P H A S E ON E
DRAFT ENVIRONMENTAL STATEMENT Community Forum Area Report 12 | Waddesdon and Quainton DRAFT ENVIRONMENTAL STATEMENT Community Forum Area Report 12 | Waddesdon and Quainton High Speed Two (HS2) Limited, 2nd Floor, Eland House, Bressenden Place, London SW1E 5DU
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Printed in Great Britain on paper containing at least 75% recycled fibre Contents
Structure of the HS2 draft Environmental Statement 5 Part A: Introduction 1 Introduction 7 1.1 Introduction to HS2 7 1.2 Purpose of this report 7 1.3 Structure of this report 9 Part B: Waddesdon and Quainton – overview of the area and description of the Proposed Scheme 2 Waddesdon and Quainton 11 2.1 Overview of the area 11 2.2 Description of the Proposed Scheme 14 2.3 Construction of the Proposed Scheme 17 2.4 Operation of the Proposed Scheme 24 2.5 Community forum engagement 24 2.6 Route section main alternatives 25 2.7 Proposals for further consideration 30 Part C: Environmental topic assessments 3 Agriculture, forestry and soils 33 3.1 Introduction 33 3.2 Policy framework 33 3.3 Assessment scope and key assumptions 33 3.4 Environmental baseline 33 3.5 Construction 35 3.6 Operation 37
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4 Air quality 38 4.1 Introduction 38 4.2 Policy framework 38 4.3 Assessment scope and key assumptions 38 4.4 Environmental baseline 38 4.5 Construction 39 4.6 Operation 40 5 Community 41 5.1 Introduction 41 5.2 Policy framework 41 5.3 Assessment scope and key assumptions 41 5.4 Environmental baseline 41 5.5 Construction 42 5.6 Operation 43 6 Cultural heritage 44 6.1 Introduction 44 6.2 Policy framework 44 6.3 Assessment scope and key assumptions 44 6.4 Environmental baseline 44 6.5 Construction 45 6.6 Operation 47 7 Ecology 49 7.1 Introduction 49 7.2 Policy framework 49 7.3 Assessment scope and key assumptions 49 7.4 Environmental baseline 50 7.5 Construction 53 7.6 Operation 56 8 Land quality 58 8.1 Introduction 58 8.2 Policy framework 58 8.3 Assessment scope and key assumptions 58 8.4 Environmental baseline 58 8.5 Construction 60 8.6 Operation 62
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9 Landscape and visual assessment 63 9.1 Introduction 63 9.2 Policy framework 63 9.3 Assessment scope and key assumptions 63 9.4 Environmental baseline 63 9.5 Construction 64 9.6 Operation 67 10 Socio-economics 71 10.1 Introduction 71 10.2 Policy framework 71 10.3 Assessment scope and key assumptions 71 10.4 Environmental baseline 71 10.5 Construction 72 10.6 Operation 73 11 Sound, noise and vibration 74 11.1 Introduction 74 11.2 Policy framework 74 11.3 Assessment scope and key assumptions 74 11.4 Environmental baseline 74 11.5 Construction 74 11.6 Operation 75 12 Traffic and transport 78 12.1 Introduction 78 12.2 Policy framework 78 12.3 Assessment scope and key assumptions 78 12.4 Environmental baseline 79 12.5 Construction 80 12.6 Operation 82 13 Water resources and flood risk assessment 84 13.1 Introduction 84 13.2 Policy framework 84 13.3 Assessment scope and key assumptions 84 13.4 Environmental baseline 84 13.5 Construction 85 13.6 Operation 87 14 References 90
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List of figures Figure 1: HS2 Phase One route and community forum areas 8 Figure 2: Area context map 12 Figure 3: Indicative construction programme for the area 23 Figure 4: Business sector composition in Aylesbury Vale district and the South East 72 List of tables Table 1: Location of construction site compounds 18 Table 2: Demolition works 19 Table 3: Footpath, cycleway and bridleway diversions 21 Table 4: Holdings affected by the Proposed Scheme 34 Table 5: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route 51 Table 6: Significant residual construction effects on ecological receptors within this section of the route 55 Table 7: Significant residual operational effects on ecological receptors within this section of the route 57 Table 8: Significant landscape effects during construction 65 Table 9: Significant visual effects during construction 66 Table 10: Significant landscape effects during operation year one (2026) 68 Table 11: Significant visual effects during operation year 1 (2026) 69 Table 13: Typical vehicle trip generation for site compounds in this area 81
4 Draft Volume 2: Community Forum Area Report Waddesdon and Quainton/No 12 Structure of the HS2 draft Environmental Statement The draft ES documentation for the purpose of this consultation comprises:
• A non-technical summary (NTS) – providing a summary of the Proposed Scheme, the likely significant effects of the Proposed Scheme, both beneficial and adverse, and the means to avoid or reduce the adverse effects; • A main report – consisting of two volumes: –– Volume 1: Introduction to the Environmental Statement (ES) and Proposed Scheme which provides an introduction to HS2, an overview of the hybrid bill process and the environmental impact assessment (EIA) methodology, an introduction to consultation and engagement, the main strategic and route-wide alternatives considered; and –– Volume 2: Includes 26 Community Forum Area (CFA) reports, each with a separate corresponding set of maps, which together provide the assessment of local environmental effects. An assessment of the effects of the Proposed Scheme on a route-wide basis is presented in Report 27. HS2 Ltd set up 26 community forums along the line of route of the Proposed Scheme, as a regular way of engaging with local communities.1 Volume 2 of this draft ES supports this engagement strategy by providing a draft ES report for each CFA. This is a report for the Waddesdon and Quainton area, CFA12.
The draft ES has been written in a clear and accessible manner, however, on occasion it has been necessary to use technical terms. Given this, a glossary of terms and list of abbreviations for all draft ES documentation is provided.
1 Details of these community forums are provided on the HS2 Ltd website at http://www.hs2.org.uk/have-your-say/forums/community-forums. Accessed: 11 April 2013.
5 Part A: Introduction
6 CFA Report – Waddesdon and Quainton/No 12 | Introduction 1 Introduction 1.1 Introduction to HS2 1.1.1 HS2 is planned to be a Y-shaped rail network with stations in London, Birmingham, Leeds, Manchester, South Yorkshire and the East Midlands, linked by high speed trains running at speeds of up to 360 kilometres per hour (kph) (225 miles per hour (mph)).
1.1.2 HS2 is proposed to be built in two phases. Phase One (the Proposed Scheme), the subject of this draft ES, would involve the construction of a new railway line of approximately 230km (143 miles) between London and Birmingham that would become operational by 2026; with a connection to the West Coast Main Line (WCML) near Lichfield and to the existing HS1 line in London. The Phase One route and the 26 CFAs are shown in Figure 1.
1.1.3 On opening, Phase One would run up to 14 trains per hour (tph). HS2 trains would be up to 400 metres (m) long with 1,100 seats during peak hours. Beyond the dedicated high speed track, these high speed trains would connect with and run on the existing WCML to serve passengers beyond the HS2 network. A connection to HS1 would also allow some services to run to mainland Europe via the Channel Tunnel.
1.1.4 Phase Two would involve the construction of lines from Birmingham to Leeds and Manchester; with construction commencing around 2027, and planned to be operational by 2033. After Phase Two opens, it is expected that the frequency of train services on some parts of the Phase One route could increase up to 18tph.
1.1.5 The Government believes that the HS2 network should link to Heathrow and its preferred option is for this to be built as part of Phase Two. However, the Government has since taken the decision to pause work on the Heathrow link until after 2015 when it expects the Airports Commission to publish its final report on recommended options for maintaining the country’s status as an international aviation hub. 1.2 Purpose of this report 1.2.1 This report presents the likely significant environmental effects as a result of the construction and operation of Phase One of HS2 (the Proposed Scheme) that have been identified to date within the area of Waddesdon and Quainton (CFA12). It provides a summary of the likely environmental issues and proposed mitigation measures that are being addressed during the design development process within the Waddesdon and Quainton area.
1.2.2 The final details of the Proposed Scheme and assessment of its environmental impacts and effects will be presented in the formal ES submitted in accordance with the requirements of Parliamentary Standing Order 27A (SO27A).2
2 Standing Order 27A of the Standing Orders of the House of Commons relating to private business (environmental assessment), House of Commons.
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Figure 1: HS2 Phase One route and community forum areas
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1.3 Structure of this report 1.3.1 This report is divided into three parts:
• Part A – an introduction to HS2 and the purpose of this report; • Part B – overview of the area, description of the Proposed Scheme within Waddesdon and Quainton and its construction, community forum engagement, and a description of the main local alternatives; and • Part C – environmental topic assessments, overview of the policy framework, the environmental baseline within the area, an assessment of construction and operational effects, the proposed mitigation measures, and significant residual effects for the following environmental topics: –– Agriculture, forestry and soils; –– Air quality; –– Community; –– Cultural heritage; –– Ecology; –– Land quality; –– Landscape and visual assessment; –– Socio-economics; –– Sound, noise and vibration; –– Traffic and transport; and –– Water resources and flood risk. 1.3.2 The maps relevant to Waddesdon and Quainton are provided in a separate corresponding document entitled Volume 2: CFA12 Waddesdon and Quainton Maps, which should be read in conjunction with this report.
1.3.3 In addition to the environmental topics covered in Part C of this report, Report 27 also addresses climate, electromagnetic interference and waste and material resources on a route- wide basis.
9 Part B: Waddesdon and Quainton – overview of the area and description of the Proposed Scheme
10 CFA Report – Waddesdon and Quainton/No 12 | Waddesdon and Quainton 2 Waddesdon and Quainton 2.1 Overview of the area 2.1.1 The Waddesdon and Quainton CFA covers approximately 10km of the Proposed Scheme in Aylesbury Vale District, from just south of the A41 Bicester Road to the north-western tip of Sheephouse Wood, south-west of Calvert. The area includes land in parts of the Waddesdon, Quainton, Grendon Underwood and Calvert Green parishes.
2.1.2 As shown in Figure 2, Stoke Mandeville and Aylesbury (CFA 11) is located to the south and Calvert, Steeple Claydon, Twyford and Chetwode (CFA 13) is to the north. Settlement, land use and topography
2.1.3 The area is predominantly rural comprising mixed agricultural land. This is influenced in the south by the Midvale limestone ridge and in the north by the clay lowlands. The topography is generally low-lying, gently undulating and crossed by several minor watercourses, with a few noticeable hills, such as Lodge Hill near Waddesdon, Quainton Hill north of Quainton and Finemere Hill within the northern part of the area. Development is typically scattered farmsteads and villages.
2.1.4 The village of Waddesdon is approximately 1km west of the Proposed Scheme, whilst it would pass through the southern edge of Quainton, approximately 1.5km south of the village centre. Westcott and Edgcott are more than 1.5km from the Proposed Scheme. Aylesbury is the nearest main town, approximately 3km to the south-east in the Stoke Mandeville and Aylesbury CFA.
2.1.5 The Proposed Scheme crosses two main watercourses, the River Ray and Muxwell Brook, which both run east to west. The River Ray crosses the route between Woodlands Farm and Woodlands Farm Cottages and Muxwell Brook follows the boundary of Sheephouse Wood and Calvert landfill (see map CT-01-26). In addition, the route crosses several small ponds and unnamed drains, and there are a number of similar water features within 1km of the route. Key transport infrastructure
2.1.6 The A41 Bicester Road (Quainton Road) is the main highway through the area and would run to the west of the Proposed Scheme (see map CT-02-11). This is a busy single carriageway road linking Aylesbury and Bicester, as well as the M25 Junction 20 at Watford and the M40 at Junction 9 at Wendlebury.
2.1.7 There are two railway lines within the area, see Figure 2. The Chiltern Main Line runs north- west to south-east and would be to the west of the Proposed Scheme. The Aylesbury Link rail line passes through this area.3 It runs to the east of and parallel with the Proposed Scheme for approximately 8km, between the former Quainton Road Station and the Bicester to Bletchley Line at Calvert.
3 The Aylesbury Link rail line is consigned to freight movements and comprises a single-track railway. There is an East West Rail proposal to upgrade the rail line.
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Figure 2: Area context map
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2.1.8 The route would cross four local roads and 13 footpaths, which provide links between the scattered dwellings, surrounding villages and Waddesdon. The local roads provide routes to the larger settlements of Aylesbury, Bicester and Leighton Buzzard. Demographic profile
2.1.9 The population within 1km of the route, based on national census data, is estimated to be approximately 1,700. At present 44% of the population are aged 30-59 and 35% are under the age of 30.
2.1.10 There is low ethnic diversity, with 96% of the population formed of white ethnic groups (92% white British), with the next largest group being Asian. The proportion of people of working age in employment is 75%, which is slightly higher than that of Aylesbury Vale District (72%). Most of the housing stock in the area is owner occupied (63%) or rented (33%). Levels of outright ownership are lower than the regional average.4 Notable community facilities
2.1.11 The main shops and services are located in the village of Waddesdon with a few neighbourhood shops in Quainton and Calvert. Waddesdon has a range of local facilities, principally on the High Street (see map CT-03-25). These include two churches, a village hall and the Methodist Hall (both used as local meeting places), a doctor’s surgery, a dental practice, a number of schools and nurseries including a Children’s Centre run by Barnados. There are also a number of pubs, vets, hairdressers, a convenience store, a restaurant, a takeaway food outlet and a hotel. Waddesdon also has a police station and fire station located on the High Street. Waddesdon Manor and gardens, which include a number of listed features, is a significant local and regional visitor attraction managed by the NationalTrust (see map CT-02-11). All these local facilities are located within or just beyond 1km of the Proposed Scheme. The nearest hospital is the Royal Buckinghamshire in Aylesbury. Recreation, leisure and open space
2.1.12 Recreational infrastructure includes a number of allotments in Waddesdon, recreation ground at Waddesdon, facilities at Waddesdon Church of England School (a sports hall, all weather playing pitches and a dance studio that are available for hire) and cricket ground at Waddesdon Manor. It has a woodland playground used by the local community as well as visitors to the Manor. The Buckinghamshire Railway Centre located at the former Quainton Road Station is adjacent to the Proposed Scheme and occupies a 10 hectare site. Nearby to this is a play area serving the new Sechfields residential estate. Several long distance footpaths run through the area including the North Buckinghamshire Way, Swan’s Way, Midshires Way and Bernwood Jubilee Way (see maps LV-11-024 to LV-11-027). A number of Public Rights of Way (PRoW) and bridleways also link the villages and open spaces of Grendon and Doddershall Woods. Informal recreation spaces, which offer open access, include Grendon and Doddershall Meadows and several other local woods. Planning context and key designations
2.1.13 Volume 1 sets out the national policies under which HS2 has been developed. Given that the Proposed Scheme has been developed on a national basis and to meet a national need it is not included or referred to in many local plans. Nevertheless, in seeking to consider the Proposed Scheme in the local context, relevant local plan documents and policies have been taken into account in relation to environmental topics.
4 Office for National Statistics; Census 2011; http://www.ons.gov.uk/ons/guide-method/census/2011/index.html. Accessed: 1 February 2013.
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2.1.14 The area is within the administration of Aylesbury Vale District. Aylesbury Vale District Council requested the Secretary of State’s direction to withdraw Aylesbury Vale District Core Strategy.5 The Aylesbury Vale District Local Plan Saved Policies6 remain applicable whilst the Local Development Framework (LDF) is under preparation. Emerging policies within the LDF are not considered within this CFA report.
2.1.15 The Vale of Aylesbury Plan Strategy Document was approved by the Council in October 2012. It should be noted that this document, along with a separate development management policies document, will ultimately replace the Aylesbury Vale District Local Plan. However this document has not yet been consulted upon or adopted and so is not considered further in this CFA report.
2.1.16 Relevant policies from these documents have been taken into account in relation to the technical assessments reported in Sections 3 to 13.
2.1.17 There are a number of key planning designations in the area:
• The villages of Waddesdon and Quainton are designated as conservation areas (see map CT-01-25); • There are a number of listed buildings in the area, the majority concentrated in groups at Doddershall House and Waddesdon Manor, and at the villages of Waddesdon, Quainton and Westcott (see maps CT-02-11, CT-01-25 and CT-01-26); • The medieval market cross at Quainton is a scheduled monument; and • Three Sites of Special Scientific Interest (SSSI) are found at Grendon and Doddershall Woods, Finemere Wood and Sheephouse Wood (see map CT-02-11). 2.2 Description of the Proposed Scheme 2.2.1 The general design of the Proposed Scheme is described in Volume 1. The following section describes the main features of the Proposed Scheme in the Waddesdon and Quainton area, including the main environmental mitigation measures.
2.2.2 Since the January 2012 scheme was announced by the Secretary of State, route development work has continued, and the proposed route now differs in some respects, i.e.:
• Station Road at Quainton would be realigned to the north-west, approximately 500m north of the existing Station Road. New overbridges would be provided over the route of HS2 and the Quainton Road to Calvert railway line. This was necessary as the scheme announced in January 2012 had the potential to impact on the access for Buckinghamshire Railway Centre; • An auto-transformer feeder station would be proposed at Quainton, to the south of Edgcott/Buckingham Road and to the east side of the HS2 line. A National Grid sub-station would also be needed at the same location, to the west side of the HS2 line; • A minor realignment of HS2 on the western side of Aylesbury Link railway line to allow for the work related to the upgrading of this line and to enable School Hill Road, in the Calvert area, to the north, to be reinstated on its existing alignment. This would result in the road being approximately 2m higher however, it would avoid the need to divert the road through the Calvert Jubilee Nature Reserve as originally shown in the scheme announced in January 2012; and • Replacement of the River Ray viaduct with embankment and culvert.
5 Aylesbury Vale District Council (2009) Submission Core Strategy. 6 Aylesbury Vale District Council (2004) Adopted Local Plan, Saved Policies.
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2.2.3 Design development continues on this section of the route. Any further changes resulting from this will be assessed in the formal ES if accepted into the Proposed Scheme.
2.2.4 These changes are discussed in more detail in Section 2.6. Overview
2.2.5 The Proposed Scheme through this area would be approximately 10km in length. It would commence south of the A41 Bicester Road, near Fleet Marston. It would then proceed north-westwards, with Waddesdon to the south-west and then through the southern edge of Quainton, near the former Quainton Road Station. To the west of the Buckinghamshire Railway Centre it would meet the Aylesbury Link line, and then continue along the western side of that line through to Sheephouse Wood, south-east of Calvert. This is illustrated on maps CT-06-047 to CT-06-053. Proposed Scheme – section by section
2.2.6 The route would enter the area in the south along a low – up to 3m – embankment for 1.3km from just south of the A41 Bicester Road to just east of Blackgrove Road.7 Key design features of this section (see map CT-06-047) would include:
• An offline replacement of the A41 Bicester Road, including an overbridge and associated road diversions.8 Diversion of the private access to Lower Blackgrove Farm and Lower Blackgrove Farm cottages (north of the route) and Cranwell Farm (south of the route) would be phased with the realignment of the A41; • An auto-transformer station9 to the south of Blackgrove Cottages, adjacent to realigned A41 Bicester Road; and • Offline replacement of Blackgrove Road, shifting it to the north-east away from Wayside Farm. It would include an overbridge and associated track diversions. 2.2.7 Continuing to the north-west, it would pass in a cutting through farmland to the east of Waddesdon for 1.6km, from Blackgrove Road to just south of the sewage treatment works and north of Glebe Farm. The cutting would have an average depth of 5-10m. Key design features of this section (see map CT-06-049) would include:
• An overbridge to provide continued access between Glebe Farm Cottages and areas of property on the eastern side of the route, as well as footpath reinstatement (WAD/4/2 and WAD/5/1). 2.2.8 Curving gently towards the north-west, the route would pass out of the cutting adjacent to the sewage works, and on to embankment. It would then continue largely at grade as far as the new bridge over Station Road, just to the west of the Buckinghamshire Railway Centre at Quainton. Key design features of this section (see map CT-06-050) would include:
• A 400m long embankment, up to 3m high; • An overbridge to provide continued access to the sewage works as well as access for farms and footpath access (WAD/4A/1); • A low embankment, 1.2km long and less than 3m high, which would be topped by barriers for noise attenuation along the east side between Station Road and the new overbridge;
7 The full length of the embankment, which commences in CFA11, is 2.1km. It starts west of Putlowes Cottages and finishes east of Wayside Farm (maps CT-06-046 and CT-06-047). 8 Generally, where roads would be bisected by the Proposed Scheme one of two strategies has been adopted to reduce impacts on motorised users: On-line replacement – if there are suitable alternative routes that would allow the road to be temporarily closed; or Offline replacement – if no suitable alternative routes are available, and therefore the replacement road needs to be operational before the existing road is closed. 9 Auto-transformer stations are described in Volume 1.
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• An overbridge to provide farm access to land south of the Buckinghamshire Railway Centre; and • An offline underbridge, for pedestrian and cycle access connecting the old Station Road alignment and associated track diversions. 2.2.9 The diversion of Station Road would require two new overbridges, one to cross the Aylesbury Link and one to cross the Proposed Scheme, approximately 450m north-west of the current road alignment. Once completed the existing highway would be permanently stopped and users would be diverted onto the new highway. Key design features associated with this road realignment (see map CT-06-050) would include:
• New roads and junctions, east and west of the route, to connect the new bridges to Quainton and Station roads; and • A new road to replace access to Doddershall House, and Upper and Lower South Farms. 2.2.10 Beyond the new Station Road overbridges, the route continues north-westwards along the western side of the Aylesbury Link rail line, generally on low embankment (up to 5m) as far as Edgcott Road for a distance of approximately 2.3km. Key design features of this section (see map CT-06-051) would include:
• An overbridge, which would be an online replacement of Quainton Bridleway (QUA/28A/1 ) and an offline replacement for footpath QUA/24A/1; • An underbridge to provide farm track accommodation access, including associated access track to Doddershall House farm; • An auto-transformer feeder station and a National Grid sub-station to the south of Edgcott Road, including maintenance access and access to Edgcott Road; • An offline replacement of Edgcott Road including an overbridge and associated track diversions, and a shallow railway cutting; and • Re-positioning of a pylon to the east of North Farm adjacent to the Aylesbury Link rail line. 2.2.11 Generally on low embankment (up to 3m), the route would then continue along the western side of the former Aylesbury Link railway line, to the north-west tip of Sheephouse Wood (see map CT-06-52) for a distance of approximately 4km. Key design features of this section would include:
• A maintenance access point north-east of Oak Tree Farm; • An underbridge and culvert to cross the River Ray; • Two overbridges would replace the respective bridleways (QUA/36/2) and (GUN/25/1). These bridges would be multi-use, providing reinstatement of PRoW and habitat links across the route for bats and other wildlife; and • An underbridge to cross the Muxwell Brook, which would provide a culvert diversion, farm access and a further potential route for wildlife to cross the Proposed Scheme. 2.2.12 Areas for planting have been identified throughout this section of the route, to provide visual screening and potential habitat corridors/links. Planting areas adjacent to the railway and associated earthworks throughout this section are illustrated on maps CT-06-047 to CT-06- 053. In the vicinity of Finemere Wood to Sheephouse Wood, these planting areas have been purposefully set back at varying distances from the Proposed Scheme with the intention of encouraging bats either towards the overbridges (see above), or otherwise away from the Proposed Scheme.
2.2.13 The route would then leave the area descending into retained cutting south of Calvert.
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Land required for the Proposed Scheme
2.2.14 The Proposed Scheme would require land on both a temporary and permanent basis. The land required for construction is shown on the construction maps (series CT05) and will be subject to review as the engineering design and formal ES is prepared. The final permanent and temporary land requirements will be set out in the formal ES. 2.3 Construction of the Proposed Scheme 2.3.1 This section sets out the key construction activities that are envisaged to build the Proposed Scheme in the Waddesdon and Quainton area and the control measures that are proposed to manage the works. General descriptions of construction works that are relevant to the whole of the Proposed Scheme are provided in Volume 1. Environmental management and Code of Construction Practice
2.3.2 All contractors would be required to comply with the environmental management regime for the Proposed Scheme, which would include:
• Code of Construction Practice (CoCP)10; and • Local environmental management plans (LEMPs) which would apply within each CFA. 2.3.3 The CoCP, in conjunction with associated LEMPs, would be the means of controlling the construction works associated with the Proposed Scheme, with the objective of ensuring that the effects of the works upon people and the natural environment are eptk to a practicable minimum. The CoCP will contain generic control measures and standards to be implemented throughout the construction process.
2.3.4 A draft CoCP has been prepared and is published alongside this document. It will be kept under review as the design of the Proposed Scheme develops and further engagement with stakeholders is undertaken. Construction site operation Working hours
2.3.5 Core working hours would be from 08:00 to 18:00 on weekdays (excluding bank holidays) and from 08:00 to 13:00 on Saturdays. While there would not normally be any construction activity on Sundays, some activities (e.g. weekend possessions, tunnelling and ventilation and intervention shaft (vent shaft) construction) would be undertaken. Site specific variations to core hours and/or additional hours are likely to be required and would be included within LEMPs following consultation with the relevant LPA. To maximise productivity within the core hours, HS2 Ltd’s contractors would require a period of up to one hour before and up to one hour after the core working hours for start-up and close down of activities. These activities would be subject to controls set out in the CoCP.
2.3.6 Track laying activities, transportation of over-sized equipment (such as the auto-transformer feeder station) and work requiring possession of major transport infrastructure (e.g. highways) may be undertaken during night time, Saturday afternoon, Sunday and/or bank holidays for reasons of safety or operational necessity and would often involve consecutive nights work, including over weekend possessions.
10 Arup/URS (2013) Phase One: Draft Code of Construction Practice. HS2 Ltd, London.
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Construction site compounds
2.3.7 Main site compounds would be used for core project management (engineering, planning and construction delivery), commercial, and administrative staff. There would be no main compounds in the Waddesdon and Quainton area, the nearest main compounds being just outside the area to the south (adjacent to the A41 Bicester Road diversion, see CFA 11 Stoke Mandeville and Aylesbury) and to the north (at the Calvert Infrastructure Maintenance Depot (see CFA13 Calvert, Steeple Claydon, Twyford and Chetwode).
2.3.8 Smaller satellite site compounds, providing office accommodation for limited numbers of staff, would provide local storage for plant and materials and limited car parking would be provided for staff and site operatives. Limited welfare facilities would be provided at each site.
2.3.9 The location of all site compounds along with their duration11 of use and a broad current estimate of the number of workers likely to work at the construction sites is set out in Table 1 and shown in maps CT-05-047 to CT-05-053. Construction site details and arrangements are continuing to be refined and will be confirmed in the formal ES. All construction staff would be required to comply with codes of behaviour set out by the CoCP.
Compound Location Typical use Estimated Estimated number of type duration of workers use Average Peak period work day work day Satellite site Blackgrove Earthworks; road diversions; 3 years Up to 40 Up to 70 Road, map overbridges; underbridges; CT-05-048 watercourse crossings; footpath diversions Satellite site Station Earthworks; road diversions; 3 years Up to 50 Up to 120 Road, map overbridges; watercourse crossings; CT-05-050 footpath diversions Satellite site Edgcott Earthworks; road diversions; 3.5 years Up to 40 Up to 110 Road, map overbridges; underbridges; CT-05-051 watercourse crossings; footpath diversions
Table 1: Location of construction site compounds
2.3.10 All main site compounds would contain space for the storage of bulk materials (aggregates, structural steel, and steel reinforcement), an area for the fabrication of temporary works equipment and finished goods, fuel storage, plant and equipment storage and necessary operational parking. Buildings would be generally temporary modular units and layout would maximise construction space and limit land required. Hard standing areas would be installed at all site compounds.
2.3.11 The adjacent areas would be used for the temporary storage of any topsoil stripped as part of the works. Fencing and lighting
2.3.12 Security fencing would be provided on the perimeter of each site compound. Individual site compounds for offices, welfare and storage would generally be demarcated and secured with fences and gates. Fence type and construction would be appropriate to the level of security required, likelihood of intruders, level of danger and visual impact to the environment.
2.3.13 Lighting of site compounds during hours of darkness would seek to reduce as far as reasonably practicable light pollution to the surrounding area, in accordance with the requirements of the CoCP. 11 The duration for each site compound is currently based on a draft programme which will be refined for the formal ES.
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Temporary worker accommodation sites
2.3.14 There would be no accommodation sites in this area. Workers would be expected to travel to and from site on a daily basis using public transport or ride-share schemes wherever practicable. Construction traffic and access
2.3.15 The following lorry routes are currently proposed to access each of the site compounds:
• The route to the compound at Blackgrove Road would commence at the M40, continuing onto the A41 to Bicester and then A41 to Aylesbury and ending on Blackgrove Road; • The route to the compound at Station Road would commence at the M40, continuing onto the A41 to Bicester and then the A41 to Aylesbury, ending on Station Road; and • The routes to the compound at Edgcott Road would commence: –– From the A41, turning on to Station Road, onto an unnamed country lane turning left at Cross Roads Farm, and then on to Lawn Hill/Edgcott Road via Lee Road; –– From the A41 via The Broadway, turning on to Edgcott Road, Marsh Gibbon Road, then Buckingham Road before turning onto Edgcott Road/Lawn Hill; and/or –– From the A421, then Gawcott Road, Buckingham Road, turning on to Hillesden Road at Gawcott and then on to Perry Hill before finally turning onto Lawn Hill/Edgcott Road. Preparatory and enabling works Demolition works
2.3.16 It is anticipated that the Proposed Scheme would require the demolition of three buildings in the area. These works are outlined in Table 2.
Description of structure Location The Lodge – residential property To the north of Station Road between private access to Upper South Farm and Doddershall Farm Outbuilding – commercial agricultural building Within field to the east of the route, north of Crossroads Farm along Quainton Road Outbuilding – commercial agricultural building associated with Adjacent to Woodlands Farm Woodlands Farm
Table 2: Demolition works Drainage and culverts
2.3.17 It is anticipated that drainage ponds would be required for both railway track and highway drainage. Indicative locations are shown on maps CT-06-047 to CT-06-053. Watercourse diversions
2.3.18 The route of the Proposed Scheme and associated highway works require 10-15 diversions of watercourses, the key ones being:
• Two unnamed field drain watercourses, which are in existing culverts crossing under the Aylesbury Link near Doddershall House. These would require diversions of approximately 200 and 250m respectively; • Two unnamed field drain watercourses, which are in existing culverts crossing under the Aylesbury Link near Woodlands Farm. These would require diversions of approximately 110m and 200m respectively; and
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• Two unnamed field drain watercourses, which are in existing culverts crossing under the Aylesbury Link near Greatmoor Farm. These would require diversions of approximately 190m and 270m respectively. 2.3.19 Indicative diversions are illustrated on maps CT-06-047 to CT-06-053. Utility diversions
2.3.20 There are a number of major items of utility infrastructure in proximity to the Proposed Scheme, including: high pressure gas mains; large diameter water mains; large diameter sewers; fibre optic/signal cabling; and high and low voltage electricity lines. In summary, the main proposed utility diversions required in the area would be:
• Diversion of sewage mains along the north side of the access road to the sewage treatment works, north of Waddesdon; • Diversion of water mains along the south side of Station Road and along the side road perpendicular to Station Road (west); • Diversion of high pressure gas mains south of Station Road to cross under the Proposed Scheme; and • Diversion of high voltage electricity lines in the vicinity of Edgcott Road over the Proposed Scheme. 2.3.21 Discussions with utility providers are underway to confirm whether plant and/or apparatus would need to be realigned away from the area of work; protected from the works by means of a concrete slab or similar; or have sufficient clearance from the work that they would not be affected.
2.3.22 Wherever practicable, temporary connections for construction site compounds would be made to local existing utility services (i.e. electricity, water, data, sewerage and surface water drainage to reduce the need for generators, storage tanks and associated traffic movements for fuel tankers).
2.3.23 Some of the impacts of these diversions would be accounted for in the current assessment. However, complete assessments of main utility diversion works will be presented in the formal ES. Highway and road diversions
2.3.24 Proposed highway and road diversions, as shown on maps CT-06-047 to CT-06-053, include:
• A41 Bicester Road, permanent diversion to new offline overbridge; • Blackgrove Grove, permanent diversion to new offline overbridge; • Station Road, permanent diversion to new offline overbridge; and • Edgcott Road, permanent diversion to new offline overbridge. 2.3.25 The total duration of works does not necessarily indicate periods of actual closure. The closure of routes would be kept to as short a duration as possible. Diversions show indicative alternative routes available to maintain general access which will be subject to change as part of the development of the design and will detailed in the formal ES.
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Footpath, cycleway and bridleway diversions
2.3.26 Proposed footpath, cycleway and bridleway diversions are shown on map CT-06-047 to CT-06- 053 and shown in Table 3. Temporary impacts on these paths would be managed in accordance with the CoCP to reduce the impacts in terms of duration of temporary closures or diversions and length of additional journeys. Further detail about proposed temporary diversions and closures, if required, will be reported in the formal ES.
Name Location Permanent reinstatement or diversion Route Approximate additional journey length12 WAD/6/1 Across A41 Bicester Road near the junction Along new Cranwell Negligible (Public footpath) with Blackgrove Road Farm access WAD/22/1 Across A41 Bicester Road near the junction Along new Cranwell Negligible (Public bridleway) with Blackgrove Road Farm Access WAD/5/1 North of Blackgrove Road, adjacent to Along A41 Bicester Road 500m (Public footpath) Wayside Farm and Blackgrove Road WAD/4/2 To the north-east of Waddesdon, east of Online overbridge Negligible (Public footpath) Glebe Farm (Combined with private access) WAD/4A/1 To the north of Waddesdon, between Glebe Online overbridge Negligible (Public footpath) Farm and the Sewage Treatment Works (Combined with private access) WAD/3/4 To the north of Waddesdon and north of Overbridge 300m 450m (Public footpath) Glebe Farm north of Glebe Farm (Combined with private access) QUA/31/3 Adjacent to Upper South Farm New Station Road 500m (Public footpath) overbridge QUA/24A/1 To the east of Doddershall House Online overbridge 220m (Public footpath) North Bucks Way QUA/26/1 To the north of Doddershall House Offline underbridge 200m (Public footpath) QUA/36/2 To the north of Oak Tree Farm and to the Online overbridge Negligible (Public footpath) west of Finemere Wood GUN/31/1 East of Upper Greatmoor Farm Offline diversion to 200m (Public footpath) overbridge combining Gun/28/1 and GUN/29/1 GUN/28/1 (Bridleway) East of Upper Greatmoor Farm Offline overbridge Negligible CAG/2/1 Southern edge of Sheephouse Wood Offline underbridge Negligible (Public footpath)
Table 3: Footpath, cycleway and bridleway diversions Restricted accesses
2.3.27 There would be no restricted accesses in the local area.
12 Diversions of less than 50m are reported as negligible in this table.
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Main construction works – Earthworks Earthworks
2.3.28 Major earthworks in the area would include:
• Cutting through Briar Hill to the north-east of Waddesdon (approximately 1.5km length and 5-15m deep); • Cutting to the north of Waddesdon (approx. 400m length and 5m deep); and • Embankment works associated with Blackgrove Road (approx. 500m long), Station Road (approx. 400m long) and Edgcott Road (approx. 400m long) overbridges. 2.3.29 Works would be carried out in a sequence, taking due consideration of the impacts of road and footpath closures, flows within watercourses and vehicle movements by road.
2.3.30 During design development consideration has been given to the movement of materials. Wherever possible excavated material would be moved directly from the area of excavation to areas of the works where fill material is required. Some processing (e.g. crushing and/or screening) and temporary stockpiling of fill material may be necessary if direct placement into the permanent works is not possible or to render it acceptable for use elsewhere. Where this is not possible due to the material being unsuitable, or the benefits of importing material are outweighed by the impacts of transportation, local sources of material would be identified. Main construction works – Structures Key overbridges and embankments
2.3.31 Construction of the main structures within this area will be served by the Bicester Road overbridge site compound (see CFA 11 Stoke Mandeville and Aylesbury) and the West Street site compound (see CFA13 Calvert, Steeple Claydon, Twyford and Chetwode) and various satellite compounds (see above).
2.3.32 Works for these would be conducted in five general phases, as follows:
• Phase 1: Assembly and commissioning of compounds would be followed by site setup works, including ground profiling, erection of workforce temporary buildings and the assembly of specialised construction plant; • Phase 2: Enabling works would include road diversions, utility diversions and temporary works; • Phase 3: The construction of the railway, embankments and cuttings and a number of roads, footpaths, culverts that cross the railway. Several key structures would also be constructed: the A41 Bicester Road, Blackgrove Road, Station Road, and two overbridges; • Phase 4: After the completion of the last structure, the area would be demobilised, cleared of all construction plant and associated construction compounds. This would be followed by land reinstatement. After demobilisation the auto-transformer feeder station would be installed; and • Phase 5: The installation and commissioning of new tracks to serve the Proposed Scheme. Rail infrastructure fit out
2.3.33 The principal elements of rail infrastructure to be constructed are track, overhead line equipment (OLE), communications equipment and power supply. The installation of track in open areas would be of standard ballasted track configuration, comprising principally of ballast, rail and sleepers. Further details are set out in Volume 1.
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Power supply
2.3.34 HS2 trains would draw power from OLE, requiring feeder stations and connections to the 400kV National Grid network. There is one auto-transformer feeder station within the local area. In addition to feeder stations, smaller auto-transformer stations would be required at more frequent intervals. The locations of proposed power supply stations are:
• An auto-transformer station and access track, adjacent to the junction of A41 Bicester Road and the private access to Lower Blackgrove Farm; and • An auto-transformer feeder station and access track, adjacent to Edgcott Road. 2.3.35 The locations are shown on maps CT-03-24 to CT-05-048. Landscaping and permanent fencing
2.3.36 Landscaping (i.e. earthworks and seeding and planting) would be provided to address visual and noise impacts, as well as to provide screening for intrinsically important ecological habitats and heritage features. Where appropriate, the engineering embankments and/or cuttings would be reshaped to integrate the alignment sympathetically into the character of the surrounding landscape. The planting would reflect tree and shrub species native to the Waddesdon and Quainton landscape. Opportunities for ecological habitat creation would be considered.
2.3.37 Permanent fencing would be erected and will be shown on maps to accompany the formal ES. Construction programme
2.3.38 A construction programme that illustrates indicative periods for each core construction activity in this area is provided in Figure 3.
Figure 3: Indicative construction programme for the area 23 CFA Report – Waddesdon and Quainton/No 12 | Waddesdon and Quainton
Commissioning
2.3.39 Commissioning is the process of testing the infrastructure to ensure that it operates as expected. This would take place in the year prior to opening. Further details are provided in Volume 1. 2.4 Operation of the Proposed Scheme 2.4.1 In this area, HS2 trains would run at speeds up to 360kph. During Phase One of HS2, up to 14 trains per hour (tph) would pass in each direction. This would increase to a potential maximum of 18tph in each direction should Phase Two also become fully operational.
2.4.2 The trains would be either 200m (one-unit train) or 400m (two-unit trains) long. They would run between the hours of 05:00 and 24:00 (Monday to Saturday) and between 08:00 and 24:00 (Sunday). When required, line inspections and maintenance would be conducted outside those operating hours.
2.4.3 The operation of the Proposed Scheme is described in more detail in Volume 1. 2.5 Community forum engagement 2.5.1 HS2 Ltd’s approach to engagement on the Proposed Scheme is set out in Volume 1.
2.5.2 A series of community forum meetings and discussions with individual landowners, organisations and action groups were undertaken. Community forum meetings were held on:
• 3rd April 2012 at Quainton Memorial Hall; • 4th July 2012 at Quainton School; • 17th September 2012 at Quainton School; • 19th November 2012 at Quainton School; and • 4th February 2013 at Waddesdon Village Hall. 2.5.3 In addition to HS2 Ltd representatives, attendees at these community forum meetings typically included: local residents (and residents groups); public representatives; the local MP; representatives of local authorities and parish and district councils; action groups; the National Trust; affected landowners and other interested stakeholders.
2.5.4 The main themes to emerge from these meetings were:
• Potential visual and noise impacts, and the effects on wildlife from road realignments, new road layouts and diversions, particularly the heights of the A41 realignment and Station Road, Quainton; • Potential impacts to multiple environmentally designated sites including: Grendon and Doddershall Meadows’ Local Wildlife Site, Finemere Wood (an SSSI and ancient woodland and Berkshire, Buckinghamshire and Oxfordshire Wildlife Trust nature reserve) and Sheephouse Wood (also an SSSI and ancient woodland), with concerns about land loss, impacts on grassland and species and impacts on the hydrology of wetland areas; • Potential impacts on the rare Bechstein’s bat population (a European protected species with a population known to commute across the proposed rail route); • Potential impacts during both construction and operation on mature vegetation at Waddesdon Manor;
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• Potential impacts of and interface between the Infrastructure Maintenance Depot (IMD), East-West Rail proposals and energy from waste proposals at Calvert; • Potential community impacts from the auto-transformer station and associated infrastructure at Quainton; • Noise and visual impacts associated with the railway alignment being at surface level and a forum preference for this to be lowered; and • Potential impacts on flood storage areas alongside existing corridors and flow of surface water. 2.5.5 Community proposals raised in forums are discussed as relevant in the following section on route section main alternatives. 2.6 Route section main alternatives 2.6.1 The main strategic alternatives to the Proposed Scheme are presented in Volume 1. The main local alternatives considered for the Proposed Scheme within the local area are set out within this section.
2.6.2 Since April 2012, as part of the design development process, a series of local alternatives have been reviewed within workshops attended by engineering, planning and environmental specialists. During these workshops, the likely significant environmental effects of each design option have been reviewed. The purpose of these reviews has been to ensure that the Proposed Scheme draws the right balance between engineering requirements, cost and actual and potential environmental impacts. Alignment in the vicinity of Fleet Marston
2.6.3 In this area the Proposed Scheme would be on low embankment, with an overbridge for the A41 realignment. An option evaluation was undertaken in order to consider the approach to reducing direct impacts to watercourses in this low-lying and flood prone valley. Alternatives were evaluated for a 2km stretch of the route alignment, from approximately Putlowes Farm to Blackgrove Cottages.13
2.6.4 Three options were evaluated:
• Option A: The January 2012 route, which would require watercourses to be pumped across the route alignment; • Option B: A slight raise of the vertical alignment to allow culverts to be installed; and • Option C: The January 2012 route with the provision of drop inlet culverts. 2.6.5 Option A and Option C would have adverse impacts on watercourses and floodplain management. They would also require higher levels of maintenance, in particular, Option C, which would have health and safety implications. In comparison, Option B could potentially result in marginal increases in visual and noise effects for nearby isolated properties and the landscape character of Waddesdon Manor Registered Park and Garden. However, Option B would have beneficial effects because it would allow the five water crossings to retain natural gravity induced flows.
2.6.6 Option B was adopted into the Proposed Scheme because it would have the least impact on the watercourses and the aquatic environment supported by them. It would also require less maintenance and so reduce the whole-life cost of the project.
13 The options considered would extend into CFA 11, the report for which also describes these options.
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Lower the route between the villages of Waddesdon and Quainton
2.6.7 Between the villages of Waddesdon and Quainton, the Proposed Scheme would be on a series of shallow embankments and a deep cutting. This alignment was part of the January 2012 route.
2.6.8 The Waddesdon and Quainton Community Forum proposed an alternative. Two options were therefore evaluated:
• Option A: The Proposed Scheme consistent with the January 2012 announced route; and • Option B: Lower the alignment through a deeper cutting for this section of the route. 2.6.9 The community forum members suggested Option B in order to reduce the height and size of structures required for all the crossings in the area, and because they believed it would reduce noise and visual effects.
2.6.10 Compared with Option A there could be some reduced impacts afforded by Option B as a result of lowering the alignment, including reduced noise and visual effects. However, it would result in increased landtake, could potentially impact adjacent scattered properties along both sides of the route, and would create additional cost for the scheme. Option B would also be constrained to the immediate north of Quainton, where the Proposed Scheme would run adjacent to the existing Aylesbury Link railway line and where the level of HS2 needs to be similar to the existing line.
2.6.11 For these reasons Option B was not incorporated within the Proposed Scheme. Station Road, Quainton
2.6.12 The Proposed Scheme would be close to existing ground level as it crosses Station Road, Quainton (see map CT-05-050). The January 2012 route showed an indicative route (offline) for reinstating Station Road over HS2.
2.6.13 A proposal was made for a revised alignment which has in principle been incorporated into the Proposed Scheme. Two options were considered:
• Option A: The January 2012 route, in which Station Road would cross the route alignment offline, 200m to the north west; and • Option B: The Proposed Scheme involving a new alignment for Station Road suggested by the Buckinghamshire Railway Centre which would cross the route offline, approximately 500m north-west of its current alignment. 2.6.14 In addition to Options A and B, an on-line construction of Station Road was discounted at an early stage. This was not considered suitable because in order to avoid physical impacts on the adjacent properties, including the Buckinghamshire Railway Centre the online construction would be particularly complex. It would also be time consuming and expensive. In addition there would be an impact on the road users as the existing road would need to be closed during these works and a temporary diversion put in place.
2.6.15 Both Option A and B would have potential visual, transportation, cultural heritage and noise impacts from road traffic. However, limited environmental differences were identified between Options A and B with the exception of negative impacts on an area of wet woodland associated with Option B.
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2.6.16 Option B was proposed in order to allow the required level of access to the Buckinghamshire Railway Centre for large vehicles and retain the overflow car park. This would maintain the centre’s current operational requirements. On balance, due to the limited difference between the environmental factors for Options A and B, the engineering preferences for an offline option and the benefits of the option for the Railway Centre, Option B was adopted in the Proposed Scheme.
2.6.17 HS2 Ltd is aware that the local community and BCC are in discussion to develop further alternatives for the road crossing at Station Road. This will be considered by HS2 Ltd as part of the on-going design development process; see below. Auto-transformer feeder station and National Grid substation near Quainton
2.6.18 An auto-transformer feeder station is proposed near Quainton, on the east side of the rail corridor (see map CT-06-051). This would supply traction power to the Proposed Scheme. Power would be drawn from the existing 400kVa overhead grid network and would feed the auto-transformer feeder station from a newly sited National Grid substation.
2.6.19 The January 2012 route did not identify traction power supply locations.
2.6.20 National Grid proposed the site at Quainton. It would be one of three auto-transformer feeder stations supplying high-speed traction power to the Proposed Scheme. The following alternatives for Quainton have been considered:
• Option A: The Proposed Scheme with the National Grid substation to the west of the HS2 line and the auto-transformer feeder stations site to the east of the HS2 line at Edgcott Road; • Option B: Relocation of the auto-transformer feeder stations to Aylesbury Vale (suggested by Waddesdon and Quainton Community Forum); and • Option C: Relocation of the National Grid substation to the east side of the HS2 line at Edgcott Road. 2.6.21 Option A was identified by National Grid as being one of a limited number of locations where the existing grid network has available capacity. The exact location and configuration of the auto-transformer feeder stations are subject to on-going development and the proposals are at an initial stage.
2.6.22 Option B has not been adopted because the current location north of Quainton would be a key power supply point for connection to the grid. The Aylesbury Vale location would require extensive power cables from Quainton to Aylesbury Vale, which would adversely affect performance and reliability, and increase costs. The construction of these cables would also result in additional environmental impacts arising from their installation. Even under this option there would still need to be infrastructure to supply power to the Proposed Scheme at Edgcott Road at Quainton and therefore there would still be an impact at that location. For these reasons Option B has not been adopted in the Proposed Scheme and is not being considered further.
2.6.23 However, HS2 Ltd is in discussion with National Grid over Option C to determine whether it would fulfil the relevant operational requirements. Option B is still being considered because it could potentially result in fewer environmental impacts than the Proposed Scheme (Option A), including visual impacts. However, this alternative must be deemed operationally feasible by National Grid, before further option assessment can be undertaken.
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2.6.24 This draft ES reports on the assessment of Option A, the Proposed Scheme, as this is the only location that HS2 Ltd can be certain would fulfil the operational requirements. HS2 Ltd will continue to look at alternatives, specifically based on Option C (but not Option B, above), that could provide an operational solution with a reduced environmental impact. The final location of the auto-transformer feeder station will be included in the formal ES. Buckinghamshire Railway Centre
2.6.25 The Proposed Scheme would pass the Buckinghamshire Railway Centre at or near ground level – with sections at grade, on low embankment and in shallow cutting (see map CT-06- 050). The Proposed Scheme would include proposals for a revised road layout to maintain access to Quainton (see Section 2.6.12, above) and the need for noise mitigation has been identified.
2.6.26 The January 2012 route included a similar alignment.
2.6.27 An alternative route was proposed by the Buckinghamshire Railway Centre. Two options were therefore evaluated:
• Option A: The January 2012 announced route; and • Option B: A shallow ‘cut and cover’ tunnel at this location. 2.6.28 It was suggested by Buckinghamshire Railway Centre that Option B would be preferred because it would retain all the access routes and minimises the noise effects.
2.6.29 HS2 Ltd acknowledges that potential noise and visual benefits could be achieved by putting the line in a cut and cover (or ‘green’) tunnel and could also simplify the realignment of Station Road. However, the arrangements during construction would be complex and the work would require more land alongside the railway to be taken temporarily, resulting in additional temporary and permanent effects. The route would also have to be lowered over an extended length, including adjacent to the Aylesbury Link rail line to the north of Quainton, which would result in increased excavated material, significant retaining works next to theAylesbury Link tracks, and add to the cost of the Proposed Scheme.
2.6.30 For these reasons Option B has not been adopted in the Proposed Scheme. The Lodge (Doddershall Lodge)
2.6.31 The Proposed Scheme would require the demolition of The Lodge (see maps CT-03-25 and CT-05-051) as the route would pass directly through that property. The demolition was also part of the January 2012 route.
2.6.32 Buckinghamshire County Council suggested the alignment was altered to avoid the demolition of The Lodge. However this could not be achieved without impacting other properties in the area. The Proposed Scheme would be located alongside the existing Aylesbury Link rail line, immediately to the east, and this prevents any realignment of the route in that direction. Any realignment to the west would take the line closer to Waddesdon and would potentially result in impacts upon other adjacent properties.
2.6.33 For these reasons HS2 Ltd has not altered the alignment to avoid The Lodge.
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Alignment north-west of Quainton
2.6.34 Between Quainton and Calvert the Proposed Scheme would follow the alignment of the existing rail corridor. This alignment between Quainton and Calvert was part of the scheme announced in January 2012. A proposal was put forward that the alignment be moved eastwards in the vicinity of Woodlands Farm, to take advantage of an existing embankment to screen the Proposed Scheme; and if it was moved for a further bund on the western side of the line as additional mitigation for the properties in the area from noise and visual intrusion.
2.6.35 The Proposed Scheme has been chosen specifically so that the route would run along the existing rail corridor, in order to consolidate transport infrastructure corridors and reduce impacts on open country. Moving away from this alignment would be likely to create new impacts from increased land take and would widen the combined railway corridor.
2.6.36 Landscaping has been proposed as part of the Proposed Scheme for this section of the route in order to reduce the visual impacts and this could also provide some reduction in noise effects.
2.6.37 For these reasons HS2 Ltd has not altered the alignment north-west of Quainton. Finemere Wood to Sheephouse Wood14
2.6.38 The Proposed Scheme would follow the alignment of the Aylesbury Link rail line at close to ground level through the section from Finemere Wood to Sheephouse Wood. This alignment was part of the scheme announced in January 2012 route.
2.6.39 The following four options were evaluated for this section of the route:
• Option A: The January 2012 route, with the alignment remaining at the same grade as the existing Aylesbury Link; • Option B: Comprising a partial lowering of the HS2 alignment; • Option C: Comprising a fully lowered HS2 alignment; and • Option D: Comprising a fully lowered HS2 alignment with a solid roof structure. 2.6.40 The option evaluation was undertaken under the following assumed incorporated mitigation for Options A, B and C:
• Three multi-use bridges would cross over the route of the Proposed Scheme; • These overbridges would be positioned at appropriate locations to reduce disturbance of species; • Overbridges would include sufficient width and appropriate planting to encourage wildlife passage and provide habitat connectivity; • Removal of vegetation and/or barriers to discourage bats flying over or along the railway corridor; • Woodland and hedgerow planting to enhance the habitat connectivity between existing woodland; and • Mitigation to reduce the impacts of turbulence, noise and light would include the placement of barriers.
14 The option evaluation in this area extends beyond the CFA boundary into the adjacent CFA13 (Calvert, Steeple Claydon, Twyford & Chetwode). For this reason options are described in both CFA reports.
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2.6.41 Option D was considered to replicate existing conditions for ensure bat passage over the railway, the primary species of concern and therefore was favoured for environmental reasons. However, in order to construct a covered line below ground the temporary arrangements would have been complex, require a longer time period and the work would require more land to be taken, resulting in additional temporary and permanent effects. This would have created adverse environmental impacts on adjacent habitat and watercourses along this section of the route. In addition, it would be more costly and would have resulted in more excavated material to dispose of.
2.6.42 Options B and C would have reduced environmental benefits, but similar adverse effects and costs to Option D. For these reasons these options were not adopted in the Proposed Scheme.
2.6.43 Option A was considered to provide a suitable package of measures for reducing environmental effects and avoided additional land take within relevant areas of habitat compared with other options. It would also avoid some of the costs associated with the excavation and works needed for the other options.
2.6.44 For these reasons Option A has been adopted in the Proposed Scheme. 2.7 Proposals for further consideration 2.7.1 A number of further engineering developments to the Proposed Scheme are being investigated, including:
• Refinement of the proposals for power supplies and diversions including the Quainton auto-transformer feeder station and National Grid sub-station; • The design of viaducts is currently based on flood risk data received from third parties. Where viaducts, bridges, embankments or other structures intrude into floodplains, the effects of these structures will be assessed in detail and included in the final design and formal ES, in order to ensure there would be no significant increase in flood risk to key receptors. Through the flood risk assessment process, hydraulic modelling may demonstrate appropriate reductions or increases to the proposed lengths and heights of viaducts and other river crossing structures. If shown to be required, the design would compensate for any loss of floodplain by creating new flood storage areas nearby; and • There is on-going work to consider potential alternatives for the existing sidings used by FCC Environmental at Calvert. One option under consideration would affect the Waddesdon and Quainton area. Further details are in CFA 13 – Calvert, Steeple Claydon, Twyford and Chetwode. 2.7.2 The following community proposals are also being considered, pending further assessment prior to issue of the formal ES:
• Diversion of the A41 around Waddesdon – HS2 Ltd is currently considering a number of alternatives for the A41 crossing, as discussed with the Community Forum. An objective of some of these options would be to reduce the volume of traffic passing through Waddesdon, by essentially creating a bypass. Whilst the Proposed Scheme would not be creating a permanent impact on vehicle movements in Waddesdon, these options are considered to have some wider environmental benefit. In particular, they could present an opportunity to reduce some of the visual impacts for a variety of residential and transport receptors along the valley, by moving the location where the A41 would be proposed to cross the route. HS2 Ltd is in discussion with Buckinghamshire County Council about the merits of each of the bypass options to see whether one of these could be developed and incorporated into the Proposed Scheme;
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• Waddesdon Manor (National Trust) – HS2 Ltd has received proposals from the National Trust for landscaping options associated with Waddesdon Manor. These will be considered as part of the on-going work to develop mitigation proposals for the proposed Scheme; and • Station Road, Quainton – HS2 Ltd is aware that the community are discussing potential options for the alignment of Station Road, Quainton. If further proposals are put forward these will be considered as part of the on-going design development.
31 Part C: Environmental topic assessments
32 CFA Report – Waddesdon and Quainton/No 12 | Agriculture, forestry and soils 3 Agriculture, forestry and soils 3.1 Introduction 3.1.1 This section of the report provides a summary of the impacts and the likely significant effects to agriculture, soils and forestry arising from the construction and operation of the Proposed Scheme. The section covers soils, agricultural land quality, farm enterprises, forestry and agri- environment schemes. 3.2 Policy framework 3.2.1 There are no policies specific to agricultural land within the Aylesbury Vale District Local Plan. 3.3 Assessment scope and key assumptions 3.3.1 The assessment scope and key assumptions for the farm impacts and agricultural land quality assessments are set out in Volume 1. There are no additional topic specific assumptions or limitations in this area. 3.4 Environmental baseline 3.4.1 This area is generally level to gently undulating throughout, typically sitting at around 70 to 80m above ordnance datum (AOD). It is characterised by a limestone ridge to the south and clay vale to north, with grassland on heavier clays and arable on lighter land. However, areas of very steeply sloping land in the hills to the south-west of Waddesdon and north-east of Quainton range in altitude from 90 to 180m AOD. Muxwell Brook and the River Ray flow across the area.
3.4.2 At the highest altitudes on the hills of Waddesdon and Quainton, sandstones and limestones of the Wealden Group and the Portland Group respectively are mapped. The Ampthill, Kimmeridge and Oxford Clay formations dominate the remainder of the area and comprise predominantly mudstones, with some siltstone and sandstone. Superficial alluvial deposits are associated with the river tributaries and are typically of silty clay material, but localised sands and gravels exist.
3.4.3 The most extensively mapped soil is that of the Denchworth association, which overlies mudstones, is typically stoneless, clayey, wet and poorly drained.15
3.4.4 Soils of the Fladbury 1 association develop in river alluvium and are mapped in conjunction with the watercourses present. The Fladbury association is characterised by very poorly drained, wet, clayey soils.
3.4.5 Overlying mudstones in the north of the area is a small pocket of the Ragdale association, which is moderately stony and clayey throughout. These soils are imperfectly to poorly drained.
3.4.6 On the moderate slopes, the Evesham 2 association is present, comprising moderately well drained deep clayey soils. On the steeper slopes north of Quainton and around Waddesdon, Aberford association is mapped which comprises fine loamy and well-drained soils over limestone.
3.4.7 Calcareous topsoils that are clayey in texture (such as Ragdale and Aberford) tend to have better soil structure than non-calcareous clay textured topsoils, and hence are more workable. In combination with favourable climatic conditions, the calcareous nature of a soil can improve the agricultural land classification (ALC) grade. 15 Cranfield University (2001) The National Soil Map of England and Wales 1:250,000, National Soil Resources Institute, Cranfield University, UK.
33 CFA Report – Waddesdon and Quainton/No 12 | Agriculture, forestry and soils
3.4.8 In the wider area, Denchworth (clay) soils remain dominant. Many pockets of the Evesham and Wickham 2 associations are present in the local area and consist of fine loamy or clayey topsoils overlying clay. The Wickham soils are slightly wetter than the Evesham soils and are generally imperfectly drained.
3.4.9 Published national mapping shows that agricultural land in the area is mainly of undifferentiated Grade 3 and Grade 4 quality.16
3.4.10 The probable quality of agricultural land in the wider 4km corridor is shown on the Defra maps.17 The majority of agricultural land is shown to be of low quality, with less than 20% likelihood of being of best and most versatile (BMV) quality (see map CT-02-11), and the survey results for the 200m study area are consistent with this.
3.4.11 Other soil interactions relevant to the area concern the role of woodland and permanent grassland as carbon sinks; the biodiversity interest in natural and semi-natural woodland and grassland; historic and cultural resources retained in or supported by soils; and the role of soils in the flood regime of land adjacent to watercourses, such as tributaries leading to the rivers Ray and Thame.
3.4.12 The land use in the southern part of the area is mainly arable cropping used for combinable crops and forage maize. In the northern part the land use is mainly grassland supporting cattle and sheep enterprises, interspersed with areas of arable land.
3.4.13 The agricultural surveys to date have identified fourteen holdings in the study area, as set out in Table 4. These include a dairy farm, a number of mixed arable with beef/sheep farms, a number of small grassland holdings producing hay or silage, a poultry hatchery and a number of small equestrian-based units. Farm sizes vary between 1 hectare (ha) and over 2,000ha. Five holdings are under 10ha, with the majority of farms falling within the size range of 50 to 300ha. The farms are both owned and tenanted, and include farms within the Waddesdon and Doddershall Estates. One of the farms has let all farm buildings for light industrial activities and another farm is managed alongside a large agricultural contracting business.
Holding Primary farming activities18 Sunset Cottage, Cranwell Farm Residential with equestrian Waddesdon Estate Arable and beef Wayside Farm currently unknown Glebe Farm Dairy Needles Farm Arable and beef Faccenda Hatchery Poultry hatchery Crossroads Farm, Quainton Grassland Fieldside Farm Grassland Lower South Farm Arable and beef Doddershall Park Arable and beef Hill Farm Arable and beef Crossroads Farm, Oving Beef Woodlands Farm Residential with equestrian Oak Tree Farm Beef
Table 4: Holdings affected by the Proposed Scheme
3.4.14 There are a number of large blocks of woodland, particularly in the northern part of this area, with a few small copses in the central and southern section. Most of the woodland in the study area is managed.
16 Natural England (2002) Provisional Agricultural Land Classification mapping at 1:250,000 (version date 10/01/2002); http://www.gis.naturalengland.org.uk/pubs/gis/gis_register.asp. Accessed: 18 February 2013. 17 Defra (2005) Likelihood of Best and Most Versatile Agricultural Land. 18 Non-commercial holdings are indicated. 34 CFA Report – Waddesdon and Quainton/No 12 | Agriculture, forestry and soils
3.4.15 Most of the land is entered into the Entry Level Environmental Stewardship Scheme (ELS), which encourages environmental management practices such as hedgerow management, buffer strips and low input grassland. The whole of the local area is designated as a Nitrate Vulnerable Zone where measures have been introduced to reduce the potential for nitrogen losses from agricultural sources into watercourses.
3.4.16 In assessing the impact of the Proposed Scheme on farms it is recognised that the ability of the farms to adapt to change depends, in part, upon the size of the holdings, their layout and fragmentation (both before and after construction of the Proposed Scheme) and the enterprises operated. Within this local area there are some enterprises (e.g. the dairy and the hatchery) that are likely to have a high sensitivity to change. Most farms are likely to have a medium sensitivity, with four small grassland units that are likely to be of low sensitivity. 3.5 Construction Assessment of impacts and mitigation
3.5.1 HS2 Ltd would require all of its contractors to comply with the CoCP, which would include the following measures:
• Measures to maintain farm access and avoid traffic over land which is used temporarily during construction; • Ensuring that each affected farm holding would receive specific and relevant liaison regarding the construction activities that would affect the holding; • Ensuring that agricultural land and corresponding soil quality can be reinstated post construction where this is the agreed end use; • Ensuring that the impacts on infrastructure and livestock for individual farm holdings would be reduced as far as reasonably practicable; • Ensuring that there is appropriate access provided to areas of severed land during and post-construction; and • Ensuring the appropriate handling and conservation of soil stockpiles to allow them to be reused without any substantive reduction in long-term productive capability. 3.5.2 Soil resources would be stripped at the outset of the construction phase and stored. Where land is required temporarily for construction of the Proposed Scheme, stored soils would be used to reinstate those sites to a pre-construction agricultural condition. Soils removed from the area of permanent works would be utilised, where reasonably practicable, in the construction of the Proposed Scheme. In this area soils of the Denchworth association are affected. These are heavy clay soils that need to be handled carefully during restoration to ensure that any effect is negligible, and therefore not significant.
3.5.3 Aspects of the Proposed Scheme that would assist in reducing effects on agricultural resources include:
• Agricultural overbridges or underpasses to mitigate the effects of severance for Glebe Farm, Needles Farm, Sheephouse Wood Farm and the Doddershall Estate; and • Realignment of side roads to avoid affecting agricultural buildings at Blackgrove Road and Upper Greatmoor Farm.
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3.5.4 Loss of forestry land would be mitigated by replanting in nearby locations. Such locations would include areas of agricultural land that are no longer agriculturally viable as a result of severance caused by the Proposed Scheme. Woodland cover in this area is greater than the national average (6-10%) and the area of woodland lost to the scheme is relatively modest (representing less than 6% of total land take) such that the loss of forestry land would not be significant and would reduce as planting matures.
3.5.5 The agricultural land quality affected in this study area is wholly Subgrade 3b quality. As a consequence, the temporary loss of this land would be unlikely to be significant.
3.5.6 Land that would be lost permanently would also be of Subgrade 3b. This is of moderate agricultural quality, and the permanent effect would be likely to be significant.
3.5.7 At the height of construction there would be a significant effect on eight holdings (described and reported above) but following the construction phase much of the land would be restored and returned to agricultural use and the permanent effects would be reduced. However, based on available data there would be significant residual effects for:
• Sunset Cottage, Cranwell Farm19, due to the proportion of the holding that would be temporarily removed; • Wayside Farm20, due to the proportion of the holding that would be temporarily removed; • Glebe Farm, due to the proportion of the holding that would be temporarily removed combined with the loss of the slurry lagoon, which would make it difficult for dairying to continue during the construction phase; • Needles Farm, due to the proportion of the holding that would be temporarily removed; • Crossroads Farm, due to the proportion of the holding that would be temporarily removed combined with the loss of a building; • Lower South Farm, due to the proportion of the holding that would be temporarily removed combined with severance effects. Access to a secondary set of farm buildings, which is currently possible across the Aylesbury Link rail line, would cease when the Proposed Scheme is constructed. Access would then have to be made by road; • Doddershall Estate due to the proportion of the holding that would be temporarily removed; and • Oak Tree Farm due to the proportion of the holding that would be temporarily removed. 3.5.8 An outlying building adjacent to Woodlands Farm would also be demolished. Although the exact use of this small building has not been determined at the time of writing, the impact of its loss to this holding is not likely to be significant.
3.5.9 Mitigation would be provided, as set out above, to reduce the effects of temporary land take and severance. Nevertheless, with the exception of Doddershall Estate and Oak Tree Farm, the permanent effects would still be likely to be significant for six of these holdings, primarily due to the relative proportion of the holding that would be lost permanently, and the residual effects of severance.
19 Full details on these holdings are not available and the assessment is presently estimated. 20 Full details on these holdings are not available and the assessment is presently estimated.
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3.5.10 A poultry hatchery lies close to the Proposed Scheme near Quainton and would be potentially sensitive to dust, noise and vibration during construction. There are no other farm enterprises (for example housed livestock, horticulture, farm shops or visitor accommodation) that are particularly sensitive to dust, noise or vibration close to the route. The emission of dust, noise and vibration during the construction phase would be controlled by implementing best practice set out in the CoCP, and therefore any effect would not be significant.
3.5.11 The construction process could lead to transportation of weed seeds and plants along the route. Since the land affected is largely in agricultural use there is the potential for the spread of existing weeds; particularly invasive and damaging weeds as listed in the Weeds Act 1959 and the Wildlife and Countryside Act 1981.21,22 Defra has powers to require occupiers of land on which they are growing to take action to prevent their spread. Application of control measures within the CoCP would regulate this potential effect. Likely residual significant effects
3.5.12 Although the mitigation outlined above would reduce the effects of severance, and land not required for the permanent alignment would be restored back to agriculture following construction, there would still be permanent residual significant effects for the following six holdings:
• Sunset Cottage, Cranwell Farm; • Wayside Farm23; • Glebe Farm; • Crossroads Farm; • Needles Farm; and • Lower South Farm. 3.6 Operation Assessment of impacts and mitigation
3.6.1 All run-off from the operational area would be captured in designated drainage arrangements capable of control prior to discharge to watercourses.
3.6.2 There are no particularly sensitive agricultural receptors (including the hatchery) that would be likely to be affected by operational noise and vibration.
3.6.3 Comparison with other railway and highway land indicates that all corridors of transport infrastructure have the potential to support weed growth which may prejudice agricultural interests where weeds can spread to adjoining land.
3.6.4 The potential for the establishment and spread of weeds from the operational area would be addressed through the adoption of an appropriate land management regime by the network operator which identifies and remedies areas of weed growth that may threaten adjoining agricultural interests. Likely residual significant effects
3.6.5 There are not considered to be any significant residual effects associated with the operation of the Proposed Scheme.
21 Weeds Act 1959 (7 & 8 Eliz II c. 54). London, Her Majesty’s Stationery Office. 22 Wildlife and Countryside Act 1981 (c.69). London, Her Majesty’s Stationery Office. 23 Full details on these holdings are not available and the assessment is presently estimated.
37 CFA Report – Waddesdon and Quainton/No 12 | Air quality 4 Air quality 4.1 Introduction 4.1.1 This section of the report provides an assessment of the impacts and likely significant effects on air quality arising from the construction and operation of the Proposed Scheme, covering nitrogen dioxide (NO2) , fine particulate matter (PM10, PM2.5) and dust.24 Emissions of these pollutants are typically associated with construction activities and equipment and road traffic. 4.2 Policy framework 4.2.1 The Aylesbury Vale District Local Plan does not contain any policies specific to air quality but contains overarching policies for the protection of public amenity. Saved Policy GB.8 seeks to prevent development that would unreasonably harm any aspect of the amenity of nearby residents whilst Saved Policy GP.95 seeks to protect the amenities of existing occupiers. 4.3 Assessment scope and key assumptions 4.3.1 The scope and key assumptions for the air quality assessment are set out in Volume 1. There are no additional topic specific assumptions or limitations in this area. 4.4 Environmental baseline 4.4.1 The environmental baseline reported in this section represents the environmental conditions identified within the study area. The air quality is typical of rural areas in Buckinghamshire where sources of airborne pollution are few. The main source of air pollutants is road traffic and higher concentrations are confined to some places alongside the main roads inAylesbury.
4.4.2 Estimates of background air quality have been obtained from Defra for 2011 and future years (2017 and 2026). This data is estimated for 1km grid squares for nitrogen oxides (NOx), NO2, PM10 and PM2.5. The estimated pollutant concentrations are significantly less than the relevant national air quality objectives and limit values.
4.4.3 Aylesbury Vale District Council undertakes air quality monitoring data in their area. Two automatic monitoring stations are in operation, but are located in Aylesbury town centre, which is not representative of the main study area. Twenty diffusion tube25 sites measuring concentrations of NO2 are also concentrated in towns, as well as by roadsides.
4.4.4 The most recent air quality management report currently available from Aylesbury Vale District Council is the 2012 Air Quality Updating and Screening Assessment.26 The Council has reviewed air quality throughout the district and concluded that concentrations of NO2 and PM10 do not exceed the national air quality objectives at any locations, with the exception of three areas of Aylesbury. Here, it has declared three Air Quality Management Areas for NO2; along the A41 Tring Road and also along Stoke Road and Friarage Road. All of these are more than 5km from the Proposed Scheme.
4.4.5 Potential receptors have been identified as being primarily those residential properties close to construction activity and alongside roads where traffic flows would change as a consequence of construction activity. Notable receptors near to construction activity are residential properties at Crossroads Farm, Woodlands Farm Cottages and Woodlands Farm (see map CT-03-26).
24 PM2.5 and PM10 describe two size fractions of airborne particles that can be inhaled and therefore are of concern for human health. The designations refer to particles of size less than 2.5 and 10 microns in diameter. 25 A diffusion tube is a small passive monitoring device that can be attached to suitable structures such as lamp posts. The tube is left for a period of a month and, after analysis in a laboratory, the average concentration of the NO2 over this period can be calculated. 26 Aylesbury Vale District Council (2012) Air Quality Updating and Screening Assessment; http://www.aylesburyvaledc.gov.uk/environment/air-quality/air-quality-review-assessment; Accessed: 1 February 2013. 38 CFA Report – Waddesdon and Quainton/No 12 | Air quality
4.4.6 Four SSSIs (sensitive ecological receptors) lie close to the route within the Waddesdon and Quainton area: Sheephouse Wood lies adjacent to the Proposed Scheme; Finemere Wood lies approximately 300m to its east; Grendon and Doddershall Woods lie approximately 800m to its south-west, and Ham Home-cum-Hamgreen Wood lies more than 2.5 km to its south-west. 4.5 Construction Assessment of impacts and mitigation
4.5.1 Impacts from the construction of the Proposed Scheme could arise from dust generating activities and emissions from construction traffic. As such, the assessment of construction impacts has been undertaken for human receptors sensitive to dust and exposure to NO2 and PM10, as well as ecological receptors sensitive to dust and nitrogen deposition.
4.5.2 Air quality would be controlled and managed during construction through the route-wide implementation of the draft CoCP, where appropriate. Specific measures are likely to include:
• Contractors being required to control dust, air pollution, odour and exhaust emissions during construction works; • Inspecting and monitoring undertaken after consultation with Aylesbury Vale District Council to assess the effectiveness of the measures taken to prevent dust and air pollutant emissions; • Cleaning (including watering) of haul routes and designated vehicle waiting areas to suppress dust; • Keeping soil stockpiles away from sensitive receptors (including historical features), watercourses and surface drains where reasonably practicable, also taking into account the prevailing wind direction relative to sensitive receptors; and • Using enclosures to contain dust emitted from construction activities. 4.5.3 In the Waddesdon and Quainton area, dust generating activities would comprise the demolition of three buildings and the construction of new structures and earthworks. There would be cuttings and embankments along the length of the route. Dust emissions from the construction sites would arise from earthworks required for the preparation of the ground; bulk excavation; processing and stockpiling of fill materials; construction of structural embankments; landscaping; the construction and the use of site compounds; construction of permanent replacement road infrastructure and bridges; and movements of vehicles between construction areas and local roads.
4.5.4 With the measures described in the draft CoCP in place, the impacts of dust on all the receptors have been assessed as negligible or minor adverse. The effects would not be significant.
4.5.5 Construction activity could also affect local air quality through the construction traffic on local roads and changes to traffic patterns arising from temporary road diversions. Examination of the changes in traffic flows along the affected roads has shown that they are too small to meet the criteria required for further and detailed assessment and it has therefore been concluded that there would be no significant effects on air quality. Likely residual significant effects
4.5.6 The methods outlined within the draft CoCP to control and manage potential air quality effects are considered to be effective in this location. Hence, no residual effects are considered likely.
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4.6 Operation Assessment of impacts and mitigation
4.6.1 Impacts from the operation of the Proposed Scheme relate mainly to changes in the nature of traffic and the operation of machinery. There are no direct atmospheric emissions from the operation of trains that would cause an impact on air quality.
4.6.2 Traffic data in the Waddesdon and Quainton area has been screened to identify roads that required further assessment and to confirm the likely effect of the change in emissions from vehicles using those roads in 2026. The conclusion was that no roads would meet these criteria and the changes would be too small to influence local air quality. Therefore the effect would not be significant. Likely residual significant effects
4.6.3 No residual effects would be anticipated for air quality in this area during operation of the Proposed Scheme.
40 CFA Report – Waddesdon and Quainton/No 12 | Community 5 Community 5.1 Introduction 5.1.1 This section of the report provides a summary of impacts and likely significant effects on local communities resulting from the construction and operation of the Proposed Scheme. 5.2 Policy framework 5.2.1 The Aylesbury Vale District Local Plan affords protection to community facilities, social infrastructure, open space and PRoW. Saved Policy GP.32 seeks to prevent the loss of shops, public houses and post offices in areas with a demonstrable local need.Saved Policy GP.88 deals with the reprovision of lost open space. It states that where such provision either is not practicable on site or is better made elsewhere, monetary payments in lieu of provision will be accepted. Saved Policy GP.84 states that where development proposals result in the stopping up or diversion of a PRoW, there needs to be an existing suitable alternative route or new provision needs to be made. Saved Policy GP.92 seeks to prevent the loss of allotments in the district. Saved Policy GP.93 seeks to prevent the loss of community buildings and facilities.
5.2.2 There are no major housing allocations or permissions within the study area. 5.3 Assessment scope and key assumptions 5.3.1 The assessment scope and key assumptions for the community assessment are set out in Volume 1.
5.3.2 For this area it is assumed that effects relating to severance of PRoW and highway and pedestrian diversions are assessed within Section 12: Traffic and transport. However, where PRoW are considered a destination in themselves as a recreational resource, they are considered within this community assessment. Within the Waddesdon and Quainton area, this includes the North Buckinghamshire Way, Bernwood Jubilee Way, Midshires Way, Swan’s Way and the Aylesbury Ring. Where impacts on open space and PRoW are considered, these have been informed by open space and PRoW usage and quality surveys. 5.4 Environmental baseline 5.4.1 The study area includes the area of land within the construction boundary (comprising of the temporary and permanent land take), as well as a suitable additional area as relevant to inform the respective environmental topics upon which the assessment is based.
5.4.2 The baseline study area and baseline data will be further refined in light of on-going assessment work as part of the formal ES process.
5.4.3 The baseline description has focused on the activities associated with the realignments of the A41 Bicester Road, Station Road and Edgcott Road; and along the length of the route within the Waddesdon and Quainton area (see map CT-05-47 to CT-05-53). Fleet Marston to Waddesdon
5.4.4 The route would be either in cutting or at grade through this section. Waddesdon has a range of local facilities, principally on the High Street. These are outside the study area. The only local community facilities falling within the study area, but outside landtake for the Proposed Scheme, are a number of allotment plots found just to the north-west of Glebe Farm Cottages.
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5.4.5 The Midshires Way/Swan’s Way, a long distance public footpath and bridleway running from Princes Risborough in Buckinghamshire, all the way to Stockport in Greater Manchester, crosses the route to the east of Waddesdon and would therefore pass through both the temporary and permanent land take (see map CT-02-24). To the north of Waddesdon, the route also crosses the Aylesbury Ring and the Bernwood Jubilee Way – both footpaths promoted by Buckinghamshire County Council – which converge at Waddesdon (see maps LV-11-024 and LV-11-027). Again, these footpaths would pass through both the temporary and permanent land take. Waddesdon to Sheephouse Wood
5.4.6 A number of PRoW link the open spaces of Grendon and Doddershall Woods with other ancient and historic woodlands of value to the community, including Sheephouse Wood and Finemere Wood (see maps LV-11-024 to LV-11-027). All of these PRoW pass through both the temporary and permanent land take (footpaths QUA/26/1, QUA/24A/1, QUA/35A/1, GUN/31/1, CAG/2/1 and bridleways QUA/36/2, GUN/28/1, GUN/25/1, GUN/35/1, CAG/3/1 and CAG/3/2).
5.4.7 Sheephouse Wood is a 60ha, ancient semi-natural woodland, which although privately owned is used by the public (see map CT-02-11). A small section of the wood falls within the temporary land take. Station Road Realignment
5.4.8 The Buckinghamshire Railway Centre, a working museum of steam trains, is located at the former Quainton Road Station (see map CT-03-25). Nearby to this lies a play area serving the new Sechfields residential estate. Both of these resources would be outside of the land take for the Proposed Scheme. 5.5 Construction Assessment of impacts and mitigation
5.5.1 The draft CoCP includes a range of scheme wide provisions which would help to mitigate community effects associated with construction including:
• Appointment of community relations personnel; • A community helpline to handle enquiries from the public; • Sympathetic layout of construction sites to reduce impacts; • Maintenance of public roads, cycle ways and PRoW around construction sites to avoid their deterioration due to construction traffic; and • Specific measures in relation to air quality and noise would also serve to reduce impacts on amenity for the neighbouring communities. Residential property
5.5.2 One dwelling, The Lodge, which is south-west of Quainton near to the Buckinghamshire Railway Centre, would be permanently lost (see map CT-03-24). This demolition would be required as the dwelling is within the design footprint of the Proposed Scheme. It is considered, in the context of the community, that the permanent loss of these dwellings is a minor adverse effect and is, therefore, not considered significant. Community infrastructure
5.5.3 There are not considered to be any significant adverse effects on community infrastructure in this area as a result of land take or isolation impacts.
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Public rights of way and open space
5.5.4 The Proposed Scheme would cross several long distance paths (PRoW) around Waddesdon. These include Midshires Way, Swan’s Way; Aylesbury Ring; and Bernwood Jubilee Way/North Buckinghamshire Way/Midshires Way (which follows the same path into Waddesdon) (see maps LV-11-024 and LV-11-025). However, for each of these PRoW, some of which would follow short diversions from their current routes (see Section 2.3), permanent overbridges or underbridges would be put in place prior to works commencing, thereby maintaining access throughout the construction period. User surveys undertaken during the summer of 2012 indicate that use of the trails in these locations is low. As such, the effects on these PRoW are not considered to be significant. Amenity
5.5.5 Assessment of significant effects, including in-combination effects, on community amenity, will be reported in the formal ES. Likely residual significant effects
5.5.6 Multiple (in combination) community effects will be considered, and where significant, reported in the formal ES. 5.6 Operation Assessment of impacts and mitigation
5.6.1 Potential effects on the community resulting from the operation of the Proposed Scheme could arise from changes in amenity. The assessment will draw upon other technical disciplines (e.g. air quality, noise and vibration, visual, transport and traffic) findings to inform the amenity assessment. The presence of in-combination impacts from these other disciplines could result in significant amenity effects on a number of community facilities and resources in the area. This will be reported in the formal ES. Likely residual significant effects
5.6.2 Multiple (in combination) community effects will be considered and, where significant, reported in the formal ES. Further mitigation
5.6.3 The development of specific mitigation measures, where required, will be reported in the formal ES.
43 CFA Report – Waddesdon and Quainton/No 12 | Cultural heritage 6 Cultural heritage 6.1 Introduction 6.1.1 This section of the report presents a summary of the impacts and likely significant effects on heritage assets and the historic environment as a result of the construction and operation of the Proposed Scheme. Heritage assets comprise:
• Archaeological and palaeoenvironmental remains; • Historic landscapes; and • Historic buildings and the built environment. 6.2 Policy framework 6.2.1 The Aylesbury Vale District Local Plan Saved Policy GP.53 seeks to preserve and enhance the special characteristics of conservation areas and prevent development that would harm their character, setting, views and appearance. Saved Policy GP.59 seeks to protect, enhance and preserve the historic interest and setting of sites of archaeological importance. Policy GP60 affords protection to the distinctive characteristics of Historic Parks orGardens. 6.3 Assessment scope and key assumptions 6.3.1 The assessment scope and key assumptions for the cultural heritage assessment are set out in Volume 1. 6.4 Environmental baseline 6.4.1 This part of Buckinghamshire is characterised by an undulating topography and geology of heavy blue-grey clays. These claylands are not conducive to prehistoric agriculture and there is little evidence for human activity until the establishment of the road network during the Roman period, which includes at least one road running east-west through Waddesdon. This introduced a new pattern of settlement resulting in the appearance of isolated smallholdings on the clay uplands. These farmsteads probably formed part of the agricultural base of the small Roman town at Fleet Marston.
6.4.2 The landscape in the early medieval and medieval periods would have been characterised by open strip fields with nucleated villages and scattered farmsteads and manors, which are still represented in the existing landscape. The Royal Forest of Bernwood (an area subject to ‘forest law’ as determined by the monarch) also extended across the area, suggesting elements of the landscape may have been heavily wooded. The earthwork remains of shrunken and deserted medieval villages survive along with fishponds and moats, examples of which are thought to survive at Shipton Lee, Doddershall and Waddesdon. Evidence for the strip fields survives as extant ridge and furrow earthworks across theQuainton parish.
6.4.3 The post-medieval period witnessed the widespread abandonment of the medieval strip fields, which were replaced by enclosed fields, forming the basis for the surviving elements of existing historic landscape character covering most of the region.
6.4.4 A number of large houses were established in the 18th and 19th centuries, including Waddesdon Manor, Doddershall House and Claydon House, all based on medieval manors. These are associated with surrounding planned estates, parks and gardens.
6.4.5 The route of the Proposed Scheme through the study area partially runs alongside the route of the London extension of the Great Central Railway, which was established in the mid-19th century.
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6.4.6 Within the area of study (i.e. within 500m of the Proposed Scheme) the following designated and non-designated assets have been recorded. Designated assets
6.4.7 No designated features are located within the temporary and permanent land take boundaries.
6.4.8 The following designated features are located within the ZTV (see maps CT-01-24 to CT-01-27):
• Two scheduled monuments comprising Quainton Market Cross and a medieval moated site to the south of Edgcott; • Three conservation areas comprising Waddesdon, Quainton and Middle Claydon; • Four Grade I listed buildings, (Waddesdon Manor; The Church of St Mary and the Holy Cross; Church of All Saints, Claydon; and Claydon House); • Nine Grade II* listed buildings and 131 Grade II listed buildings. The majority of these are concentrated into groups at Doddershall House, Quainton, Waddesdon Manor Park, Waddesdon Village, Quainton, Claydon, Westcott and Edgcott; and • Waddesdon Grade I Registered Park and Middle Claydon Grade II Registered Park. Non‐designated assets
6.4.9 Within the area of temporary and permanent land take the following non-designated assets have been identified:
• Archaeological remains of Roman date near to Waddesdon; • A circular earthwork potentially of prehistoric origin, and potential remains of medieval and post-medieval date near Doddershall; • Remains of Civil War date associated with the former battery at Lower South Farm; • Remains of medieval and post-medieval date originating with the parkland of Middle Claydon; • Remains associated with a circular earthwork, potentially of prehistoric origin, near to Woodlands Farm; • Buried remains of post-medieval date originating with the former farm buildings of Little Manor Holding; • Buried remains of post-medieval brickworks at Upper South Farm; • Buried remains of post-medieval date near to Upper Greatmoor; • A 20th century railway bridge at Woodlands Farm; • A 20th century lodge at Doddershall; • Eight areas of ancient woodland; and • Extensive ridge and furrow earthworks across the parish of Quainton. 6.5 Construction Assessment of impacts and mitigation
6.5.1 The construction works have the potential to affect heritage assets. Impacts would occur to assets within the construction boundary, as well as the settings of heritage assets within the ZTV.
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6.5.2 The draft CoCP sets out the provisions that would be adopted to control effects on cultural heritage assets. The provisions include:
• Management measures to control damage to assets that are to be retained within the area of temporary land take and the preparation of project wide principles, standards and techniques for works affecting heritage assets; • A programme of archaeological investigation and recording to be undertaken prior to construction works affecting the assets; and • A programme of historic building investigation and recording to be undertaken prior to modification or demolition of the assets. 6.5.3 Assets that would experience a significant physical affect in this area are:
• Demolition of the Lodge at Doddershall, an asset of low heritage value (see map CT-03-24); • Removal of areas of ridge and furrow earthworks in Quainton Parish, part of an asset of low heritage value; and • Removal of archaeological remains of moderate heritage value at: –– Little Manor Holding; –– Waddesdon; –– Upper South Farm; –– Lower South Farm; –– Railway Cottage; –– Doddershall House; –– Woodlands Farm; –– To the south of Middle Claydon; and –– Upper Greatmoor. 6.5.4 The settings of the following specific heritage assets would experience significant effects:
• The Grade I Registered Waddesdon Manor Park (particularly the Grand Lodge and north- eastern area) would have its setting affected through the construction of the road bridge over the railway immediately to the north-east; • The Waddesdon Conservation Area and associated Grade II* and II listed buildings, which would have their settings affected due to construction traffic along the site compound access track; • Doddershall House, a Grade II* listed building of high heritage value, which would be impacted through the introduction of hoardings and construction activities, particularly in relation to the construction of an overbridge and auto-transformer feeder station (see map CT-01-26); • Upper South Farm, a Grade II listed building of moderate heritage value, which would be impacted through the introduction of hoardings and construction activities; • Lower South Farm, a Grade II listed building of moderate heritage value, which would be impacted through the introduction of hoardings and construction activities; and • Upper Greatmoor Farm, a Grade II listed building of moderate heritage value, which would be impacted through the introduction of hoardings and construction activities.
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6.5.5 The construction of the Proposed Scheme would not have an impact on any other identified heritage asset within the permanent and temporary land take and would not have an impact on the setting of any other designated asset identified with theZTV. Likely residual significant effects
6.5.6 The impacts of the construction phase on the heritage assets through setting changes are temporary, and therefore not considered to result in residual significant effects.
6.5.7 Although a programme of archaeological and historic building investigation and recording contributes to knowledge gain, such works would not fully mitigate the effect or reduce the impact on heritage assets. The following effects would therefore remain:
• The demolition of The Lodge at Doddershall; • The removal of areas of ridge and furrow earthworks in Quainton Parish; and • The removal of buried archaeological remains of prehistoric to medieval date at the locations described above. Further mitigation
6.5.8 HS2 Ltd is continuing to explore the potential for further mitigation options to reduce the effects of the Proposed Scheme on these heritage assets. 6.6 Operation Assessment of impacts and mitigation
6.6.1 There would be no effects on known buried archaeological remains arising from operation of the Proposed Scheme.
6.6.2 The introduction of the Proposed Scheme into an area of existing open landscape has the potential to introduce impacts on the setting of heritage assets. The Proposed Scheme includes elevated sections on embankment, together with realignment of the existing highway infrastructure and the introduction of road and footbridges over the Proposed Scheme.
6.6.3 Although the design of overbridges, combined with landscaping and planting, would reduce these effects, there would remain significant effects until planting matures (see mapsCT-06- 047 to CT-06-053).
6.6.4 The following specific heritage assets would experience significant effects through changes to their setting:
• The setting of the Grade I Registered Waddesdon Manor Park (particularly the Grand Lodge and north-eastern area) through the proximity of the A41 overbridge; and • The setting of Doddershall House, a Grade II* listed building through the proximity of the overbridge. Likely residual significant effects
6.6.5 The following specific heritage assets would experience residual significant effects through changes to their setting:
• The setting of the Grade I Registered Waddesdon Manor Park; and • The setting of Doddershall House, a Grade II* listed building.
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Further mitigation
6.6.6 HS2 Ltd is continuing to explore the potential for further mitigation options to reduce the effects of the Proposed Scheme on these heritage assets.
48 CFA Report – Waddesdon and Quainton/No 12 | Ecology 7 Ecology 7.1 Introduction 7.1.1 This section of the report provides a summary of the predicted impacts and significant effects upon species and habitats as a consequence of the construction and operation of the Proposed Scheme. This includes effects upon sites recognised or designated on the basis of their importance for nature conservation. 7.2 Policy framework 7.2.1 The Aylesbury Vale Local Plan seeks to retain trees and hedgerows of wildlife importance and to protect them during construction (Saved Policies GP.40 and GP.39). Policy GP66 seeks to protect and enhance the environment and habitat of watercourses.
7.2.2 In addition, regional guidance of relevance to the assessment is provided in the Buckinghamshire and Milton Keynes Biodiversity Action Plan.27 7.3 Assessment scope and key assumptions 7.3.1 The assessment scope and key assumptions for the ecological assessment are set out in Volume 1.
7.3.2 The current assessment draws on existing information gathered from national organisations and from regional and local sources including Buckinghamshire County Council; the Berkshire, Buckinghamshire and Oxfordshire Wildlife Trust (BBOWT); the Amphibian and Reptile Group for Buckinghamshire; the North Buckinghamshire Bat Group (NBBG); and, the Upper Thames (Berkshire, Bucks and Oxon) Branch of Butterfly Conservation.
7.3.3 Biological records from the West Thames branch of the Environment Agency (EA) have been received but are yet to be incorporated. Data from the Buckinghamshire Badger Group has been requested.
7.3.4 Field surveys undertaken to-date have been limited to locations where landowner permission has been obtained or areas accessible to the public. They include (but are not limited to): habitat and hedgerow surveys; great crested newt surveys; bat surveys including radio tracking surveys, automated, transect and emergence surveys; fish, water vole, river corridor and habitat surveys and white clawed crayfish surveys of the River Ray and Muxwell Brook.
7.3.5 Radio-tracking for bats is additional to the standard survey methodology.
7.3.6 Surveys will continue during 2013 and will include (but are not limited to) the following, subject to access being allowed:
• Further bat surveys, which would be used to refine the mitigation measures proposed below for Bechstein’s bat and other bat species; • White clawed crayfish and aquatic invertebrate surveys of the River Ray and Muxwell Brook; and • Radio-tracking for bats is planned for 2013. This would help to confirm the findings of surveys in 2012 regarding the flight paths of bats, notably Bechstein’s bat, in Bernwood Forest (see Section 7.4) between Quainton and Calvert. Licences required to undertake these works will be obtained from Natural England.
27 Buckinghamshire and Milton Keynes Biodiversity Partnership (2000) Buckinghamshire and Milton Keynes Biodiversity Action Plan, 2000-2010. Revised 2008.
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7.4 Environmental baseline 7.4.1 This section presents the environmental baseline that is relevant to the consideration of impacts and effects reported in Sections 7.5 and 7.6. Details of the environmental baseline for the full search areas investigated in support of the ecological assessment will be provided in the formal ES.
7.4.2 Land within and adjacent to the Proposed Scheme in this area consists of arable fields and pasture bounded by hedgerows and woodland. In the north of the area, the Proposed Scheme would pass through an area of scattered ancient woodlands, which are remnants of the Bernwood Forest; these are the key habitats of interest in the area. There are also neutral grasslands, streams and ponds.
7.4.3 Statutory and non-statutory designated sites are shown on maps CT-01-24 to CT-01-27 and CT-02-11.
7.4.4 There are three SSSIs within 500m of the Proposed Scheme, each of which is of national value. Each of these is designated for ancient woodland and for assemblages of plants, woodland birds and invertebrates. Species cited as reasons for designation include three species of woodpecker, woodcock and black hairstreak butterfly (see map CT-02-11):
• Finemere Wood SSSI is located to the north-west of Shipton Lee approximately 200m from the Proposed Scheme; • Sheephouse Wood SSSI is located to the south-west of Three Points Lane directly adjacent to the Proposed Scheme; and • Grendon and Doddershall Wood SSSI is located to the south of Lawn Hill approximately 350m from the Proposed Scheme. 7.4.5 Local Wildlife Sites (LWS) and Biological Notification Sites (BNS) which are located within the extent of, or adjacent to, the Proposed Scheme or are considered potentially subject to significant effects are relevant to the assessment. There are two such sites in this area of the route:
• Grendon and Doddershall Meadows Local Wildlife Site (LWS) lies partly within the Proposed Scheme. It is designated for damp neutral grassland located to the south-west of Shipton Lee (see map CT-03-26) and is considered to be of county/metropolitan value. • Approximately 20% of a Biological Notification Site (BNS) would be partially within the Proposed Scheme. The site, which is located near Oak Tree Farm, comprises a narrow track with hedges and calcicolous plants. As there are extensive areas of calcicolous vegetation in the south of the county, this area is considered unlikely to exceed district/borough value.
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7.4.6 Other habitats located outside the designated sites identified above and which are relevant to the assessment include the following:
• Hedgerows – hedgerows occur throughout the area. The majority qualify as a habitat of principal importance identified in Section 41 of the Natural Environment and Rural Communities Act28 and a Local Biodiversity Action Plan (BAP) habitat. Some also meet wildlife and landscape criteria specified in the Hedgerows Regulations (1997).29 Based on the potential of these features to act as green corridors and provide habitat connectivity for bats and other protected species, the hedgerow network is considered to be of up to district/borough value; • Ponds – there are 13 ponds located in or adjacent to the area that would be required for construction. Few are likely to qualify as habitats of principal importance or Local BAP habitats. The ponds are therefore considered unlikely to be of more than district/borough value; • Woodlands: – There is one linear unnamed area of ancient woodland of approximately 1.5 ha that would be removed by the Proposed Scheme. This area includes several ancient woodland indicator species and was formerly part of Sheephouse Wood, but is now separated from it by the Aylesbury Link line. Due to its size and shape the affected woodland would be subject to increased edge effects, and therefore is unlikely to be of more than district/ borough value; and – Areas of scrub and secondary woodland elsewhere are considered to be of up to local/ parish value in terms of habitat quality. • Watercourses – the River Ray and Muxwell Brook would each be crossed by the Proposed Scheme and are considered to be of up to district/borough value; and • Traditional Orchards – one small area is located at Woodlands Farm. It is a habitat of principal importance and a Local BAP habitat. With fewer than 10 trees, it is considered unlikely to be more than local/parish value. 7.4.7 A summary of the likely value of species located outside the designated sites identified above and covered by the assessment is provided in Table 5. Resource/ Value Rationale Receptor Bechstein’s bat Up to international This species is listed in the Wildlife and Countryside Act (WCA) 1981 (as amended) and Annex II of the Habitats Directive, and is considered to be ‘very rare’.30 Records include a maternity roost within 1.2km of the route, which is on the northern edge of the known European distribution for this species. This raises the importance of this population in maintaining the favourable conservation status of the species in the UK and Europe Black hairstreak Regional There is a concentration of records between Oxford and MiIton Keynes. The Proposed Scheme would pass between several colonies. The majority of the UK distribution extends north-east to Peterborough Red kite Regional Red kite are listed in Schedule 1 of the WCA. The main breeding stronghold is located further to the south and there are no known locations of nests and roost sites in the area. However, a large number of birds have been recorded in the area and they are considered to be part of a regionally important population centred on the Chilterns
(Continued)
30
28 Natural Environment and Rural Communities Act 2006 (Chapter 16), Natural England. 29 The Hedgerow Regulations 1997 (1997 No. 1160). London. Her Majesty’s Stationery Office. 30 The Conservation of Habitats and Species Regulations 2010 transposed the Habitats Directive into English law.
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Resource/ Value Rationale Receptor Bats (except Unlikely to be All species and their roosts are listed under the WCA and the Conservation of Habitats Bechstein’s) more than county/ and Species Regulations (2010 as amended). Bernwood Forest supports at least metropolitan eight further species of bats, most of which are likely to forage or roost in habitats that would be near the Proposed Scheme. Leisler’s bat, which is a rare species in the county, has been recorded close to the Proposed Scheme. A common pipistrelle maternity roost is present Breeding birds Unlikely to be All birds are listed under the WCA and some species of conservation concern that have (outside of more than county/ been recorded close to the Proposed Scheme, such as hobby, are listed under Schedule designated areas metropolitan 1 of the WCA. Turtle doves have been recorded breeding in numbers of county listed above) significance west of Sheephouse Wood SSSI. Additional species that are of principal importance, Birds of Conservation Concern, Schedule 1, Red or Amber-listed species, include woodcock and lapwing Hazel dormice Unlikely to be Dormice are listed under the WCA and the Conservation of Habitats and Species more than county/ Regulations (2010 as amended). There are large areas of suitable habitat that would be metropolitan close to the Proposed Scheme, but surveys have not yet confirmed presence. As such, they are considered unlikely to be present Otter Unlikely to be While there are records within 10km, the watercourses close to the route represent more than county/ poor quality habitat and would be unlikely to regularly support otter metropolitan Water vole Unlikely to be Water voles are listed under the WCA. There is suitable habitat along the watercourses, more than county/ but there are very few records. As such, they are considered unlikely to be present metropolitan Terrestrial Unlikely to be A range of grassland and woodland habitats of interest for invertebrates are present, invertebrates more than county/ and there are records for less common species of principal importance: six-belted (excluding black metropolitan clear-wing, dingy skipper, grizzled skipper, white admiral and brown hairstreak; as well hairstreak) as several more widespread species of principal importance Great crested Unlikely to be Great crested newt is listed under both the WCA and the Conservation of Habitats and newt more than district/ Species Regulations (2010 as amended). There are four small to medium populations borough present along the Proposed Scheme and extensive suitable habitat is present nearby including numerous ponds of which several contain great crested newt, particularly in the Finemere to Calvert area Barn owl Up to district/ Barn owl is listed on Schedule 1 of the WCA. There are few records close to the borough Proposed Scheme; however suitable habitats such as hedges, semi-improved grassland, woodland and scrub are present. There is no evidence of nesting in trees or structures in the area of temporary land take and loss of foraging habitat (in the absence of known nearby nest sites) is negligible Badger Unlikely to be more In this area, as along the whole route, suitable habitat is extensive and there is than local/parish evidence of the presence of badgers Reptiles31 Unlikely to be more Although suitable habitat is abundant, there are few records for widespread species; than local/parish grass snake, common lizard and slow worm Aquatic Unlikely to be more A diverse range of common species in ponds south of Finemere Wood. White-clawed invertebrates than local/parish crayfish have not yet been recorded Plants Unlikely to be more There are a few records for heath spotted orchid, bottle sedge and common gromwell, than local/parish which are rare or scarce in Buckinghamshire
Table 5: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route 31
7.4.8 Management of parts of Grendon and Doddershall Meadows LWS under Higher Level Stewardship or a successor scheme could increase the diversity of grassland plants and invertebrates, but they are unlikely to exceed their currently stated ecological value.
31 Species are listed in the WCA.
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7.5 Construction Assessment of impacts and mitigation
7.5.1 The following section considers the impacts and effects on ecological receptors as a consequence of construction of the construction of the Proposed Scheme. All assessments made are provisional, based on the preliminary assessment of the baseline value as presented in Section 7.4 of this report.
7.5.2 The value of ecological features in this area has led to the development of an integrated wildlife mitigation strategy encompassing this CFA and the adjacent CFA 13 (Calvert, Steeple Claydon, Twyford and Chetwode). It includes planting and the construction of seven multi- purpose structures between Edgcott Road and Calvert which would provide, amongst other functions (see below), safe crossing points for wildlife, particularly for bats. Three of the multi- purpose structures (all overbridges32) are described in the CFA 13 report. In this CFA it includes the following measures which have been identified as part of the design of the Proposed Scheme and avoid or reduce impacts on features of ecological value:
• Two underpasses (at the Muxwell Brook and the River Ray respectively), both of which would act as potential safe crossing points for wildlife and also convey watercourses; • An overbridge 200m west of Finemere Wood, which would also provide footpath reinstatement. This would reinstate a movement corridor used by Natterer’s and brown long-eared bats; • An overbridge 100m east of Upper Greatmoor Farm, which would also provide footpath reinstatement. Survey records show that Bechstein’s bats cross at this point; and • The crossing points would be linked to existing woodlands via a network of planted areas. Further areas – set back to encourage species to avoid the Proposed Scheme as much as possible – would be planted to strengthen links between woodlands. These new and alternative habitat areas would serve a range of species including Bechstein’s bat, bats of other species, black hairstreak, badger, and great crested newt. Following maturation of these new habitats, potential severance impacts would be negated or reduced to not significant. The areas proposed for planting between the River Ray and Sheephouse Wood33 are illustrated on maps CT-06-050 to CT-06-053. 7.5.3 Approximately 11ha of woodland and scrub would be removed from between the River Ray and Sheephouse Wood, with a further 14ha in CFA 13 (for a combined loss of 25ha). The total area of planned planting for similar habitats would be greater than the area impacted. The locations shown on maps CT-06-050 to CT-06-053 are indicative of the land that may be required. The details of the proposed planting areas will be confirmed in the formal ES.
7.5.4 The assessment assumes that the measures set out above will be implemented; however, they may be subject to refinement following further survey and assessment work and in response to the consultation on this draft ES.
7.5.5 The assessment also assumes implementation of the measures set out within the draft CoCP, which includes translocation of protected species where appropriate, including:
• obtaining the necessary consents; • controls on construction lighting to reduce any adverse effect on sensitive ecology; and • control of dust to avoid adverse effects on black hairstreak eggs and larvae.
32 Green overbridges are wide bridges with landscaping and planting across them. 33 Areas to the north-west of Sheephouse Wood are reported in CFA13 – Calvert, Steeple Claydon, Twyford and Chetwode.
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7.5.6 For the Bechstein’s bat, the proposed mitigation and draft CoCP measures described above would:
• Address the impacts of habitat fragmentation and the loss of foraging habitat that would occur from the removal of an approximately 1.3km strip of woodland along the Aylesbury Link rail line; • Mitigate the fragmentation of hedges and treelines that currently link woodland either side of the route; and • Enable the bats to reach habitat required for breeding and foraging. 7.5.7 Proposed planting would not be sufficiently mature to provide habitat linkages immediately. As such, fragmentation of habitats used by Bechstein’s bats would still arise during and in the years following construction. Due to the rarity of Bechstein’s bat and as the roost is close to the known northern limit of its distribution, temporary habitat fragmentation could result in a temporary adverse effect on the conservation status of Bechstein’s bat that is significant at up to the national level.
7.5.8 There would be a loss of approximately 12ha (47%) of the Grendon and Doddershall Meadows LWS and fragmentation of the remainder of the site, leading to increased edge effects. Habitat loss would result in a permanent adverse effect on the integrity of the site, which would be significant at the county/metropolitan level.
7.5.9 For other bat species, the loss and fragmentation of woodland, scrub and hedges would have a similar effect to that described for Bechstein’s bats and would be mitigated in the same way. However, in addition there would be the loss of a common pipistrelle maternity roost in the underpass close to the River Ray. Prior to the provision of suitable alternative roosting habitat there is the potential for a permanent adverse effect on the conservation status of bats other( than Bechstein’s) which could be significant at up to the county/metropolitan level.
7.5.10 For the black hairstreak, removal of scrub, hedges and wood-edge habitats would lead to the loss of one large colony to the north-west of Finemere Wood. This is one of approximately 40 colonies in the wider area. In addition, it is possible that the disused railway corridor will be utilised for construction access, which could result in further loss of black hairstreak habitat. There is considered to be the potential for an adverse effect on conservation status that is significant at up to the county/metropolitan level. These effects will be reconsidered in the formal ES, taking into account the interaction with other committed developments.
7.5.11 Approximately 30 hedges would be removed or severed by the Proposed Scheme, causing losses totalling approximately 9km in length and affecting some that meet the criteria for Important Hedgerows. These losses would result in a permanent adverse effect on the hedgerow network’s integrity and loss of Important Hedgerows, which would be significant at the district/borough level. They would also reduce connectivity between the woodlands; however, this would be addressed by the planting described above (see Section 7.5.2). It is not anticipated that there would be any adverse effects additional to those already described for bats, black hairstreak and birds.
7.5.12 Land take would result in the loss of approximately 3.6ha of associated terrestrial habitat and one pond used for breeding by great crested newt. Prior to the incorporation of replacement habitat provision there would be a permanent adverse effect on conservation status of great crested newt that is significant at up to the district/borough level.
7.5.13 Approximately 1.5ha of ancient woodland would be removed along the bridleway adjacent to the landfill south-east of Calvert. As ancient woodland cannot be fully recreated the loss would remain a permanent adverse effect that is unlikely to be significant at more than the district/borough level.
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7.5.14 As noted above (see Section 7.5.2 to 7.5.3), the proposed planting would mitigate for some of the effects on woodland. The planting would improve connectivity between surrounding woods, which are all ancient. It would include the translocation of soils, coppice stools and woodland herbs, from the ancient woodland in order to reduce the time for development of woodland of the greatest possible ecological value. Whilst not fully replicating the (ancient) woodland lost, on maturation (at least 20 years) the large increase in woodland, including the translocation and appropriate management of the new habitat, would help improve the ecological value of the areas woodland and would result in a separate beneficial effect that is significant at the district/borough level.
7.5.15 Despite the impacts set out above, in addition to reinstating connectivity between habitats, the planting would provide a large increase in the foraging habitat for many species. In the medium to long term there would be a significant beneficial effect for some species, such as the black hairstreak, at the district/borough level.
7.5.16 It is considered unlikely that any other effects significant at more than the local/parish level would occur. A summary is provided in Table 6. The accumulation of local/parish effects, if significant, will be described in the formal ES. Likely residual significant effects
7.5.17 Taking into account mitigation proposed in the design of the Proposed Scheme set out above, anticipated significant residual ecological effects during construction are detailed inTable 6.
Resource/Receptor Residual effect Level at which the effect would be significant Bechstein’s bats Temporary adverse effect on conservation status due to Up to national severance of flight lines and loss of foraging habitat Grendon and Doddershall Permanent adverse effect on site integrity due to loss of 47% of County/metropolitan Meadows LWS damp neutral grassland from the LWS Bats (other than Permanent adverse effect on conservation status due to loss of Up to county/metropolitan Bechstein’s) roosts, loss of foraging and movement corridors Black hairstreak Temporary adverse effect on conservation status due to habitat Up to county/metropolitan loss, severance and a reduction in connectivity Ancient Woodland Permanent adverse effect due to loss of approximately 1.5ha of Unlikely to be of more than ancient woodland district/borough Permanent beneficial effect through planting of new Up to district/borough broadleaved woodland to replace that lost (mitigation shared with Bechstein’s bats and black hairstreak butterfly) Breeding birds Temporary adverse effect on conservation status until District/borough replacement hedgerows and foraging habitat mature Great crested newt Permanent adverse effect on conservation status due to loss of Up to district/borough one pond and 3.6ha of terrestrial habitat Hedgerows Permanent adverse effect on conservation status due to loss of District/borough 9km of the hedgerow network including Important Hedgerows
Table 6: Significant residual construction effects on ecological receptors within this section of the route Further mitigation
7.5.18 Further measures currently being considered but which are not yet part of the design include:
• Measures to limit the time required for planted vegetation to become sufficiently mature to provide habitat connectivity for bats, birds and black hairstreak, including: –– Early translocation of elements of ancient woodland, hedgerows, scrub and blackthorn, and the use of mature stock, wherever practicable when establishing the planted areas described above; and
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–– Use of temporary measures such as movable wattle screens, to guide wildlife foraging and movement during construction and until vegetation matures at significant crossing points; • Provision of alternative roosting habitat for bats; • Provision of replacement ponds and suitable terrestrial habitat for great crested newt; • Habitat creation to mitigate for losses at Grendon and Doddershall Meadows LWS. Provision of native grassland planting and arable headlands to provide foraging for birds and nectar feeding invertebrates could be provided close to habitat linkages described in Section 7.5.2 above; • Replacement habitats could be created prior to construction to provide a receptor site for habitat removed by the Proposed Scheme; and • New habitat planting should not shade any existing vegetation known to support black hairstreak, or that is being planted for them. 7.6 Operation Assessment of impacts and mitigation
7.6.1 This section considers the potential effects on ecological receptors during operation of the Proposed Scheme. Assessments made are provisional, based on the preliminary assessments of baseline value presented in Section 7.4.
7.6.2 The following measures have been identified as part of the design of the Proposed Scheme and avoid or reduce impacts on features of ecological value. The assessment assumes that these would be implemented; however, they will be subject to refinement following further survey and assessment work and in response to the consultation on the draft ES:
• Multi-purpose structures and planting to link habitats described in relation to construction phase effects above (see Section 7.5.2); • Clearance of a strip of vegetation (excluding ancient woodland) at least 20m wide along the eastern edge of the route from Finemere Wood to Calvert (in CFA 13) to restrict crossing points for bats to those described above; and • A screen along the western edge of Sheephouse Wood SSSI (adjacent to the route) to reduce noise effects and bird and bat mortality. 7.6.3 Bats, including Bechstein’s bat, when moving along hedgerows and other linear vegetation- features near the route would be at risk of being struck by trains or possibly harmed by turbulence. The risk would be particularly high near Sheephouse and Finemere Wood where there are known crossing points used by bats. Until mitigation planting becomes sufficiently mature to guide bats to overbridges, there is considered to be the potential for a temporary adverse effect on conservation status as a consequence of direct mortality. For Bechstein’s this is considered potentially significant at up to the national level. For other bat species it is considered potentially significant at up to the district/borough level. Once mitigation planting has matured the mitigation measures outlined in Section 7.5 are considered likely to reduce this effect to a level where it is not significant.
7.6.4 The screen on the western boundary of Sheephouse Wood described above would reduce the potential effects of mortality and noise disturbance on woodland breeding birds, which are a reason for the designation of the SSSI and therefore of national importance. Combined with the habitat creation set out in Section 7.5, the screen would help to avoid impacts and as a consequence no significant effects on site integrity are anticipated.
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7.6.5 Black hairstreaks are considered potentially susceptible to mortality as a consequence of both direct strike and potentially the vortices created around and following passing trains. The mitigation described in Section 7.5 would avoid permanent adverse effects. However, effects are likely to remain until planted blackthorn matures sufficiently to provide an increased area of breeding habitat and movement corridors. An absence of sufficient mature habitat would result in a temporary adverse effect of approximately ten years on black hairstreak butterflies, which would be significant at the district/borough level.
7.6.6 Barn owls are at risk of colliding with trains, particularly near Finemere and Sheephouse Woods where there is suitable woodland and grassland habitat. The overbridges and associated habitat linkages would provide corridors for barn owl to cross the route. However, the grassland strip along the Proposed Scheme, needed to mitigate the killing and injury of bats, may encourage barn owls to forage close to trains, with the risk that they may be killed. Mortality, even if infrequent, could impact on the conservation status of this Schedule 1 species and the on-going reduction in numbers would result in a permanent adverse effect on a receptor of district/borough value that would also be significant at up to the district/borough level.
7.6.7 Red kites are at risk of colliding with trains and power lines if attracted to the route to feed on the carrion caused by train strikes. The red kites’ wariness of landing in unfamiliar areas and the noise and frequency of the trains would reduce the risk of most birds landing on or near the route. The residual infrequent mortality would result in permanent adverse effects on the conservation status of the species that is significant at the local/parish level.
7.6.8 It is considered unlikely that any other effects significant at more than the local/parish level would occur. A summary is provided in Table 7. The accumulation of local/parish effects, if significant, will be described in the formal ES. Likely residual significant effects
7.6.9 Taking into account mitigation proposed in the design of the Proposed Scheme set out above, the anticipated significant residual ecological effects during operation are detailed inTable 7.
Resource/ Residual effect Level at which Receptor the effect would be significant Bechstein’s bat Temporary adverse effect on conservation status due to train strike or Up to national turbulence until planting matures Other bat species Temporary adverse effect on conservation status due to train strike or Up to district/borough turbulence until planting matures Black Hairstreak Temporary adverse effect on conservation status due to train strike or Up to district/borough turbulence until planting matures
Table 7: Significant residual operational effects on ecological receptors within this section of the route Further mitigation
7.6.10 Further measures currently being considered but which are not yet part of the design include:
• Further measures to limit the time required for planted vegetation to become sufficiently mature to provide habitat connectivity for bats, birds and black hairstreak, as described at paragraph 7.5.2 above; and • To keep the strips of open habitat either side of the Proposed Scheme between Finemere and Sheephouse Woods short to stop the development of rough, tussocky grassland that would provide habitat for small mammals. This would reduce foraging opportunities for barn owl close to the Proposed Scheme and reduce the prospect of them being hit by passing trains. 57 CFA Report – Waddesdon and Quainton/No 12 | Land quality 8 Land quality 8.1 Introduction 8.1.1 This section provides a summary of the likely impacts and significant effects to land quality and geology as a result of the construction and operation of the Proposed Scheme. Consideration is given to land that contains contamination and land that has special geological significance, either from a scientific, mining or mineral resources point of view, including: areas of current underground or opencast mining; and areas of designated mineral resources.
8.1.2 Areas of land have been identified, both within and adjacent to construction areas, that could affect or be affected by the construction of the route because they are contaminated (for example contaminated soils may need to be removed or the construction may alter existing contamination pathways). Each of these areas has been studied in order to determine the scale of any potential impacts caused by existing contamination and what needs to be done to avoid significant consequences to people and the wider environment. In addition, a review has been undertaken to establish whether the operation of the Proposed Scheme would lead to contamination of its surroundings and what needs to be done to prevent such contamination. This process is known as a contamination risk assessment. 8.2 Policy framework 8.2.1 The Buckinghamshire Minerals and Waste Core Strategy DPD contains no specific policies that relate to land quality, although it shows that the route does pass through a minerals safeguarding area.34 Policy CS1 states that development proposals in this area, other than those involving minerals extraction needs to demonstrate that it would not sterilise the mineral resource, or that consideration has been given to prior extraction of the protected mineral or that the need for the proposed development outweighs the economic value of the mineral resource.
8.2.2 There are no policies specific to land quality within the Aylesbury Vale District Local Plan. 8.3 Assessment scope and key assumptions 8.3.1 The assessment scope and key assumptions for the land quality assessment are set out in Volume 1.
8.3.2 Engagement has been undertaken with Aylesbury Vale District Council regarding contaminated land and Buckinghamshire County Council regarding mineral resources. 8.4 Environmental baseline Geology
8.4.1 Geological mapping shows that there are two areas of made ground deposits, in the vicinity of clay pits, both part of the wider Calvert landfill site (see current and historical land use section below) along the west side of the Proposed Scheme, opposite Sheephouse Wood.
8.4.2 A cover of made ground35 may also be present in built up areas of the route section as a result of previous cycles of development both on and off-site.
34 Buckinghamshire County Council (2012) Minerals and Waste Core Strategy Development Plan Document. 35 Made ground is a term given to any man-made or artificial deposits. It may be derived from a variety of materials including entirely natural products such as quarried stone, sand, gravel or clay or from the residues of industrial processes (such as ash or clinker) or a mixture of materials. It is frequently used interchangeably with the term ‘fill’. 58 CFA Report – Waddesdon and Quainton/No 12 | Land quality
8.4.3 Superficial drift deposits36 are recorded to be absent from the majority of the area, with the exception of Alluvium, consisting of clay, silt, sand and gravel, associated with water courses, and an area of Head deposits consisting of clay, silt, sand and gravel to the north of Waddesdon.
8.4.4 The bedrock geology along the study area consists of the Ancholme Group composed of a succession of different mudstones from 30 to 100m thick. The group includes the Kimmeridge Clay and Ampthill Clay Formations at the top, outcropping along the south of the route, underlain by the Weymouth, West Walton, Peterborough and Stewartby deposits. Groundwater and surface water
8.4.5 Where present, the River Alluvium has been designated by the EA as a Secondary A aquifer and the head deposits have been designated by the EA as a Secondary (undifferentiated) aquifer. The Ancholme Group has been designated as unproductive by the EA.
8.4.6 A search for groundwater and surface water abstractions confirmed that the study area is not located within a groundwater protection zone, and there are no licensed groundwater abstractions or public water supply abstractions within 1km of the route.
8.4.7 The River Ray crosses the route just south-east of Woodlands Farm and there are a series of unnamed connected drains and tributaries of the River Ray in this area (see map CT-04-11).
8.4.8 Groundwater and surface water resources are discussed in more detail in Section 13 Water resources and flood risk assessment. Current and historic land use
8.4.9 The higher risk sites (both historic and current land uses) identified by the assessment are shown on maps CT-03-024 to CT-03-027.37
8.4.10 There are some potentially contaminative historical/current land uses, which may have impacted soils or groundwater (at least locally) within the study area. These include certain clay pits within the Calvert landfill site at the northern end of the Proposed Scheme in this area. In addition, there is a sewage treatment works at Glebe Farm, Waddesdon; potential infill at locations to the north and northwest of Waddesdon; and, the historical and current railway lines that run along the northern half of the route in this area. Potential contaminants associated with the infilling activities could include a range of metals, semi-metals, organic and inorganic substances, and asbestos. If any putrescible or organic material was used to infill clay pits, it may give rise to emissions of landfill gases.
8.4.11 At the northern end of the study area, there is a planning permission for the landfilling of the former clay pits (Calvert landfill pit 6) associated with the planning permission for Greatmoor EfW site. The pits may contain some infill material although this area is not (and has never been) licensed as a landfill area.
8.4.12 In the rural areas of the Proposed Scheme where land use is primarily agricultural and has not changed significantly over the years, historical activities which might give rise to potential contamination are likely to be very localised and largely unrecorded.
36 Superficial deposit is a term given to a geological deposit or formation that was laid down during theQuaternary period (within the previous 2,600,000 years). Such deposits were largely formed by fluvial (river) and glacial or periglacial processes including wind-blown deposits known as loess. 37 The definition of ‘higher risk’ sites in this instance relates to the contamination potential of the source, the type of construction works that are proposed at that location (e.g. tunnel, cutting or embankment) and the proximity of receptors e.g. people, groundwater bodies etc.).
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Mining/mineral resources
8.4.13 There are no Mineral Consultation/Safeguarding Areas within the study area.
8.4.14 There are no current mining or quarrying activities within the study area. Geo-conservation resources
8.4.15 There are no geological conservation resources identified within the study area. Receptors
8.4.16 Contaminated land can affect people living or working on or adjacent to the route of the Proposed Scheme, the Secondary A aquifers of the alluvium or head deposits, the River Ray and associated tributaries and drains, nearby farmland, ecological resources and the built environment. 8.5 Construction Land contamination Assessment of impacts and mitigation
8.5.1 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. Its requirements would involve detailed ground investigations in order to confirm the full extent of areas of contaminated land. Measures would be likely to include:
• Methods to control waste, dust and vapours; • Methods to control spillage and prevent contamination of adjacent areas; and • Methods for the management of unexpected contamination. 8.5.2 The draft CoCP requires that a programme of ground investigation would take place prior to construction in order to confirm areas of contamination and a risk assessment undertaken to determine what, if any, site specific remediation measures would be required to allow the Proposed Scheme to be constructed safely and to prevent harmful future migration of contaminants. Any remediation scheme would be discussed with the regulatory authorities.
8.5.3 During the construction phase, there would be the potential for effects on receptors from soil disturbance and off-site migration of contaminants at excavation locations, where these coincide with land contamination.
8.5.4 There would be three satellite construction site compounds proposed, one each at Blackgrove Road, Station Road and Edgcott Road. In addition, one auto-transformer station would be located to the north-east of Cranwell Farm and one auto-transformer feeder station would be located near Edgcott Road.
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8.5.5 There is potential for construction activities to encounter contaminated materials at a number of sites located either on or near the construction area. These comprise the existing and disused railway land, the clay pits to the south-east of Calvert landfill and associated areas of infilling. This could occur during the widening of the existing rail corridor and at new cuttings. The type of material likely to be encountered in these areas is unknown. Notwithstanding this, the draft CoCP sets out measures to monitor for and respond to any pollution incidents and unsuspected contamination, in line with best practice. HS2 Ltd would consult with any landowners or operators, as appropriate. Where significant contamination is encountered, a suitable remediation strategy would be developed in consultation with the local authority prior to implementation. Remediation would be undertaken as part of the construction phase. The potential for contamination impacts to watercourses is addressed in Section 13 Water resources and flood risk assessment.
8.5.6 The Waddesdon sewage treatment works off Quainton Road is unlikely to be affected by construction (see map CT-05-049).
8.5.7 Contaminated soils excavated from the site, wherever feasible, would be treated as necessary to remove or render any contamination inactive, and then reused within the Proposed Scheme where suitable for use. Techniques are likely to include stabilisation methods, soil washing and bioremediation to remove oil contaminants. Contaminated soil disposed off- site would be taken to a soil treatment facility, another construction site (for treatment, as necessary, and re-use) or an appropriately permitted landfill site.
8.5.8 Should contaminated soils be revealed during the construction phase, these would be suitably remediated. If landfill gases are detected within the infilled clay pits during investigation works, then further gas protection measures may be required.
8.5.9 Whilst the construction compounds would store and use potentially contaminative materials such as fuels, oils and solvents, they would be managed in accordance with the measures within the CoCP, thus minimising the impacts of contamination from these sources.
8.5.10 With the assumed mitigation measures in place, no significant effects on land quality would be likely. Likely residual significant effects
8.5.11 No significant residual effects are predicted. Mining/mineral resources Assessment of impacts and mitigation
8.5.12 Preliminary information indicates that there are no areas in this part of the route that are currently being worked with respect to mining or mineral resources. Likely residual significant effects
8.5.13 No residual effects have been identified at this time. Geo-conservation resources Assessment of impacts and mitigation
8.5.14 There are no geo-conservation resources identified within the study area. Likely residual significant effects
8.5.15 No residual effects have been identified at this time.
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8.6 Operation Assessment of impacts and mitigation
8.6.1 Maintenance and operation of the railway would be in accordance with environmental legislation and best practice. Spillage and pollution response procedures similar to those outlined in the draft CoCP would be established for all high risk activities and employees would be trained in responding to such incidents.
8.6.2 Auto-transformer stations and auto-transformer feeder stations can, in principle, be sources of contamination through accidental discharge or leaks. However, they would, in common with other modern substations, use secondary containment appropriate to the level of risk.
8.6.3 There exists the potential of minor leakage of hydraulic or lubricating oils from the trains. However, such leakage or spillage would be expected to be very small and would not lead to any significant contamination.
8.6.4 Where contamination remediation works are carried out during the construction period, there may be a requirement to undertake post-remediation monitoring of, for example, groundwater. Likely residual significant effects
8.6.5 There would remain a residual risk, should contamination remediation works need to be carried out during the construction period, of contaminants entering the environment. Further mitigation
8.6.6 Where contamination remediation works are carried out during the construction period, there may be a requirement to undertake post-remediation monitoring of, for example, groundwater.
8.6.7 As no significant residual effects have been identified, no further mitigation is currently proposed.
62 CFA Report – Waddesdon and Quainton/No 12 | Landscape and visual assessment 9 Landscape and visual assessment 9.1 Introduction 9.1.1 This section of the report presents the assessment of the likely significant landscape and visual effects. It starts by describing the current conditions found within and around the route of the Proposed Scheme, the nature and pattern of buildings, streets, open space and vegetation and their interrelationships within the rural environment. A summary of the significant effects that would arise from the construction and operation on landscape character areas (LCAs) and visual receptors is provided. 9.2 Policy framework 9.2.1 The Aylesbury Vale District Local Plan Saved Policy RA.8 seeks protection of areas of attractive landscapes and local landscape areas as identified in the Structure Plan. Additionally, Saved Policy GP35 urges new development to respect and complement the physical characteristics, natural qualities and features of the area, as well as the important public views and skylines. Saved Policy GP40 seeks to retain trees and hedgerows of landscape value. Saved Policy GP38 seeks to ensure that development includes landscaping that complements the surroundings and conserves existing natural and other features of landscape value. 9.3 Assessment scope and key assumptions 9.3.1 The assessment scope and key assumptions for the landscape and visual assessment are set out in Volume 1.
9.3.2 The extent of the landscape and visual study area, the distribution of visual receptor viewpoints and the location of verifiable photomontages have been discussed with Buckinghamshire County Council, Aylesbury Vale District Council, and the National Trust. Field surveys were undertaken from July 2012 to September 2012 and from January 2013 to March 2013, including photographic studies of LCAs and visual assessment of viewpoints. Further surveys will be undertaken during 2013 and reported in the formal ES.
9.3.3 The study area has been informed by early drafts of the zone of theoretical visibility (ZTV), which is being prepared for inclusion in the formal ES. Landscape character areas and visual receptors within approximately 1km of the Proposed Scheme have been assessed. Long distance views of up to 2.25km have been considered at locations such as Simber Hill, Quainton, Lodge Hill, Waddesdon and between Lodge Hill and Westcott. These elevated locations include PRoW and offer long distance views of the Proposed Scheme. The study area extends beyond all land required for the Proposed Scheme. 9.4 Environmental baseline 9.4.1 The following section sets out the baseline conditions for the landscape and visual assessment in the study area. Maps LV-11-024-LV-11-027 show the location of LCAs and visual receptor viewpoints.
9.4.2 The area is located within a gently undulating landscape containing three noticeable hills: Lodge Hill, Quainton Hill, and Finemere Hill. The villages of Waddesdon and Quainton are located in the south of the area, but beyond these the character is rural with settlement generally disbursed. The majority of land use is mixed agriculture with fields generally irregular in size and shape. The southern part of the study area has a generally open character with the only significant woodland on Lodge Hill. The northern part of the study area is more heavily wooded with several areas of ancient woodland. To the north, the rural character
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is adversely affected by the current landfill operations near Calvert (almost entirely within CFA 13), and to the south where the Buckinghamshire Railway Centre intrudes into the relatively open rural landscape. Principal historic landscape elements include a number of listed buildings and the designated parkland at Waddesdon Manor. The A41 to the south is the primary road within the area, and the Aylesbury Ring, Bernwood Jubilee Way, Midshires Way, North Buckinghamshire Way, and Swan’s Way offer well signed PRoW through the countryside. Landscape character assessment
9.4.3 Landscape character areas are defined as areas with broadly homogenous characteristics and are influenced by national and district published character assessments.The Proposed Scheme in this area is located within two national character areas (NCA) 108: Upper Thames Clay Vales, and 109: The Midvale Range, as defined by the Character of England mapping and Natural England.38 For the purposes of this assessment the study area has been sub-divided into nine discrete LCAs, of which three are most likely to be affected: Quainton Hill LCA, a steeply sloping area dominated by grazing, and Kingswood Wooded Farmland LCA, an undulating area of pasture and ancient woodland, which have a high sensitivity to change; and Westcott-Claylands LCA, a low-lying farmed landscape with busy transport corridors, which has a medium sensitivity to change. Visual baseline
9.4.4 Viewpoints, split into residential, recreational and transport have been selected to represent groups of receptors within this area. Residential receptors (i.e. residents) have a high sensitivity to change and are located at Waddesdon; Station Road, Quainton; and at dispersed properties along both sides of the route. Recreational receptors also have a high sensitivity to change, and are concentrated along PRoW throughout the area, including the Midshires Way and various public footpaths. Transport receptors (i.e. users of private or public transport) on trunk roads have a low sensitivity and users of scenic routes throughout the study area have a medium sensitivity to change. There are no protected views located within the study area. 9.5 Construction Assessment of impacts and mitigation
9.5.1 Due to the scale of the construction activities, works would be highly visible in many locations and would have the potential to give rise to significant effects which cannot be mitigated.This is commonplace with construction of major infrastructure projects, but it should be noted that these effects are temporary in nature and relate to the peak construction phase. Effects during other phases of works are likely to be less due to less construction equipment being required at the time and a reduced intensity of construction activity.
9.5.2 Measures that have been incorporated into the draft CoCP to avoid or reduce landscape and visual effects during construction include:
• Maximising the retention and protection of existing trees and vegetation where reasonably practicable; • Use of well-maintained hoardings and fencing; • Replacement of any trees intended to be retained which may be accidentally felled or die as a consequence of construction works;
38 Natural England (1996); The Character of England 1996; http://www.naturalengland.org.uk/publications/nca/default.aspx. Accessed 8 January 2013.
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• Early implementation of planting and other landscape measures where there is no conflict with construction activities or other requirements of the Proposed Scheme; and • Appropriate maintenance of planting and seeding works and implementation of management measures, to continue through the construction period as landscape works are completed. 9.5.3 These measures have been taken account of in the assessment of the construction effects in this section. Landscape assessment
9.5.4 The most apparent changes to landscape during construction would relate to the presence of construction plant and activity, and the removal or effect on existing landscape elements. Changes would be most noticeable within Kingswood Wooded Farmland LCA with the removal of large amounts of vegetation, the introduction of large concentrations of construction activity around the auto-transformer feeder station south of Edgcott Road, and a subsequent reduction in tranquillity. Within Westcott Claylands LCA, construction activities would affect the existing relatively flat landform by introducing cuttings and embankments, and would disrupt the existing hedgerow patterns. The presence of tall construction plant would also cause notable changes in characteristic views from the elevated Quainton Hill LCA.
9.5.5 Table 8 summarises the LCAs that would be significantly affected during construction of the Proposed Scheme.
LCA Sensitivity Magnitude Level of of LCA of change effect to LCA Westcott Claylands LCA Construction activities causing changes to existing relatively flat farmland Medium Medium Moderate through the introduction of cuttings and embankments associated with the adverse Proposed Scheme. Also the loss or severance of the hedgerow pattern as a result of construction Quainton Hill LCA Construction activities causing notable changes in characteristic views from High Medium Moderate the elevated landscape of Quainton Hill and environs adverse Kingswood Wooded Farmland LCA Construction activities resulting in loss of large amounts of wooded High High Major adverse vegetation, reduction in tranquillity and the activity associated with the auto-transformer feeder station south of Edgcott Road
Table 8: Significant landscape effects during construction Visual assessment 9.5.6 The most apparent changes to views during construction would relate to the presence of construction plant and the removal of existing landscape elements. Changes would be notable from scattered properties relatively close to the route such as Lower Blackgrove Farm and Doddershall House, as well as properties in elevated locations such as Finemere Hill House. At Lower Blackgrove Farm construction activities associated with the A41 Bicester Road and the Blackgrove Road overbridges would be apparent. At Doddershall House, construction of the auto-transformer feeder station south of Edgcott Road and the Buckingham Road overbridge would impact views to the north and east. 9.5.7 Changes would also be apparent from a number of PRoW throughout the area including the Midshires Way, and from roads including Quainton Road and Station Road. The height of the construction plant and the close proximity of construction activities to viewpoints would result in significant visual effects during construction. The topography and intervening hedgerows and trees in certain locations would partially screen low level construction activity. 65 CFA Report – Waddesdon and Quainton/No 12 | Landscape and visual assessment
9.5.8 An assessment of effects arising from lighting during construction (where required) will be prepared and included as part of the formal ES.
9.5.9 Table 9 summarises the views that would be significantly affected by the construction of the Proposed Scheme. The numbers in brackets identify the viewpoint locations, which are shown on maps LV-11-024-LV-11-027. The assessed level of effect is considered to be the maximum level at the height of construction activity in the view at each location. The duration of this effect would in most instances be less than the entire construction period and will be considered in the formal ES. An indicative construction programme is set out in Section 2.3 of this report.
Viewpoint Sensitivity Magnitude Level of of visual of change effect to receptors visual receptors Residential receptors View south-west from residential property at Lower Blackgrove Farm High High Major adverse (132.2.001) Visibility of the construction of the Blackgrove Road overbridge and road realignment and also the A41 Bicester Road overbridge and road realignment. Visibility of the construction of the Proposed Scheme including earthworks embankments including vegetation losses (avenue trees at dwelling entrance to Lower Blackgrove Farm) View east from residential property at Upper South Farm (139.2.001) High High Major adverse Visibility of construction of the Upper South Farm access track. Visibility of vegetation losses and visibility of the construction of the Quainton cutting. Visibility of the construction of the Station Road overbridge View north-east from residential property at Lower South Farm High Medium Moderate (139.2.002) adverse Vegetation clearance along the existing railway line would be apparent. Visibility of the construction of the Doddershall embankment and the Quainton Bridleway overbridge View north-east from Doddershall House residential property High Medium Major adverse (141.2.001) Visibility of the construction of the Quainton auto-transformer feeder station and the National Grid Substation 350m away. The construction of the Buckingham Road overbridge would also be visible View west from elevated residential properties around Finemere Hill High Medium Moderate and Knowl Hill (146.2.001, 148.2.001) adverse Visibility of vegetation removal along the line of the existing railway line. Visibility of the construction of the Proposed Grendon Underwood embankments 1 and 2. The construction of the Benfields Green overbridge would be apparent specifically from Finemerehill House (146.2.001) Recreational receptors View north-east along the A41 from The Lodge, Waddesdon (131.3.002) High High Major adverse Visibility of the construction of the Blackgrove Road and A41 Bicester Road overbridge and road realignments directly in front of the viewer View south-east from PRoW near Blackgrove Road (132.3.001) High High Major adverse Visibility of the construction of the Blackgrove Road overbridge and road realignment located close to the viewer View south-west from PRoW near Lapstone House, Blackgrove Road High Medium Moderate (134.3.001) adverse Visibility of the construction of the Waddesdon South cutting and Waddesdon embankment 400m away from the viewer View north-east from PRoW north of Glebe Farm (135.3.002) High High Major adverse Visibility of the construction of the Waddesdon embankment and Waddesdon North cutting together with consequent vegetation losses (Continued)
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Viewpoint Sensitivity Magnitude Level of of visual of change effect to receptors visual receptors View south-west from Bernwood Jubilee Way, North Buckinghamshire High Medium Moderate Way, and Midshires Way (136.3.001) adverse Construction of the Waddesdon embankment and Waddesdon North cutting would be visible, close to the viewer albeit with partial screening afforded by existing vegetation View south-west from PRoW on Simber Hill (138.3.001) High Low Moderate Visibility of the construction of the Proposed Scheme including Station adverse Road overbridge would be gained across this panoramic view in the distance against the backdrop of Waddesdon Hill Views south-west from PRoW near Middle Farm (142.3.001) High Medium Moderate Visibility of the construction of the Doddershall embankment, the adverse Buckingham Road overbridge, the pylon relocation, the Quainton auto- transformer feeder station and National Grid Substation View south-west from PRoW between Sheephouse Wood and Greatsea High Medium Moderate Wood (146.3.002) adverse Construction of the Grendon Underwood embankments No.1 and No.2 and the Benfields Green overbridge would be visible Transport receptors View north-west from the A41 (130.4.001) Low High Moderate Visibility of the construction of the A41 Bicester Road overbridge and road adverse realignment directly in front and close to the viewer View north from Quainton Road between Quainton and Waddesdon Medium High Moderate (135.4.001) adverse The construction activities associated with the Quainton South embankment would be clearly visible, close to the viewer View south-west from Station Road, Quainton (137.4.001) Medium Medium Moderate The construction of the Quainton South embankment and the Station adverse Road overbridge would be clearly visible close to the viewer
Table 9: Significant visual effects during construction Likely residual significant effects
9.5.10 Due to the highly visible nature of the construction activities along the Proposed Scheme there would be significant residual effects to views from residential receptors, and for the users of PRoW and roads in the study area, as described in Table 8 and Table 9. These effects, which would arise due the foreground visibility of (for example) construction activity, demolitions and vegetation removal, would be temporary, lasting only for the duration of the construction works, and would generally be reversible in nature. 9.6 Operation Assessment of impacts and mitigation
9.6.1 The operational assessment of impacts and mitigation measures is based on the first year of opening of the Proposed Scheme (2026). A process of iterative design and assessment has been employed to avoid or reduce adverse effects during the operation of the Proposed Scheme. Measures that have been incorporated into the design of the Proposed Scheme include:
• Replacement of vegetation to mitigate for that lost during construction around Sheephouse Wood and Finemere Wood; • Introduction of new planting to provide visual screening in a manner that is compatible with the existing landscape pattern around Finemere Hill;
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• Integration of HS2 earthworks to achieve landforms that are sympathetic to the surrounding topography and landscape character north and east of Waddesdon and west of Quainton; and • Creation of raised embankments along the route to screen the Proposed Scheme between Waddesdon and Quainton. 9.6.2 These measures have been taken account of in the assessment of the operation effects. Landscape assessment
9.6.3 The potential significant effects on the landscape in 2026 (the assumed year of opening) occur within the same LCAs experiencing effects during construction. Effects on LCAs would arise from new engineered landforms cutting across the existing landscape; the introduction of OLE; the introduction of noise barriers that would create a manmade linear feature; permanent severance of land; the introduction of highway infrastructure into the rural environment, including road bridges; and the introduction of regular high speed trains.
9.6.4 Table 10 summarises the LCAs that would be significantly affected by the Proposed Scheme in year one of operation (2026).
LCA Sensitivity Magnitude Level of of LCA of change effect to LCA39 Westcott Claylands LCA Medium Medium Moderate Presence of the Proposed Scheme, in cutting and on embankment, severing adverse agricultural land with consequent vegetation losses. Some road and footpath and farm accommodation crossings Kingswood Wooded Farmland LCA High Medium Moderate Presence of the Proposed Scheme, in cutting and on embankment. Presence adverse of the National Grid Substation. Presence of various crossings including the Buckingham Road overbridge and road realignment, Ditchburns Green overbridge and Benfields Green overbridge
Table 10: Significant landscape effects during operation year one (2026) 39 Visual assessment
9.6.5 The most apparent changes to views would be at viewpoints where the route of the Proposed Scheme is raised on embankment and where highway and PRoW diversions introduce overbridges and associated engineered landforms to the gently undulating landscape, such as: the A41 Bicester Road, Blackgrove Road, Station Road, and Buckingham Road. Views from Lower Blackgrove Farm and Doddershall House would be affected by the Proposed Scheme raised on embankment at Bicester Road and Doddershall embankment respectively. Views from the Bernwood Jubilee Way near Shipton Lee would be impacted by the presence of Buckingham Road overbridge and the auto-transformer feeder station south of Edgcott Road, near Quainton. Views from road users along Quainton Road, between Waddesdon and Quainton, would be impacted by the route and overbridge, both in proximity.
39 In year one of operation, any new planting along the Proposed Scheme would be immature and therefore not help to integrate the Proposed Scheme into the landscape. As the plants mature, screening of the Proposed Scheme would improve.
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9.6.6 At a number of locations, views of the Proposed Scheme would be partially obscured by the rising landform (Shipton Lee), retention of intervening hedgerows (Lower South Farm) and extensive woodland around Botolph Claydon and Middle Claydon. The route of the Proposed Scheme within a cutting at Waddesdon also reduces visibility. The landscaping and proposed planting would reduce these effects, and as the planting matures these effects would diminish.
9.6.7 The potential significant effects on views in 2026 (the assumed year of opening) are applicable to fewer viewpoints than those considered to be affected during construction.Whilst significant impacts remain, mitigation earthworks and planting at certain locations along the Proposed Scheme would act as screening in future years. This screening potential would increase over time as planting increases in height and matures.
9.6.8 Photomontages have been produced illustrating the view of the Proposed Scheme during operation year 1 from viewpoints 131-3-002 at Waddesdon (figure LV-12-34), 136-3-001 at Bernwood Jubilee Way (figure LV-12-35) and 146-2-001 at Finemere Hill (figure LV-12-36).
9.6.9 The views from Bernwood Jubilee Way (136-3-001) and Finemere Hill (146-2-001) would not be significantly affected due the integration of the Proposed Scheme into the landscape.
9.6.10 Table 11 summarises the visual receptors that would be significantly affected by the Proposed Scheme in year one of operation (2026). The numbers in brackets identify the viewpoint locations, which are shown on maps LV-11-024-LV-11-027.
Viewpoint Sensitivity Magnitude Level of of visual of change effect to receptors visual receptors40 Residential receptors View south-west from residential property at Lower Blackgrove Farm High High Major adverse (132.2.001) Visibility of the Blackgrove Road overbridge and the A41 Bicester Road overbridge. Visibility of the Proposed Scheme, mainly the OLE above the line of the mitigation earthworks restored as farmland View east from residential property at Upper South Farm (139.2.001) High High Major adverse Visibility of the Upper South Farm access track. Visibility of the Proposed Scheme, mainly the OLE above the line of the mitigation earthworks restored as farmland. Visibility of Station Road overbridge further away from the viewer View north-east from residential property at Lower South Farm High Medium Moderate (139.2.002) adverse Visibility of the Proposed Scheme, mainly the OLE above the line of the mitigation earthworks restored as farmland View north-east from Doddershall House residential property (141.2.001) High Medium Moderate Visibility of the National Grid Substation and Quainton auto-transformer adverse feeder station. Visibility of the Proposed Scheme, mainly the OLE. Visibility of the Buckingham Road overbridge Recreational receptors View north-east along the A41 from The Lodge, Waddesdon (131.3.002) High Medium Moderate Visibility of the Blackgrove Road and A41 Bicester Road overbridges and adverse road realignments View south-east from PRoW near Blackgrove Road (132.3.001) High High Major adverse Visibility of the Blackgrove Road realignment and overbridge close to the viewer. The Proposed Scheme, mainly the OLE would also be visible above the mitigation earthworks restored as farmland (Continued)
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Viewpoint Sensitivity Magnitude Level of of visual of change effect to receptors visual receptors40 View south-west from PRoW near Lapstone House, Blackgrove Road High Medium Moderate (134.3.001) adverse Visibility of the Proposed Scheme, mainly the OLE above the line of the mitigation earthworks restored as farmland View north-east from PRoW north of Glebe Farm (135.3.002) High High Major adverse Visibility of the Proposed Scheme on embankment and the Marsh Farm viaduct Transport receptors View north from Quainton Road between Quainton and Waddesdon Medium High Moderate (135.4.001) adverse Visibility of the Proposed Scheme, mainly the OLE above the line of the mitigation earthworks restored as farmland
Table 11: Significant visual effects during operation year 1 (2026) 40
9.6.11 Where planting has been proposed to the north around Finemere and Sheephouse Woods, effects in year 15 (2041) and 60 (2086) of operation would be reduced compared to year one (2026), due to the increased height and maturity of trees. An assessment of effects for these assessment years will be prepared and presented within the formal ES. Likely residual significant effects
9.6.12 Due to the highly sensitive nature of the landscape and visible nature of the Proposed Scheme, significant residual effects for the character of the local landscape and views from residences, PRoW and travellers on roads throughout the study area would remain, as set out in Table 10 and Table 11 above. These effects would arise as a result of the introduction of (for example) earthworks and viaduct structures, new overbridges, and noise barriers. Further mitigation
9.6.13 Further measures currently being considered but which are not yet part of the design are set out below:
• Additional mitigation planting along the route could be designed appropriately to screen views towards the Proposed Scheme and to integrate with the existing vegetation pattern in the receiving landscape. This is being considered at the A41 Bicester Road and Blackgrove Road overbridges to screen views from residential properties at Lower Blackgrove, at Station Road overbridge to screen views from residential properties in Quainton, and at Buckingham Road overbridge to screen views from surrounding scattered residential properties and PRoW users; • The design of new features such as the auto-transformer feeder station south of Edgcott Road to be developed to fit more aesthetically within the landscape setting; and • Drainage ponds at various locations along the route to be incorporated appropriately within the landscape earthworks and planting design strategy.
40 In year one of operation, any new planting along the Proposed Scheme would be immature and therefore not help to integrate the Proposed Scheme into the landscape. As the plants mature, screening of the Proposed Scheme would improve.
70 CFA Report – Waddesdon and Quainton/No 12 | Socio-economics 10 Socio-economics 10.1 Introduction 10.1.1 This section provides a summary of the assessment methodology and scope, environmental baseline, and likely significant economic and employment effects during construction and operation of the Proposed Scheme.
10.1.2 The need generally for a socio-economic assessment results from the potential for the Proposed Scheme to affect:
• Existing businesses and community organisations and thus the amount of local employment; • Local economies, including employment; and • Planned growth and development. 10.1.3 The beneficial and adverse socio-economic effects of the Proposed Scheme are reported at two different levels: route-wide and CFA. Effects on levels of employment are reported at a route-wide level within Report 27 (route-wide effects). Localised effects on businesses and observations on potential local economic effects are described within eachCFA report. 10.2 Policy framework 10.2.1 The planning policy documents (and their status) applicable to the area are described in Section 2.1. 10.3 Assessment scope and key assumptions 10.3.1 The assessment scope and key assumptions for the socio-economic assessment is set out in Volume 1. 10.4 Environmental baseline 10.4.1 Section 2.1 provides a general overview of the area which includes data of specific relevance to socio-economics notably demographic data and employment data. The following provides a brief overview in terms of employment, economic structure and labour market within the area.
10.4.2 The Waddesdon and Quainton area lies within Aylesbury Vale District in Buckinghamshire. The area includes rural and agricultural land, and represents the residential communities of Waddesdon and Quainton.
10.4.3 In 2011, 66,000 people worked in Aylesbury Vale District.41 The employment rate42 within the district, in 2011, was 72% (90,000 people), which is higher than that recorded for both the South East (68%) and England (65%).43 As of September 2012 the unemployment rate for the Aylesbury Vale stood at 7%, compared with the England average of 8%.44
41 Office for National Statistics (ONS) (2012),Business Register and Employment Survey 2011. 42 The proportion of working age (16-74 years) of residents living in the district that are employed. 43 ONS (2012), Census 2011. 44 ONS (2012), Annual Population Survey.
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10.4.4 Within the Aylesbury Vale District the professional, scientific and technical services sector accounts for the largest proportion of businesses (17%), with the construction (12%), information and communication (8%) and business administration and support services (8%) sectors also accounting for large numbers of businesses within the district. This is shown below in Figure 4.45 For comparison within the South East region the professional, scientific and technical services sector also accounts for the largest number of businesses (16%), with construction (11%), retail (10%) and information and communication (8%) sectors also accounting for relatively large numbers of businesses within the region.46
Figure 4: Business sector composition in Aylesbury Vale district and the South East
Source: Office for National Statistics (2011), UK Business: Activity, Size and Location.47 10.5 Construction Assessment of impacts and effects
10.5.1 No significant direct effects on non-agricultural employment have been identified within this area.
10.5.2 There are plans to locate satellite construction site compounds for the Proposed Scheme at the following locations:
• Blackgrove Road; • Station Road; and • Edgcott Road.
45 Figure 4 presents the proportion of businesses within each business sector in the district but not the proportion of employment by sector. 46 ONS (2011), UK Business: Activity, Size and Location. 47 ‘Other’ includes Accommodation and food services; Motor Trades; Wholesale, Transport and Storage; Finance and Insurance; Property; Public administration and defence; Education; and Health sectors.
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10.5.3 The use of these sites could result in the creation of 1,250 person years of construction employment that, depending on skill levels required and the skills of local people, are potentially accessible to residents in the locality and to others living further afield.48 It could also lead to opportunities for local businesses to supplying the project or to benefit from the expenditure of workers in local businesses. Quantification of direct and wider construction employment effects are being captured at a route-wide level (see Report 27 (route-wide effects)).
10.5.4 Specific discretionary enhancement measures, such as business support, supply chain engagement and local construction skills development initiatives, to enhance local business performance will be agreed between HS2 Ltd and relevant stakeholders. Likely residual significant effects
10.5.5 The likely residual significant socio-economic effects are currently being assessed and will be reported in the formal ES. 10.6 Operation Assessment of impacts and mitigation
10.6.1 The Proposed Scheme would create direct and wider operational employment opportunities at locations along the route including stations, train crew facilities and infrastructure/ maintenance depots. Although no plans exist to locate these facilities within this area, it is considered possible that wider operational employment opportunities could be accessed by local residents. Operational effects are captured and assessed at a route-wide level (see Report 27 (route-wide effects)). Likely residual significant effects
10.6.2 The likely residual significant socio-economic effects are currently being assessed and will be reported in the formal ES.
48 Construction labour is reported in construction person years, where one construction person year represents the work done by one person in a year composed of a standard number of working days.
73 CFA Report – Waddesdon and Quainton/No 12 | Sound, noise and vibration 11 Sound, noise and vibration 11.1 Introduction 11.1.1 This chapter provides a summary of the potential significant sound, noise and vibration effects associated with the construction and operation of the Proposed Scheme for the Waddesdon and Quainton CFA. This section should be read in conjunction with Volume 1. 11.2 Policy framework 11.2.1 The policy framework for sound, noise and vibration is set out in Volume 1. 11.3 Assessment scope and key assumptions 11.3.1 The approach to the assessment of sound, noise and vibration and the key assumptions are set out in Volume 1. 11.4 Environmental baseline 11.4.1 The baseline sound environment for this study area is generally low due to the rural nature of much of the area. There is an increase in baseline around local roads which generally dominate existing sound levels especially the High Street (A41) through Waddesdon and Station Road through Quainton. The existing railway carries freight services including waste services to Calvert Landfill Site. Night time sound levels are significantly reduced with lower traffic levels on local roads though some freight trains operate on the existing railway.
11.4.2 It is likely that the majority of receptors adjacent to the line of route in this area are not currently subject to appreciable vibration. Baseline monitoring to be undertaken for the formal ES will confirm whether this is the case for receptors close to the existing railway. For the draft ES, vibration at all receptors has been assessed using the absolute vibration criteria as described in Volume 1. 11.5 Construction Assessment of effects and mitigation
11.5.1 This initial assessment has considered the potential effects on community receptors within the study area, their occupants and their use (including annoyance and activity disturbance) arising from construction noise and/or vibration.
11.5.2 The mitigation measures specified within the draft CoCP have been included within the assessment of construction noise and vibration. Potential significant residual effects
11.5.3 No potential significant noise effects have been identified within this study area arising from the construction of the Proposed Scheme’s civil engineering works (e.g. cuttings, embankments, and viaducts).
11.5.4 Track laying, power system and signalling installation works along the line of route are unlikely to result in significant construction noise effects, given the short duration close to any communities and the presence of the permanent noise barriers before the works are undertaken.
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11.5.5 Further work is being undertaken to confirm significant construction noise and vibration effects, including any temporary effects from construction traffic. Non-residential receptors identified at this stage potentially subject to construction noise or vibration effects will be considered further, where necessary, on a receptor-by-receptor basis. Any further assessment will be reported in the formal ES. 11.6 Operation Assessment of effects and mitigation
11.6.1 This initial assessment has considered the potential effects on community receptors within the study area, their occupants and their use (including annoyance, activity and sleep disturbance) arising from operational noise and/or vibration. Further assessment will be undertaken for the formal ES.
11.6.2 The on-going development of the scheme includes noise barriers in the form of landscape earthworks, noise (fence) barriers and/or low level barriers on viaducts. The envisaged noise barrier locations are shown on the Operational Sound Contour and Potential Significant Effect maps SV-01.
11.6.3 The Operational Sound Contour and Potential Significant Effect Maps SV-01 indicate the likely long-term daytime sound level (defined as the equivalent continuous sound level from 07:00 to 23:00 or LpAeq,day) from HS2 operations alone. The contours are shown in 5dB steps from 50dB to 65dB. With the train flows described in Volume 1, the night-time sound level (defined as the equivalent continuous sound level from 23:00 to 07:00 or LpAeq,night) from the Proposed Scheme would be approximately 10dB lower than the daytime sound level. The 50dB contour therefore indicates the distance from the Proposed Scheme at which the night-time sound level would be 40dB. This contour represents where the lowest observed community noise effects would be expected to occur during the day (with respect to annoyance) and night (with respect to sleep disturbance). It is generally unlikely that there would be any adverse noise effects outside of this contour. With regard to sleep disturbance the assessment has also taken account of the maximum sound levels generated by each train pass by.
11.6.4 Residential receptors within the daytime 65dB contour, and therefore the night-time 55dB contour, have been identified as being likely to experience a significant adverse effect from HS2 noise alone. This is in line with the daytime threshold in the Noise Insulation Regulations and the Interim Target defined in the World Health Organization’s Night Noise Guidelines.
11.6.5 The potential for significant noise effects on communities in areas between the 50dB and 65dB daytime sound contours, or 40dB and 55dB night-time contours, will be dependent on the baseline in that area and the change in sound level brought about by the Proposed Scheme.
11.6.6 For the draft ES, the criteria used in assessing whether an effect is potentially significant includes factors such as the number and magnitude of impacts in a community as well as the existing sound environment. Further significance criteria including the character of the existing sound environment, any unique features of the Proposed Scheme’s sound or impacts, and the potential combined impacts of sound and vibration will be taken into account in the formal ES.
11.6.7 This initial assessment has identified potential airborne noise effects on the following non-residential receptors and land uses (e.g. schools, hospitals, hotels):
• Buckinghamshire Railway Centre transport museum (identified by SV02-A on Maps SV-01).
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11.6.8 This initial assessment has identified potential airborne noise effects on the following quiet areas49:
• Finemere Hill LCA which includes Finemere Wood, Finemere Hill, Greatsea Wood, Balmore Wood and Romer Wood (identified by SV12-B on Maps SV-01); and • Claydon Bowl LCA which includes Sheephouse Wood, Knowl Hill, Shrubs Wood and Knowl Hill Valley (identified by SV12-C on Maps SV-01). The existing sound levels and character of this LCA where it is closest to the Proposed Scheme are affected by the operation of freight services on the existing rail line and the operation of Calvert Landfill Site. 11.6.9 Public rights of way (outside of the LCAs identified in paragraph 11.6.8) are by their nature transitory routes, with users not staying in any one location for long periods. Train sound from the Proposed Scheme is intermittent and its level at the PRoW would vary as the PRoW moves closer to and further from the Proposed Scheme. Noise effects would generally be reduced by the landscape earthworks intended to reduce the visual impact of the scheme and envisaged noise mitigation to protect other receptors. Significant noise effects have therefore not been identified on PRoW within this study area.
11.6.10 At this stage it is not considered that there would be potentially significant noise or vibration effects arising from changes to existing roads. This will be confirmed in the formal ES. Potential significant residual effects
11.6.11 The envisaged mitigation (especially landscape earthworks and noise barriers) described in this section substantially reduces the potential airborne sound impacts and noise effects that would otherwise arise from the Proposed Scheme. Nonetheless, potential significant adverse airborne noise effects have been identified for residential receptors in the following communities:
• The south-western extremity of Quainton in the general vicinity of Station Road closest to the Proposed Scheme (identified by SV12-01 on maps SV-01); and • Approximately six individual receptors that are closest to the Proposed Scheme (identified by SV12-02 to SV12-05 on maps SV-01). At these receptors, the forecast noise levels from long term railway operation may exceed the daytime threshold set by the Noise Insulation Regulations and the night-time Interim Target identified in the World Health Organization Guidelines.50 11.6.12 Further assessment work is being undertaken to confirm operational sound and vibration significant effects, including those at non-residential receptors andQuiet Areas (as necessary on a receptor-by-receptor basis). This will be reported in the formal ES which will present baseline levels, forecasts for the Proposed Scheme and the change in sound levels brought about by the Proposed Scheme both as impact plans and tables. This further assessment work may result in further mitigation. Further mitigation
11.6.13 Improved mitigation performance is required which can be achieved by the suggestions in Table 12:
Potential significant Further mitigation option effect Quainton (SV12-01) Increase the mitigation to 3m noise (fence) barrier, or equivalent, for example by landscape earthworks or combination of barrier and earthworks on the eastern side of the Proposed Scheme Table 12: Options for further mitigation
49 Environmental Noise Regulations England 2006. 50 World Health Organization Night Noise Guidelines for Europe 2009.
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11.6.14 The suggested further mitigation options would reduce or avoid the potential significant airborne noise effect at this location.
11.6.15 Noise insulation would be offered following the principles of the Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 where, taking account of the mitigation incorporated into the Proposed Scheme, the long term operational noise level
exceeds 68dBLpAeq,18 hour. It is estimated that six dwellings – indicated by SV12-02 to SV12-05 on Maps SV-01 – would potentially experience noise levels higher than the insulation trigger level.
77 CFA Report – Waddesdon and Quainton/No 12 | Traffic and transport 12 Traffic and transport 12.1 Introduction 12.1.1 This traffic and transport section describes the likely impacts and effects arising from the construction and operation of the Proposed Scheme through the Waddesdon and Quainton area on all forms of transport. 12.2 Policy framework 12.2.1 Transport related local government policy is contained in the local transport plan (LTP3) for Buckinghamshire County Council.
12.2.2 Buckinghamshire County Council’s LTP3 covers the period 2011-2016 and is aligned with their Sustainable Community Strategy which sets the overarching long-term plan for the county up to 2026.51,52 The LTP3 implementation plan refers to the Proposed Scheme passing through Buckinghamshire.
12.2.3 A key transport objective for Buckinghamshire County Council is to maintain and improve the reliability of journey times on the key routes for freight, commuting and business travel, to benefit the local and national economy. The objective is to improve connectivity and access between centres and in particular to reduce public transport journey times through developing new services. The aim is to encourage more sustainable transport behaviour and reduce the need to travel, in preference to increasing road capacity, with the emphasis on reducing the negative impacts on the environment from transport. The objective for new developments is to deliver transport improvements to support regeneration and sustainable housing and employment growth. 12.3 Assessment scope and key assumptions 12.3.1 The scope and methodology of the traffic and transport assessment is set out in Volume 1.
12.3.2 The scope of the assessment was discussed with the relevant local highway authority, Buckinghamshire County Council, on 30 November 2012.
12.3.3 The effects presented are those resulting from the changes arising from the introduction of the Proposed Scheme compared with the future transport baseline scenario without the Proposed Scheme in the respective years.
12.3.4 The baseline forecast traffic flows for the future years of assessment have been derived using Department for Transport’s traffic forecasting tool, Trip End Model Presentation Program (TEMPRO).
12.3.5 The design development of the Proposed Scheme remains in progress and the transport assessment providing the basis of the information presented in this section will be updated and revised accordingly for the formal ES.
12.3.6 The following key limitations exist in the reporting of significant effects:
• The capacity of junctions that would be affected by the ProposedScheme has not yet been assessed in detail. A more detailed assessment will be carried out for the formal ES where necessary;
51 Buckinghamshire County Council (2011) Local Transport Plan 3 (2011-2016). 52 Bucks Strategic Partnership (2009) Sustainable Community Strategy for Buckinghamshire 2009-2026. Aylesbury, Buckinghamshire County Council.
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• Forecast future year traffic flows with and without the Proposed Scheme are based on an approach that does not take account of wider effects, e.g. redistribution and reassignment of traffic, modal shift and peak spreading. As a consequence, local transport effects may be over-estimated; and • The forecast construction traffic flows, temporary diversions, traffic management arrangements and phasing of construction interventions are based on initial scheme designs. Subsequent design development will have resulted in some changes to the quantities of construction materials, the size of the workforce at each construction compound and the phasing of construction activities. Consequently, forecast construction traffic flows used for this assessment do not precisely reflect the currently Proposed Scheme. These will be updated and the assessment revised accordingly for the formal ES. 12.3.7 The assessment assumes that construction lorry traffic would use the following routes between compounds and primary road and/or motorway network, as shown in maps CT-05-048 to CT-05-051:
• Blackgrove Road via A41, providing access to Blackgrove Road overbridge satellite site compound; • Station Road via A41, providing access to Station Road overbridge satellite site compound; and • Lawn Hill via Lee Road, Country Lane, Station Road and A41 or Buckingham Road, Marsh Gibbon Road, Edgcott Road, The Broadway and A41 or Perry Hill, Buckingham Road, Gawcott Road and A421, providing access to Woodlands embankment satellite site compound. 12.4 Environmental baseline 12.4.1 Traffic surveys were carried out during September 2012 and February 2013 to establish current traffic flows on the road network subject to assessment.
12.4.2 The highway network subject to assessment within this area includes the A41 which connects London from the M25 Junction 20 at Watford to the M40 at Junction 9 passing via Hemel Hempstead, Aylesbury and Bicester.
12.4.3 The main local highway links that would be affected by the Proposed Scheme include Blackgrove Road, Station Road, Quainton Road and Lawn Hill. These are all single carriageway country lanes.
12.4.4 Bus services currently operate along the following roads within close vicinity of the Proposed Scheme:
• A41; • Quainton Road; and • Station Road. 12.4.5 There is a rail station at Quainton Road on the London Marylebone to Aylesbury Line. Although no scheduled trains pass through Quainton Road, the station remains connected to the railway network. Freight trains still use the line, and passenger trains still call at the station for special events at the Buckinghamshire Railway Centre.
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12.4.6 There are several public footpaths, bridleways and cycleways that would cross the route of the proposed Scheme. All PRoW which would be intersected by the Proposed Scheme have been surveyed, taking account of the nature of the PRoW and their levels of utilisation. As appropriate, these covered weekday and weekend use. These surveys indicated that none of the roads, footpaths, bridleways and cycleways that would cross the route are used by more than 25 people per day walking, cycling or riding.
12.4.7 Relevant traffic accident data has been obtained from Buckinghamshire County Council for the three year period of 2009 to 2011, for the road network subject to assessment.
12.4.8 There are no navigable canals or waterways that cross the Proposed Scheme in this area.
12.4.9 The future baseline traffic volumes have been calculated by applying growth factors derived from TEMPRO for the future years of 2021, 2026 and extrapolation to 2041. The factors have been derived for the individual road types and relevant wards. The baseline also takes account of the proposed changes to the Energy and Waste Facility at Greatmoor. No other changes to the traffic and transport baseline are anticipated in Waddesdon and Quainton area. 12.5 Construction Assessment of impacts and mitigation
12.5.1 The following section considers the impacts on traffic and transport and the consequential environmental effects resulting from construction of the ProposedScheme (as described in Section 2.2 and 2.3 of this report). The information set out in this section is subject to review in the formal ES.
12.5.2 The following measures have been included as part of the engineering design of the Proposed Scheme and would avoid or reduce impacts on travellers:
• Temporary rail sidings at Calvert as appropriate early in the construction programme to allow construction materials to be brought in by rail rather than road; • Construction materials and equipment transported along haul road adjacent to the Proposed Scheme alignment where practicable to reduce lorry movements on the highway; • Defined lorry routes for construction equipment and materials to ensure only the most suitable roads are used; • Where practicable, roads crossing the Proposed Scheme would be kept open during construction to reduce diversions of traffic onto alternative routes; • Surplus excavated material would be reused wherever practicable along the alignment of the Proposed Scheme which will reduce lorry movements on the public highway; and • Temporary alternative routes provided for PRoW closed during construction to reduce loss of amenity. 12.5.3 Transport related effects of the Proposed Scheme during construction would arise from traffic generated by construction activities as well as temporary diversions of roads and PRoW.
12.5.4 Construction activities would result in no permanent or temporary road closures lasting for a month or more in this area.
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12.5.5 Three site compounds would be required with separate vehicular access points. The construction vehicle movements would therefore be spread over a number of roads. Access points to construction compounds are shown on maps CT-05-048 to CT-05-051.
12.5.6 Vehicle movements related to the construction of the Proposed Scheme have been calculated based on the quantity of materials required to construct the proposed Scheme with a further 10% added to allow for ancillary delivery vehicles.
12.5.7 The typical numbers of vehicles estimated to be generated by the site compounds in this area are shown in Table 13.
Compound location Access Estimated Typical daily number duration of use of two-way trips 53 LGVs* HGVs Blackgrove Road, map CT-05-048 Blackgrove Road 3 years 30-60 <10 Station Road, map CT-05-050 Station Road 3 years 40-80 <10-10 Edgcott Road, map CT-05-051 Edgcott Road 3.5 years 40-110 <10-10
Table 13: Typical vehicle trip generation for site compounds in this area 53
12.5.8 Construction of the Proposed Scheme is anticipated to result in significant increases in traffic flows (i.e. more than 30% for HGV or all vehicles) on the following roads as a result of construction traffic and/or temporary closures/diversions:
• Station Road; and • Quainton Road. 12.5.9 The CoCP would seek to reduce as far as reasonably practicable deliveries of construction materials and equipment, thus minimising construction lorry trip generation, especially during peak traffic periods. The CoCP would include HGV management and control measures.
12.5.10 A construction workforce travel plan would be put into operation with the aim of reducing workforce commuting by private car, especially sole occupancy car travel. Where practicable in the rural context this would encourage the use of sustainable modes of transport.
12.5.11 The combined effect of the CoCP and the construction workforce travel plan is anticipated to reduce construction traffic generation below that currently forecast. However, the beneficial effects arising from the implementation of the CoCP as a result of the associated demand management measures has not been taken into account for the purpose of this assessment thereby giving a worst-case assessment.
12.5.12 Several PRoW crossing the Proposed Scheme would be temporarily diverted during construction, potentially resulting in impacts on user delay and/or severance.
12.5.13 Construction of the Proposed Scheme is not anticipated to result in any other significant impacts at this stage. Likely residual significant effects
12.5.14 Likely residual significant effects in terms of delays to vehicle occupants due to increased congestion may occur to users of the following road, subject to more detailed assessment:
• Station Road (minor effect).
53 Workers commuting trips.
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12.5.15 All of the temporarily diverted PRoW would result in minor significant effects on users in terms of delay because of the low reported usage. Five of the temporarily diverted PRoW would result in minor significant effects on users in terms of severance due to the low number of people using these PRoW and the diversion distance being less than 500m. Three of the temporarily diverted PRoW would result in moderate significant effects on users in terms of severance due to the diversion distances being greater than 500m and the low number of people using the PRoW.
12.5.16 Construction of the Proposed Scheme is not anticipated at this stage to result in any other significant effects. Further mitigation
12.5.17 Further mitigation measures will be considered based on the outcomes of the ongoing assessment and will be reported in the formal ES. 12.6 Operation Assessment of impacts and mitigation
12.6.1 The following section considers the impacts on traffic and transport and the consequential environmental effects resulting from operation of the Proposed Scheme (as described in Section 2.2 and 2.4 of this report). The information set out in this section is subject to review in the formal ES.
12.6.2 The following design and demand management measures have been included for the Proposed Scheme and would avoid or reduce impacts on travellers:
• Promote, encourage and facilitate use of sustainable transport modes to access stations and interchange facilities by all users; • The majority of roads crossing the Proposed Scheme retained in their current location or very close to their current location resulting in no significant diversions of traffic onto alternative routes; and • PRoW crossing the Proposed Scheme retained where reasonably practicable with localised diversions kept to a minimum. 12.6.3 Transport related effects of the Proposed Scheme during operation would arise from traffic generated by the IMD at Calvert as well as permanent closure of Perry Hill. Significant effects in terms of an increase in journey time to users of roads subject to permanent closures/ diversions are likely to occur on the following road:
• Perry Hill (minor significant effect). 12.6.4 Six PRoW crossings of the Proposed Scheme would be permanently diverted resulting in significant impacts on user delay and severance. The effect of all of these permanent diversions would be minor in terms of user delay due to the low number of people using the PRoW. Four of the permanently diverted PRoW (WAD/3/4, QUA/24A/1, QUA/26/1 and GUN/31/1) would result in a minor significant effect in terms of user verancese due to the low number of people using the PRoW and the diversion distances being less than 500m. Two of the permanently diverted PRoW (WAD/5/1 and QUA/31/3) would experience a moderate significant effect in terms of user severance due to the diversion distances being greater than 500m and the low number of people using the PRoW.
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12.6.5 The assessments undertaken at this stage have indicated that for this area there are no other significant transport related effects during operation of the ProposedScheme that require mitigation. This is because:
• There would be no stations or depots that would generate any additional traffic; and • All other roads that would cross the route would be retained in or very close to their current location. Likely residual significant effects
12.6.6 Significant effects are identified in relation to some of the PRoW diversions. A full assessment of significant operational effects will be presented as part of the formal ES. Further mitigation
12.6.7 Further mitigation measures will be considered based on the outcomes of the ongoing assessment and will be reported in the formal ES.
83 CFA Report – Waddesdon and Quainton/No 12 | Water resources and flood risk assessment 13 Water resources and flood risk assessment 13.1 Introduction 13.1.1 This section describes the likely impacts and significant effects on water resources and flood risk as a result of the construction and operation of the Proposed Scheme. The assessment considers effects on surface water resources, groundwater resources and flood risk. 13.2 Policy framework 13.2.1 There are no relevant policies related to water resources and flood risk in the Aylesbury Vale District Local Plan. 13.3 Assessment scope and key assumptions 13.3.1 The assessment scope and key assumptions for the water resources and flood risk assessment is set out in Volume 1.
13.3.2 The assessment of surface water resources and flood risk focuses on the River Ray, its tributaries (including Muxwell Brook and Greatmoor Ditch), Tetchwick Brook, and tributaries of Doddershall Brook and Fleet Marston Brook.
13.3.3 The groundwater resources assessment focuses on aquifers that are present within bedrock and overlying deposits. Effects on groundwater dependent terrestrial ecosystems GWDTEs)( and groundwater users/receptors (both licensed abstractions and private users) are also considered. 13.4 Environmental baseline 13.4.1 The route would cross: the River Ray and its tributary; Muxwell Brook, at Grendon Underwood; tributaries of Fleet Marston Brook; Tetchwick Brook (referred to as Waddesdon Brook); Doddershall Brook; and various small ponds and field drains.Other watercourses of note within 1km of the route include Greatmoor Ditch, Fleet Marston Brook, Tetchwick Brook and Doddershall Brook.
13.4.2 The EA reports the current ecological quality of the River Ray to be “moderate” and its chemical quality to be “good”. Predictions for 2015 are the same as current conditions (“moderate” and “good”). Tributaries of the Ray; Muxwell Brook and Greatmoor Ditch, are currently afforded the same status. Fleet Marston Brook has a ‘poor’ ecological quality and ‘poor’ predicted quality in 2015. Chemical quality is recorded as not requiring assessment. Tetchwick Brook and Doddershall Brook have no reported status at the present time.
13.4.3 EA records indicate that there has been one water pollution incident in this study area since 1998. This was recorded in 2006 at a site due west of Buckinghamshire Railway Centre and related to fuels and oils. The area is within a designated surface water Nitrate Vulnerable Zone (NVZ).
13.4.4 The route would not cross any sites with statutory conservation designations.
13.4.5 There are 22 discharge permit consents to surface water within the study area and no surface water abstractions.
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13.4.6 Superficial deposits, such as Alluvium, that may contain shallow groundwater are present in the valleys of the tributaries of the Fleet Marston Brook, Doddershall Brook and River Ray. These are likely to be in hydraulic connectivity with the local watercourse.
13.4.7 The bedrock geology consists of the Ancholme Group comprised of a succession of different mudstones from 30 to 100m in thickness. The Ancholme Group is predominantly an impermeable rock type and therefore a non-aquifer. The Ancholme Group is not classed as groundwater vulnerable, and lacks any Water Framework Directive (WFD) classification. There are some small areas of Purbeck and Portland Groups off the centre line of the route. Groundwater levels in the superficial deposits are likely to be in equilibrium with the adjacent watercourses. There are no licensed abstractions from groundwater within 1km of the route and there are no Source Protection Zones (SPZs) crossed. There are no British Geological Survey (BGS) records for water wells within 500m of the route.
13.4.8 At the northern edge of this area the route would be constructed in close proximity to the old landfill site boundary of the Calvert landfill site.
13.4.9 At the route crossing, the River Ray has a catchment size of about 5km2 and the Muxwell Brook has a catchment of 4km2. The route crosses Flood Zones 2 and 3 (they are shown to have the same limits on EA mapping) of both of these watercourses (see map CT-04-11).
13.4.10 The Muxwell Brook has been diverted around the Greatmoor Energy from Waste (EfW) site in a ditch locally referred to as the “Mega-Ditch” (see map CT-04-11). This runs south- easterly and parallel to the existing railway track for 700m to Upper Greatmoor Farm where it moves off perpendicular in a south-westerly direction. This channel currently carries the full flow of the Muxwell Brook around the perimeter of the site, returning to the natural channel at the Edgcott to Shipton Lee Road. The original alignment of the Muxwell Brook would be reinstated as part of future development at the Greatmoor EfW site assuming this development proceeds. According to the Muxwell Brook Reinstatement and Realignment report54, the channel has sufficient capacity to fully convey the 100 year annual probability (1%) flood flow. It is also reported that once restored, the Mega Ditch would carry approximately 40% of baseflow at all times and would continue to serve as a flood relief channel, carrying the majority of the flow during flood events with a 20-year annual probability (5%) or greater.
13.4.11 There are no areas identified by the Aylesbury Vale Strategic Flood Risk Assessment (SFRA) as being at risk of flooding from surface water sources in this area.55 However, the Buckinghamshire Preliminary Flood Risk Assessment (PFRA) and the EA Flood Map for Surface Water show that some of the drains and dry valleys, such as at the Waddesdon sewage treatment works and close to Doddershall House, are at risk of surface flooding for the 1 in 30 (3.33%) and 1 in 200 (0.5%) year events.56 The route crosses areas that are shown to have a ‘very high’ susceptibility to groundwater flooding according to the BGS. 13.5 Construction Assessment of impacts and mitigation
13.5.1 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. It would provide effective management and control of the impacts during the construction period including those required for utility diversions and strengthening, compensation grouting, temporary water course diversions and installation of culvert.
54 FCC Environment Ltd. (2012) Muxwell Brook Reinstatement and Realignment Report. 55 Aylesbury Vale District Council (2012) Strategic Flood Risk Assessment. 56 Buckinghamshire County Council (2011) Preliminary Flood Risk Assessment.
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13.5.2 The draft CoCP includes the following general provisions:
• Implementing, in consultation with the EA, a surface water and/or groundwater monitoring plan as required; • Undertaking further site-specific risk assessments associated with excavation work and impacts on surface water; groundwater; abstractions; aquifers and private water supplies; • Preparing site specific flood risk management plans for those areas at risk of flooding; • Following the measures outlined for the provision of suitable site drainage, for the storage and control or oils and chemicals and to mitigate against accidental spillages; and • Undertaking, as required, further site-specific pre-construction monitoring to establish baseline water quality conditions for watercourses; groundwater and during construction works. This would enable the effectiveness of those mitigation measures introduced to limit pollution risk to be monitored and any pollution incidents to be identified. 13.5.3 The following examples illustrate how the CoCP would reduce potential effects to levels that would not be significant:
• Measures defined in the draft CoCP, including detailed method statements, would ensure that there would be no effect on surface water quality or flows associated with construction; • As detailed in Section 2.3, the route of the Proposed Scheme would cross a number of small watercourses, some of which would require permanent realignment over a short distance to a new culvert. These are moderate value receptors, and whilst diversion could have moderate potential impacts, by constructing the new channel in advance and following the measures included in the draft CoCP these would be reduced to slight. It is unlikely that there would be any significant effects during construction as a result; and • The route would not penetrate below the clays of the Ancholme Group – a non-aquifer. Where culverts are constructed in Alluvium, the foundations would be constructed using best practice as described in the draft CoCP, therefore the impact would be negligible and not significant. 13.5.4 The effects of construction identified below are those that fall outside the scope of the measures in the draft CoCP or may require special consideration in the design process.
13.5.5 The River Ray and the Muxwell Brook crossings entail extension of existing culverts with the potential need for temporary diversion works on the River Ray during construction. Post- construction, the River Ray will revert to its existing alignment. These watercourses are of high value and the construction works could have moderate adverse potential impacts, but the temporary diversion would be constructed in advance to meet the requirements of the EA in terms of flow capacity, and thus the impact on flow would be minor adverse. There would be short lived and temporary impacts on water quality that would also be minor adverse. Therefore the impacts of construction on the overall flow and quality would be a slight effect, which is not significant.
13.5.6 In order to ensure that conditions within the watercourses stabilise appropriately after construction of culverts and temporary watercourse diversions, monitoring could be required to extend into the operational phase.
13.5.7 Further consideration of the permanent realignment and temporary diversion works will be reported within the formal ES.
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13.5.8 During construction past the Calvert landfill there could be a risk that leachate could be detected. Investigation of the status and risk that this landfill presents is still to be completed and will be considered in line with the requirements of the draft CoCP. Notwithstanding this, the draft CoCP sets out measures to monitor for and respond to any pollution incidents and unsuspected contamination, in line with best practice. HS2 Ltd would consult with any landowners or operators, as appropriate.
13.5.9 The design of temporary diversions would be sufficient to convey the 1 in 100 year annual probability (1%) flood flow including allowance for climate change.Therefore the impact on the risk of flooding would be minor, resulting in a slight effect, which is not significant. Flood modelling and other assessment work is continuing in order to inform the formal ES, which may require additional mitigation measures or changes to scheme design.
13.5.10 A number of construction areas would be located within areas at risk of flooding. During the construction stage there is a risk of flooding in terms of inundating excavations, damage to plant and materials used on-site and the safety of the construction workforce. Any potential for increase in off-site flood risks would be managed by measures defined in the draft CoCP and reported in the flood risk assessment. Likely residual significant effects
13.5.11 There would be the potential that if there was undetected leachate from Calvert landfill entering construction areas, there could be significant effects on the receiving watercourse where those areas would be discharged. The scale of effect would depend on the quality of the leachate if this was present, and this cannot be predicted. Although unlikely, this will be the subject of further assessment and would also require pre-construction investigations. Further mitigation
13.5.12 Further measures currently being considered but which are not yet part of the design include:
• As a further precaution against the possibility of a future occurrence of leakage, HS2 Ltd will continue to liaise with FCC Environment Ltd on any further measures that might be required to ensure adequate management of potential leachates associated with the Calvert landfill. 13.6 Operation Assessment of impacts and mitigation
13.6.1 The Proposed Scheme has been designed to control impacts on the water environment through the following:
• Drainage has been designed to reduce the rate and volume of run-off from the railway and prevent an increase in flood risk; • Sustainable drainage systems (SuDs), where appropriate, have been included to encourage water to soak back into the ground; and where drainage or cuttings intercept groundwater flow; and • Sustainable drainage systems would also provide opportunities to reduce the effect of run-off on water quality by reducing potential contaminants through filtration, vegetation adsorption or settlement. 13.6.2 Best practice pollution control guidance would be adopted as far as reasonably practicable for maintenance of the Proposed Scheme.
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13.6.3 All standard drainage including drainage from associated access roads and hard standings, would discharge either, under agreement, to sewer or to SuDS attenuation ponds, prior to subsequent discharge to sewer/watercourses as appropriate. All discharges to watercourses will be conducted in accordance with EA or Lead Local Flood Authority consent conditions with respect to quality and flow, as appropriate.
13.6.4 There could be an impact to surface water quality within the vicinity of the route adjacent to the Calvert landfill, arising from the potential for the HS2 drainage network to intercept landfill leachate in the event that the landfill leaks. While any such leakage would be the responsibility of the landfill operator to control at source, the new drains may develop a new pathway which could result in increased risk to surface water courses. The local surface watercourses are considered to be of moderate value and hence the unmitigated effect on surface water is considered to be significant.
13.6.5 The operational effects of the scheme on groundwater resources are deemed negligible and not significant, as the scheme would be on or in Ancholme Group units which are aquitards57 of low permeability with a negligible contribution to water supply or base flow to rivers, as such, there would be no significant effect to groundwater.
13.6.6 At the crossing of the River Ray, there is an existing culvert below the current railway line, which would be lengthened to enable the widening of the embankments for the Proposed Scheme. This lengthening would increase friction losses and impede flow.58 The Proposed Scheme would also cross approximately 100m of flood plain on embankment with( commensurate loss of flood plain storage) so overall there would be moderate effects from flood risk on local receptors upstream of the crossing. These effects are considered to be significant.
13.6.7 Muxwell Brook and the Mega Ditch are the subjects of a detailed Muxwell Brook reinstatement and realignment report as part of the development of the Greatmoor EfW site. It is assumed these works would be completed, but if the development does not proceed, the assessment in this area would not change. The Proposed Scheme would extend the existing culvert for Muxwell Brook below the route near Greatmoor Farm. The extended culvert would increase friction losses and impede flow a little, and the route would also cross about 30m of flood plain on embankment (with commensurate loss of flood plain storage).
13.6.8 The loss of flood plain storage – due to the embankment across the floodplains of the River Ray and Muxwell Brook (including the Mega Ditch) – would be mitigated by the creation of flood storage capacity upstream of the crossings, on an appropriate basis in consultation with the EA, and will be confirmed as part of the formal ES. All culvert extensions would be designed to convey the 1 in 100 year annual probability (1%) flood flows including an allowance for climate change. Following mitigation there would be a slight effect on flood risk from the River Ray and Muxwell Brook, which is not significant.
13.6.9 Operation of the Proposed Scheme would result in negligible impact on areas at risk of flooding from all remaining sources, resulting in an insignificant effect. Likely residual significant effects
13.6.10 There would be the potential that if there was undetected leachate from Calvert landfill entering the track drainage, there could be significant effects on the watercourse where the drainage would be discharged. The scale of effect would depend on the quality of the leachate if this was present, and this cannot be predicted. Although unlikely, this will be the subject of further assessment and would also require pre-construction investigations.
57 See Volume 1, glossary. 58 Friction loss is the amount of energy lost due to pipe roughness and the presence of ancillary structures such as manholes or bends in the culvert. An increase in friction losses would result in the backing-up of flow upstream of the crossing point.
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13.6.11 No other significant residual effects on the water environment or flood risk are anticipated. Further mitigation
13.6.12 As a further precaution against the possibility of a future occurrence of leakage, HS2 Ltd will continue to liaise with FCC Environment Ltd on any further measures that might be required to ensure adequate management of potential leachates associated with the Calvert landfill.
13.6.13 As no other significant residual effects have been identified, no further mitigation is currently proposed.
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Jarvis, M.G. et al. (1984) Soils and their Use in South East England. Harpenden: Soil Survey of England and Wales, Bulletin no.15.
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Natural England (2002) Provisional Agricultural Land Classification mapping at 1:250,000 (version date 10/01/2002); http://www.gis.naturalengland.org.uk/pubs/gis/gis_register.asp. Accessed: 18 February 2013.
90 CFA Report – Waddesdon and Quainton/No 12 | References
Natural England (2012) Technical Information Note TIN049: Agricultural Land Classification: Protecting the best and most versatile agricultural land.
Natural Environment and Rural Communities Act 2006 (2006 Chapter 16). Natural England.
Office for National Statistics; Census 2011; http://www.ons.gov.uk/ons/guide-method/census/2011/index.html. Accessed: 1 February 2013.
Standing Order 27A of the Standing Orders of the House of Commons relating to private business (environmental assessment). House of Commons.
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Town and Country Planning (Environmental Impact Assessment) Regulations 2011. London: Her Majesty’s Stationery Office.
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World Health Organization (2009) Night Noise Guidelines for Europe.
91 HS2 London-West Midlands May 2013
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