RUGELEY TO SWYNNERTON In your area July 2013 High Speed Two (HS2) is the planned new high potential impacts by introducing landscaping, including speed rail network connecting London with the earthworks and planting of trees, hedgerows and shrubs. West Midlands and running lines on to Manchester and Leeds. This factsheet, produced to accompany Wildlife and habitats the consultation on the route from the West The route was designed to avoid impacts on Cannock Midlands to Manchester, Leeds and beyond, Chase Area of Outstanding Natural Beauty, and was explains how the proposed route will affect your refined to avoid impacts on the Pasturefields Salt Marsh area, including: SAC and Site of Special Scientific Interest. • the proposed HS2 route between Rugeley and Pasturefields SAC is a protected site of particular Swynnerton; importance because it is only one of two examples in • the implications for people living between Rugeley the UK of an inland salt meadow. The salt is derived and Swynnerton; and from natural deposits within the underlying rock, and is • how we would manage construction. carried to the site by groundwater moving through the rock. The local topography causes the salt water to rise The proposed route to the surface, forming the springs at Pasturefields SAC. The proposed route in this section would be a mixture HS2 Ltd asked its independent sustainability of cutting, embankment and surface level track consultants to carry out site appraisal, data gathering heading to the north of Stafford. It would cross over and desktop analysis. Following the submission of a the A51 at Great Haywood and the railway line to Habitats Regulation Assessment Screening Report, Stoke-on-Trent. It would then cross the Trent and HS2 Ltd was able to confirm with Natural England and Mersey Canal and the River Trent, running to the the Environment Agency that routes to the south of south of the Pasturefields Salt Marsh Special Area Pasturefields SAC could be screened out of requiring of Conservation (SAC) and then to the south of the a Habitats Regulations ‘Appropriate Assessment’. village of Hopton in cutting and green tunnel so as to minimise the visual and noise impacts. The route Water would head west towards the West Coast Main Line The proposed route would cross a number of rivers before converging with the M6 corridor west of Stone and streams, as well as their floodplains. Floodplains and running parallel with the motorway for a short over 100m in length crossed in this section of the route distance. It would then cross over the M6, passing include the River Trent and the Trent and Mersey Canal. Swynnerton to the east. Any impacts would be kept to a practicable minimum and we would work closely with the Environment Implications for people living Agency and other stakeholders in order to determine how best to do this. Crossings would be designed to between Rugeley and Swynnerton minimise the effect on watercourses, its wildlife and Landscape and townscape associated wetland habitats. The design would also take North of Rugeley, substantial amounts of cutting would future flood risk into account. help to screen the landscape; however, occasional elevated sections would be more prominent, resulting in Cultural heritage visual impacts – for example, at Stockwell Heath, Great The route has been designed to avoid impacts on the Haywood, Marston, where there is a bridge over the M6 Registered Battlefield of Hopton Heath. The route and Swynnerton. Later designs would seek to reduce crosses the 19th century Trent and Mersey Canal, which is a designated Conservation Area for its whole length, local people, such as impacts on the Staffordshire affecting its setting. County Showground and the Great Haywood Marina, and the height of the embankment at Stockwell Heath; Transport networks and access we expect that the consultation will highlight other Several roads are likely to require permanent or issues not included here. We will work with local temporary re-alignment, such as Sandon Road, as well authorities, communities and stakeholders to develop as additional minor roads. We are already working with the engineering design in a way that minimises the Highways Agency and, in due course, would work potential impacts and will discuss the proposals with local authorities to minimise any traffic disruption for mitigation. which might arise. Managing construction Effects on cycle routes and footpaths would be addressed as more detailed planning is done. Following Royal Assent to the Phase Two hybrid Bill, Wherever possible routes would be reinstated or there would be a period to prepare for construction alternatives provided. – for example, to acquire land and let contracts. Construction itself will take approximately nine years Property and land overall, although, in most places, the duration of In order to provide assistance to people whose construction is likely to be much less. This period of properties may be affected at this early stage of the construction will include a period of testing from early scheme, the Government has introduced a discretionary 2031, with Phase Two expected to open in 2032/33. Exceptional Hardship Scheme (EHS). The EHS is designed for those who for reasons of exceptional We recognise that people will be concerned about hardship have an urgent need to sell their property, the impacts of construction on their area. We are but have not been able to, except at a substantially committed to managing these impacts and reducing reduced price, as a direct result of Phase Two. More disruption to communities, businesses and the information about the Phase Two EHS and how to apply environment in ways that reflect best practices in is available on the HS2 website, www.hs2.org.uk. the construction industry. We will work closely with local authorities and communities to draw up a The EHS is not the only opportunity that affected comprehensive and detailed package of measures to property owners will have to sell their properties in the address the local effects of construction, such as the medium to long term. Based on the timescales of Phase Code of Construction Practice being introduced for One, it is expected that the Phase Two EHS will run until Phase One. the end of 2016. A wider package of longer-term property compensation schemes would be expected to replace the EHS at that point, in addition to the statutory provision. Noise At this early stage of the design process, our initial airborne noise appraisal has predicted the exposure of railway noise on groups of dwellings during an 18-hour daytime period1. Residual noise impacts are predicted to affect residents of Great Haywood. The map included with this factsheet highlights areas likely to be affected by noise based on Where to get further information this early appraisal. It also indicates locations at which The consultation document High Speed Rail: we would explore further opportunities to mitigate Investing in Britain’s future – Consultation on the route airborne noise, such as the use of noise barriers and from the West Midlands to Leeds, Manchester and earth mounds. A factsheet providing further detail on beyond, which sets out our proposals in detail, can be noise has been produced to accompany the consultation. downloaded from our website: www.hs2.org.uk. Local issues Our Sustainability Statement, which describes the Our work with regional stakeholders has highlighted extent to which the proposed scheme supports some areas where the route could cause concern for objectives for sustainable development, is also available on the site, along with further supporting 1 Noise is conventionally measured using the equivalent continuous sound level materials. You can also call the HS2 Enquiries line (LAeq) indicator. This level is defined as the constant level of sound that, over a period of time, has the same total sound energy as the actual varying sound (020 7944 4908) for more information. over the same period. Code: P2C73 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..