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Smart Motorways Programme M23 Junction 8 to 10 Smart Motorway Environmental Study Report December 2017

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Smart Motorways Programme M23 Junction 8 to 10 Smart Motorway Environmental Study Report December 2017 Smart Motorways Programme M23 J8-10 Smart Motorways Programme M23 Junction 8 to 10 Smart Motorway Environmental Study Report December 2017 Notice This document and its contents have been prepared and are intended solely for Highways England’s information and use in relation to the Smart Motorways Programme. 1 Environmental Study Report | Version 4.0 | December 2017 Smart Motorways Programme M23 J8-10 Document history Job number: Document ref: Environmental Study Report Revision Purpose description Originated Checked Reviewed Approved Date Rev 1 First draft LK RM NW 10/2/17 Rev 2 Second draft LK RM EB RM 17/2/17 Rev 3 Third draft AP EB EB RM Rev 4 Noise and Vibration Insert MW NW 15/12/17 added Client signoff Client Highways England Project Smart Motorways Programme M23 J8-10 Document title Environmental Study Report Job no. Copy no. 1 Document Environmental Study Report reference 2 Environmental Study Report | Version 4.0 | December 2017 Smart Motorways Programme M23 J8-10 Executive summary Introduction Smart Motorway (SM) All Lane Running (ALR) scheme on the M23 between Junction 8 Interchange (J8) and Junction 10 – Copthorne (J10), referred to in this report as the ‘Proposed Scheme’. The Proposed Scheme lies within the county of Surrey and West Sussex (see Figure 1-1 for a location plan). Highways England expects to commence construction of the Proposed Scheme in 2018 and is expected to take approximately three years to construct, including commissioning. The Proposed ALR Scheme would provide four permanent running lanes, by converting the hard shoulder into lane 1, between Junctions 8 and 10. The ALR will be supported through the installation of technology to monitor conditions and inform drivers. This will include the installation of 26 new overhead gantries (26 existing gantries will be retained and upgraded where possible) fitted with Advanced Motorway Indicators (AMIs), New Message Signs and/or Advanced Directional Signs (ADS), strategic signs (MS3s) and variable Messaging Signs (MS4). These will display variable speed limits based on traffic conditions along with the creation of emergency refuge areas (ERAs) in accordance with the standards as set out in IAN 161/13. Cameras and loop detectors will provide information to support the technology, where through junction running will be introduced. The Proposed Scheme will incorporate the hardening of the central reserve and installation of a rigid concrete barrier between Junction 8 and 10. A full description of the Proposed Scheme is provided in Section 2. This Environmental Study Report (ESR) presents the findings of the non-statutory environmental assessment undertaken to identify and assess potential environmental impacts that could arise from the Proposed Scheme and proposes mitigation measures to minimise these impacts in order to inform the planning, design and construction process and satisfy legal obligations. Air quality Following implementation of the Proposed Scheme, improvements to the M23 J8-10 would lead to an increase in traffic flows along the M23 and the immediate road network (due to the release of latent demand), with some balancing from improved journey times (congested speed effects). There are 6 AQMA, PCM links, one designation of European importance (Mole Gap to Reigate Escarpment SAC) and no designated ecological sites within the air quality study area. 3 For human health, there are no exceedances of the annual mean NO2 UK AQS objective of 40 µg/m in the base year (2015) or opening year (2020) with or without the Proposed Scheme. Any increases in concentrations (noted in eight areas) are predicted to be ‘imperceptible’, whilst there is one area that is considered to have a ‘small decrease’ adjacent to the A22 Station Road at Oaklands, South Godstone (R61). The maximum concentration at these locations would be well below the AQS objective at 27.4 µg/m3. For EU compliance, there is not expected to be a compliance risk as there are no Defra PCM links that exceed the EU Limit Value for annual mean NO2 with or without the Proposed Scheme, either in 2020 or 2035. The regional assessment shows a reduction in emissions of NOx of 41% by 2035 when compared with 2015 emissions. This is in line with the expected reduction in congestion and free flow conditions with the Proposed Scheme. There are expected to be increases in emissions of between 5% and 14% of PM10 and CO2 as a result of the Proposed Scheme by the design year 2035 when compared with 2015 emissions. This is in line with the overall increase in vehicle kilometres travelled of 42%. The overall conclusion regarding the effect of the Proposed Scheme on local air quality is that there would be no significant adverse effect on local air quality. Ecology and nature conservation Ecological receptors in the study area includes two statutory designated internationally important sites lie within the Zol of the Proposed Scheme (Mole Gap to Reigate Escarpment SAC and the Mens SAC), four SSSI’s within 200m of the affected road network (Woldingham and Oxted Downs SSSI, Titsey Woods SSSI, Westerham Woods SSSI, Godstone Ponds SSSI), notable and other habitats, notable and legally protected 3 Environmental Study Report | Version 4.0 | December 2017 Smart Motorways Programme M23 J8-10 species such as bats, dormouse, Roman Snail and great crested newt. These require avoidance, mitigation, compensation and/or enhancement measures which have been incorporated into the Proposed Scheme. This will ensure impacts are minimised and that there are no residual significant adverse effects on the favourable conservation status of habitats and species. With the implementation of mitigation, there would be no significant residual effects as a result of the Proposed Scheme. There would be, temporary disturbance and loss of woodland habitat for notable species (including hazel dormouse, common breeding birds, bats, reptiles and great crested newts) and risk of pollution from fuel spillage material wash off and dust resulting in loss of quality of retained habitat during the construction phase. There would also be a slight deterioration in air quality and pollution from surface water wash off or dust which would result in a minor loss of habitat quality. There would be an increased risk of mortality of wildlife from vehicle collision due to the additional running lane and the presence of concrete barrier in the central reservation. Overall, the Proposed Scheme would not result in any significant adverse effects on statutory or non- statutory designated sites, notable habitats or notable species. Landscape and cultural heritage The highly sensitive Surrey Hills AONB abuts the southern edge and the High Weald AONB abuts the northern edge of the existing M23. The highway forms a locally discordant feature within the landscape. The removal of sections of existing mature vegetation in this area, along with additional gantries and environmental barriers, would increase the dominance of the highway as a locally discordant feature. This would result in visual intrusion and effects on the landscape character until mitigation planting establishes. However, adverse effects would apply to a relatively small part of each AONB (approximately <1.5% for Surrey Hills AONB and 0.001% for High Weald AONB, based on visibility of the Proposed Scheme from both AONB’s). Although additional gantries and signs would slightly exacerbate the prominence of the M23, the residual effects on the Surrey Hills and High Weald AONB’s and their setting with mitigation are considered to be insignificant. There would be no significant effects on the landscape setting of cultural heritage assets during construction or operation. Overall, residual landscape and visual effects would be insignificant. Noise and vibration Construction noise and vibration could give rise to localised temporary (non-significant) adverse impacts which will be managed via the Environmental Management Plan and the use of best practicable means to ensure that they are reduced to the lowest levels and durations possible. In the short term, during the operational phase with the Proposed Scheme in place, the majority of noise sensitive receptors are expected to experience a decrease in noise level with minor decreases for 2,434 properties and even greater decreases for 288 properties. This decrease is due to the inclusion of a new low noise surface across all lanes of the motorway and the installation of noise barriers, as part of the Proposed Scheme. The seven noise barriers proposed between Junctions 8 and 10 will help to enhance the noise environment in the vicinity of the Proposed Scheme. In the long-term, during the operational phase with the Proposed Scheme in place, two noise sensitive receptors are predicted to experience a perceptible increase in noise level (although this is due to traffic uplift on a local road in the future assessment year and is not due to the Proposed Scheme), whilst 1,292 noise sensitive receptors are predicted to experience minor or moderate decreases in noise, which would be perceptible to residents. During the operational phase no significant effects are predicted. The Proposed Scheme is considered to result in an overall beneficial effect during the operational phase. Noise update December 2017 It should be noted that since this ESR was produced in early 2017, a number of design changes relating to noise barriers and resurfacing have been incorporated into the design of the Proposed Scheme which had the potential to affect the findings of the noise and vibration assessment. Further noise assessment was undertaken to test the effect of these changes which indicated that they would not be significant or change the overall conclusions of the assessment. The findings of the assessment of the revised scheme are set 4 Environmental Study Report | Version 4.0 | December 2017 Smart Motorways Programme M23 J8-10 out in a Noise and Vibration Insert provided prior to Chapter 8, which supersedes this Noise and Vibration Executive Summary and some parts of the assessment presented in Chapter 8.
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