TROWELL TO TIBSHELF In your area July 2013

High Speed Two (HS2) is the planned new high Implications for people living speed rail network, connecting London with the West Midlands and running lines to Manchester between Trowell and Tibshelf and Leeds. This factsheet, produced to accompany Opportunities the consultation on the route from the West It is estimated that Hub station could Midlands to Manchester, Leeds and beyond, support between 1,500 and 1,600 jobs and 150 and 800 explains how the proposed route will affect your homes. People living along this section of the route area, including: could access HS2 services through the East Midlands Hub station, benefiting from faster, more frequent • the proposed HS2 route between Trowell services to London, the West Midlands, South and Tibshelf; Yorkshire and Leeds. • the implications for people living between Trowell and Tibshelf; and Journey times • how we would manage construction. From new East Midlands Hub station at Toton Destination Current time (mins) HS2 time (mins) The proposed route London n/a 51 Heathrow* n/a 66 Upon leaving the new East Midlands Hub station at Birmingham n/a 19 Toton, the proposed route would broadly follow the Sheffield Midland n/a 27 M1 corridor as far as Staveley in North . Leeds n/a 30 York n/a 37 Ground levels through this area vary, resulting in Newcastle n/a 107 frequent changes in elevation. The route includes cuttings and embankments, with bridges and viaducts * Journeys to Heathrow Airport based on Heathrow Express/Crossrail from HS2 station at Old Oak Common. to cross rivers and infrastructure. The highest of these structures would be the viaduct over the at South Normanton, at more than 30m above the river. Landscape and townscape The route continues north, closely following the At Strelley, the proposed scheme would be alignment of the M1, helping to reduce impacts. approximately 360m from the M1 and include a Viaducts and embankments would cause visual impacts half-mile cut and cover tunnel under the Strelley at Sandiacre, Stanton Gate and Stapleford. The cut and Conservation Area. The tunnel would be under Main cover tunnel at Strelley would minimise potential Street, just to the west of the Grade I Listed All Saints landscape and visual impacts. Having diverged Church and Grade II Listed Strelley Hall. The proposed temporarily from the motorway, the route would cut route would emerge as open shallow cutting to the through parkland around Brookhill Hall, east of Pinxton. north-east of the conservation area and continue north Later designs would seek to reduce potential impacts by towards Business Park. introducing landscaping, including earthworks and planting of trees, hedgerows and shrubs.

Wildlife and habitats North of Nuthall, the proposed route would pass close to Sellers Wood Site of Special Scientific Interest (SSSI) and Wood SSSI. South of Kirkby-in-Ashfield, the route would pass by Annesley Woodhouse Quarries A608, Salmon Lane, B6018, B6019, Brookhill Lane, A38, SSSI. With detailed design and careful construction, we B6026, Newtonwood Lane and additional minor roads. expect to be able to mitigate any effects. We are already working with the Highways Agency and, in due course, we will work with local authorities in order The proposed route would cross Bogs Farm Quarry to minimise any traffic disruption which might arise. SSSI, east of the M1 at Selston. There is a risk of habitat loss from construction and placement of viaduct piers, Effects on cycle routes and footpaths would be pollution during construction, shading, and changes in addressed as more detailed planning is done. hydrology potentially arising from the placement of Wherever possible, routes would be reinstated or viaduct piers in groundwater flows feeding flushed alternatives provided. grassland. As the design develops, we will continue to seek opportunities for mitigation of these impacts and Property and land for enhancing habitats within the SSSI. A cluster of an estimated five dwellings at Nuthall and seven dwellings at Langton Hall would need to be We would continue to work closely with Natural demolished, as well as some commercial properties and relevant landowners to identify any north of Strelley. In order to provide assistance to those possible effects and agree appropriate strategies to people whose properties may be affected at this early manage and minimise impacts on wildlife and habitats. stage of the scheme, the Government introduced a discretionary Exceptional Hardship Scheme (EHS). Water The EHS is designed for those who, for reasons of The proposed route would cross a number of rivers, exceptional hardship, have an urgent need to sell streams and there floodplains. Any impacts would be their property, but have not been able to, except kept to a practicable minimum and we would work at a substantially reduced price, as a direct result of closely with the Environment Agency and other Phase Two. More information about the Phase Two EHS stakeholders in order to determine how best to do this. and how to apply is available on the HS2 website, Crossings would be designed so as to minimise the www.hs2.org.uk. effect on the watercourse, its wildlife and associated wetland habitats. The design would also be engineered The EHS is not the only opportunity that affected to take account of future flood risk. property owners will have to sell their properties in the medium to long term. Based on the timescales of Phase Heritage One, it is expected that the Phase Two EHS will run until In this section we have realigned the proposed route the end of 2016. A wider package of longer-term closer to the existing M1 corridor and have introduced property compensation schemes would be expected to a cut and cover tunnel to minimise the impacts where replace the EHS at that point, in addition to the the route passes through Strelley, including the Strelley statutory provision. Conservation Area. This historic village has numerous listed buildings, as well as a Scheduled Monument, Noise comprising a medieval moat and fishponds at Strelley At this early stage of the design process, our initial Church. The cutting that leads into the tunnel would airborne noise appraisal has predicted the exposure of adversely affect the setting of the monument, but links railway noise on groups of dwellings during an 18-hour between the Scheduled Monument, Strelley Hall and daytime period1. the church would be maintained. Residual noise impacts are expected to affect residents South-west of Annesley Woodhouse, the proposed of Nuthall. The map included with this factsheet route would pass on embankment in close proximity highlights areas likely to be affected by noise based on to a Scheduled Monument comprising a series of this early appraisal. It also indicates locations at which fishponds. Although this feature is partly surrounded by we would explore further opportunities to mitigate trees, the proposed route would detract from its setting. airborne noise, such as the use of noise barriers and earth mounds. A factsheet providing further detail on Transport networks and access noise has been produced to accompany the consultation. The proposed route may require approximately one mile of the M1 to be permanently realigned at Local issues Stanton Gate. A temporary realignment is likely to be Our work with regional stakeholders has highlighted put in place at Tibshelf with additional impacts on the some areas where the route could cause concern motorway junctions along this stretch. for local people, such as the impact on Nottingham

A number of temporary diversions would be required to 1Noise is conventionally measured using the equivalent continuous sound level (LAeq) indicator. This level is defined as the constant level of sound that, over a facilitate construction of the high speed route, as well as period of time, has the same total sound energy as the actual varying sound alterations to roads such as the B6009, B600, A610, over the same period. Visualisation of the line as the tunnel emerges south of Strelley | Source: HS2 Ltd

Business Park; we expect the consultation will highlight other issues not included here. We will work with local authorities, communities and stakeholders to develop the engineering design in a way which minimises potential impacts, and we will discuss the proposals for mitigation where possible. Managing construction Following Royal Assent to the Phase Two hybrid Bill, there would be a period to prepare for construction – for example, for land to be acquired and contracts let. Construction itself will take approximately nine years overall, although, in most places, the duration of construction is likely to be much less. This period of construction will include a period of testing from early 2031, with Phase Two expected to open in 2032/33.

We recognise that people will be concerned about the impacts of construction on their area. We are committed to managing these impacts and reducing disruption to communities, businesses and the environment in ways that reflect the best practice used by the construction industry. We will work closely with local authorities and communities to draw up a comprehensive and detailed package of measures to address the local effects of construction, such as the Code of Construction Practice being introduced for Phase One. Where to get further information The consultation document High Speed Rail: Investing in Britain’s future – Consultation on the route from the West Midlands to Leeds, Manchester and beyond, which sets out our proposals in detail, can be downloaded from our website: www.hs2.org.uk.

Our Sustainability Statement, which describes the extent to which the proposed scheme supports objectives for sustainable development, is also available on the site, along with further supporting materials. You can also call the HS2 Enquiries line (020 7944 4908) for more information. ©High Speed Two (HS2) Limited, 2013, except where otherwise stated. Printed in UK, 75% recycled fibre. Product Code: P2C65 UK, 75% recycled fibre. Product where otherwise stated. except Printed in (HS2) Limited, 2013, Two Speed ©High Noise Impact Key The map gives an indication of the properties that would experience noise once the proposed HS2 services are operating, based on our noise modelling, and assuming mitigation in place

Noticeable Noise Increase Areas which could have a noticeable change in average daytime railway noise levels

where the predicted noise level is more than 50dBLAeq,18hr and there has been a 3dB increase or more.

Noise Insulation (NIRR) Areas which could have a requirement for noise insulation (based on regulations)

where façade noise levels are more than 68dBLAeq,18hr with a 1dB increase or more. High HS2 Noise Levels Within the areas which could qualify for noise insulation we have also identified locations which could be exposed to “high” average noise levels i.e. greater than or

equal to 73dBLAeq,18hr. This is the level taken from the Environmental Noise Regulations.