4 Therefore, an assessment for vehicles, pedestrians, cyclists and public transport users will be undertaken in order to identify how the construction period will affect them.
Key Transport Features
15.3.5 The key traffic and transport features around the Scheme include Oxford Station (and associated car park), Botley Road (A420), Hythe Bridge Street (A4144), Oxford Bus Station and Oxford Station bicycle parking facility. The Scheme includes works to a road bridge; Sheepwash Bridge, and a rail bridge; Botley Road Bridge.
15.3.6 Roger Dudman Way is a privately-owned road, not a highway. The section within the red line boundary is owned by Network Rail south of Sheepwash bridge, whilst the bridge and the portion of road to the north is owned by Oxford University.
15.3.7 There are a number of bus routes that use Botley Road as a link between Seacourt and Osney to the west and Oxford City Centre to the east, including Park and Ride buses.
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Other Transport Features
15.3.8 The Oxford Canal is located to the east and runs parallel to the Scheme. There is a PRoW footpath that runs alongside the Oxford Canal, which is approximately 260m to the east of the Scheme.
15.3.9 The Thames Path National Trail runs south to north, along the River Thames, which is approximately 100m to the west of the Scheme.
15.3.10 Due to this distance of the canal from the study area, impacts on the canal and PRoW will not be considered.
15.3.11 The National Cycle Network (NCN) 5 route runs through Oxford City Centre, approximately 700m to the east of the Scheme. Due to the distance between the Scheme and NCN5 this will not be considered in the EIA.
15.4 Potential Impacts
Potential Impacts Construction
15.4.1 There is the potential for disruption arising from the additional vehicle movements during construction. It is anticipated that emergency and residential access will be maintained during the Sheepwash Bridge works. Potential traffic and transport impacts during construction will include:
• Traffic management causing increased traffic and increased journey times on other routes. • Increase in vehicle movements on existing routes. • Changes in journey length (duration) for pedestrians and cyclists, as a result of any temporary closures or diversion of roads and footpaths. • Footpath diversions causing temporary severance impacts. • Increase in driver stress due to lengthened journey times. • Disturbance to users of Oxford Station.
15.4.2 The TA which will support the EIA will contain information on the construction programme, the construction hours, the routes for construction traffic, the number of construction trips, details on construction personnel and details on construction management in order to minimise the negative impacts of the construction. It is likely that a Construction Traffic Management Plan (CTMP) will be required as mitigation for this stage.
Operation
15.4.3 The Scheme may lead to positive effects on traffic and transport as a result from the improved rail infrastructure and enhanced walking and cycling provision Potential traffic and transport impacts during operation will include:
• An increase in trips by active travel modes accessing the rail station. • An increase in public transport trips by those using the rail network as part of an onward journey.
15.4.4 The impacts of the development on the transport network will be considered in detail in the TA which will support the EIA. The TA and will establish the trip generation of the site, the traffic
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growth and the capacity models including both Highway and Public Transport capacity assessment to identify the need for mitigation.
Design and Best Practice Measures
15.4.5 It is anticipated that best practice measures will be incorporated into the design. These measures will be taken into account in the impact assessment and recorded within the CEMP.
15.5 Discipline Specific ES Methodology
15.5.1 Over the last couple of months Network Rail has been in discussions with Oxfordshire County Council to agree the proposed scope and methodology for the Scheme Transport Assessment with agreement received by both parties on the 28th May 2020. A record of correspondence to date is provided in Appendix C Record of Transport Correspondence with Oxfordshire County Council.
Guidance and Best Practice
15.5.2 The methods for the assessment of traffic and transport effects will be informed by the following guidance documents.
Planning Practice Guidance (PPG)
15.5.3 The PPG, a web-based resource, brings together planning guidance on various topics into one place. Launched in March 2014, the PPG adds further context to the NPPF, as it is intended that both the PPG and NPPF are read together.
15.5.4 The PPG includes a document on Travel Plans, TAs and TSs, which summarises the considerations that planning authorities need to assess to satisfy the requirements of the NPPF. It sets out how a TA’s “scale, scope and level of detail” should be established as early as possible; a process which has been completed with the Local Highway Authority. The document states that the key issues to be considered in a TA are the following:
• the planning context of the development proposal; • appropriate study parameters (such as the area, scope and duration of the study); • assessment of public transport capacity, walking/cycling capacity and road network capacity; • road trip generation and trip distribution methodologies and/or assumptions about the development proposal; • measures to promote sustainable travel; • safety implications of development; and • mitigation measures (where applicable) – including scope and implementation strategy. IEMA Guidelines
15.5.5 Guidance used for assessment in the EIA will be based on the IEMA Guidelines (1993), the potential impacts arising from changes in traffic volumes and composition are defined below as:
• Severance - Severance is the perceived division that can occur within a community when it becomes separated by a major traffic artery. It may result from the difficulty of crossing a heavily trafficked existing road or as a result of a physical barrier created by the road itself. • Driver delay - Delays to non-development (background) traffic can occur on the network due to the additional traffic generated by the development. • Pedestrian/cyclist/public transport user delay - Changes in the volume, composition or
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speed of traffic may affect the ability of people to cross roads which could impact on pedestrians, public transport users and cyclists. In addition, increases in traffic flows which lead to increased queuing would impact upon bus users waiting for buses and on-road cyclists where there are designated cycle lanes. In general terms, increases in traffic are likely to lead to greater increases in delay. • Amenity - Amenity is broadly defined as the relative pleasantness of a journey, and is considered to be affected by traffic flow, traffic composition and pavement width/separation from traffic. • Accidents and safety - Increases in levels of road traffic can lead to an increase in the rate of recorded Personal Injury Accidents (PIAs). Criteria for assessing the magnitude of impact
15.5.6 The magnitude of impacts associated with the Oxford Corridor Phase 2 Scheme will be measured using criteria set out in Table 15.1 below.
Change No change in flows. Change Change in total in total in total traffic or traffic or traffic or HGV HGV HGV flows of flows over flows of less than 90% 50-90% 50% compared compared compared to to to baseline. baseline. baseline. A judgement based upon the changes in traffic flows along key routes
A judgement based on No change in vehicle flow. the road links with two- way traffic flow exceeding 1,400 vehicles per hour in context of the individual characteristics. A judgement based on No change in flows. the routes with >100% change in context of their individual characteristics. A judgement based on quantitative analysis of collision data.
Table 15.1: Criteria for assessing the magnitude of impact
Construction Impacts for the Oxford Corridor Phase 2
15.5.7 Due to the potential for impacts to the local road and footpath network during construction, traffic
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and transport impact during this phase will be included within the scope of the EIA.
15.5.8 The construction impacts will include an assessment examining vehicle movements against existing road traffic.
Operational Impacts for the Oxford Corridor Phase 2
15.5.9 The operational impacts will consider the changes in travel patterns as a result of carriageway alterations and changes as a result of any modal shift from road to rail.
15.6 Summary of Scoping Decision
15.6.1 Table 15.2 provides a summary of traffic and transport scope and rational for the EIA of the Scheme.
Increased traffic due to construction vehicles Potential In deliveries and removing spoil from site. Increased traffic due to construction vehicles Potential In deliveries and removing spoil from site.
Potential Footpath diversions during construction. In
Potential Changes to existing road layouts. In
Potential Changes to existing road layouts. In
Footpaths will be reinstated following Potential Out construction with no likely operational impacts. Table 15.2: Summary of traffic and transport assessment scope
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16.1 Introduction
16.1.1 This section addresses the scope of the EIA with respect to water resources, including flood risk, groundwater, water quality, water quantity and hydromorphology. It includes a summary of baseline conditions and the approach to the assessment of possible construction and operational effects. Aspects that are to be scoped in and out of the assessment are identified.
Study Area
16.1.2 An initial study area of one kilometre from the Scheme’s red line boundary has been adopted for flood risk and groundwater and 0.5km for surface water (Figure 163390-JAC-SKE-EEN- 000002 Environmental Constraints Biodiversity and Water). This may be increased as appropriate as the assessment progresses to encompass flood risk impacts.
16.2 Legal and Policy Framework
16.2.1 Water resources are managed and protected under UK legislation and European Community Directives. The main legal framework is set by the following:
• Land Drainage Act 1991 (as amended); • Water Resources Act 1991 (as amended); • Control of Pollution (Oil Storage) (England) Regulations 2001; • Water Act 2003 • EC Directive 2006/118/EC on the protection of groundwater against pollution and deterioration (known as the ‘Groundwater Directive’); • The Floods Directive (2007/60/EC) and the Flood Risk Regulations 2009 • Flood and Water Management Act 2010 • Environmental Permitting (England and Wales) Regulations 2010 • Water Framework Directive (2000/60/EC) and Water Environment (Water Framework Directive) (England and Wales) Regulations 2015 16.3 Baseline Conditions
16.3.1 The water resources baseline locations are presented on Figure 163390-JAC-SKE-EEN- 000002 Environmental Constraints – Biodiversity and Water.
Hydrology
16.3.2 To the north, the Scheme crosses the Sheepwash Channel which connects the River Thames to the west and the Castle Mill Stream next to the Oxford Canal to the east. The Scheme is also within close proximity to these watercourses.
Flood Risk
16.3.3 The majority of the Scheme, including the subway structure, is within Flood Zone 1 (Figure 163390-JAC-SKE-EEN-000002 Environmental Constraints – Biodiversity and Water). The EA flood map (EA, 2019) indicates that the Scheme crosses above Sheepwash Channel which is an area of Flood Zone 3 (high probability of flooding). The flood map for planning (EA 2020) also shows that the Scheme crosses an area of Flood Zone 2 (medium probability of flooding) at Botley Road bridge.
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16.3.4 A review of outputs from the EA River Thames hydraulic model for the 1% Annual Exceedance Probability (AEP) (1 in 100) plus an allowance for climate change of +70%, in accordance with their published guidance for Flood Risk Assessments, indicates the western side of the Scheme at Cripley Road and at Botley Road are at risk of flooding for such an event.
16.3.5 Botley Road, is in an area at a high risk of surface water flooding, extending approximately 15m either side of the rail bridge. The risk reduces as the road’s elevation increases either side of the rail bridge. There are two low flood risk areas at the existing station. The site is within a critical drainage area as defined in the Oxford City Council Strategic Flood Risk Assessment (SFRA).
16.3.6 Oxford is underlain by alluvial deposits from the River Thames. The Oxford City Council SFRA reports no groundwater flooding incidents within the Scheme’s extent.
16.3.7 Other potential sources of flood risk are the EA flood risk information mapping and SFRA reports. The EA Long term flood risk information mapping indicates that Sheepwash Bridge is an area potentially at risk of flooding due to the failure of a reservoir. The SFRA reports 11 sewer flooding incidents in postcodes within or close to the red line boundary between 2001- 2011. The Oxford Canal runs parallel to the Castle Mill Stream to the north and east of the red line boundary. There are no historical records of canal flooding in the area.
Water Quality and Hydromorphology
16.3.8 The Scheme may impact one surface waterbody classified under the Water Framework Directive (WFD): the Sheepwash Channel. The Thames (Evenlode to Thame) surface water body is currently classed as having Moderate overall potential (2016). The ecological quality suffers due to phosphate levels and impacts upon invertebrates. The chemical quality is impacted by Tributyltin Compounds.
Groundwater
16.3.9 The Oxford Clay and West Walton Formation which forms the bedrock below the Scheme is classified as unproductive strata. The superficial deposits comprise Alluvium and River Terrace Deposits both classed as Secondary A aquifers. Groundwater vulnerability for the superficial deposit aquifers is defined as medium-low (Defra, 2019).
16.3.10 The groundwater level data presented within the Phase 2 ground investigation report (Tata, 2014) show, in some locations, that the River Terrace Deposits aquifer is unconfined, while at other boreholes the River Terrace Deposits groundwater level is above the base of the overlying deposits, indicating the aquifer is confined in places. Where confined, and in the event that groundwater levels are lowered, the overlying deposits will experience a reduction in pore water pressure and will result in consolidation settlement which may lead to building subsidence. Data presented within the Oxford Corridor Capacity Improvement – Phase 1 and Phase 2: Ground Investigation Report (Tata Steel, 2014a) also show that the groundwater below the Scheme is in direct connectivity to the adjacent River Thames, as expected for the Oxford area (Macdonald et.al., no date).
16.3.11 Approximately 550m north east of the site, at Eagle Works, a groundwater abstraction point used for drinking water, process water and non-evaporative cooling was identified in 2014 (Tata Steel, 2014b). The abstraction is likely derived from the River Terrace Deposits located beneath the site.
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Value of environmental receptors and resources
16.3.12 Table 16.1 provides a summary of the indicative value (sensitivity) assigned to the key water receptors.
Flood risk High The scheme is within FZ2 at Botley Road Bridge and medium chance of surface water flooding. Water quality and High The Scheme is within Sheepwash resources channel section of Thames WFD waterbody, which has moderate overall potential. Flood risk Low No historical records. Water quality and High 1 groundwater abstraction. Confined resources and unconfined aquifer. Superficial deposits designated as secondary A aquifer. Table 16.1: Summary of the indicative value (sensitivity) assigned to the key water receptors
16.4 Potential Impacts
Potential Impacts Construction
16.4.1 Table 16.2 lists the potential impacts on different attributes of surface water and groundwater receptors within the study area, as a result of the construction of the Scheme.
Potential localised increase to surface water/sewer flooding through disruption of flow routes and changes in runoff rates. Construction works creating new overland flow paths, resulting in an increase in flood risk to neighbouring areas. More specifically, construction works within areas of flood risk at Sheepwash Bridge and Botley Road Bridge displacing floodwaters and increasing flood risk or restricting channel capacity. Contaminated runoff may cause deterioration in the water quality of nearby surface water receptors. The accidental release of polluting substances used on site (e.g. oils, fuels etc.) can cause pollution. Higher risk where works within and adjacent to watercourses. Runoff can alter flow and sediment dynamics within receiving watercourses, i.e. through an excess of sediment and increased flow rates which can alter erosion and deposition patterns.
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The accidental release of polluting substances used on site (e.g. oils, fuels etc.) can cause pollution to groundwater. Piling and excavations may alter groundwater flow movements (including dewatering), reduce any base flow to nearby watercourses and create preferential pathways for pollutants, i.e. at the subway and Botley Road Bridge works. Table 16.2: Potential construction impacts on different attributes of surface water receptors
Operational
16.4.2 Table 16.3 lists the potential impacts on different attributes of surface water and groundwater receptors within the study area, as a result of the operation of the Scheme.
Increases to surface water and sewer flooding through disruption of flow routes and changes in runoff rates Increased flood risk to areas such as at Botley Road Bridge, due to the deeper road level directly under the bridge. The potential for displacement of flood water, from the permanent elements of the Scheme, affecting other parties. It is anticipated that there is a low likelihood of increased flood risk at Sheepwash due to the like for like nature of the bridge design. Risk of pollution incidents from accidental spillage is likely to be negligible, if allowed to drain untreated into the existing drainage network; There is potential for subsurface works to create permanent new or altered flow paths to the aquifer. Table 16.3: Potential operational impacts on different attributes of surface water receptors
16.4.3 The operation of the Scheme is not anticipated to have an effect on channel banks but any change to hydromorphology can be assessed in the WFD assessment under operational impacts to status elements.
Design and Best Practice Measures
16.4.4 For all aspects of the water environment, compliance with good practice and CIRIA guidance is required.
16.5 Discipline Specific ES Methodology
16.5.1 Subject to the availability of sufficient design and traffic forecasting information, it is proposed that the ES assessment will be made using assessment criteria drawn from Part 10 of Volume 11 of the DMRB – LA113 Road Drainage and the Water Environment (Ref 15.11).
16.5.2 The methodology described in Section 3 will be used to qualitatively identify the magnitude of impacts. Mitigation required will be identified and for water quality impacts to surface water and groundwater will be based upon the SuDS Manual (CIRIA, 2015). The residual effects will be determined in accordance with Table 16.1
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16.5.3 A flood risk assessment (FRA) and drainage strategy will be produced in accordance with the NPPF and local policy. This will also consider measures for water quality improvements with the draft SuDS standards being used to identify the number of levels of treatment. The FRA will form an Appendix to the EIA and will be summarised within it.
16.5.4 It is a legal requirement to ensure that the Scheme complies with the WFD. This will be considered as part of the ES assessment.
16.6 Summary of Scoping Decision
16.6.1 The water environment has been scoped into further assessment for the EIA stage which will focus upon flood risk, water quality and groundwater. Geomorphology has been scoped out of further assessment due to the distance downstream to any surface watercourses and due to discharges of surface water runoff to the existing highways drainage network. The ES assessment will be supported by a FRA and a preliminary WFD assessment.
Works at Sheepwash Bridge and at Botley Road In In Bridge. Works at Sheepwash Bridge within maximum extent of reservoir breech flood risk. This would not alter the Out Out existing risk of this occurring. Works at Sheepwash Bridge within likely extent of canal breach flood risk, would not alter the existing Out Out risk of this occurring. Works to buildings and structures has potential to In In alter surface water flow routes.
Works below ground level Botley Road Bridge. In In
Subsurface works creating new or altered flow paths In In to the aquifer.
Bedrock classified as unproductive aquifer. Out Out
Disturbance of made ground and hydrocarbons In Out along existing rail route and alterations to drainage. Alterations to drainage and periods of bare ground affecting runoff to surface water. Discharges from In In network during operation. Works at Sheepwash Bridge potential to affect Out Out channel beneath. Table 16.4: Summary of the water resource and flood risk scope for EIA
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17.1 Introduction
17.1.1 This section addresses the scope of the EIA with respect to the potential for major accidents. It includes a summary of baseline conditions and the approach to the assessment of the potential construction and operational effects. Aspects that are to be scoped in and out are identified.
17.1.2 This section reports the potential for a major accident or disaster resulting in a risk of likely significant effect on the environment for the Scheme.
Study Area
17.1.3 The study area for the desk study of the risk of major accidents and disasters associated with the Scheme considers:
• Control of Major Accident Hazards (“COMAH”) facilities within 3 km: • Rail infrastructure within 1 km; • Connections to existing road infrastructure; • Natural features with the potential to create risks within 1 km. 17.2 Legal and Policy Framework
17.2.1 The EIA Regulations require: “A description of the expected significant adverse effects of the development on the environment deriving from the vulnerability of the development to risks of major accidents and/or disasters which are relevant to the project concerned” (Schedule 4, paragraph 8).
17.2.2 The assessment considers two aspects: the vulnerability of the project to a major accident or disaster and the potential for the project to cause a major accident or disaster.
17.2.3 The assessment of major accidents and disasters differs from other topics considered in the EIA for the Scheme as it focuses on identifying major risks in the context of potential for likely significant effects.
17.2.4 The main sources of potential major accidents and disasters were divided into the following categories:
• Man-made hazards from existing and former infrastructure and facilities (on both how they may impact the Scheme and how the Scheme may impact them); and • Natural disasters, for instance flood risk. 17.3 Baseline Conditions
17.3.1 Sensitive receptors at risk from potential major accidents or disasters from the Scheme are:
• members of the public and local communities; • the natural environment, including ecology and biodiversity, land and soil quality, air quality, surface and groundwater resources, landscape and views; • the historic environment, including archaeology and built heritage.
17.3.2 Baseline information is presented in the following sections:
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• Section 6 Air Quality. • Section 7 Biodiversity and Ecology. • Section 8 Geology and Soils. • Section 9 Historic Environment. • Section 10 Landscape and Visual Amenity. • Section 13 Socio-Economic. • Section 14 Human Health. • Section 15 Traffic and Transport. • Section 16 Water and Flood Risk.
17.3.3 COMAH sites were identified using the Health and Safety Executive COMAH 2015 Public Information Search, which determined that there are “no Public Information records were found matching your search criteria” within 3 miles of post code OX1 1HS (i.e. Oxford Station).
17.3.4 The Scheme covers Oxford railway station and rail track, on the London to Birmingham railway line.
17.3.5 Oxford Station is located on the A4144 Botley Road, connecting to the A34 ring road to the west of Oxford.
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17.4 Potential Impacts and Best Practice
17.4.1 Table 17.1 presents potential risks of major accidents associated with the Scheme.
Rewley Abbey Stream is within Temporary inundation of A Flood Risk Assessment will be undertaken to Human health Yes Yes – with the With the implementation Flood Zone 3 (high probability of the site. inform the ES and the design. Ground existing risk of a Flood Risk flooding). Potential soil erosion and Conditions minimisation Assessment to inform the undertaken as part of design, and a Flood the Scheme crosses an area of offsite siltation. A Flood Management Plan for the construction Water Quality the Scheme the Management Plan, no Flood Zone 2 (medium probability Loss of any plant or phase. probability of a likely significant effect is of flooding) at Botley Road bridge. materials stored at the site, The use of the construction compounds will be hazard eventuating is anticipated. There are two areas of low flood obstruction of drainage agreed with the EA through permitting. low. risk with the existing station; lines, off site flooding, and
Along the railway to the east of contamination of receiving Rodger Dudman Way; and either waters. side of the railway lines south of Health risk to construction the existing footbridge. workers. Incident associated with Potential for injury or fatality Suitably competent contractors for all tasks will be Human Health Yes Yes –the probability With the implementation construction Heavy Goods to the vehicle occupants, appointed to undertake the construction works. Socio- is low. In particular, of a Construction Traffic Vehicle or Light Goods Vehicles cyclists or pedestrians. Construction traffic movements will be controlled as economics measures to be Management Plan, no or cars. secured through the likely significant effect is Spillage of the vehicle load part of the Construction Traffic Management Plan. Highways Potential conflict between on the road, such as ballast Scheme will ensure anticipated.
construction traffic and formation, and entering that: suitable and equestrians using local roads, and highway drainage. sufficient assessment pedestrians in towns center, of risks on, into and residential areas, and public rights out of construction of way. sites will be secured; and suitable and Two types of risk have been sufficient measures identified: those on site, and those will be put in place arising as construction plant and and followed. vehicles moved between the site and to be public highway. Disruption of historical landfills at Potential health risk to the Construction will be in accordance with the Code of Agriculture No Yes – with the With the implementation Rewley Road, Walton Well Road construction workforce due Construction Practice and the Construction Ground existing risk of a Code of Construction Allotments and Eagle Iron Works, to the release of methane Environmental Management Plan. Conditions minimisation Practice, the Construction leading to the emission of or leachate. undertaken as part of Environmental management measures, such as gas alarms during Hydrology methane or discharge of leachate Contamination of the construction would reduce the likelihood of the Scheme the Management Plan and
to controlled waters / site works. drainage ditches by occurrence to not anticipated and has the potential to probability of a industry standard H&S risk for the construction leachate and indirect effect lead to low potential risk. hazard eventuating is procedures, no likely low. significant effect is workforce. on aquatic ecology. Works near known landfill sites will follow industry anticipated. standard procedures to manage health and safety and contamination risks. Removal of non-hazardous and Mobilisation of Network Rail procedures for the removal of non- Agriculture No Yes –the probability Network Rail has potentially hazardous waste contaminants to surface hazardous and potentially hazardous waste. Ground is low. standard procedures for arising from the Scheme and ground water during Temporary storage of ballast on the construction site conditions the safe removal of including: construction. is expected to be exempt from EA permitting. potentially contaminated
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Sediments in drainage ditches Contamination of temporary Temporary storage would require management, Hydrology material. Railway formation including construction compounds. including pre- and post-ground analysis, basal and Following construction, ballast contaminated with organic H&S risk to workforce covering layers and control of runoff. there is no further risk as matters, metals and asbestos following inappropriate Removal of ballast to one of Network Rail’s central the railway formation Timber sleepers handling of wastes. processing centers for treatment, recycling and would have been reuse, or disposal. replaced with new and the Asphalt Scope for recycling highway materials such as temporary construction Electrical equipment asphalt. sites would have been cleaned up and restored to their previous use. No likely significant effect is anticipated.
Rewley Abbey Stream is within Potential for a train Human Health Yes Yes –the probability With the implementation Flood Zone 3 (high probability of derailment and associated Socio- is low. of a Flood Risk flooding). injury or fatalities. Economic Assessment to inform the design, and a Flood the Scheme crosses an area of Flooding of third-party land Agriculture Flood Zone 2 (medium probability and property, and Management Plan, no Ground of flooding) at Botley Road bridge. associated damages. likely significant effect is Conditions anticipated. There are two areas of low flood Hydrology risk with the existing station; Along the railway to the east of Rodger Dudman Way; and either side of the railway lines south of the existing footbridge. Obstruction on the line due to: Potential for Off-track and The Scheme interface between freight operating Human Health Yes Yes –the probability The design and the failure of bridge structures outside boundary companies and logistic service providers will be Ecology is low. environmental derailment causing defined in accordance with Office of Rail Regulation management meet inadequate track stability Socio- severe disruption to rail (“ORR”) requirements and standards. Emergency Network Rail standards to inadequate track alignment, or economic transportation response procedures and plans will be developed comply with health and track condition not suitable for line and will in all likelihood form an annex to the Facility Highways safety, operational and injury and fatalities for staff speeds. Management Plan. maintenance and passengers The ORR will only authorise the interface of the requirements, no likely physical damage to lineside Scheme with existing rail infrastructure before it is significant effect is vegetation, placed into service, on the basis of an accepted and anticipated. contamination of nearby independently assessed application of the Common drains from fuel leaks. Safety Method for Risk Assessment (which must ensure that all risks are mitigated to be ALARP). Without this authorisation, the Scheme would not be granted a licence to operate. The bridge structures have been surveyed and works have been identified. The rail horizontal and vertical alignments will be designed to achieve the design speeds. Table 17.1: Scoping assessment of potential major accidents and natural disasters
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17.5 Discipline Specific ES Methodology
Guidance and Best Practice Discipline specific criteria
17.5.1 There is no specific guidance on the assessment of the potential for major accidents or disasters for infrastructure projects. A precautionary approach for the purposes of this assessment has been adopted, which involves establishing the baseline, screening the risk of potential accidents and disasters that may give rise to likely significant effects, followed by further assessment of the risk, mitigation, and residual risk.
Construction Impacts for the Oxford Corridor Phase 2
17.5.2 The sensitive receptors and the main sources of potential major accidents and disasters were identified from a review of the ES. COMAH sites were identified using the Health and Safety Executive COMAH 2015 Public Information Search.
17.5.3 Sensitive receptors at risk from potential major accidents or disasters from the Scheme are:
• members of the public and local communities; • the natural environment, including ecology and biodiversity, land and soil quality, air quality, surface and groundwater resources, land use, landscape and views; • the historic environment, including archaeology and built heritage.
17.5.4 The main sources of potential major accidents and disasters were divided into the following categories:
• Man-made hazards from proposed, existing and former infrastructure and facilities (on both how they may impact the Scheme and how the Scheme may impact them); and • Natural disasters, for instance flood risk.
17.5.5 Baseline conditions were reviewed to identify existing facilities, natural features or potential hazards which may lead to events associated with potential major accident or disasters in combination with the Scheme.
17.5.6 The risks of potential major accidents and disasters were then screened to identify events requiring further consideration and those which may be scoped out as no likely significant effect is anticipated. The screening was broadly based on accepted technical risk assessment methods and the source pathway receptor model to identify:
• Sources (potential hazards which may be associated with a major accident or disaster); • Pathway (for transmission of the potential hazard to the receptor); and • Receptors which may potentially be exposed to potential hazards (source).
17.5.7 For risks of potential major accidents and disasters to be screened for further assessment all three components of the source pathway receptor model needs to be present to identify the events which may result in likely significant effects. The review also considered what barriers or embedded mitigation are in place to prevent the source pathway receptor event from occurring.
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17.5.8 The assessment defines whether the potential event may comprise a potential major accident or disaster in accordance with the definitions presented in Table 17.2 below
The definition of a ‘major accident’ used in this assessment draws on the Control of Major Accident Hazards Regulations 2015 (COMAH 2015). These Regulations define a "major accident" as an occurrence such as a major emission, fire, or explosion resulting from uncontrolled developments during the operation of any establishment and has the potential to lead to serious danger to human health or the environment (whether immediate or delayed) inside or outside the establishment and involving one or more dangerous substances. The terms which define a major accident are as follows:
• Injury to persons and damage to property - a death; six persons injured within the establishment and hospitalised for at least 24 hours; one person outside the establishment hospitalised for at least 24 hours; a dwelling outside the establishment damaged and unusable as a result of the accident; the evacuation or confinement of persons for more than 2 hours where the value (persons hours) is at least 500; or the interruption of drinking water, electricity, gas or telephone services for more than 2 hours where the value (persons hours) is at least 1,000).
• Immediate damage to the environment - permanent or long-term damage to terrestrial habitats of 0.5 hectares or more of a habitat of environmental or conservation importance protected by legislation, or 10 or more hectares of more widespread habitat, including agricultural land; significant or long-term damage to freshwater and marine habitats (10 km or more of river or canal; 1 hectare or more of a lake or pond; 2 hectares or more of delta; or 2 hectares or more of a coastline or open sea; or significant damage to an aquifer or underground water: 1 hectare or more).
• Damage to property: damage to property in the establishment, to the value of at least EUR 2,000,000 (approximately £1,712,450); or damage to property outside the establishment, to the value of at least EUR 500,000 (approximately £431,150).
• Cross-border damage: any major accident directly involving a dangerous substance giving rise to consequences outside the territory of the Member State concerned.
A naturally occurring event such as extreme weather (storm, flooding) or a ground- related potential hazard event (subsidence, landslide, or earthquake) with the potential to cause an event or situation that meets the definition of major accident:
Immediate damage to the environment: • permanent or long-term damage to; o terrestrial habitats of 0.5 hectares, or o more than 0.5 hectares of a habitat of environmental or conservation importance protected by legislation, or o 10 or more hectares of more widespread habitat, including agricultural land; • significant or long-term damage to freshwater and marine habitats o 10 km or more of river or canal; o 1 hectare or more of a lake or pond; o 2 hectares or more of delta; or
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o 2 hectares or more of a coastline or open sea; or • significant damage to an aquifer or underground water: 1 hectare or more).
Table 17.2: Definition of the terms Major Accident and Natural Disaster
Operational Impacts for the Oxford Corridor Phase 2
17.5.9 The basis of the operational major accidents assessment will be the same as described in the construction impacts section above.
17.6 Summary of Scoping Decision
17.6.1 There is no impact for from potential major accidents. Table 17.3 provides a summary of the scoping for EIA of the Scheme.
Not anticipated With the implementation of a Flood Risk Out Assessment to inform the design, and a Flood Management Plan, no likely significant effect is anticipated.
Not anticipated With the implementation of a Construction Out Traffic Management Plan, no likely significant effect is anticipated.
Not anticipated With the implementation of a Code of Out Construction Practice, the Construction Environmental Management Plan and industry standard procedures, no likely significant effect is anticipated.
Network Rail has standard procedures for the safe removal of potentially contaminated material. Following construction, there is no further risk as the railway formation would have been replaced with new and the temporary construction sites would have been cleaned up and restored to their previous use.
Not anticipated With the implementation of a Flood Risk Out Assessment to inform the design, and a Flood Management Plan, no likely significant effect is anticipated.
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Not anticipated The design and environmental management Out meet Network Rail standards to comply with health and safety, operational and maintenance requirements, no likely significant effect is anticipated.
Table 17.3: Summary of the scope of the EIA for Major Accidents
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18.1 Introduction
18.1.1 This section addresses the scope of the EIA with respect to cumulative effects. Cumulative effects occur when incremental environmental, social or economic effects caused by past, present and reasonably foreseeable future activities combine or interact in a location or within a timeframe to create additional impacts. Cumulative effects have the potential to occur during both construction and operation of a development.
18.1.2 The Intra and Inter cumulative effects are defined by the Institute of Environmental Management and Assessment (“IEMA”) (IEMA, 2011) as follows.
• Intra-cumulative effects: “These effects occur between different environmental topics within the same proposal, as a result of that development’s direct effects.” • Inter-cumulative effects: “This form of cumulative effect occurs as a result of the likely impacts of the proposed development interacting with the impacts of other developments in the vicinity.” Study Area
18.1.3 The study area for the desk study areas has used 1km radius from the red line boundary.
18.2 Legal and Policy Framework
18.2.1 The relevant water resource and flood risk legislation, and national and local planning policies which will be used to inform the assessment of potential water resource and flood risk effects of the Scheme are listed below;
• Legislation: o The Town and Country Planning (Environmental Impact Assessment) Regulations 2017. • Policies: o National Planning Policy Framework (NPPF); 18.3 Baseline Conditions
18.3.1 The baseline data search has identified developments available at the scoping stage of the EIA. This list will be updated during later stages of the EIA. The baseline consists of the following:
• data collated within this Scoping Report as part of the topic Sections 6 to 16; • information collated from the Oxford City Council Planning portal about other third-party planning applications (Table 18.1); and • information from the Oxford City Council or the SoS Register of Applications (Table 18.1).
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Not Development Junction 13 of the M4 to The Expressway to connect the towns and cities of the ‘Brain submitted Consent M11 Junction 14. Indicative Belt’ together. It will also look at other enhancements on Order Corridor for existing roads along the route, including the A34 around the preferred Oxford. The projects ‘commitment to construct’ is 2025, option B1 with ‘road opened’ in 2030. crosses the Based on the temporal scope of Oxford Phase 2 Scheme. proposed construction between 2022 and late 2024 (Section 2.4), no inter-cumulative effects with the Oxford to Cambridge Express Way are anticipated. Registered Planning Lucy Faithfull House 8 700 Erection of 36no. dwellings (C3 Use Class) including 50% Application Speedwell Street Oxford affordable housing with associated access, parking and OX1 1PX landscaping on the site of the former Lucy Faithfull House. Approved Planning 135-137 Botley Road 850 Erection of a two-storey retail unit (Use Class A1) and Application Oxford OX2 0HA reconfiguration of existing car park.
Registered Planning St Pauls House Walton 600 Partial demolition of existing buildings. External Application Street Oxford OX2 6ER alterations and additions to St Pauls House, including external cladding and roof extension to form a fourth floor. Erection of new four storey building fronting Cranham Street. Change of use of extended ground floor to Class A1 (retail), Class A2 (professional and financial services) and Class B1 (office), and provision of nine new Class C3 dwellings (including 4x2 bedroom flats and 5x3 bedroom flats). Provision of four car parking spaces.
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Approved City Deemed Seacourt Park and Ride 1000 Extension to the existing Seacourt Park and Ride to Permission - Botley Road Oxford accommodate new car parking, a single storey building to Reg 3 Oxfordshire provide a waiting area and toilets for customers, cycle parking, lighting, Closed-Circuit Television (CCTV), ticket machines, new pedestrian and cycle access, landscaping together with reorganisation of the layout of existing car parking spaces, repositioning of turning circle, bus pickup and drop-off and other works incidental to the development. Approved Planning Tumbling Bay Head of 80 Formation of new naturalistic flowing stream will be Application Bulstake Stream Botley created on the north bank of Tumbling Bay to provide a Road Oxford Oxfordshire route for fish migration. Part removal of existing scrubs and smaller trees either side of the new channel to be replaced with seeded area with a native wildflower mix and trees. Registered Planning 8 Hollybush Row Oxford 80 Demolition of existing building. Erection of a five-storey Application OX1 1JH building to create office suites (Use Class B1), 4no. short stay hotel rooms and 1 x 1-bed and 2 x 2-bed apartments. Provision of amenity space, bin and cycle stores. Approved Planning Trinity College Broad 950 Demolition of the existing building and the erection of a Application Street Oxford OX1 3BH replacement building to provide a new auditorium, teaching, and student communal area. On the lower floors together with administration offices and student accommodation to the upper floors. The relocation and widening of the existing vehicular access from Parks Road further South. External alterations to the rear of the President's Garage. Landscape enhancements to the
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immediate setting of the new building, library quad and the small quad to the south of library quad. Provision of covered cycle parking and replace glass house and machinery and tool store for the gardeners. Approved Planning Northgate House 13 - 20 950 Application for planning permission for the demolition of Application Cornmarket Street Oxford the existing building to ground level and the erection of a Oxfordshire OX1 3HE replacement building to provide replacement commercial units on the basement, ground and first floors, and new teaching facilities, ancillary accommodation and student fellows rooms on the upper floors for Jesus College. (Amended Plans) Registered Planning Castle Hill House 9 New 550 Redevelopment of former conservative club building at Application Road Oxford Oxfordshire Castle Hill House comprising demolition of existing OX1 1LT building and erection of new building to provide 52 student study rooms, along with internal and external amenity space; landscaping improvements including the reconfiguration of the Fellows car park.
Approved Planning Greyfriars Court Paradise 450 Demolition of existing building. Erection of a part 3, part 5 Application Square Oxford and part 6 storey hotel, with landscaping works in Oxfordshire OX1 1BE Paradise Square.
Table 18.1: Scoping Stage search for long-list of third-party developments
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18.4 Potential Impacts
Potential Impacts
18.4.1 There is potential for Intra-cumulative effects to occur between different environmental topics within the Scheme, as a result of that Schemes direct effects. The identification of these Intra- cumulative effects will be informed by the EIA within the ES. Intra-cumulative effects are scoped in for further assessment.
18.4.2 There is potential for Inter-cumulative effects as a result of the likely impacts of the Scheme interacting with the impacts of other developments (Table 18.1). Details and timings of these developments are currently unavailable. Consultation with Oxford City Council will be undertaken to establish timings of relevant developments. Inter-cumulative effects are scoped in for further assessment.
18.5 Discipline Specific ES Methodology
Guidance and Best Practice
18.5.1 The method for the assessment of cumulative effects will be informed by the Oxford City Council or the SoS Advice Note Seventeen: Cumulative Effects Assessment (Planning Inspectorate, 2019).
Intra-cumulative effects for the Oxford Corridor Phase 2
18.5.2 The methodology for the assessment of Intra-cumulative effects will be a two-step approach:
• Step one: receptors will be set up in a matrix and subdivided by type and geographic area. Then each receptor will then be checked for effects within the topic sections to determine which receptors are predicted to experience multiple likely effects. • Step two: the conclusions of the scale, extent and nature of likely effects from each topic will be considered, taking account of the application of all proposed mitigation measures. Determination of a likely significant effect will be from either the combination of several simultaneous non-significant effects, or from multiple likely significant effects occurring sequentially, such that the duration of likely significant effect on a receptor will be increased.
18.5.3 An intra-project effect will be considered a likely significant effect, if several effects combine to create an overall likely significant effect.
18.5.4 Some Intra-cumulative assessments will be partially completed within topic assessments, as required by legislation or as specified within topic specific guidance (Sections 6 to 16). Table 18.2 shows cumulative assessments covered by topic specific guidance, which will not be separately reported within the cumulative assessment section of the ES.
• Landscape visual and Setting on heritage lighting Historic assets environment • Noise and vibration Habitat loss/ • Air quality and odour Biodiversity and
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degradation/ • Noise and vibration ecology fragmentation and • Water resources & flood disturbance risk • Air Quality and odour Amenity of community assets, PRoWs, parks • Landscape visual and and other relevant lighting Population tourism or recreational • Noise and Vibration receptors. • Traffic and Transport Table 18.2: Cumulative assessments considered in other sections
Inter-cumulative effects for the Oxford Corridor Phase 2
18.5.5 For the assessment of inter-project effects, a four-stage approach will be adopted based on the guidance set out in the Planning Inspectorate’s Advice Note Seventeen (Planning Inspectorate, 2019). The stages used were as follows:
• Stage 1: The Zone of Influence for the Scheme will be established and a long-list of ‘other existing developments and/or development applications’ will be collated; • Stage 2: A short-list of ‘other existing developments and/or development applications’ will be identified by applying inclusion or exclusion criteria to the Stage 1 list; • Stage 3: Information on the short-listed developments will be compiled to inform Stage 4, this will include: o The design and location; o Programme of construction, operation and/or decommissioning; and o Any available EIA information; and • Stage 4: The Inter-cumulative effects of the Scheme with the other developments identified in Stages 1 to 3 of the process will be assessed.
18.5.6 An Inter-cumulative effect will be considered a likely significant effect if a receptor would be notably affected by an effect which would not be caused directly either by the Scheme in isolation or by one of the short-listed developments in isolation, but which would occur, or be increased in magnitude, due to the influence of the interaction of the short-listed development and the Scheme.
18.6 Summary of Scoping Decision
18.6.1 There is the potential for cumulative effects for sensitive receptors near the Scheme. Table 18.3 provides a summary of the cumulative effects assessment scope for EIA of the Scheme.
There is potential for Intra-cumulative effects to occur Potential In between different environmental topics within the
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Scheme, as a result of that Schemes direct effects. The identification of these Intra-cumulative effects will be informed by the EIA within the ES. There is potential for Inter-cumulative effects as a result of the likely impacts of the Scheme interacting with the impacts of other developments (Table 18.1). Potential Details and timings of these developments are In currently unavailable. Consultation with Oxford City Council will be undertaken to establish timings of relevant developments.
There is potential for Intra-cumulative effects to occur between different environmental topics within the Potential Scheme, as a result of that Schemes direct effects. In The identification of these Intra-cumulative effects will be informed by the EIA within the ES. There is potential for Inter-cumulative effects as a result of the likely impacts of the Scheme interacting with the impacts of other developments (Table 18.1). Potential Details and timings of these developments are In currently unavailable. Consultation with Oxford City Council will be undertaken to establish timings of relevant developments.
Table 18.3: Summary of the scope of the EIA for Intra and Inter Cumulative Effects
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19.1 Scoping Decision
19.1.1 Table 19.1 presents the summary of Scoping Decision by topic.
Rail operations N/A Out Odour In Out Site emissions Out N/A Dust In Out Traffic emissions / changes In Out Statutory designated sites Out Out Non-statutory designated sites Out Out Reptiles Out Out Breeding birds Out Out Bats Out Out Riparian Mammals Out Out Aquatic Ecology Out Out INNS (Plants) Out Out Soils Out Out Minerals Out Out Geological designations Out Out Contaminated land In Out Archaeological Remains In Out Historic Buildings In In Historic Landscape In In Users of PRoWs In Out Residential Properties In In Westgate Hotel In In Said Business School In Out Green Belt Out Out National Character Area Out Out National Cycle Route Out Out Material Assets Out Out Waste Out Out Vibration - People In Out Vibration - Buildings Out Out Tranquil areas Out Out
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Airborne Noise In Out Ground-borne Noise Out Out Traffic In In Railway Noise Out In Industrial noise Out Out Supply chain Out Out Access In In Amenity In In Employment and the local In In economy Land use and displacement In Out Air quality and odour - exposure In Out to dust Air Quality - new air quality N/A Out impacts on human health Biodiversity and Ecology Out Out Noise - disturbance In In Pollution In In Landscape, Visual Amenity and In Out Lighting - human health impacts Landscape - landscape Out In character Historic Environment Out Out Population In In Traffic and Transport - In congestion, disruption to public Out transport services, and changes in amenity Material Assets and Waste Out Out Major Accidents and Disasters Out Out Road network In In Public transport (bus routes) In In Non-motorised users (footpaths, In Out cycle ways) Flood Risk – Fluvial In In Flood Risk – Reservoir Breach Out Out Flood Risk – Canal Breach Out Out Flood Risk – Surface Water In In Flood Risk – Groundwater In In
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Superficial Aquifer – In In Groundwater Bedrock - Groundwater Out Out Water Quality - Groundwater In Out Water Quality – Surface Water In In Geomorphology Out Out Flood Risk Out Out Major road traffic accident Out involving construction plant or Out vehicles Ground contamination and Out Out landfill gas Train derailment / collision Out Out Intra cumulative In In Inter cumulative In In Table 19.1: Summary of Scoping Decision
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British Geological Survey (n.d.). Minerals Information Online. URL https://www.bgs.ac.uk/mineralsuk/maps/maps.html Accessed January 2020 British Geological Society. (2020). Geoindex. URL https://www.bgs.ac.uk/geoindex/ Accessed January 2020. British Geological Society (2019). Mineral Planning Factsheet Construction Aggregates [https://www.bgs.ac.uk/downloads/start.cfm?id=1355] British Geological Society (2011). Mineral safeguarding in England: good practice advice [http://www.bgs.ac.uk/downloads/start.cfm?id=2069] British Standards Institution. (2014). BS 5228-2:2009+A1:2014: Code of practice for noise and vibration control on construction and open sites - Part 2: Vibration. CH2M. (2017). Hydraulic Model CIEEM. (2017). Guidelines for Preliminary Ecological Appraisal, 2nd edition. Chartered Institute of Ecology and Environmental Management, Winchester. CIEEM. (2018). Guidelines for Ecological Impact Assessment in the UK and Ireland: Terrestrial, Freshwater, Coastal and Marine. Chartered Institute of Ecology and Environmental Management, Winchester. Control of Pollution Act. (1974). Crown Estate. (2018). Marine Aggregates Capability and Portfolio 2018. URL https://www.thecrownestate.co.uk/media/2753/2018-the-crown-estate-marine-aggregates-report.pdf. Accessed December 2019 Department for Environment, Food and Rural Affairs (Defra). (2018). Digest of Waste and Resource Statistics. URL https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/710 124/Digest_of_Waste_and_Resource_Statistics_2018.pdf. Accessed December 2019 Department for Communities and Local Government (DCLG). (2009). National and regional guidelines for aggregate provision’ in England 2005–2020. URL https://www.gov.uk/government/publications/national-and-regional-guidelines-for-aggregates- provision-in-england-2005-to-2020 Accessed December 2019 Department for Environment, Food and Rural Affairs (Defra). (2018). Statutory Review: The Waste (England and Wales) Regulations 2011. URL http://www.legislation.gov.uk/uksi/2011/988/pdfs/uksiod_20110988_en.pdf. Accessed December 2019 Department for Environment, Food and Rural Affairs (Defra) (2019), Statistical data set ENV23 - UK statistics on waste [https://www.gov.uk/government/statistical-data-sets/env23-uk-waste-data-and- management] Defra. (No date a). UK and EU Air Quality Limits. URL https://uk-air.defra.gov.uk/air-pollution/uk-eu- limits. Accessed November 2019 Defra. (No date b). Multi Agency Geographic Information for the Countryside (MAGIC). URL https://magic.defra.gov.uk/MagicMap.aspx Accessed November 2019 Defra. (2019). UK Air Information Resource: AQMAs Interactive Map. URL https://uk- air.defra.gov.uk/aqma/maps/ Accessed December 2019. Defra. (2018). Local Air Quality Management Technical Guidance (TG16). Defra. (2010) Noise Policy Statement for England
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Defra. (2007). The air quality strategy for England, Scotland, Wales and Northern Ireland. URL https://www.gov.uk/government/publications/the-air-quality-strategy-for-england-scotland-wales-and- northern-ireland-volume-1 Accessed November 2019. English Heritage. (2008). Conservation Principles: Polices and Guidance for the Sustainable Management of the Historic Environment Environment Act. (1995). URL http://www.legislation.gov.uk/ukpga/1995/25/contents Accessed November 2019. Environment Agency. (2019a). Flood map for planning. URL https://flood-map-for- planning.service.gov.uk/ Accessed December 2019 Environment Agency (2019b). Long term flood risk information. URL https://flood-warning- information.service.gov.uk/long-term-flood-risk Accessed December 2019 Environment Agency (2019c). Catchment Data Explorer. URL https://environment.data.gov.uk/catchment-planning/ Accessed December 2019 Environment Agency. (2018a). What's In Your Backyard. URL http://apps.environment- agency.gov.uk/wiyby/default.aspx. Accessed December 2019 Environment Agency (2018b), Waste Management in the South East: Data Tables [https://data.gov.uk/dataset/312ace0a-ff0a-4f6f-a7ea-f757164cc488/waste-data-interrogator-2018] Environment Agency. (2016). River Basin Management Plan ("RBMP"), Thames River Basin District 2016. Environment Agency. (2014). Thames Catchment Abstraction Management Strategy (CAMS). Environment Agency (2008). Guidance for the Safe Development of Housing on Land Affected by Contamination. Environmental Protection Act. (1990). URL http://www.legislation.gov.uk/ukpga/1990/43/contents Accessed November 2019 Environmental Protection UK (EPUK) / Institute of Air Quality Management (IAQM). (2017). Land-Use Planning & Development Control: Planning for Air Quality. Version 1.2. Extrium. (2019). England Noise and Air Quality Viewer. URL http://www.extrium.co.uk/noiseviewer.html Accessed November 2019 Glenigan et al. (2019). UK Industry Performance Report 2018: Construction KPIs Annual Report. URL https://www.glenigan.com/wp content/uploads/2018/11/UK_Industry_Performance_Report_2018_4456.pdf. Accessed December 2019. Google. (2019) Google Maps. URL http://maps.google.com/ Accessed December 2019 UK Grid Reference Finder. (no date). UK Grid Reference Finder. URL https://gridreferencefinder.com/ Accessed December 2019. Highways England. (2019). Sustainability & Environment Appraisal LA 110 Material assets and waste (formerly IAN 153/11). URL http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol11/section3/LA%20110%20Material%2 0assets%20and%20waste-web.pdf Accessed December 2019 Highways England. (2019). DMRB Volume 11 Section 3 Part 1 LA 105 Air quality. URL http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol11/section3/LA%20105%20Air%20quali ty-web.pdf Accessed December 2019 Highways England. (2019). DMRB Volume 11 Section 3 Part 2 LA 105 LA 106 Cultural heritage assessment. URL
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Ministry of Housing, Communities & Local Government (2016), Collation of the results of the 2014 Aggregate Minerals survey for England and Wales [https://www.gov.uk/government/publications/aggregate-minerals-survey-for-england-and-wales-2014] Natural England. (2014). NCA Profile:108 Upper Thames Clay Vales (NE570). URL http://publications.naturalengland.org.uk/publication/5865554770395136?category=587130 Accessed November 2019 Natural England. (2013). NCA Profile:109 Midvale Ridge (NE417). URL http://publications.naturalengland.org.uk/publication/5431100?category=587130 Accessed November 2019. Network Rail. (2019a). Oxford Station Area -Botley Road Bridge, Platform 4/5 and Sheepwash Bridge Constructability Report. Network Rail. (2019b). Oxford Corridor Phase 2 Construction Staging. Network Rail. (2018). Annual report and accounts 2019. URL: https://cdn.networkrail.co.uk/wp- content/uploads/2019/07/Annual-report-and-accounts-2019.pdf Network Rail. (2015). Oxford Rail Corridor Extended Phase 1 Habitat Survey. Network Rail. Network Rail. (2014). CP5 Oxford Corridor Phase 2 Feasibility Report. (OP Ref 122151. Network Rail Oxford City Council. (no date). Oxfordshire County Council – Flood Toolkit Oxford City Council. (2019a). 2018 Air Quality Annual Status Report (ASR) Oxford City Council. (2019b). Oxford historic Asset Register. URL: https://www.oxford.gov.uk/homepage/189/browse_the_oxford_heritage_asset_register Accessed December 2019 Oxford City Council. (2019c). Oxford Map. URL http://maps.oxford.gov.uk/LocalViewPub/Sites/Localview/# Accessed November 2019 Oxford City Council. (2018). Oxford Local Plan 2016-2036 Proposed Submission Draft Oxford City Council. (2015). Assessment of Oxford View Cones Oxford City Council. (2011a). Oxford Core Strategy 2026 Oxford City Council. (2011b). Strategic Flood Risk Assessment (SFRA) for Oxford City Oxford City Council. (2008). West End Area Action Plan Oxford City Council. (2005). Oxford Local Plan 2001-2016. Oxfordshire County Council (2018) Oxfordshire Minerals and Waste Local Plan, Oxfordshire Local Aggregates Assessment 2018. URL https://www2.oxfordshire.gov.uk/cms/sites/default/files/folders/documents/environmentandplanning/pl anning/mineralsandwaste/LAA2018.pdf Accessed December 2019 Oxfordshire County Council. (2019). Countryside Access Map. URL https://publicrightsofway.oxfordshire.gov.uk/Web/standardmap.aspx Accessed November 2019 Perkins + Wills. March 2019. OX1 Masterplan West Side Proposal. Prepared for The Co-operation Childcare, YHA, Network Rail. Planning (Listed Buildings and Conservation Areas) Act 1990. (2019). URL https://www.legislation.gov.uk/ukpga/1990/9/contents Accessed November 2019. South East Aggregate Working Party (SEEAWP). (2018). South-East England Aggregates Monitoring 2017, South East England Aggregates Working Party Report, October 2018. URL https://www.surreycc.gov.uk/__data/assets/pdf_file/0009/189207/SE-Aggregates-Monitoring-Report- 2017.pdf Accessed December 2019
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Tata Steel. (2014a). Oxford Corridor Capacity Improvement – Phase 1 and Phase 2: Ground Investigation Report Tata Steel. (2014b). Oxford Corridor Capacity Improvement - Contaminated Land Risk Assessment. Tata Steel Joint Venture (TSJV). (September 2016) W1002D-TTS-REP-EEN-006005. B01. Oxford Corridor Phase 1 Design Environmental Management Plan GRIP 5 Detailed Design. The Air Quality (England) (Amendment) Regulations. (2002). URL http://www.legislation.gov.uk/uksi/2002/3043/contents/made Accessed November 2019 The Air Quality Standards Regulations. (2010). URL http://www.legislation.gov.uk/uksi/2010/1001/contents/made Accessed November 2019 The Environmental Noise (England) Regulations. (2006). URL http://www.legislation.gov.uk/uksi/2006/2238/contents/made Accessed November 2019 The Hedgerows Regulations. (1997). URL http://www.legislation.gov.uk/uksi/1997/1160/contents/made Accessed November 2019 The Town and Country Planning (Tree Preservation) (England) Regulations. (2012). URL http://www.legislation.gov.uk/uksi/2012/605/contents/made Accessed November 2019 Waste and Resources Action Programme (WRAP). (2013). Resource Efficiency Benchmarks for Construction Projects. URL http://www.wrap.org.uk/content/resource-efficiency-benchmarks- construction-projects-0 Accessed January 2020 Waste and Resources Action Programme (WRAP). (2009). Construction procurement guidance: Delivering higher recycled content in construction projects. URL: http://www.wrap.org.uk/sites/files/wrap/Delivering%20higher%20recycled%20content%20in%20constr uction%20projects.pdf Accessed January 2020 World Health Organisation. (2018). Environmental Noise Guidelines for the European Region. World Health Organisation. (2009). Night Noise Guidelines for Europe. World Health Organisation. (1999). Guidelines for Community Noise.
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Annual Average Daily Traffic
Atmospheric Dispersion Modelling System
As Low as Reasonably Practicable
Air Quality Management Area
Air Quality Objective
British Geological Society
Catchment Abstraction Management Strategy
Closed-Circuit Television
Construction Environment Management Plan
Construction Industry Research and Information Association
Contaminated Land: Applications in Real Environments
Control of Major Accident Hazards
Calculation of Railway Noise
Design Manual for Roads and Bridges
Environment Agency
Environmental Impact Assessment
Environmental Protection Act
Environmental Protection UK
Environmental Statement
Forest Stewardship Council
General Certificate of Secondary Education
Good Ecological Potential
Good Ecological Status
Ground Investigation Report
Geographic Information System
Guidelines for Landscape and Visual Impact Assessment
Governance for Railway Investment Projects
Higher Education Data and Analysis
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Heavy Goods Vehicle
Historic Landscape Character
Habitats Regulations Assessment
Healthy Urban Development Unit
Heating, Ventilation, and Air Conditioning
Institute of Air Quality Management
Institute of Environmental Management and Assessment
Indices of Multiple Deprivation
Invasive Non-Native Species
Land Contamination: Risk Management
Light Duty Vehicle
light goods vehicles
Lead Local Flood Authorities
Lower Super Output Areas
Landscape and Visual Impact Assessment
Multi-Agency Geographic Information for the Countryside
National Character Area
Natural Environment and Rural Communities
National Grid Reference
National Heritage List for England
National Health Service
Noise Important Areas
Noise Insulation Regulations
Noise Insulation Railway Regulations
National Planning Policy Framework
National Policy Statement
Network Rail
National Track Materials Recycling Centres
Oxford City Council
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Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Office for National Statistics
Office of Rail Regulation
Ordnance Survey
Programme for the Endorsement of Forest Certification
Permits, Licenses and Consents
Planning Practice Guidance
River Basin Management Plan
Special Areas of Conservation
Statutory Environmental Bodies
South East England Aggregate Working Party
Strategic Flood Risk Assessment
Secretary of State
Supplementary Planning Document
Site of Special Scientific Interest
Site Waste Management Plan
Tree Preservation Orders
Travel to Work Areas
Thames Valley Environmental Records Centre
Transport and Works Act Order
Water Framework Directive
World Health Organisation
Waste and Resources Action Programme
Youth Hostels Association
Zone of Theoretical Visibility
Page 129 of 129
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Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Appendices
Appendix A Figures
163390-JAC-SKE-EEN-000001 Oxford Corridor Phase 2 EIA: Environmental Constraints Figure Overview
163390-JAC-SKE-EEN-000002 Oxford Corridor Phase 2 EIA: Environmental Constraints Figure Biodiversity and Water
163390-JAC-SKE-EEN-000003 Oxford Corridor Phase 2 EIA: Environmental Constraints Figure Heritage
163390-JAC-SKE-EEN-000004 Oxford Corridor Phase 2 EIA: Environmental Constraints Figure Landscape
163390-JAC-SKE-EEN-000005 Oxford Corridor Phase 2 EIA: Environmental Constraints Figure Noise and Air Quality
Figure 15.1: Local highway network ...... 93
The Network Rail (Oxford Corridor Phase 2) Order
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Appendix B Preliminary Habitat Regulations Assessment (HRA) Screening
Please refer to separate report 163390-JAC-REP-EEN-000003
The Network Rail (Oxford Corridor Phase 2) Order
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Appendix C Record of Transport correspondence with Oxfordshire County Council
Please see standalone Appendix C pdf for the full record of Transport correspondence
The Network Rail (Oxford Corridor Phase 2) Order
Environmental Impact Assessment – Scoping Report Document reference (163390-JAC-REP-EEN-000001 Revision A04)
Network Rail SN1 Station Road Swindon SN1 1DG networkrail.co.uk