TIBSHELF TO KILLAMARSH In your area July 2013 High Speed Two (HS2) is the planned new high It would be located slightly to the north-west of speed rail network, connecting London with the Staveley and would sit within a brownfield site, a West Midlands and running lines to Manchester and former ironworks. The site is designated for industrial Leeds. This factsheet, produced to accompany the and business use and Chesterfield Borough Council is consultation on the route from the West Midlands preparing the Staveley and Rother Valley Corridor to Manchester, Leeds and beyond, explains how the Area Action Plan. proposed route will affect your area, including: Implications for people living • the proposed HS2 route between Tibshelf and Killamarsh; between Tibshelf and Killamarsh • the implications for people living between Opportunities Tibshelf and Killamarsh; and Locating the depot in an area with existing industrial • how we would manage construction. and redundant railway land could encourage the growth of associated businesses and new jobs locally. The proposed route We envisage that the depot would help to transform previously neglected areas of land. Jobs would be The proposed route would broadly follow the M1 required and apprenticeships would be created during corridor as far as Staveley in north Derbyshire and then the construction of these facilities. passes west of Renishaw towards the Rother Valley. Ground levels in this area vary and as a result of the The Government and HS2 Ltd will work with local frequent changes in elevation, the route has some deep delivery partners on options for using depots to bring cuttings and embankments, with bridges and viaducts in other employment opportunities to the area. Firms to cross rivers and infrastructure. in the supply chain which might benefit from proximity to the new depots may be attracted to the area. The proposed route would pass through National Trust land associated with Hardwick Hall, south of Bolsover. Landscape and townscape To avoid passing through this area would result in a There is a large proportion of this section in cutting significant increase in cost, disruption and potential and near the existing M1 transport corridor, therefore sustainability impacts. The proposed route would minimising visual impacts. Some impacts would occur therefore run as close as is practicable to the M1 along in this area given the amalgamation of prominent its west side, between Tibshelf and Heath, sitting low historic features and landscapes. However, the route in the landscape past the hall as far as Junction 29 at proposals through this area have been extensively Heath. This is in order to minimise impacts through re-worked to ensure close association with the landform this sensitive area which, in addition to Hardwick Hall, and the motorway. includes Stainsby, Heath, Sutton Scarsdale and Bolsover Castle. The route would leave the M1 corridor at The infrastructure maintenance depot at Staveley Staveley, the proposed site of an infrastructure would be in industrial land and this would help to maintenance depot. reduce impacts. However, viaducts over the River Rother would affect the character of the valley and Infrastructure maintenance depot the historic townscape of Staveley. Further north, the The depot at Staveley would be used as a base from presence of the viaduct at Renishaw would affect the which to carry out engineering activities to inspect, setting of the Eckington and Renishaw Park maintain and renew the railway’s infrastructure. Conservation Area. Later designs would seek to reduce potential impacts by introducing landscaping, A619, A6135, Spinkhill Lane and additional minor roads. including earthworks and planting of trees, hedgerows We are already working with the Highways Agency and, and shrubs. in due course, will work with local authorities in order to minimise any traffic disruption which might arise. Effects Wildlife and habitats on cycle routes and footpaths would be addressed as East of Staveley the proposed route would cross the more detailed planning is done. Wherever possible, Norbriggs Flash Local Nature Reserve. However, this routes would be reinstated or alternatives provided. section of the route would be on viaduct and we would investigate opportunities to minimise any effects during Local issues construction and operation. Any work would be carried Our work with regional stakeholders has highlighted out in close consultation with Natural England and some areas where the route could cause concern for local relevant landowners. people – issues include where the route crosses the Chesterfield Canal, and its impacts on Markham Vale, Water part of the Sheffield Enterprise Zone. We expect that the The proposed route would cross a number of rivers consultation will highlight other issues not included here. and streams, as well as their floodplains. Floodplains We will work with local authorities, communities and over 100m in length crossed in this section of the stakeholders to develop the engineering design in a way route include the River Doe Lea, Hawke Brook and which minimises potential impacts, and we will discuss the River Rother. Any impacts would be kept to a the proposals for mitigation where possible. practicable minimum and we would work closely with the Environment Agency and other stakeholders in Property and land order to determine how best to do this. Crossings A cluster of an estimated nine residential demolitions would be designed so as to minimise the effect on would be required at Renishaw and there could be the watercourse, its wildlife and associated wetland isolation of properties at West Killamarsh. In order to habitats. The design would also be engineered to provide assistance to those people whose properties take account of future flood risk. may be affected at this early stage of the scheme, the Government has introduced a discretionary Exceptional A nine-mile section of the Chesterfield Canal between Hardship Scheme (EHS). The EHS is designed for those Staveley and Kiveton is being restored to make it who, for reasons of exceptional hardship, have an navigable. The restoration has been completed between urgent need to sell their property, but have not been Kiveton and Killamarsh and up to the Staveley Basin. able to, except at a substantially reduced price, as a The remaining section of canal, once completed, would direct result of Phase Two. More information about the be crossed approximately four times by the proposed Phase Two EHS and how to apply is available on the route. HS2 Ltd is in discussion with the Chesterfield HS2 website, www.hs2.org.uk. Canal Trust to determine potential solutions associated with these crossings. The EHS is not the only opportunity affected property owners will have to sell their properties in the medium Heritage to long term. Based on the timescales of Phase One, This section of the route passes close to the Hardwick it is expected that the Phase Two EHS will run until Hall complex (comprising Grade II* Registered Park and the end of 2016. A wider package of longer-term Garden, Grade I Listed Hardwick Hall and Scheduled Old property compensation schemes would be expected Hall), the Stainsby Manorial Complex Scheduled to replace the EHS at that point, in addition to the Monument, the Heath Conservation Area, the statutory provision. Scheduled Sutton Scarsdale Hall and Sutton Scarsdale Conservation Area, Grade I Listed and Scheduled Noise Bolsover Castle, Bolsover Conservation Area and, At this early stage of the design process, our initial further north, the Renishaw Hall Grade II Registered airborne noise appraisal has predicted the exposure of Park and Garden. The proposed route would have a railway noise on groups of dwellings during an 18-hour direct impact on the Stainsby Conservation Area, the daytime period1. Grade II Listed Old Heath Church and the Eckington and Renishaw Park Conservation Area within this section. Residual noise impacts are expected to affect residents of Poolsbrook, Netherthorpe, Woodthorpe, Mastin Transport networks and access Moor, Renishaw and Killamarsh. The map included with As the route would run close to the M1, a number of this factsheet highlights areas likely to be affected by temporary diversions would be required to facilitate construction of the high speed route, as well as alterations 1Noise is conventionally measured using the equivalent continuous sound level (LAeq) indicator. This level is defined as the constant level of sound that, over a to roads such as Astwith Lane, Mill Lane, M1 J29, B6014, period of time, has the same total sound energy as the actual varying sound Deep Lane, Palterton Lane, A632, B6418, Bridle Road, over the same period. Visualisation of the line from the grounds of Hardwick Hall | Source: HS2 Ltd noise based on this early appraisal. It also indicates locations at which we would explore further opportunities to mitigate airborne noise, such as the use of noise barriers and earth mounds. A factsheet providing further detail on noise has been produced to accompany the consultation. Managing construction Following Royal Assent to the Phase Two hybrid Bill, there would be a period to prepare for construction – for example, for land to be acquired and contracts let. Construction itself will take approximately nine years overall, although, in most places, the duration of construction is likely to be much less. This period of construction will include a period of testing from early 2031, with Phase Two expected to open in 2032/33. We recognise that people will be concerned about the impacts of construction on their area. We are committed to managing these impacts and reducing disruption to communities, businesses and the environment in ways that reflect the best practice used by the construction industry. We will work closely with local authorities and communities to draw up a comprehensive and detailed package of measures to address the local effects of construction, such as the Code of Construction Practice being introduced for Phase One.