Safe roads, reliable journeys, informed travellers

M4 junctions 3 to 12 smart motorway TR010019 7.2 Socio-economic report 5(2) (q) Revision 0 March 2015 Planning Act 2008 Infrastructure Planning (Applications: Prescribed Forms and Procedure) Regulations 2009 Volume 7.0 Volume

An executive agency of the Department for Transport

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CONTENTS: LIST OF ABBREVIATIONS ...... 1 1 INTRODUCTION ...... 2

1.1 PURPOSE OF THE REPORT 2

1.2 METHODOLOGY 2

1.3 REPORT STRUCTURE 4

2 SCHEME DESCRIPTION ...... 5

2.1 THE SCHEME 5

2.2 SCHEME OBJECTIVES 6

3 STRATEGIC CONTEXT ...... 7

3.1 INTRODUCTION 7

3.2 REGULATORY /POLICY FRAMEWORK 7

3.3 SOCIO -ECONOMIC CONTEXT 8

4 Baseline features and future conditions ...... 25

4.1 INTRODUCTION 25

4.2 JUNCTION 12 TO JUNCTION 11 25

4.3 JUNCTION 11 TO JUNCTION 10 30

4.4 JUNCTION 10 TO JUNCTION 8/9 36

4.5 JUNCTION 8/9 TO JUNCTION 7 39

4.6 JUNCTION 7 TO JUNCTION 6 42

4.7 JUNCTION 6 TO JUNCTION 5 47

4.8 JUNCTION 5 TO JUNCTION 4B 52

4.9 JUNCTION 4B TO JUNCTION 4 56

4.10 JUNCTION 4 TO JUNCTION 3 60

5 MITIGATION ...... 65

5.2 SCHEME -WIDE MITIGATION MEASURES 65

5.3 JUNCTION 12 TO 11 67

5.4 JUNCTION 11 TO 10 67

5.5 JUNCTION 10 TO 8/9 67

5.6 JUNCTION 8/9 TO 7 68

5.7 JUNCTION 7 TO 6 69

5.8 JUNCTION 6 TO 5 70

5.9 JUNCTION 5 TO 4B 71

5.10 JUNCTION 4B TO 4 72

5.11 JUNCTION 4 TO 3 72

6 Residual Effects of the scheme ...... 73

6.2 SCHEME -WIDE ASSESSMENT 73

6.3 JUNCTION 12 TO 11 76

6.4 JUNCTION 11 TO 10 80

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6.5 JUNCTION 10 TO 8/9 84

6.6 JUNCTION 8/9 TO 7 87

6.7 JUNCTION 7 TO 6 97

6.8 JUNCTION 6 TO 5 102

6.9 JUNCTION 5 TO 4B 111

6.10 JUNCTION 4B TO 4 114

6.11 JUNCTION 4 TO 3 119

7 CONCLUSIONS ...... 123

APPENDIX: A. SUMMARY OF REGULATORY/POLICY FRAMEWORK B. APPRAISAL SUMMARY TABLE

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LIST OF ABBREVIATIONS

ALC Agricultural Land Classification CEMP Construction and Environmental Master Plan DCO Development Consent Order DfT Department for Transport ES Environmental Statement GDP Gross Domestic Product GVA Gross Value Added JSA Job Seekers Allowance ICT Information and Communications Technology LEA Local Economic Assessment LEP Local Enterprise Partnership MSA Motorway Service Area NCN National Cycle Network NPPF National Planning Policy Framework NN NPS National Policy Statement for National Networks NUTS Nomenclature of Units for Territorial Statistics OECD Organisation for Economic Co-operation and Development ONS Office for National Statistics PROW Public Rights of Way RA Regeneration Areas SDI Social and Distributional Impacts SER Socio-Economic Report SPZ Simplified Planning Zone TEE Transport Economic Efficiency TTWA Travel To Work Area VMSL Variable mandatory speed limits

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1 INTRODUCTION

1.1 Purpose of the report

1.1.1 This Socio-Economic Report (“SER”) comprises part of a suite of supporting documentation which accompanies the Environmental Statement (“ES”) forming part of the application for the M4 Motorway (Junctions 3 to 12) (Smart Motorway) Development Consent Order (“DCO”). It relates to proposals by the Highways Agency (the "Agency") to improve the M4 motorway ("M4") between junction 12 (Theale) and junction 3 (Hayes) (the "Scheme"). 1.1.2 The purposes of the SER are to set out the strategic socio-economic context, provide a detailed socio-economic profile of the area through which the Scheme passes and undertake detailed consideration of the construction and operational effects of the Scheme as they relate to community and private assets. The umbrella term “community” includes community facilities, areas of formal and informal open space (such as recreation grounds), and community land uses (such as allotments). Private assets relate to residential and commercial land uses, including infrastructure. 1.1.3 This SER supports the assessment of the Scheme reported in the ES, with a summary of the main findings from the SER contained in chapter 14 of the ES (Community and Private Assets). The SER constitutes environmental information relating to the application for development consent in respect of the Scheme.

1.2 Methodology

1.2.1 The SER has considered socio-economic data at both regional and local level. At the regional level, local authorities and the wider areas of East and West Berkshire, the Thames Valley and the outer London area have been considered (shown on Figure 1.1 below).

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Source: Thames Valley LEP Figure 1.1 Thames Valley sub-region

1.2.2 For an assessment of impacts at the local level, a study area of 0.5km from the Order limits has been used in order to identify relevant facilities that may be directly affected by the Scheme. This distance is considered to be sufficient to ascertain linkages between facilities and areas to the north and south of the M4, in order to be able to identify impacts including community severance. Where an asset of particular importance has been identified outside this defined study area, this has been included in the assessment on the basis of professional judgement. This combination of approaches is considered to provide an appropriate assessment area from which to consider the various elements required by an assessment of community and private assets. Drawing 1.1 (Sheets 1 to 17) shows the extent of the 0.5km study area along the length of the Scheme. 1.2.3 Establishing baseline data (both existing and future) has drawn on a range of secondary information sources including: a) identification of private and community assets within the proposed Order limits, including proposed areas of land-take, based on remote sensing imagery and verified by site visits where necessary;

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b) collection and analysis of socio-economic statistics including: data from a range of sources such as the Office for National Statistics (“ONS”); Local Economic Assessments and Economic Development Strategies; Local Plans for individual local authority areas, and definitive rights of way mapping; and c) identification of existing economic, tourism and recreation land uses within the defined study area to help identify potential activity changes resulting from the Scheme based on remote sensing imagery and verified by site visits where necessary.

1.3 Report structure

1.3.1 This report is set out as follows: Section 1 summarises the purposes of the report, the methodology undertaken and the structure of the report; Section 2 provides a description of the Scheme, including relevant socio- economic objectives; Section 3 sets out the strategic context, including the regulatory/policy framework and a socio-economic profile of the area through which the Scheme passes; Section 4 describes socio-economic features on a link by link basis, including information relating to the future baseline where relevant; Section 5 describes mitigation measures for the Scheme as a whole and on a link by link basis; Section 6 comprises an assessment of the residual construction and operational effects of the Scheme as a whole and on a link by link basis.

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2 SCHEME DESCRIPTION

2.1 The Scheme

2.1.1 The M4 is the main strategic route between London, the West of England and Wales, connecting directly to the M25 and Heathrow Airport. Between junctions 3 and 12, the M4 typically carries over 130,000 vehicles per day and currently suffers from heavy congestion making journey times unreliable. Traffic flows on this section of the M4 are forecast to increase to an average of 160,000 vehicles per day over the next 20 years, which will result in more severe congestion without road improvements. 2.1.2 The Organisation for Economic Co-operation and Development ("OECD") has previously highlighted that the current road transport infrastructure network is one of three key barriers to UK growth requiring action from government (Ref 2-1). 2.1.3 The Agency is proposing to improve an approximately 51km (32 mile) stretch of the M4 between junction 3 (Hayes) and junction 12 (Theale) (Figure 2.1). The Scheme will result in the conversion of the hard shoulder of the M4 to a permanent running lane, and will provide the necessary signing and technology to manage traffic using variable mandatory speed limits ("VMSL"). This will require the construction of gantries with lane specific, variable message signs. A motorway with these features is referred to as a “smart motorway”.

Figure 2.1: M4 Junctions 3 to 12 smart motorway Scheme

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2.2 Scheme objectives

2.2.1 The Government’s National Policy Statement for National Networks ("NN NPS"), designated in January 2015 (Ref 2-2), states that the Government’s policy is to bring forward improvements and enhancements to the existing Strategic Road Network to address the country’s long-term needs; supporting a prosperous and competitive economy and improving overall quality of life, as part of a wider transport system. 2.2.2 The Scheme’s objectives are to: a) reduce congestion, smooth the flow of traffic to improve journey times and make journeys more reliable; b) support and enhance the role of the M4 as a major national and inter-urban regional transport artery; c) support the economy and facilitate economic growth within the regions, by providing much needed capacity on the motorway; d) continue to deliver a high level of safety performance of the network using smart motorway techniques; and e) deliver environmental improvements and mitigation where appropriate and required. 2.2.3 The first three objectives listed relate, either directly or indirectly, to socio- economic benefits that the Scheme may have. In relieving congestion and smoothing the flow of traffic along the M4, it is anticipated that there be improvements in the road network relied upon by businesses and residents alike.

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3 STRATEGIC CONTEXT

3.1 Introduction

3.1.1 Economic flows and linkages often overlap local authority boundaries and therefore need to be considered at a Scheme-wide level. This section sets out the strategic context, taking into account how the socio-economic objectives of the Scheme relate to policies at national, regional and local levels, and providing an overview of the main social and economic features of the sub-regions through which the Scheme passes, notably the Thames Valley and Greater London.

3.2 Regulatory/policy framework

3.2.1 A full summary of the relevant plans and policies that have been considered as part of this assessment is provided in Appendix A of this report. Key points to be taken from this review include: a) of the 12 core planning principles that should underpin decision taking identified in the National Planning Policy Framework (“NPPF”) (Ref 3-1), of particular relevance to the Scheme is the principle to ‘proactively drive and support sustainable economic development to deliver the homes, business and industrial units, infrastructure and thriving local places that the country needs’; b) the NN NPS (Ref 3-2) recognises that ‘for development of the national road and rail networks to be sustainable these should be designed to minimise social and environmental impacts and improve quality of life’ (para 3.2). Issues of relevance highlighted within the NN NPS are: i. existing and proposed land uses (para 5.165); ii. areas of existing open space, sports and recreational buildings and land (para 5.166); iii. the economic and other benefits of the best and most versatile agricultural land (para 5.168); iv. safeguarding of mineral resources (para 5.169); and

v. networks of green infrastructure (5.175).

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c) local plans produced by local authorities along the route of the Scheme typically refer to the importance of sustaining and promoting economic prosperity and improving access to local services and facilities; and d) policies also relate to the protection of existing community buildings and facilities.

3.3 Socio-economic context

3.3.1 The Scheme passes through 11 local authority areas, as shown on Figure 3.1 stretching from West Berkshire, in the west, to the London Boroughs of Hillingdon and Hounslow, in the east. Of these, Hillingdon and Hounslow fall within the area subject to the London Plan, providing other socio- economic considerations.

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Figure 3.1 Administrative boundaries plan

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3.3.2 Features of the study area include: a) Berkshire is one of the UK’s largest economic areas and a key driver of wealth generation in the south east region; b) proximity to London and Heathrow facilitates labour market flows and makes the area around the Scheme an attractive location for businesses; and c) main employment centres include the centres of Reading, Slough, Windsor and Maidenhead as well as industrial areas, such as the Slough Trading Estate and the Stockley Business Park near London. 3.3.3 Economic flows and linkages often overlap local authority boundaries and these wider areas can be referred to as a functional economic market or area. There is no universal approach to defining such areas; instead they can be based on indicators such as travel to work areas, retail catchment areas and housing markets. The Thames Valley Local Enterprise Partnership (“LEP”) area, for instance, covers the local authority areas of Slough, Royal Borough of Windsor and Maidenhead, Bracknell Forest, Reading and Wokingham. The East Berkshire Local Economic Assessment (“LEA”) (Ref 3-3) encompasses a functional economic area of Slough; the Royal Borough of Windsor and Maidenhead; the London Boroughs of Hillingdon and Hounslow; and Spelthorne, Wycombe and South Buckinghamshire. 3.3.4 Figure 3.2 shows the Travel to Work Areas (“TTWA”) through which the Scheme passes. The TTWAs have been defined by the ONS through an analysis of 2001 Census data; TTWA data from the 2011 Census have not yet been released (the ONS plans to publish this information in later 2015). TTWAs represent the principal labour market catchment areas, which do not necessarily correspond with administrative boundaries. As such, they provide a useful indication of commuting patterns at the sub-regional level. The principal TTWAs of relevance to the Scheme are Reading and Bracknell; Wycombe and Slough; and London, which effectively forms a single TTWA.

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3.3.5 Over time there has been a reduction in the number of TTWAs in the UK, as the trend in more and longer distance commuting increases (there were 334 TTWAs in 1981, which have now been reduced to a current level of 243). TTWAs can be used to identify the level of self-containment of an area – that is, the ratio of residents living and working in a settlement to the total number of employed residents living in a settlement. Self- containment is an indicator of the ability of an area to provide employment to its resident workforce, with a score of 100% showing that an area is entirely self-contained. Self-containment figures for the three relevant TTWAs along the Scheme are 73.1% (Reading and Bracknell), 68.1% (Wycombe and Slough) and 94% (London).

Source: Travel to Work Areas (TTWA) based on Census 2001 data Figure 3.2 Travel to work areas, Thames Valley 3.3.6 The extent of commuting between local authority areas is illustrated more clearly in Figure 3-3, taken from the East Berkshire LEA, which shows that broadly there are significant flows of commuters from east to west and vice versa within the M4 corridor area.

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Figure 3.3 Commuting Patterns in East Berkshire (taken from the East Berkshire LEA, Regeneris Consulting 2011) 3.3.7 The Thames Valley LEP area covers the six unitary authorities of Bracknell Forest, Reading, Slough, West Berkshire, Windsor and Maidenhead, and Wokingham. An evidence base prepared in support of the Thames Valley LEP’s Strategic Plan (Ref 3-4) stated that the LEP area supports over half a million workplace jobs, has a Gross Value Added ("GVA") per head of £32,798 and is home to around 42,000 businesses generating some £30bn in GVA (Thames Valley LEP Evidence Base (Ref 3-5)). 3.3.8 One of the defining characteristics of the Thames Valley LEP area is the strong relationship with Heathrow Airport, which is a critical driver of the area’s economy. Heathrow accommodated 73.4 million passengers in 2014, with over 470,000 air transport movements. The London Heathrow Economic Impact Study (Ref 3-6) identified that proximity to a global transport hub was a prime factor in the location and expansion of many

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businesses in the area, particularly influencing the high concentration of foreign owned firms and businesses. In 2010, foreign-owned firms accounted for 44% of the total turnover within the Thames Valley LEP and a quarter of the total employment (Thames Valley LEP Evidence Base). The redevelopment of Terminal 2, upgrading of Terminals 3 and 4 and the opening of Terminal 5, demonstrate the continued investment in the airport and cements its position as a key economic driver. The Hillingdon LEA (Ref 3-7) states that some 72,000 people are employed at Heathrow Airport and that nearly half of these come from the five boroughs directly surrounding it (Ealing, Hillingdon, Hounslow, Slough and Spelthorne). Indeed, 12.2% of Heathrow’s workforce lives in Hillingdon. 3.3.9 In terms of modal split for passenger travel, Heathrow’s public transport mode share has risen from 32.5% in 1998 to 40.6% in 2012 (including 10% rail, 18% by London Underground and 13% by bus and coach) (Ref 3-4). The Sustainable Travel Plan for Heathrow Airport (2014-2019) identifies proposals for Managed Motorway schemes on the M3 and M4 as ways of improving capacity and resilience, given that the largest catchments for Heathrow outside of London are along these corridors. 3.3.10 Main reasons cited by firms to locate in the Thames Valley include its national and international connectivity – proximity to London, to Heathrow and accessibility to the national motorway and rail network – as well as the availability of specialist skills (particularly the IT sector) and the good quality of life considered to be offered (schools, living environments and so on) (Thames Valley LEP Evidence Base). Consultations with local businesses undertaken as part of the Evidence Base for the LEP Strategic Plan identified that the Thames Valley’s economy is car-based, with the existing strategic road and rail network operating at, or close to, capacity. However, consultees considered that congestion issues were no worse in the Thames Valley than many other parts of the South East of England, although improvements to junctions of the M4 were considered possible (Thames Valley LEP Evidence Base). 3.3.11 The London Enterprise Panel is the local enterprise partnership for London. In ‘A Growth Deal for London’ (Ref 3-8), the strengths and weaknesses of the London economy are identified. Strengths listed include the contribution that London makes to UK GVA (22%), that it has a highly skilled labour force, a high rate of business start-ups and strong international trading links. Weaknesses listed include the significant pockets of deprivation, worklessness and economic underperformance

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juxtaposed with highly successful, agile and profitable labour markets (A Growth Deal for London, 2014). Local economies 3.3.12 Table 3.1 sets out population data for the local authorities along the Scheme, together with the proportion of the population of working age (between the ages of 16 and 64). The table shows that the Scheme passes through an area with a total population of around 1.5 million people. The highest proportions of the population of working age are found in the London Borough of Hounslow and Reading Borough Council areas (68.3% and 68.2% respectively), the figures for which are substantially higher than for the South East of England or Great Britain as a whole. The high proportion of people of working age in local authorities along the Scheme emphasises the importance of the M4 to business users and the need for effective highway networks and strategic transport connections.

Table 3.1 Population data

Population aged Local Authority Population (number) 16-64 (%)

London Borough of Hillingdon 286,800 65.8

London Borough of Hounslow 262,400 68.3

Bracknell Forest Council 116,600 65.8

Royal Borough of Windsor and 146,300 62.3 Maidenhead

Wokingham Borough Council 157,900 62.7

West Berkshire Council 155,400 62.9

Reading Borough Council 159,200 68.2

Slough Borough Council 143,000 65.9

South Bucks District Council 67,900 60.2

South East of England 8,792,600 62.7

Great Britain 64,105,700 63.8

Source: ONS Census Data 2011

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3.3.13 GVA is a measure of the value of goods and services produced in an area, industry or sector of an economy. It can be used to show the performance of a region, sub-region or local area. The South East of England has the largest share of UK total GVA outside London (14.9% compared to 22.2%). In 2013, the South East saw GVA growth of 2.8% on 2012 figures, compared to 3.3% for England (Ref 3-3). At the more local level, there are 139 areas for which GVA data are presented – these are known as NUTS3 areas (following the European classification of Nomenclature of Units for Territorial Statistics), but basically relate to individual counties and unitary authority areas. Figure 3.4 sets out GVA per head for each of the NUTS3 areas along the Scheme between 2010 and 2012. The figure clearly demonstrates the dominance of Berkshire as one of the UK’s largest economic areas.

40,000

35,000

30,000

25,000

20,000 £ 2010 15,000 2011 10,000 2012

5,000

0 Berkshire Buckinghamshire Outer London - UK Average West and North West NUTS3 Area

Figure 3.4 Workplace based GVA per head of population 2010-2012 (Source ONS Census Data 2011) 3.3.14 Table 3.2 identifies levels of economic activity by local authority area, setting out the number and percentage of working age residents who are economically active. The table shows that areas with particularly high rates of economic activity are West Berkshire (85.4%) and Bracknell Forest (84.9%).

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Table 3.2 Economic activity

Percentage of Number of working working age age residents residents Local Authority economically economically active active (Apr 2013- (Apr 2013-March March 2014) 2014)

London Borough of Hillingdon 146,000 77.2

London Borough of Hounslow 140,700 82.0

Bracknell Forest Council 68,600 84.9

Royal Borough of Windsor and 80,000 81.2 Maidenhead

Wokingham Borough Council 92,500 81.6

West Berkshire Council 88,600 85.4

Reading Borough Council 89,400 77.6

Slough Borough Council 73,400 78.1

South Bucks District Council 35,500 75.6

South East 4,620,000 80.4

Great Britain 31,763,000 78.1

Source: Office for National Statistics 3.3.15 Employment by sector for the various local authority areas is set out in Table 3.3.

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Table 3.3 Employment by sector

Local Authority area Industry London Borough London Borough Bracknell Forest Reading Slough West Berkshire Windsor & M’hd Wokingham South Bucks of Hillingdon of Hounslow (%) (%) (%) (%) (%) (%) (%) (%) (%) Agriculture, forestry and fishing 0.1 0.1 0.2 0.1 0.2 0.9 0.3 0.3 0.3 Mining and quarrying 0.1 0.2 0.2 0.3 0.1 0.2 0.3 0.3 0.4 Manufacturing 5.4 4.0 6.8 4.9 8.1 7.9 7.5 6.6 7.6 Electricity, gas, steam and air 0.3 0.3 0.5 0.6 0.5 0.7 0.7 0.8 0.6 conditioning supply Water supply; sewerage, waste 0.6 0.4 0.6 1.1 0.7 0.9 0.6 0.7 0.6 management and remediation activities Construction 8.1 5.8 7.2 6.2 6.1 7.7 5.6 6.6 7.8 Wholesale and retail trade; repair 15.8 14.9 16.2 15.5 16.5 15.8 13.8 14.6 14.6 of motor vehicles and motor cycles Transport and storage 10.9 11.6 5.7 4.6 12.6 3.7 6.1 3.7 6.1 Accommodation and food 5.8 8.4 4.7 5.9 6.9 4.4 5.1 3.2 4.9 service activities Information and communication 5.6 8.3 10.0 11.1 7.1 10.6 10.6 12.6 8.4 Financial and insurance 3.7 4.3 2.9 4.1 2.6 3.5 3.4 4.3 4.0 activities Real estate activities 1.3 1.5 1.3 1.0 0.8 1.6 1.8 1.3 2.0 Professional, scientific and 6.3 7.4 7.4 9.1 5.0 8.3 9.9 9.9 10.3 technical activities Administrative and support 5.9 7.1 6.1 5.7 8.0 5.0 5.5 4.6 5.0 service authorities Public administration and 5.6 4.3 6.2 4.7 3.6 5.7 4.9 5.2 4.2 defence Education 9.5 7.4 8.7 9.7 7.1 9.7 9.8 11.5 8.9 Human health and social work 10.3 8.8 9.9 10.9 10.3 8.3 7.7 8.8 9.2 activities Other 4.7 5.4 5.3 4.3 4.0 5.1 6.0 5.0 5.2 Source: https://www.nomisweb.co.uk/reports/lmp/gor/2092957698/report

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3.3.16 Table 3.4 shows unemployment statistics for the various local authority areas. The table sets out the percentage of working age residents who are currently economically inactive (reasons may include long-term illness, for example, as well as unemployment), together with the percentage of residents claiming Jobs Seekers Allowance (“JSA”) in August 2014. JSA claimant figures show that all of the local authority areas have percentages below that for Great Britain as a whole; Slough Borough Council has the highest proportion of JSA claimants. Youth unemployment is a particular issue within a number of the local authority areas, for example, Slough. The relatively high proportion of economically inactive residents and JSA claimants within the Slough is surprising given the presence of major employers in the Slough area such as those on the Slough Trading Estate. The East Berkshire LEA acknowledges this anomaly, stating that the occupational and skills profile of Slough residents contrasts sharply with the profile of jobs available in the Borough, which typically require higher skills levels; a further factor relates to a significant contraction of employment experienced by Slough town centre over the period 2003- 2008, equating to the loss of some 4,000 jobs. Table 3.4 Worklessness Percentage of working age residents JSA claimants (%) Local Authority economically inactive (August 2014) (April 2013-March 2014) London Borough of 22.8 1.7 Hillingdon London Borough of 18.0 1.9 Hounslow Bracknell Forest Council 15.1 1.0

Royal Borough of Windsor 18.8 0.9 and Maidenhead Wokingham Borough 18.4 0.6 Council West Berkshire Council 14.6 0.8

Reading Borough Council 22.4 1.7

Slough Borough Council 21.9 2.0

South Bucks District 24.4 0.8 Council South East 20.1 1.6

Great Britain 22.6 2.8

Source: https://www.nomisweb.co.uk

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3.3.17 Tables 3.5 and 3.6 provide information relating to the local business environment within each of the local authorities, including data regarding size of businesses, numbers of business start-ups or births and the survival rates of businesses over a one and five year period. Table 3.5 shows that there is generally a higher proportion of micro-businesses within the local authorities along the Scheme, with the London Borough of Hounslow and Wokingham Borough Council having particularly high percentages (90.2% and 90.3% respectively). This may be a reflection of the high levels of entrepreneurship in the area. Equally, there is a higher percentage of ‘large’ businesses within the study area; London Borough of Hillingdon and Slough Borough both have higher percentages of medium and large businesses than either the South East or Great Britain averages. Within Slough, the presence of areas such as the Trading Estate, have a particular role to play. Table 3.5 Size of businesses

Size of business Micro Small Medium Large Local Authority (%) (%) (%) (%) London Borough of Hillingdon 88.22 8.6 2.4 0.8

London Borough of Hounslow 90.2 7.3 1.7 0.7 Bracknell Forest Council 90.1 7.5 1.6 0.7 Royal Borough of Windsor and Maidenhead 89.6 8.2 1.7 0.4 Wokingham Borough Council 90.3 7.9 1.3 0.5 West Berkshire Council 88.6 9.1 1.7 0.5 Reading Borough Council 86.9 10.2 2.1 0.7 Slough Borough Council 85.8 10.3 3.0 1.1 South Bucks District Council 89.8 8.1 1.7 0.3 South East 89.1 8.9 1.6 0.4 Great Britain 88.2 9.7 1.7 0.4 Source: ONS 2011 3.3.18 In terms of business start-ups and survival rates, Table 3.6 shows that start ups in Bracknell Forest and West Berkshire have particularly high survival rates over both a one and five year period compared to the South East and to Great Britain as a whole. Some of the lower survival rates over the five year period may be a reflection of the economic climate during this time (the figures relate to businesses ‘born’ in 2006 and thus may not have survived the recession).

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Table 3.6 Business start-ups and survival rates

Number of 5 Year 1 Year Local Authority business Survival (%) Survival (%) births

London Borough of Hillingdon 1165 96.6 42.1

London Borough of Hounslow 1175 95.3 40.9

Bracknell Forest Council 500 98.0 47.0

Royal Borough of Windsor and 935 96.8 46.5 Maidenhead

Wokingham Borough Council 745 96.6 49.0

West Berkshire Council 790 98.1 50.6

Reading Borough Council 640 95.3 44.5

Slough Borough Council 515 96.1 40.8

South Bucks District Council 500 96.0 45.0

South East 39,195 97.0 47.8

Great Britain 249,950 96.5 44.9

Source: ONS 2011 3.3.19 Local economic assessments have been undertaken for East Berkshire and the Reading Diamond - an economic area that includes Reading, Wokingham and Bracknell (Ref 3-9); these documents, in addition to other strategies such as the Economic Development Strategy for West Berkshire (Ref 3-10), provide useful information as to how the various economic areas function and interact, together with an assessment of the various challenges and issues facing them. 3.3.20 The East Berkshire LEA is focused on the two local authority areas of Slough and the Royal Borough of Windsor and Maidenhead. Employment in this area has typically been focused on areas in Slough, such as the Slough Trading Estate. Characteristics of the employment base in East Berkshire (as identified in the LEA) are that it is dominated by higher value activities including: a) banking, finance and insurance;

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b) telecommunications; c) manufacturing (predominantly in Slough where there is strong representation of higher value manufacturing); and d) tourism, with key concentrations of employment in the Windsor and Eton area. 3.3.21 The East Berkshire economy is further characterised by highly skilled labour – there are over half a million economically active residents in the area and over a quarter of a million working age residents with Level 4 or higher qualification. However, the East Berkshire LEA identifies that skill levels are not equally distributed throughout the area, with Slough in particular suffering from skills shortages and Windsor and Maidenhead having a more highly skilled resident population. This skills mismatch affects travel to work patterns, with a daily net inflow of commuters from Windsor and Maidenhead to Slough. 3.3.22 Indeed, the scale of commuter flows across East Berkshire and the wider area is identified in the LEA as a potential issue for the future, having significant environmental implications. The LEA states that “if future economic growth is to be sought in a sustainable manner, focus will need to be placed on improving levels of labour market containment” (East Berkshire LEA paragraph 8.50). 3.3.23 The town of Bracknell is characterised by concentrations of high value skill and technology industries such as advanced engineering, information and communications technology (“ICT”) and pharmaceuticals. The Bracknell Forest area is also home to the UK and European headquarters of major companies such as BMW, Dell and Waitrose. Bracknell Forest was identified in 2010 by the Work Foundation as one of the most resilient local economies in the UK. Issues associated with the Bracknell Forest economy have included the need to reduce the dependence on car commuting; to improve housing affordability and choice; and to tackle labour shortages in service occupations (Economic Development Strategy 2010) (Ref 3-11). Economic exclusion has also been identified as a potentially emerging issue – young people not in education, employment or training as well as vulnerability of older populations.

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3.3.24 The town of Wokingham forms part of the ‘Reading Diamond’ economic area. Characteristics of the local economy in Wokingham include that there are more jobs in the service industry (especially finance, ICT and general business) compared to manufacturing, construction and tourism; that there are higher than average gross weekly earnings; and that the Borough has a very well qualified resident labour force. The Borough of Wokingham is also a net exporter of labour, with the average commute to work slightly higher than the national average. 3.3.25 The Hillingdon LEA acknowledges that many of the features of the Thames Valley LEP area apply equally to Hillingdon, including the location of Heathrow, ease of access to central London, a knowledge economy built around business and financial services and strong emerging pharmaceutical and life sciences sectors. The Hillingdon LEA states that, by national standards, Hillingdon has a very large economy, ranked 14 th out of 408 UK local authority districts and 5 th in London; the strong knowledge economy base is attributed to the biotech cluster of organisations such as GlaxoSmithKline concentrated within the Stockley Business Park/Uxbridge area and also to the significance of Brunel University (Ref 3-7). 3.3.26 Stockley Business Park is one of the largest concentrations of office space in Outer London, established in the 1980s and which has continued to expand since. Stockley Business Park is home to a number of larger corporates and head office premises, with tenants at the present time including Apple (UK) Ltd, GlaxoSmithKline, Sharp Electronics (UK) and Toshiba. The British Airways headquarters at Waterside is located at Harmondsworth, immediately to the south of the M4, and accommodates some 4,000 employees. 3.3.27 Growth areas proposed within the Hillingdon Local Plan include Heathrow ‘north’, Stockley Business Park and the redevelopment of the RAF Uxbridge site. The Hounslow Local Plan identifies the Great West Corridor as an area for the promotion of future employment growth.

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Tourism 3.3.28 Great Britain visitor information compiled in ‘Tourism: Jobs and Growth’ (Ref 3-12) states that tourism has been the fastest growing sector in the UK in employment terms since 2012 and is responsible for one third of the net increase in UK jobs between 2010 and 2012. In terms of value, the report identifies that the tourism economy was possibly worth around £127 billion in 2013, equivalent to 9% of the UK’s GDP. The sector is predicted to grow at an annual rate of 3.8% through to 2025 (compared to an overall rate of 3% for the UK economy overall) (Ref 3-13)). 3.3.29 The South East and London have played a particularly important role in the continued growth of tourism, with over 17 million visitors to the South East region alone during 2013 (Ref 3-3). ONS data identify that the South East of England and London together accounted for 30% of tourism employment in the UK in 2011. 3.3.30 The Royal Borough of Windsor and Maidenhead, which includes visitor attractions such as Windsor Castle and Windsor town itself, is one of the primary visitor destinations within the study area. An economic impact study of tourism in Windsor and Maidenhead prepared in 2011 (Ref 3-14) provides indicative estimates of the volume, value and resultant economic impact of tourism in the area. An estimated 635,000 staying trips were spent in the Borough in 2011, of which 460,000 were made by domestic visitors (72%) and 175,000 by overseas visitors (28%); approximately 6.7 million tourism day trips were made to the Borough in the same year. Direct expenditure generated by tourism in the Borough was estimated to be worth some £578 million in 2011, an increase of 3.2% compared to 2010. Tourism-related expenditure is estimated to have supported some 6,400 full-time equivalent jobs spread across a wide range of service sectors from catering and retail to public service sector employment (Ref 3-14).

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3.3.31 Other key destinations for visitors include Heathrow Airport, the presence of which in the study area has a knock-on effect on the provision of hotel accommodation and visitor services in the locality. For example, Hillingdon’s main tourism offer is provided by its visitor accommodation, the vast majority of which is located within a couple of miles of Heathrow Airport. Tourism is an important part of Hillingdon’s economy, with key sectors including the business and conference market; transit trade (visitors stopping en route to other destinations) and the leisure market (Ref 3-15).

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4 BASELINE FEATURES AND FUTURE CONDITIONS

4.1 Introduction

4.1.1 This section presents detailed baseline data on a link by link basis in respect of the main socio-economic features for each area. Where relevant, information relating to the future baseline is also included.

4.2 Junction 12 to junction 11

Overview 4.2.1 Between junctions 12 and 11, the M4 skirts the southern outskirts of Reading. The village of Theale is located at the western extremity of the study area. Theale has a population of just under 3,000 and developed as a result of the Bath Road trading route; the village, which is located to the south-west of junction 12 of the M4, today has a railway station on the Reading to Taunton line. The town of Reading forms the principal settlement in this location, with suburbs including Calcot to the west and Whitley to the south. 4.2.2 Reading has a population of nearly 160,000 (Census, 2011) and has emerged in recent years as a focal point for knowledge-intensive services such as banking, accountancy and legal services. Businesses locating in the town demonstrate links not only with London but with other strategic locations within the UK, such as Birmingham and Manchester. Reading has also developed its strengths as a retail centre, with the prominent Oracle shopping centre Leisure and cultural facilities that include the Madejski Stadium, near junction 11. 4.2.3 Junction 12 principally serves the town of Reading via Bath Road to the east; Bath Road continues west of the junction through Theale to serve rural towns and villages such as Aldermaston and Tadley, and provides a link with Thatcham and Newbury. 4.2.4 Drawing 1.1 (sheets 1-3) identify locations of receptors relevant to this link.

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Industrial and commercial uses 4.2.5 Industrial and commercial land in the immediate vicinity of junction 12 includes the Pincents Kiln Industrial Park to the north of the junction (comprising modern industrial and warehouse units) and Arlington Business Park to the south. A retail park adjacent to Pincents Kiln offers facilities including a Sainsbury’s superstore and accompanying petrol station, together with other retail uses. A small office development (the Beansheaf Complex) is located off Dorking Way to the north of junction 12. 4.2.6 Reading Motorway Service Area (“MSA”) are located roughly midway between junctions 12 and 11, with a Travelodge hotel forming part of the eastbound Services. Gravel extraction also takes place to the north of the eastbound Reading MSA. 4.2.7 The Reading Lake Country House Hotel is accessed off Berrys Lane to the north of the M4. 4.2.8 Reading Quarry (a site producing secondary and recycled aggregate) operates from a site between the M4 and Berrys Lane. 4.2.9 Business parks in close proximity to junction 11 of the M4 are the Reading International Business Park, offering commercial business office space; and the Green Park business complex centred around South Oak Way and Longwater Avenue, Reading. Green Park is home to a wide variety of organisations, ranging from major corporations to smaller niche companies. Infrastructure 4.2.10 Infrastructure identified as part of the baseline conditions includes gas pipelines; overhead and underground electricity transmission lines and cables; electricity transmission substations; communications masts; and railway lines. The following infrastructure has been identified along this link: a) the Reading to Plymouth railway line (First Great Western) crosses underneath the M4 in an east-west direction in the vicinity of Calcot near junction 12; b) the Reading to Basingstoke railway line (First Great Western) crosses underneath the M4 in a north-south direction towards junction 11;

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c) National Grid Electricity Transmission has a 400kV Overhead Transmission Line between Bramley substation in Basingstoke and Deane to Didcot substation in South Oxfordshire which passes over the M4 within this link. The line forms part of the electricity transmission network in England and Wales; and d) a Southern Gas Networks pipeline crosses the M4 within this link (this is part of the Shinfield Pig Trap to Burghfield Power Station pipeline). Agriculture 4.2.11 Farm businesses identified within this link include Wellmans Farm and Amners Farm to the south of the M4. Amners Farm is predominantly arable, with the main activity being the production of hay primarily for the equestrian market. The farm also offers equestrian services and facilities, business units for rent and is home to a miniature railway. 4.2.12 Agricultural land in this area has a Grade 3 classification (ALC Natural England 2012) meaning there are moderate limitations on the soil, relief and climate restricting the choice of crops, timings of cultivations or levels of yield. Residential 4.2.13 There are pockets of residential development within close proximity to the M4 along this link, for example the outskirts of Theale to the south of junction 12 and the Bath Road/Dorking Way area of Calcot to the north. 4.2.14 There is a small residential development at Dewe Lane, in the vicinity of the Kennet and Avon Canal to the north of the M4. 4.2.15 There are residential properties along Hartley Court Road to the south of the M4, including a small development of properties accessed from Mereoak Lane. Community facilities 4.2.16 Below are details of relevant community facilities located along this link from west to east. For the purposes of this assessment, community facilities have been defined to include community centres, places of worship, schools and education facilities, and health care facilities including doctors and hospitals:

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a) community centres: i. Beansheaf Community Centre – a variety of community activities provided at this centre located off Charrington Road, Calcot. b) places of worship: i. Holy Trinity Church, Theale; and ii. St Luke’s Roman Catholic Church, Theale. c) schools and further education facilities: i. Theale Green Community School; ii. Theale Church of England Primary School; iii. The Performing Arts Institute (located within the Reading Lake Hotel complex); and iv. Calcot Community Learning College (Newbury College). d) healthcare facilities: i. Theale Wellbeing Centre. Tourism and recreation 4.2.17 Visitor attractions along this link include the Madejski Stadium, accessed from junction 11 of the M4, home to Reading Football Club and venue for London Irish rugby matches. The Stadium incorporates a hotel within its complex and is capable of seating over 24,000 people. Reading itself is a focus for cultural activities, with events including the Reading Festival attracting thousands of people every year. 4.2.18 Open space and recreational activities offered within the study area along this link include the following: a) Calcot Recreation Ground is a local authority-owned facility to the north of junction 12, with facilities including parking and both adult and junior grassed football pitches; b) Holybrook Linear Park is an area of green space accessed off Charrington Road, Calcot, which also offers sports pitches and changing rooms. The Park is located immediately adjacent the M4 on the northern side;

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c) the Burghfield Sailing Club operates from Hangar Road, to the south of the M4. The sailing lake used by the club extends as far as the M4; d) coarse fishing is a popular activity within this area, with lakes including Pingewood Lagoon to the south of Berrys Lane and Burghfield Main Lake. The former offers coarse angling on a season ticket and is run by the Reading and District Angling Association; the latter supplies specimen angling for carp, tench, bream and pike and is run by the Advanced Angling Club; e) the Kennet and Avon Canal passes beneath the M4 near to junction 12 and runs in a west-east direction to the north of the M4. This section of the canal is navigable; f) National Cycle Network (“NCN”) Route 4 runs along the towpath of the Kennet and Avon Canal prior to it passing under the M4, from which point the cycle path turns south and runs adjacent to the M4 until Reading MSA, where it turns north to re-join the towpath. A connecting cycle path runs along the Holy Brook to join NCN4 close to the M4; g) Burghfield Golf Course is located to the north of Reading Services Eastbound; h) public rights of way ("PRoW") identified in close proximity to this link include: i. a footpath passing underneath the M4 to the west of junction 12 and linking with Nunhide Lane to the north; and ii. a section of footpath passing between the north of the M4 and the south of the Reading International Business Park close to junction 11. Future baseline 4.2.19 The Reading Borough Council Core Strategy (Ref 4-1) identifies strategic sites with potential to deliver mixed uses in South Reading namely at Worton Grange, land to the north of Manor Farm Road and Berkshire Brewery (the latter side has since been redeveloped to include a large distribution warehouse).

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4.2.20 Worton Grange is an 8 hectare site located at the southern gateway to Reading. Planning permission for a warehousing development on the site was granted by Reading Borough Council in 2011 and was renewed in March 2014 for a further three year period. The remainder of the site is proposed to contain a mixed use scheme. The development of Manor Park to the north of Manor Farm Road is marketed as a business and technology campus comprising three buildings and nearly 120,000 sq. ft. of office space. 4.2.21 The western section of Crossrail runs from Paddington to Heathrow Airport and Reading, with a full service due to commence in 2019. A Property and Regeneration Study (GVA, 2012) (Ref 4-2) assessed the economic impact of the Crossrail development, finding that the project could help create £5.5 billion in added value to residential and commercial real estate along the Scheme. 4.2.22 Development land identified within close proximity to the Scheme along this link includes the area around junction 12 of the M4, identified in the Area Delivery Plan Policy 4 of the West Berkshire Core Strategy (Ref 4-3) as the “Eastern Area broad location for development”, with a number of possible housing sites that could come forward, including the area between Bath Road and Dorking Way.

4.3 Junction 11 to junction 10

Overview 4.3.1 From junction 11, the M4 continues to skirt the southern edge of Reading, with suburbs including the Whitley and Lower Earley areas. The University of Reading is located approximately 2km to the north east of junction 11 of the M4 and figures for 2013 show enrolment of over 17,000 students. The village of Winnersh is located in the vicinity of junction 10 and has a population in the region of 8,000. To the south of the M4, the area is characterised by smaller villages and settlements, for example Shinfield and Sindlesham, and the outskirts of Wokingham to the east. At junction 11 the M4 meets the A33 which connects with Reading town centre to the north, passing through primarily employment areas; to the south the A33 provides a link with the town of Basingstoke and the M3. 4.3.2 Drawing 1.1 (sheets 3 to 5) identify locations of receptors relevant to this link.

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Industrial and commercial uses 4.3.3 Industrial and commercial land in the immediate vicinity of junction 11 includes the following: a) Foster Wheeler, the energy and chemicals company, has a site and their principal offices at Shinfield Park to the north of the M4; b) a series of modern industrial and warehouse units are found at Danehill in the area between Cutbush Lane and Lower Earley Way; c) the Best Western Reading Moat House Hotel is located off Lower Earley Way; d) the Sindlesham Court conference centre and wedding venue; and e) business units located in the Toutley Road area of Wokingham, nestled between the M4 and A329(M). 4.3.4 There are no industrial and commercial land uses immediately adjacent to junction 10. However, the junction provides access to the Winnersh Triangle Business Park (an 85 acre site of office and industrial business space) located to the south-east of Reading. Infrastructure 4.3.5 The following infrastructure has been identified along this link: a) the London Waterloo to Reading railway line (South West Trains) passes underneath the M4 in the vicinity of Winnersh, near junction 10; and b) Southern Gas Networks have two pipelines in the vicinity of the M4 along this link. The Crockmore to Bramshill pipeline crosses the M4; the Shinfield Pig Trap to Burghfield Power Station pipeline runs south of the M4 within this link. Agriculture 4.3.6 Farm businesses identified in the vicinity of the M4 along this link include Hatch Farm to the south. 4.3.7 Agricultural land in this area has a Grade 3 classification (ALC Natural England 2012) meaning there are moderate limitations on the soil, relief and climate restricting the choice of crops, timings of cultivations or levels of yield.

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Residential 4.3.8 Residential areas to the north of the M4 include the Swallowfield Drive Estate, with properties in closest proximity to the M4 being those along Old Whitley Road Lane and Longmore Road. The suburb of Lower Earley is further to the east, with residential roads within approximately 100m of the M4 including along Notton Way and Finbeck Way. Residential areas to the south of Winnersh include properties along Laburnum Road and Sandstone Close, which again are within a relatively short distance of the M4. 4.3.9 To the south of the M4, villages include Three Mile Cross, Shinfield and Sindlesham. In Shinfield, areas within close proximity to the M4 include Brookers Drive and Cutbush Lane. In Sindlesham there are housing areas along May Fields, St Mary’s Road and Mole Road. The town of Wokingham is located to the south of junction 10, with parts of the outskirts located in close proximity to the M4, notably the Embrook area. Community facilities 4.3.10 Below are details of relevant community facilities located along this link of the M4 from west to east: a) community centres: i. Whitley Wood Community Centre – located on the Swallowfield Drive Estate, the community centre provides a local venue from which services for the community are run, for example youth clubs; ii. Winnersh Community Centre – located at the Bearwood Recreation Ground, Sindlesham, the centre includes a hall, with capacity for 190 people, a licensed bar and meeting rooms; iii. Lower Earley Library; and iv. The Royal British Legion. b) places of worship: i. St Mary’s, Shinfield; ii. Sindlesham Baptist Church; iii. Wesleyan Chapel; and iv. Trinity Church.

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c) schools and further education facilities: i. Focus School Reading Campus (an independent school for children aged 7-11); ii. Crossfields School; iii. Bearwood Primary School Nursery Class; iv. Happitots Day Nursery; v. Winnersh Primary School; vi. Emmbrook Infants School; vii. Hillside Primary School; and viii. The Forest Comprehensive School. d) healthcare facilities: i. Westfield Road Surgery, Winnersh. e) other: i. Reading Road allotments – over 300 allotments within this site to the south of the M4 and bounded by Reading Road and the railway line. The site is managed by Woodley Town Council. Tourism and recreation 4.3.11 Visitor attractions along this link include the Dinton Pastures Country Park to the north of junction 10. The Park, which comprises some 335 acres, offers a variety of habitats to explore, together with a café and new adventure play area. 4.3.12 Open space and recreational activities offered within the study area along this link includes the following: a) a footpath and cycleway runs parallel with the A33 to the south of the M4; b) informal open space is available in the area around the Swallowfield Drive Estate, including also the Pearman’s Copse Local Nature Reserve; c) informal open space with walking routes is available to the north of Lower Earley Way; d) there is a cycle route along part of the River Loddon to the north of Lower Earley Way;

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e) Bearwood Recreation Ground, Sindlesham includes play areas for children, an outdoor gym for adults, various sports pitches and a pavilion with changing facilities. The ground is the home of the Winnersh Rangers Football Club; f) PRoW identified in close proximity to this link include: i. a footpath connecting the old Basingstoke Road with Church Lane, passing across fields immediately to the south of the M4 carriageway; ii. a footpath/cycleway connecting Brookers Hill to the south of the M4 with Old Whitley Wood Lane to the north, via the Shinfield Footbridge; iii. a footpath connecting Betty Grove Lane with Mill Lane to the south of the M4, passing adjacent to the south carriageway in the vicinity of Mill Lane; and iv. a section of footpath running west from King Street Lane immediately adjacent to the north side of the carriageway of the M4 and connecting with residential parts of Winnersh to the north. Future baseline 4.3.13 Strategic Development Locations identified in the Wokingham Borough Council Core Strategy (Ref 4-4) include the following: a) Arborfield Garrison, a mixed use development of around 3,500 dwellings, employment, retail facilities and social and physical infrastructure; b) south of the M4, a mixed-use development is planned to be delivered by 2026 to include the phased delivery of around 2,500 dwellings, together with appropriate employment, retail and social and physical infrastructure (area taken from Wokingham Borough Council’s Core Strategy is shown in Figure 4.1 below); c) north Wokingham, a mixed-use development to include 1,500 dwellings as well as appropriate retail, employment and social and physical infrastructure (shown on Figure 4.2); and d) south Wokingham, a mixed-use development of around 2,500 dwellings together with appropriate retail facilities and social and physical infrastructure.

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Figure 4.1: Area South of the M4 (Source: Wokingham Borough Council Core Strategy; Ref 4-4)1

1 “SANG” refers to Suitable Alternative Natural Greenspace (Wokingham Borough Council), which would be provided as part of these allocations.

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Figure 4.2: North Wokingham (Source: Wokingham Borough Council Core Strategy; Ref 4-4) 4.3.14 Other projects of note in this area include the Eastern Relief Road Scheme and construction of a new bridge over the M4 at Shinfield; and the Hatch Farm Dairies site at Winnersh, which extends south to the M4 and for which an outline application has been approved for housing and education uses.

4.4 Junction 10 to junction 8/9

Overview 4.4.1 Between junction 10 and junction 8/9, the M4 passes through a relatively rural area, characterised by scattered farms, houses and rural businesses. Junction 10 provides the most easterly access to the town of Reading and the Winnersh Triangle Business Park (an 85 acre site of office and industrial business space). The A329(M) to the south-east provides links to the towns of Wokingham and Bracknell. Junction 8/9 primarily serves the Maidenhead area to the north via the A404(M) which passes Marlow to connect with the A40; and the A308 which serves Maidenhead town centre.

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4.4.2 Drawing 1.1 (sheets 6 to 9) identify locations of receptors relevant to this link. Industrial and commercial 4.4.3 The predominant land use between junctions 10 and 8/9 is agricultural, with scattered farm buildings and dwellings. There are a handful of businesses based in this rural area within small settlements such as Shurlock Row and White Waltham. Notable areas of employment land include the Grove Park Business Estate in White Waltham which offers a variety of office and small industrial units in this village on the outskirts of Maidenhead. Infrastructure 4.4.4 The following infrastructure has been identified along this link: a) the FM07 Nuffield to Winkfield gas pipeline (National Grid Gas) crosses the M4 along this link. Agriculture 4.4.5 Agricultural holdings identified along this link include Paley Street Farm to the south of the M4 and Waltham Place Farm (part of the 90 hectare Waltham Place Estate) to the north. Other rural businesses along this link include equine services such as Scott Dunns Equine Farm to the south of the M4 and Bill Hill Park, a private residence and stud farm in the vicinity of junction 10. 4.4.6 Agricultural land in the vicinity of the M4 predominantly has a Grade 3 (good to moderate) classification (ALC Natural England 2012), with the exception of a small area near to Shurlock Row where land is classified as Grade 2 (very good) and areas in the vicinity of the villages of Hurst to the north and Binfield to the south where land is classified as Grade 4 (poor). Residential 4.4.7 Scattered villages characterise the countryside in the vicinity of the M4 here, with villages to the north of the M4 including Shurlock Row, Beenham’s Heath and White Waltham; to the south of the M4 are villages including Littlefield Green, Paley Street, Stud Green and Holyport. 4.4.8 Pockets of residential development in close proximity to the M4 include: a) properties along Dunt Lane in the vicinity of junction 10; and b) properties along Littlefield Green Road on either side of the M4.

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Community facilities 4.4.9 There are no relevant community facilities within the study area for this link. Tourism and recreation 4.4.10 There are no formal visitor attractions within the study area for this link. The Waltham Place Estate is open to visitors for part of the year, giving access to gardens and a tearoom. Open space and recreational activities offered within the study area includes the following: a) Billingbear Park Golf Course, a pay and play course located to the south of the M4; b) a small fishing lake accessed off Howe Lane immediately to the south of the M4; c) Ockwells Park, an 18 hectare site to the south of Maidenhead with play equipment and café. The site includes walking routes and a nature trail, together with a newly planted Jubilee Wood; d) the White Waltham Airfield, to the north of the M4, is home to the West London Aero Club; e) PRoW identified in close proximity to this link include: i. a footpath passing through woodland immediately adjacent to the south of the M4 carriageway and linking with a fishing lake and Howe Lane; ii. footpath linking Paley Street to the south of the M4 with Snowball Hill to the north via the Paley Street Farm overbridge; and iii. a footpath along Thrift Lane, crossing the M4 by means of the Stud Green Access overbridge; a further footpath runs adjacent to the north of the M4 carriageway in this location, linking Thrift Lane with Ockwells Park. Future baseline 4.4.11 There are no significant development sites within this link.

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4.5 Junction 8/9 to junction 7

Overview 4.5.1 Junction 8/9 serves the Maidenhead area to the north via the A404(M) which passes Marlow to connect with the A40; and the A308 which serves Maidenhead town centre. 4.5.2 Drawing 1.1 (sheets 9 and 10) identify locations of receptors relevant to this link. Industrial and commercial uses 4.5.3 This link passes through a relatively rural area to the south of Maidenhead. The village of Bray is located to the north of the M4, with villages to the south including Holyport and Dorney Reach. Industrial and commercial land in the immediate vicinity of the M4 and adjacent to the Ascot Road overbridge includes Priors Way Industrial Estate and Maidenhead Trade Park, which comprise a number of terraced industrial units, including warehousing with ground and first floor offices. 4.5.4 There is a sand and gravel extraction operation between the M4 and Upper Bray Road (operated by Summerleaze). 4.5.5 There is an aggregates crushing facility operational to the south of the M4 adjacent to Lake End Road. 4.5.6 Other employment uses located in the vicinity of this link include the Monkey Island Hotel, a 26 bedroom hotel and conference centre accessed only by a footbridge over the River Thames. Infrastructure 4.5.7 The following infrastructure has been identified along this link: a) the Hedgerley to Ascot gas pipeline (National Grid Gas), which crosses the M4 and runs east-west along part of this link; and b) British Telecom ("BT") underground plant which runs east-west along part of this link. Agriculture 4.5.8 Farm businesses along this link include the Dorney Court Estate, which includes Pigeon House Farm (livestock) and the Dorney Court Kitchen Garden to the south of the M4. Moor Farm, to the north-west of Holyport near to junction 8/9, offers both visitor accommodation and stabling for horses.

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4.5.9 The Agricultural Land Classification for this link shows areas of Grade 2 land (good) to the north and south of the M4 in the vicinity of Bray, with an area of Grade 1 land (excellent) identified to the north of the M4 in the vicinity of junction 7. Residential 4.5.10 The area of Bray Wick to the north of the M4 stretches to include residential areas adjacent to the M4. The residential area to the north of the Priors Way Industrial Estate is accessed from the A330 (Ascot Road) and the A308 (Windsor Road). Residential properties are also accessed from Upper Bray Road. To the south of the M4, residential properties are also accessed from the A330 (Ascot Road). Residential areas of Holyport are found adjacent to the M4, notably Aysgarth Park, Eskdale Gardens and properties along Holyport Road itself. Bray Court and Court Close, accessed from the A308, are further residential areas located adjacent to the M4 in this location. 4.5.11 The village of Bray, to the north of the M4, has a population of nearly 9,000 people. The southern extremities of the village, for example properties along Old Mill Lane, are located within approximately 0.5km of the M4. 4.5.12 There are a number of detached riverside properties in the Monkey Island area, to the south of the M4. 4.5.13 The village of Dorney Reach is located on the eastern bank of the River Thames, with properties along Meadow Way and Oak Stubbs Lane being in closest proximity to the M4. 4.5.14 Near junction 7, there are properties along Ashford Lane and Lake End Road, to the south of the M4. Community facilities 4.5.15 Below are details of relevant community facilities located along this link of the M4 from west to east: a) community centres: i. Bray Village Hall – located in the south of the village of Bray and offering a main hall and stage facilities for hire to various groups and organisations. Bray Pre-School operates out of the Village Hall.

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b) places of worship: i. Burnham Abbey – an Anglican contemplative religious community located on Lake End Road. c) schools and further education facilities: i. Dorney School (Harcourt Way); and ii. Holyport Church of England Primary School. Other 4.5.16 There is an animal sanctuary located at Orchard Herbs Farm off Lake End Road. The facility was refused planning permission earlier in 2014 for change of use to an animal sanctuary, however, it is understood that an appeal against the decision is currently being prepared. Tourism and recreation 4.5.17 Visitor attractions along this link primarily include the village of Bray itself, with its attractive riverside setting and restaurants including a number of highly rated establishments. Dorney Lake, a modern, world-class rowing and canoeing centre set in a 450 acre parkland, is located to the south of the M4. The site is privately owned by Eton College. Dorney Court, a Tudor manor house that is open to the public and for school visits on a number of occasions throughout the year, is found to the south of the M4. 4.5.18 The Amerden Caravan and Camping Site is located adjacent to the east bank of the River Thames and to the north of the M4. This offers pitches for touring caravans and tents, together with two static caravans on the site. 4.5.19 Open space and recreational activities offered within the study area include the following: a) the River Thames passes underneath the M4 in the vicinity of Bray. The river is a focus for various recreational users, including boating activity, walking and cycling along the river banks and fishing; b) Bray Marina, located on the River Thames, is south of the study area, although boating activities would be expected to extend northwards. The marina has 400 berths and includes boat training and chandlery on site; c) the Thames Valley Cycle Route (NCN4) passes through the village of Bray and over the M4 via Monkey Island Lane. The route continues southwards towards Dorney Lake;

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d) Bray Lake, to the south of the M4, is home to Bray Lake Watersports, which offers activities including windsurfing, sailing and paddle sports; e) there is a cycle route around part of Bray Lake, connecting with Tithe Barn Drive and the A308; f) cycle route NCN61 runs north-south along the towpath of the Jubilee River, passing under the M4. The Jubilee River is a manmade channel constructed to take overflow from the River Thames and thereby alleviate flooding and is used for various leisure activities including walking and cycling; it is also possible to fish from various points along the Jubilee River; g) Amerden Lane and Lake End Road both form part of on-road cycle routes; h) PRoW identified in close proximity to the M4 along this link include: i. a footpath and bridleway crossing the M4 via the Monkey Island Lane overbridge; and ii. the Thames Path, a 184 mile National Trail, which runs alongside the River Thames. Future baseline 4.5.20 The Royal Borough of Windsor and Maidenhead has consulted on a number of preferred housing sites as part of the development of their Core Strategy, including a 25 hectare site described as “triangle enclosed by M4, A308(M) and Ascot Road, Maidenhead” (Ref 4-5).

4.6 Junction 7 to junction 6

Overview 4.6.1 This link is situated between the outskirts of Slough to the north (including the area of Cippenham) and the Jubilee River to the south. The villages of Dorney and Eton Wick are located south of the Jubilee River. Windsor is located 2.5km to the south.

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4.6.2 Slough is a densely built up area bounded by green belt to its north, east and west and bounded by the M4 to the south. The town, which has a population of some 140,000 people (2011 Census), is a major employment centre, with a range of diverse employment areas. Slough Trading Estate provides around a quarter of all the employment in the Borough and the Estate has been subject to a rolling programme of refurbishment and redevelopment over the years to ensure it remains able to accommodate modern business needs and attract inward investment (Slough Borough Council Core Strategy (Ref 4-6)). The town is also a regional shopping centre, although the Council’s Core Strategy identifies that it underperforms as a retail centre. Pockets of deprivation in Slough include the Britwell, Chalvey and Foxborough areas of the town. 4.6.3 Drawing 1.1 (sheets 10 and 11) identify locations of receptors relevant to this link. Industrial and commercial uses 4.6.4 The areas to the north of the M4 are primarily residential areas, with employment uses including the Asda Slough Superstore located off Telford Drive; and the Copthorne Hotel Slough Windsor, located off Keel Drive. 4.6.5 South of the M4, the Slough sewage treatment plant is located off Wood Lane. The plant includes a nutrient-recovery reactor. Infrastructure 4.6.6 BT underground plant runs east-west along part of this link. Agriculture 4.6.7 Farm businesses along this link include Manor Farm and Little Common Farm. 4.6.8 Land to the north of the M4 is primarily urban, although the ALC for this area shows small areas adjacent to the M4 of Grade 1 land (excellent). Land to the south of the M4, between the M4 and Eton is also classified as Grade 1 land (excellent). Residential 4.6.9 Residential areas along this stretch of the Scheme include the village of Cippenham to the north of the M4. Areas in close proximity to the M4 include properties along Westpoint, and the Hunters Way, Eltham Avenue and Kenbury Drive areas of Cippenham.

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4.6.10 To the east of the Asda Slough Superstore, residential areas in close proximity to the M4 include: a) Mitchell Close; b) Cooper Way; c) Stour Close; d) Lorne Close; and e) Paxton Avenue. 4.6.11 To the south of the M4 there are few properties within close proximity, exceptions including those along Wood Lane to the east of the sewage treatment plant and a number of individual farms and properties (for example Eton Little Common Farm). Community facilities 4.6.12 Below are details of relevant community facilities located along this link of the M4 from west to east: a) community centres: i. Cippenham Community Centre – the community centre, which is located off Earls Lane, has two halls with capacities of 150 and 30 people respectively; and ii. Weekes Drive Community Hall – hosts a variety of activities and services for the local community. b) places of worship i. Hindu Temple Slough. c) schools and further education facilities: i. Sure Start Children’s Centre (nursery provision located in St Andrew’s Way, Cippenham); ii. Western House Primary School, Richard’s Way, Slough; iii. Montem Primary School, Chalvey Grove, Slough; iv. Cippenham Infants and Junior Schools; and v. the Westgate School. d) healthcare facilities (e.g. Doctors): i. the Village Medical Centre, Cippenham.

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e) other: i. Keel Drive Allotments (located to the north of the M4, accessed from Keel Drive and Concord Way). Tourism and recreation 4.6.13 Visitor attractions along this link include the town of Windsor, with attractions such as Windsor Castle and the Royal Windsor Racecourse. Further afield, but accessed from the M4 for a significant proportion of its visitors, is Legoland Windsor. 4.6.14 Legoland Windsor, which opens annually between Easter and October, attracts in the region of 2 million visitors per annum, making it one of the most significant attractions in the region. Windsor Castle, which is open all year round, attracted just over 1 million visitors over the course of a year between 2012 and 2013. Royal Windsor and Ascot Racecourses also generate a significant number of visitors between them – Ascot for example being visited by over 500,000 race-goers per year and Windsor Racecourse hosting in the region of 110,000 visitors per annum (the latter seeing a 30% increase in visitors between 2012 and 2013). 4.6.15 The Windsor Visitor Survey (2013) undertaken by Tourism South East Research (Ref 4-7) identified that: a) 52% of all visitors to Windsor and the surrounding area in 2013 stated Windsor Castle as the main reason for their visit; b) 19% of all visitors to Windsor and the surrounding area in 2013 stated Eton College as the main reason for their visit; c) 7% of all visitors to Windsor and the surrounding area in 2013 stated Legoland Windsor as the main reason for their visit; d) 2% of visitors to Windsor and the surrounding area in 2013 stated Windsor Racecourse as the main reason for their visit; and e) 2% of visitors to Windsor and the surrounding area in 2013 stated Ascot Racecourse as the main reason for their visit. 4.6.16 Other tourist attractions in the area include Cliveden, a National Trust property near Maidenhead which attracted some 420,000 visitors in 2013 (Visit England).

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4.6.17 Open space and recreational activities offered within the study area include the following: a) Mercian Way Recreation Ground is located to the north of the M4. The recreation ground includes tennis courts for public use; b) extending east from the Mercian Way Recreation Ground to as far as Paxton Avenue in the west is a linear park that forms a green buffer between the M4 and the outskirts of Slough. Walking and cycling routes pass through this green area, linking various residential roads; c) Cippenham Village Green and Deerwood Park are located to the north of the M4. There is a further recreation ground at Weekes Drive; d) an area of green space follows Richard’s Way and Wood Lane in a north/south direction. This area includes the Wood Lane Ancient Monument green space; e) there is a cycle path running along the southern bank of the Jubilee River, to the south of the M4. The cycle path has a number of spurs leading variously to the settlements of Dorney Reach and Eton Wick to the south of the river; and heading northwards across a footbridge to the Mercian Way Recreation Ground and into the residential area of Cippenham/Slough; and f) PRoW identified in close proximity to the M4 along this link include: i. to the east of junction 7, a footpath passes immediately to the south of the M4 carriageway before turning north across the Oldway Lane overbridge; and ii. a footpath runs in a north-south direction over the M4 via the Wood Lane overbridge. Future baseline 4.6.18 Within Slough, the Slough Trading Estate has operated as a Simplified Planning Zone ("SPZ") for the last 20 years. The purpose of an SPZ is to grant planning permission in advance for certain types of development within defined areas, subject to the proposals meeting agreed criteria. The current SPZ designation has recently expired and a new SPZ proposal drawn up to cover the period to 2024. Permitted uses within the Trading Estate include research and development; industrial uses; warehouses

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and data centres. A Masterplan for the Estate has been prepared by the site owners in discussion with the local authority. 4.6.19 The western section of Crossrail runs from Paddington to Heathrow Airport and Reading, with a full service due to commence in 2019. A Property and Regeneration Study (GVA, 2012) assessed the economic impact of the Crossrail development, finding that the project could help create £5.5billion in added value to residential and commercial real estate along the Scheme (GVA, 2012). The project is anticipated to have a large scale impact on the property market of the Slough and Maidenhead areas.

4.7 Junction 6 to junction 5

Overview 4.7.1 Junction 6 provides access to the town of Slough to the north (and to the eastern edge of the Slough Trading Estate) and to Windsor in the south. The junction is also the official signposted route for the tourist attraction of Legoland Windsor. The town of Eton, together with the world renowned Eton College, are located within this stretch of the M4, which also passes to the north of the town of Datchet and to the south of the settlement of Langley. 4.7.2 Drawing 1.1 (sheets 11 to 13) identify locations of receptors relevant to this link. Industrial and commercial uses 4.7.3 The town of Slough acts as a major employment provider in this area. Key focal points for employment growth have been the western side of the Slough Trading Estate and areas to the south of Maidenhead. A principal employer to the south of the M4 is Eton College. 4.7.4 Industrial and commercial uses located within the study area include the following: a) the Spackman’s Way area in Chalvey, Slough, includes light industrial, warehousing and retail uses for a variety of businesses; b) the Heathrow Windsor Marriott Hotel is located off Ditton Road close to junction 5; c) the Portland Business Centre in Datchet is home to a number of small businesses; d) Riding Court Farm to the north of the M4 provides accommodation for a number of small businesses; and

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e) Computer Associates Technologies, a software development company, has offices immediately to the north of the M4 comprising some 250,000 sq. ft. Infrastructure 4.7.5 The following infrastructure has been identified along this link: a) the Windsor Branch railway line passes under the M4 in the vicinity of Chalvey, near junction 6; b) BT underground plant runs east-west along part of this link; c) Virgin media telecoms infrastructure runs east-west along part of this link and north-south along the line of the Datchet Road overbridge; d) Thames Water main identified in the vicinity of Datchet Road; and e) National Grid gas main in the vicinity of Thames Bray underbridge, further information expected to confirm specific locations. Agriculture 4.7.6 Farm businesses along this link include RG Barker arable farms. 4.7.7 There is a small area of Grade 1 ALC land (excellent) to the south of the M4 in the vicinity of junction 6. Land to the north of the M4 is described primarily as land in a non-agricultural use. 4.7.8 Horses are kept in the field bounded by Datchet Road, the Recreation Ground overbridge and the M4. Residential 4.7.9 The residential area of Chalvey is located adjacent to junction 6 of the M4 and is accessed from Spackmans Way and High Street. Other areas of Chalvey located in close proximity to the M4 include properties accessed from the B3027 and properties in the Winvale area. There are residential properties to the north and east of the Herschel Park area. Near to junction 5, there is an area of housing bounded by Ditton Park Road in the west and Ditton Road in the east. There are also a handful of properties in the area between Ditton Park Road and Riding Court Road.

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4.7.10 To the south of the M4, the town of Eton is around 2km distant. The town of Datchet, which has over 4,500 residents, lies in an area between the River Thames to the south and the M4 to the north. Residential areas of Datchet in close proximity to the M4 include the area of The Myrke (off Datchet Road) in the west and properties along Slough Road and London Road to the east of the town. Community facilities 4.7.11 Below are details of relevant community facilities located along this link from west to east: a) community centres: i. St Marys Hall; and ii. Chalvey Youth and Community Centre. b) schools and further education facilities: i. Slough College of Business Studies, Ladbrooke Road; ii. Chalvey Early Years Centre, Ladbrooke Road; iii. Slough and Eton Church of England College, Ragstone Road; iv. Long Close School, Upton; v. Butterfly Pre-School, Slough Road, Datchet; vi. Eton End School; vii. Eton College; viii. Churchmead School, Datchet; ix. Datchet Montessori School; x. Datchet St Mary Primary School; xi. Crackerjacks Day Nursery; xii. St Marys Church of England Primary School; and xiii. Upton Court Grammar School. c) places of worship: i. Quakers Religious Society of Friends, Ragstone Road; ii. Saint Lawrence Church, Upton Road; iii. St Augustine’s Roman Catholic Church;

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iv. Datchet Baptist Church; v. Chalvey St Peter; and vi. St Andrew’s Methodist Church. d) healthcare facilities: i. Upton Hospital. e) other: i. Ragstone Road allotments, Chalvey – allotments located adjacent to the railway line. The allotments are managed by Slough Borough Council; and ii. the Myrke, Slough Road allotments, Datchet – an area of allotments bounded by Slough Road and the M4. The allotments are managed by Slough Borough Council. Tourism and recreation 4.7.12 Visitor attractions along this link include the towns of Eton and Windsor, which attract thousands of visitors each year between them. Eton College and Windsor Castle are particular attractions. Legoland Windsor is signed from junction 6 of the M4 (refer to paragraph 4.6.14). 4.7.13 Open space and recreational activities offered within the study area includes the following: a) the Jubilee River runs adjacent to the M4 in a west-east direction prior to joining the River Thames near Datchet. Walking and cycling routes follow both banks of the river along the majority of this link. Spurs include a link passing under the M4 to reach Chalvey High Street. A cycle link from the Jubilee River also runs along The Myrke and passes to the west of the Slough Road allotments site; b) Chalvey Recreation Ground is located adjacent to the A355; c) there is a recreation ground in the Ragstone Road area; d) Herschel Park is located to the north of the M4 and bounded by Datchet Road in the east. The Park, which is some 3.5ha in size, is Grade II listed. Facilities at the Park include a nature reserve; e) there is a motocross and BMX track located immediately adjacent to the north of the M4 at Datchet;

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f) Upton Court Park is one of Slough’s largest parkland areas and includes a mixture of uses from sports pitches through to semi- natural areas. Walking and cycling routes exist throughout the park. There is an overbridge linking Upton Court Park to the north of the M4 with Datchet Road to the south. The overbridge provides a route for NCN61 which links Maidenhead with Hoddesdon. Programmes of events held at Upton Court Park are advertised on boards on either side of the overbridge, highlighting the fact that the Park is a facility used by communities on either side of the M4; The Datchet Water Sailing Club uses the Queen Mother Reservoir as the base for sailing activities; g) Datchet Cricket Club and ground is located adjacent to the Riding Court Road overbridge to the south of the M4; and h) there is a pedestrian link across the M4 via Hams Farm footbridge. Future baseline 4.7.14 The western section of Crossrail runs from Paddington to Heathrow Airport and Reading, with a full service due to commence in 2019. A Property and Regeneration Study (GVA, 2012) assessed the economic impact of the Crossrail development, finding that the project could help create £5.5billion in added value to residential and commercial real estate along the Scheme (GVA, 2012). The project is anticipated to have a large scale impact on the property market of the Slough and Maidenhead areas. 4.7.15 Potential development land identified along this link includes a proposal for the extraction of sand and gravel at Riding Court Farm near Datchet. A planning application was submitted to the Royal Borough of Windsor and Maidenhead in July 2013. The site, which has been identified in the adopted Berkshire Minerals Plan since 2001, extends to over 40 hectares around the Riding Court Farm development (the application boundary for the proposal is shown in Figure 4.3).

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Figure 4.3: Planning application boundary for Riding Court Farm proposal (Source: CEMEX http://www.cemexcommunities.co.uk/datchet.html)

4.7.16 The planning application also includes for the erection of processing and ready mixed concrete plants and associated infrastructure, the creation of a new access and restoration of the site to agriculture and two landscaped water areas by the importation of inert restoration material. The proposal is for extraction to take place over a period of six years, following which the restoration of the site would take place. A decision on the application by the local planning authority is pending.

4.8 Junction 5 to junction 4b

Overview 4.8.1 The junction of the M4 with London Road (junction 5) provides access to Slough and the Langley area to the north of the M4 and to the Heathrow area to the south via the Colnbrook by-pass. The M4 passes through an area of green space characterised by the Richings Park Golf and Country Club to the north and fields and a small area of woodland to the south that provides a break in the built-up area here, before reaching junction 4b with the M25 London Orbital Road.

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4.8.2 Drawing 1.1 (sheets 13 and 14) identify locations of receptors relevant to this link. Industrial and commercial uses 4.8.3 Key employment areas here include the town of Slough to the north, commercial areas linked to the presence of Heathrow Airport to the south and areas accessed further afield by either the M25 or further towards London itself. 4.8.4 Specific employment uses within the study area include: a) Axis Business Park, which includes distribution, warehousing and office facilities located to the east of junction 5. Units accessed along Hurricane Way are within 100m of the M4; b) Honda UK has offices immediately to the south of the junction 5 roundabout; c) Horton Brook Quarry (sand gravel extraction operated by Aggregates Industries Jayflex) operates immediately to the south of the M4, with access via Sutton Lane; d) there is a sewage treatment works accessed from Old Slade Lane to the south of the M4; and e) the Lakeside Industrial Estate near Colnbrook offers a range of industrial units, with businesses locating here because of the Estate’s good links with Heathrow Airport. Infrastructure 4.8.5 The following infrastructure has been identified along this link: a) the Fulmer to Staines Bypass gas pipeline (National Grid Gas) crosses the M4 within this link; b) a British Pipelines Agency gas pipeline also crosses the M4 within this link; c) National Grid Electricity Transmission has a 275kV Overhead Transmission Line between Iver and Laleham which crosses the M4 along this link; and d) BT underground plant runs east-west along part of this link. National Grid gas main runs east-west along part of this link.

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Agriculture 4.8.6 To the north and south of the carriageway the Agricultural Land Classification describes the land as Grade 1 (excellent). The only apparent farming use within this area is arable farming to the immediate northwest of junction 4b. Residential 4.8.7 This part of the M4 passes the residential outskirts of Langley and Slough to the north, with the settlement of Richings Park located between the M4 and M25; settlements to the south of the M4 include the residential area of Brands Hill and the village of Colnbrook. 4.8.8 In close proximity to the M4 are the following residential areas: a) properties accessed from Grampian Way immediately to the north of the junction 5 roundabout; b) properties accessed along Little Sutton Lane and Old Slade Lane to the north of the M4; and c) to the south of the M4 there is a residential area bounded by the M4 to the north and by London Road to the south known as the Westfield Estate. Properties within this area that are in closest proximity to the M4 include those along Wetland Close, Torridge Road and Severn Crescent. Community facilities 4.8.9 Below are details of relevant community facilities located along this link from west to east: a) community centres: i. Langley Village Club, Cheviot Road – proposals to change the club into a mosque and Islamic community centre were approved by Slough Borough Council in 2013; and ii. Westfield Estate Community Centre - the hall, located off Severn Crescent, has undergone a refurbishment programme by Colnbrook Community Partnership. b) schools and further education facilities: i. Foxborough Primary School, Common Road; ii. Honey Tree Day Nursery; and iii. Holy Family Catholic School.

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c) healthcare facilities: i. Langley Health Centre, Common Road. d) other: i. allotments off Common Road. Tourism and recreation 4.8.10 There are no specific visitor attractions along this link. However, large numbers of holidaymakers pass through the area en route to Heathrow Airport, which in 2014 accommodated 73.4 million passengers with over 470,000 air transport movements (Ref 4-8). 4.8.11 Open space and recreational activities offered within 0.5km of the M4 along this link include the following: a) a basketball court located off Spitfire Close, Langley; b) a local cycle route accessed from the Common Road roundabout in Langley passes along the green buffer between the Axis Business Park and the M4 to re-join with Sutton Lane to the east; c) Richings Park Golf and Country Club are located to the north of the M4; d) to the south of the M4 there is a bridleway connecting Old Slade Lane with the Colnbrook area. Old Slade Lane itself forms part of the Colne Valley Trail; e) Datchet Water Sailing Club uses the Queen Mother Reservoir as the base for sailing activities, which is accessed from the London Road area; and f) a cycle path connects London Road to the north and south of the M4, passing across the junction 5 roundabout underneath the M4.

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Future baseline 4.8.12 No strategic development sites or significant planning proposals have been identified along this link.

4.9 Junction 4b to junction 4

Overview 4.9.1 From junction 4b with the M25 to junction 4, the M4 skirts the town of West Drayton in the London Borough of Hillingdon to the north and the villages of Harmondsworth and Sipson to the south. The presence of Heathrow Airport further to the south of these settlements, together with the various ancillary developments, is a major land-use in the area. 4.9.2 West Drayton has a population of over 14,000 (2011 Census) and predominantly acts as a commuter town as a result of its good M4 connections and links with areas including the nearby Heathrow Airport and Stockley Business Park. Stockley Business Park is one of the largest concentrations of office space in Outer London, established in the 1980s and has continued to expand since then. Stockley Business Park is home to a number of larger corporate and head office premises (Hillingdon LEA, 2011), with tenants in 2015 including Apple (UK) Ltd, GlaxoSmithKline, Sharp Electronics (UK) and Toshiba. The business park is accessed from Stockley Road to the north of junction 4. The British Airways headquarters at Waterside is located at Harmondsworth to the south of the M4, and is home to some 4,000 employees. 4.9.3 Improvement works in West Drayton are planned using funding from Transport for London’s Major Scheme programme, and are likely to include upgrades to West Drayton Station and Station Approach as part of the forthcoming Crossrail development. The ward of West Drayton has historically been in the 20% of most deprived areas in England. 4.9.4 Drawing 1.1 (sheet 14) identifies locations of receptors relevant to this link. Industrial and commercial uses 4.9.5 Key employment sites within this area include: a) the British Airways headquarters at Waterside, a development adjacent to Harmondsworth Moor, which is home to some 4,000 employees. An office of American Airlines is also located within the Waterside development;

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b) the Saxon Way Trading Estate to the south of the M4 includes for example freight services and related businesses; c) businesses located along Donkey Lane to the north of the M4 include motor vehicle salvage operators, timber merchants and waste disposal businesses; d) Novotel London Heathrow is located off junction 4 to the north of the M4; e) businesses located off Harmondsworth Road to the south of the M4 include those in the Holloway Farm area (for example logistics companies and garden maintenance contractors); f) the Ansell Garden centre is located off the A3044 Holloway Lane; and g) in the vicinity of junction 4 to the south of the M4, businesses include the Holiday Inn London Heathrow, car rental companies and businesses along Sipson Road. Other hotels servicing Heathrow Airport are located slightly further away from the M4 and include, for example, the Sheraton Heathrow, Arora Hotel and the Park Inn by Radisson. Infrastructure 4.9.6 The following infrastructure has been identified along this link: a) National Grid Electricity Transmission has an underground transmission cable which follows the line of the M4 in an east-west direction for the majority of this link; b) there is an above ground gas installation in the vicinity of junction 4 (National Grid Site 184 Holloway Lane); c) BT underground plant runs east-west along this part of the link; and d) the M25 London Orbital Motorway is accessed from junction 4b of the M4. Agriculture 4.9.7 There does not appear to be any agricultural use within the vicinity of the M4 along this link. The Agricultural Land Classification identifies some areas of Grade 1 land (excellent) to the south of the M4.

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Residential 4.9.8 Residential areas within close proximity to the M4 between junctions 4b and 4 include the following: a) properties in the southern outskirts of West Drayton, immediately to the north of the M4 include those accessed off Little Benty and The Brambles; properties along Wordsworth Way and off Keats Way; and properties along Vine Close; and b) residential areas of Harmondsworth and Sipson are set back more than 0.5km from the M4 to the south. Community facilities 4.9.9 Below are details of relevant community facilities located along this link from west to east: a) community centres: i. The Meadows Community Centre, West Drayton; ii. West Drayton Family Centre; iii. Harmondsworth and Longford Community Centre; and iv. Yiewsley and West Drayton Community Centre. b) places of worship: i. Bell Farm Church, West Drayton; ii. St Mary’s Church of England; and iii. Sipson Christian Fellowship. c) schools and further education facilities: i. Laurel Lane Primary School, West Drayton; ii. Cherry Lane Primary School; iii. Harmondsworth Primary School; and iv. Heathrow Primary School. d) other: i. Harmondsworth Cemetery, located off Harmondsworth Road in West Drayton.

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Tourism and recreation 4.9.10 There are no specific visitor attractions along this link. However, large numbers of holidaymakers pass through the area en route to Heathrow Airport, passenger numbers for which were identified in the preceding link. Open space and recreational activities offered within the study area include the following: a) Thorney Pool, Mayfields and Rodney Meadow Lakes are fishing lakes located in the vicinity of junction 4b. The lakes, which are stocked with carp, are managed by Boyer Fishing. There are basic facilities available for fishermen using the site; b) there is a cycle path connecting the north and south of the M4 in the vicinity of Saxon Lake. The cycle path connects Wise Lane in West Drayton with Accommodation Lane near Harmondsworth. Other cycle links include a section following the Wraysbury River to the south; c) there are cycle paths in the vicinity of Laurel Lane Primary School; d) the Wraysbury River and River Colne form a green corridor running north-south through this part of the study area. The area is managed by a Community Interest Company as the Colne Valley Regional Park, which covers an area of some 27,500 acres of land in total. The Park includes walking trails and parts of the River can also be fished; e) there is a pedestrian footbridge over the M4 in the vicinity of Saxon Lake, linking into the residential road of Little Benty to the north; f) the Dell Recreation Ground is located off Dell Road in West Drayton; and g) the Sipson Road subway provides a pedestrian link beneath the M4, linking the two sides of Sipson Road. Future baseline 4.9.11 Strategic schemes and proposals in the vicinity of this link include those associated with Crossrail and the Heathrow area. The western section of Crossrail runs from Paddington to Heathrow Airport and Reading, with a full service due to commence in 2019. A Property and Regeneration Study (GVA, 2012) assessed the economic impact of the Crossrail development, finding that the project could help create £5.5 billion in added value to residential and commercial real estate along the route (GVA, 2012). The

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project is anticipated to have transformative impacts on property markets in and around station areas, with a station planned for West Drayton. 4.9.12 Heathrow is identified as one of the Mayor of London’s Opportunity Areas (London Plan 2011) (Ref 4-9), and a site some 700 hectares in size and with an indicative employment capacity of 12,000 has been identified in the London Plan. The Opportunity Area contains a range of locations with potential to contribute to economic development, together with new housing and environmental opportunities (A Growth Deal for London, 2014). 4.9.13 Growth areas in Hillingdon include Heathrow ‘north’, Stockley Business Park and the redevelopment of the RAF Uxbridge site. The Hayes-West Drayton corridor also contains redevelopment opportunities, as identified in the Hillingdon Local Plan (adopted November 2012).

4.10 Junction 4 to junction 3

Overview 4.10.1 The M4 along this link is bounded by residential areas of West Drayton to the north and more rural uses to the south including Cranford Park. Cranford Park comprises nearly 60 hectares of land, the majority of which is immediately to the south of the M4, but with a small portion (approximately 9 hectares) to the north. The area of Cranford Park to the south of the M4 is a Conservation Area and is home to a number of listed buildings, including St Dunstan’s Church, which is listed Grade II*. Also to the south of the M4 is the village of Harlington, beyond which are located the eastern portion of Heathrow Airport and the outskirts of Hounslow. 4.10.2 West Drayton has a population of over 14,000 (2011 Census) and predominantly acts as a commuter town as a result of its good motorway connections and links with areas including Heathrow Airport and Stockley Business Park. Improvement works in West Drayton are planned using funding from Transport for London’s Major Scheme programme, and include upgrades to West Drayton Station and Station Approach as part of the forthcoming Crossrail development. Stockley Business Park is located just under 2km to the north of the M4, to the north of the east-west railway line. 4.10.3 Drawing 1.1 (sheets 15 and 16) identify locations of receptors relevant to this link.

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Industrial and commercial uses 4.10.4 Key employment sites within this area include: a) both junctions 3 and 4 of the M4 provide access to Stockley Business Park to the north, which occupies some 150 acres and accommodates over 165,000m 2 of office space; b) there is a concentration of industrial units in the west Drayton/Hayes area of Swallowfield way and Dawley Park. A new development of production/warehouse units is located in Waterway Park, off Swallowfield Way; and c) businesses in the Prologis Park area accessed from junction 4 of the M4 include warehouse, industrial and office units, with new areas for let. 4.10.5 Specific industrial and commercial sites in close proximity to the M4 include the following: a) Premier Inn Heathrow Airport lies to the north of the M4 in the vicinity of junction 4 while the Comfort Hotel Heathrow lies further to the east off Shepiston Lane; b) Heathrow North Service Station; c) there is a sand and gravel extraction site located to the south of junction 4, operated by Henry Streeter (Sand and Ballast) Ltd.; d) a skip hire firm immediately to the south of the M4; and e) a further gravel extraction site operates at Crane Meadows, a field on the western boundary of Cranford Park. 4.10.6 The Heston Centre, comprising warehouse and production units is located off Southall Lane; other uses located to the east of junction 3 include the Travelodge London Heathrow and Heston MSA. Infrastructure 4.10.7 Infrastructure identified as part of the baseline conditions includes gas pipelines; overhead and underground electricity transmission lines and cables; electricity transmission substations; communications masts; and railway lines. The following infrastructure has been identified along this link: a) the North Hyde electricity transmission substation;

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b) National Grid Electricity Transmission has an underground transmission cable linking Iver and North Hyde; the cable runs east- west along the line of the M4 for the majority of this link; c) the Fulmer to Southall National Grid Gas pipeline runs south of the M4 prior to crossing the M4 within this link; d) National Grid gas mains runs east-west to the south of the M4 along part of this link; and e) Cable and Wireless network passing east-west to the north of the M4. Agriculture 4.10.8 There is some agricultural land to the south of the M4; the Agricultural Land Classification has identified land to the south of the carriageway as being Grade 1 (excellent). Residential 4.10.9 Residential areas in close proximity to the M4 between junctions 4 and 3 include the following: a) properties along Carlton Avenue, Savoy Avenue, Cleave Avenue, Fuller Way, Wilkins Close, Carfax Road and Roseville Road to the north of the M4; and b) properties on the outskirts of Harlington accessed from St Peter’s Way to the south of the M4, including St Paul’s Close. Community facilities 4.10.10 Below are details of relevant community facilities located along this link from west to east; a) community centres; i. Crane Community Centre. b) places of worship: i. Life Oasis Centre, Carfax Road; ii. St Peter and Saint Paul Church, Harlington; and iii. St Dunstan’s Church of England – located in Cranford Park Conservation Area to the south of the M4. A new vestry and visitors centre were completed in March 2014.

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c) schools and further education facilities: i. Pinkwell Primary School; ii. Harlington School; iii. William Byrd Primary School, Harlington; iv. Cranford Park Primary School; v. The Old Rectory Nursery School, Church Road, Cranford; and vi. Cranford Community College. d) healthcare facilities: i. Heathrow Medical Centre, Harlington; and ii. Harlington Hospice, St Peter’s Way. e) other: i. Cherry Lane Cemetery, Shepiston Lane. Tourism and recreation 4.10.11 There are no specific visitor attractions along this link. However, large numbers of holidaymakers pass through the area en route to Heathrow Airport, as highlighted within previous links. 4.10.12 Open space and recreational activities offered within the study area include the following: a) the Bourne Farm playing fields are located to the north of the Cherry Lane Cemetery; b) the Goals Soccer Centre is located adjacent to Shepiston Lane, immediately to the north of the M4; c) Harlington Playing Fields, a 10.5 acre site with a number of sports pitches and changing facilities, are located to the south of the M4; d) Sipson Meadow is an area of green space close to the centre of Harlington; e) Cranford Park is a site of nearly 60 hectares to the south of the M4 with facilities including a visitor centre, children’s play area, bridleway and a variety of walking routes. Cranford Park is divided into two parts by the M4, with the northern section extending westwards of the A312 (The Parkway) as far as the properties in Roseville Road;

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f) beyond the southern boundary of Cranford Park with the River Crane, is Avenue Park. This is a green space operated by Hillingdon Borough Council and which includes play areas, public tennis courts and changing facilities; and g) there are three pedestrian subways along this link – St Peter’s subway, Fuller subway and St Dunstan’s subway. The latter two provide pedestrian links between the residential area of West Drayton to the north and the Cranford Park area. St Dunstan’s subway also provides access to St Dunstan’s Church and forms part of the Hillingdon Trail which runs in a north-south direction. Future baseline 4.10.13 Strategic schemes and proposals in the vicinity of this link include those associated with Crossrail and the Heathrow area. The western section of Crossrail runs from Paddington to Heathrow Airport and Reading, with a full service due to commence in 2019. A Property and Regeneration Study (GVA, 2012) assessed the economic impact of the Crossrail development, finding that the project could help create £5.5 billion in added value to residential and commercial real estate along the Scheme (GVA, 2012). The project is anticipated to have transformative impacts on property markets in and around station areas, with a station planned for West Drayton. 4.10.14 The Heathrow Opportunity Area is of relevance to this link (refer to paragraph 4.9.12 for more information). 4.10.15 Growth areas in Hillingdon include Heathrow ‘north’, Stockley Business Park and the redevelopment of the RAF Uxbridge site. The Hayes-West Drayton corridor also contains redevelopment opportunities as identified in the Hillingdon Local Plan (adopted November 2012). 4.10.16 Also specific to this link are future plans for Cranford Park. A study is underway on behalf of the London Borough of Hillingdon, who own the site, to appraise the historic, communal, archaeological and environmental value of the Park and its potential for full educational and community use, including the need for a commercial income for the site.

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5 MITIGATION

5.1.1 The following sections describe mitigation measures for both construction and operational phases that may be put in place, starting with Scheme- wide measures and then setting out specific mitigation on a link by link basis.

5.2 Scheme-wide mitigation measures

Construction 5.2.1 This section identifies the broad approach to be taken to mitigation during the construction phase in relation to community and private assets, with locationally specific mitigation identified within the relevant links. Further information relating to mitigation of construction nuisance can be found within the Outline Construction Environmental Management Plan (“CEMP”) (Appendix 4.2) (Document Reference 6.3 (ES Appendices)). 5.2.2 The Scheme provides an opportunity to develop good practice in terms of use of a proportion of the workforce from local communities, development of skills and training programmes, and apprenticeship schemes. 5.2.3 Appropriate induction would be given to ensure contractors act considerately in relation to local residents, particularly for any works taking place at night in relation to construction compounds. It is recommended that all main contractors will be required to sign up and adhere to the Considerate Constructors Scheme which promotes good practice on construction sites. This is identified in the Outline CEMP. 5.2.4 In developing the Scheme, the most appropriate construction methodology for the required improvements to structures, such as overbridges and underbridges, has been selected based on the particular circumstances applying in relation to each structure, such as the availability of diversion routes, and the existence of sensitive receptors in the vicinity of the structure. 5.2.5 Where appropriate diversion measures for all travellers have not been identified, alternative solutions are identified within the relevant link. 5.2.6 In relation to permanent and temporary land-take for construction purposes, the Scheme has been developed to minimise land-take where possible. The rights to compensation and methods and procedures for assessing appropriate levels of such will be undertaken pursuant to the National Compensation Code. Continued consultation will be undertaken

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with landowners, occupiers and agents where necessary to manage and reduce impacts on day to day activities as far as possible. Locationally specific mitigation relating to land-take is identified within the relevant links. 5.2.7 Local residents and businesses within the study area may experience reductions in amenity arising from changes in air quality, visual amenity and noise and disturbance. Detailed information relating to mitigation for these potential environmental effects can be found in ES chapters 6, 8 and 12 respectively. 5.2.8 Where statutory undertakers’ apparatus that may be affected by Scheme infrastructure (for example gantries, Emergency Refuge Areas (“ERAs”) or other equipment), this will be mitigated by minor movements to the location of Scheme infrastructure or by the use of appropriate construction techniques. 5.2.9 The CEMP requires a community engagement strategy to be prepared for the Scheme which will include a programme of high quality, effective and sustained communication with communities and stakeholders, setting out areas affected by construction works and information regarding planned construction works. Events such as the Reading Festival or events held at the Madejski Stadium should be incorporated and planned for appropriately. Operation 5.2.10 The effect of the operation of the Scheme on community and private assets in general is considered to be beneficial overall. The operation of the Scheme would relieve congestion and smooth the flow of traffic along the M4. It can therefore be expected for there to be improvements in the road network relied upon by local businesses and residents. As such, no Scheme-wide mitigation is required. 5.2.11 However, as with the construction phase, it is important that any effects on the amenity of local residents and businesses from changes to air quality, visual amenity and noise and vibration are considered. The following is a summary of the key points taken from relevant chapters of the ES as follows: a) chapter 6 Air Quality states that the effects of the Scheme on air quality are not considered to be significant overall, therefore no mitigation is recommended during the operational phase;

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b) chapter 8 Landscape refers to the Environmental Masterplan for the Scheme which provides information relating to on-going mitigation in relation to landscape and visual amenity; and c) chapter 12 Noise and Vibration identifies a small number of receptor locations along the route of the Scheme which may experience noise increases and appropriate mitigation has been identified at these locations accordingly.

5.3 Junction 12 to 11

Construction 5.3.1 Site specific mitigation within this link relates to the need for appropriate temporary signage to be erected to advise travellers of the continued operation of Reading MSA during construction works. Operation 5.3.2 An area of common land falls within the Order limits adjacent to Reading Road. Replacement common land will be provided adjacent to the south of the motorway and accessed from Green Lane.

5.4 Junction 11 to 10

Construction 5.4.1 Reading MSA is located roughly midway between junctions 12 and 11 (i.e. one link further west), with a Travelodge hotel forming part of the eastbound MSA. The need for appropriate temporary signage to advise travellers of the continued operation of Reading MSA during construction works is addressed at paragraph 5.3.1. It is considered appropriate for advance signage to also be included within this link. Operation 5.4.2 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

5.5 Junction 10 to 8/9

Construction 5.5.1 No specific mitigation measures have been identified for this link because no material adverse effects are predicted during construction.

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Operation 5.5.2 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

5.6 Junction 8/9 to 7

Construction 5.6.1 Overbridges for which offline construction is proposed along this link are Ascot Road, Monkey Island Lane and Lake End Road. Consultation undertaken to date has led to amendments in Scheme design with regard the Lake End Road overbridge in particular; this is now proposed to be constructed offline, to allow continued access for all vehicles to facilities such as Dorney Lake to the south of the carriageway. Careful phasing and on-site management during bridge reconstruction will be controlled through the CEMP to ensure that disruption to local communities is kept to a minimum. 5.6.2 For Marsh Lane overbridge, which is proposed to be constructed online, appropriate information and diversion measures will be provided as necessary. Following both public consultation and ongoing consultation with Dorney School, consideration has been given to providing additional mitigation to minimise the impact on pedestrians making use of the Marsh Lane overbridge (including school-children during peak times of day). With regard to pedestrian access, further consultation with parents and staff at the school will be necessary, together with the option of providing a shuttle-bus service to transport children from the north of the school catchment area to school during the bridge works. Any service could operate for a period of three months initially, following which a review of take-up could be undertaken. This measure will be secured under the Construction Traffic Management Plan, an ‘Outline’ of which is annexed to the Outline CEMP (Appendix 4.2, Annex E). 5.6.3 The Thames Bray underbridge is due to be widened within this link. Any closures of the River Thames to boat traffic or the adjacent towpath to recreational users are likely to be for a matter of hours at a time (for example lifting structural elements into place); closures will be publicised in advance and scheduled, as far as possible, to take place outside of the main boating season (April to September).

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5.6.4 Landowners and those persons with an interest in the land required for the Scheme have been consulted by the Agency in view of the need to acquire powers of land acquisition for sections of the Scheme. Should Scheme design necessitate permanent land-take or the demolition of private property, the rights to compensation and methods and procedures for assessing appropriate levels of such compensation will be undertaken pursuant to the National Compensation Code. 5.6.5 Where possible, the Scheme has been designed to minimise the quantity of land-take necessary and to minimise the effects of Scheme construction on day-to-day operations. Ongoing consultation with landowners and occupiers, for example, the owners of the Amerden Caravan Park, is being undertaken. Potential mitigation measures may include the phasing of construction to avoid peak holiday periods. 5.6.6 Statutory undertaker apparatus present along this link includes a high pressure gas transmission pipeline and associated equipment. Ongoing liaison is taking place with the Plant Protection Team of National Gas in order to identify potential impacts and identify further appropriate mitigation as necessary. 5.6.7 Any diversions required in relation to walking and cycling routes in the vicinity of the overbridges or bridge widening proposals will be well publicised prior to the commencement of the works and clearly signed. Operation 5.6.8 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

5.7 Junction 7 to 6

Construction 5.7.1 The proposals at Wood Lane are for the new bridge to be constructed offline, to the east of the existing bridge. This allows the existing bridge to remain open for the entire duration of the construction of the new bridge, hence there will be only very limited restrictions on access to both the residential area and to the nearby Slough Sewage Treatment Works. These restrictions will be short-term (likely a weekend closure) and associated with the provision of a safety zone during demolition of the existing structure.

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5.7.2 Users of the Oldway Lane overbridge will be diverted to either the Wood Lane or Lake End Road overbridges (approximately 1.5km to the east and west respectively). Appropriate diversion routes, signage and information will be provided prior to rebuilding taking place. 5.7.3 Where possible, the Scheme has been designed to minimise the quantity of land-take necessary and to minimise the effects of Scheme construction on day-to-day operations. Landowners and those persons with an interest in the land required for the Scheme have been consulted by the Agency in view of the need to acquire powers of land acquisition for sections of the Scheme. Should Scheme design necessitate permanent land-take, the rights to compensation and methods and procedures for assessing appropriate levels of compensation will be undertaken pursuant to the National Compensation Code. Operation 5.7.4 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

5.8 Junction 6 to 5

Construction 5.8.1 Overbridges for which offline construction is proposed along this link are Datchet Road and Riding Court Road. Consultation undertaken to date has led to amendments in Scheme design. Careful phasing and on-site management during bridge reconstruction will be controlled through the CEMP to ensure that disruption to local communities is kept to a minimum. 5.8.2 On-line construction of the Recreation Ground overbridge has potential implications for walkers and cyclists, including those accessing Upton Court Park itself for recreation purposes, as well as those utilising the overbridge as part of a wider route (for example cyclists utilising NCN61 or pedestrians accessing school and employment destinations in Slough). The proposed diversion route for pedestrians during construction works is via Datchet Road and Upton Court Road, a distance of some 2km. Consultation with individual schools in the area has identified that the numbers of pupils using the bridge are unlikely to be significant. Consultation with Sustrans has identified that, where closures are planned to take place, further discussions with local communities on potential diversions will be required.

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5.8.3 The proposed lengthening of the water main subway is required to allow for safe inspection and maintenance access to the structure away from the live carriageway. The area of allotments shown to be affected by the subway lengthening works (approximately 20 plots) is considered to represent the worst case scenario for possible disruption. Any plots directly affected by the construction works will require restoration to their original condition. The proposed working area affecting the allotment plots is required to allow for construction site access, temporary drainage ditch realignment and installation of temporary measures to protect the buried water main during construction. Access to unaffected allotments will be maintained during the construction works. An alternative option which does not involve lengthening the structure is being actively pursued with Thames Water. 5.8.4 The Langley subway widening will require closure and diversion of the pedestrian/cyclist route for the majority of the works duration. The diversion would run beneath either the east or west main underbridge dependent on the works programme. Information relating to diversions will be clearly publicised. Operation 5.8.5 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

5.9 Junction 5 to 4b

Construction 5.9.1 Appropriate information and diversion measures would be provided in relation to rebuilding the Old Slade Lane overbridge. Careful phasing and on-site management during bridge reconstruction will be controlled through the CEMP to ensure that disruption to local communities is kept to a minimum. Operation 5.9.2 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

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5.10 Junction 4b to 4

Construction 5.10.1 Mitigation measures that are specific to this link relate to the need for appropriate information and diversion measures in relation to the lengthening of the Sipson Road subway. A proposed pedestrian diversion is available via Holloway Lane, a distance of approximately 1.5km. Consultation with Sustrans has identified that this is not a major route for cyclists; however the interests of school children cycling to Cherry Lane Primary School should be taken into account, with consideration given to the shared use of footpaths as appropriate if the Holloway Lane diversion is pursued. Operation 5.10.2 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

5.11 Junction 4 to 3

Construction 5.11.1 No specific mitigation measures have been identified for this link because no material adverse effects are predicted during construction. Operation 5.11.2 No specific mitigation measures have been identified for this link because no material adverse operational effects are predicted.

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6 RESIDUAL EFFECTS OF THE SCHEME

6.1.1 This chapter considers the residual construction and operational effects of the Scheme on community and private assets, taking into account potential mitigation measures described in the previous section. The Scheme-wide effects in relation to construction and operational phases are considered first, followed by an assessment of effects on a link by link basis. The assessment also considers other socio-economic effects.

6.2 Scheme-wide assessment

Construction 6.2.1 The construction phase of the Scheme is likely to have a positive impact on employment in the sub-region. Construction of the Scheme is estimated to create in the region of 400 temporary FTE jobs, equating to some 2,000 person years of employment over a five year period. Using the semantic scale set out in Appendix 14.1 (Document Reference 6.3 (ES Appendices)), which sets out summary tables for the assessment of magnitude and significance of impact for the community and private assets topic, the residual effect on employment is assessed as moderate beneficial . 6.2.2 The Scheme provides an opportunity to develop good practice in terms of the use of a proportion of the workforce from local communities, development of skills and training programmes, and apprenticeship schemes. This requirement is identified within the Outline CEMP. 6.2.3 Local residents and businesses along the length of the Scheme may experience reductions in amenity as a result of potential changes in air quality, visual amenity and increased noise and vibration disturbance during construction of the Scheme. More detailed information on each of these areas can be found in the relevant chapters of the ES accompanying the DCO. Specific effects relating to each of these topic areas as they may affect community and private assets are summarised within the individual links detailed below.

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6.2.4 Traffic management measures associated with construction of the Scheme, including the use of narrow lanes and reduced lane speeds, may lead to temporary increases in journey times and congestion, which may in turn have a negative effect on all travellers. More detailed information can be found in chapter 13 Effects on All Travellers. 6.2.5 Nine potential construction compounds are proposed along the length of the Scheme. Construction compounds may have a number of uses, including for the storage of plant and materials, batching, to house local section offices or staff accommodation and for the temporary storage of spoil and waste. The bulk of traffic movements to and from the compounds is likely to take place during the day. However, some HGV movements will be necessary during the night to support specific night time activities that require full or significant occupation of the existing M4 carriageway, such as bridge works, girder erection for new bridges and gantries, carriageway re-surfacing and white-lining. Potential effects resulting from individual construction compounds are assessed in more detail below within the individual links. 6.2.6 Works to overbridges and underbridges along the route of the Scheme may effect statutory undertakers’ apparatus, as diversions or similar solutions will need to be implemented whilst the works are ongoing. Details of the effect of the Scheme on the apparatus of specific statutory undertakers is considered on a link by link basis below. Operation (opening year, 2022) 6.2.7 The M4 currently suffers from heavy congestion and unpredictable journey times. Increases in traffic along the route of the Scheme are likely in the future as a result of increasing populations and the continued development of housing and employment areas. Traffic congestion is a possible constraint to the further economic development of the sub-region, affecting not only travel to work journeys, but also the attractiveness of the wider area as a place to live and visit. The operation of the Scheme is anticipated to relieve congestion and smooth the flow of traffic along the M4. Therefore, it can be expected for there to be improvements in the road network relied upon by local businesses and residents.

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6.2.8 An Economic Assessment Report, Social and Distributional Impact Report (“SDI”) and Regeneration Report have been prepared for the Scheme using guidance contained within the Department for Transport’s (“DfT”) Transport Analysis Guidance, WebTAG, the Appraisal Summary Table for which can be found at Appendix B to this report. 6.2.9 Key Scheme-wide impacts identified by WebTAG analysis in relation to the economy can be summarised as an overall improvement in the transport economic efficiency (“TEE”) of business users as a result of the Scheme, principally in the form of savings in journey time. 92% of total TEE benefit during normal operation is attributable to changes in business journey times and vehicle operating costs. A total of 56.7million vehicle hours will be saved by business users in the Opening Year (2022) during normal operation. 6.2.10 The Regeneration Report notes that the Scheme passes within close proximity to five Regeneration Areas (“RAs”), namely Reading, Wokingham, Bracknell, Maidenhead and Slough. The definition of RAs as given in WebTAG Unit A2.2 is that ‘these areas will have been designated for specific policy purposes related to economic development under one of the UK government’s or European Union’s regeneration programmes’ with an RAs hinterland defined as ‘linked to the idea of access, and there may be several hinterlands for a single RA corresponding to accessible employees, customers, suppliers, markets etc.’ 6.2.11 The Regeneration Report has used travel-time data to define the hinterland for each RA and from this assesses the impact on short, medium and long journey travel times. The results of the analysis show that there are minor changes to travel times to the hinterlands from and to the RAs. The largest change in travel time occurs in the Slough area, where travel time within the 30-60 minute category for travel to or from RAs, is reduced by 10%. All other travel time changes are less than 5%. The overall conclusion of the analysis is that the Scheme does have a slight beneficial impact on travel times in relation to RAs which are close to the Scheme. 6.2.12 Chapter 13 Effects on All Travellers, identifies beneficial effects of the Scheme in relation to factors such as road safety and reduction of general congestion. These have been categorised as moderate beneficial residual effects for all travellers in vehicles (including residents and those travelling for business purposes).

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6.2.13 The Scheme may positively influence decision-making for businesses looking to locate to areas within the sub-region, as it makes a significant and strategic improvement to local infrastructure. The Scheme is thereby considered to have a moderate beneficial effect on the future economic growth of the sub-region.

6.3 Junction 12 to 11

Construction 6.3.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.3.2 There is no demolition of private property or permanent land-take along this link. 6.3.3 Table 6.1 summarises areas of temporary land-take along this link, including third-party land that may be affected. Table 6.1 Schedule of temporary land-take between junctions 12 and 11

Quantity Category Comments (ha)

Temporary land-take 2.57 Required for construction compound 2 .

Temporary land-take 2.70 Required for construction compound 3.

Temporary land-take 0.21 Total quantity of temporary land-take required between junctions 12 and 11 aside from that associated with construction compounds or third party (other) land.

Third Party (other) 1.15 For necessary improvements to maintain (temporary) access to Reading MSA at all times.

Community severance 6.3.4 No overbridges will be affected along this link. 6.3.5 There are considered to be no community severance issues along this link as a result of Scheme construction, either as a result of physical works or from increased traffic flows to construction compounds.

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Infrastructure 6.3.6 Gas mains (Scotia Gas (Southern Gas Networks)) cross the carriageway, potentially within 50m of gantry G9-21. Additional verification regarding these gas mains has been sought. Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques. Accordingly, the residual effect on infrastructure within this link is considered to be neutral . Construction compounds 6.3.7 Two of the potential construction compound sites are within this link as follows: a) construction compound 2 is located to the north of junction 12, off the roundabout junction of Bath Road with Dorking Way. There are residential properties within the Dorking Way area immediately adjacent to the site and a Sainsbury’s superstore and petrol station on the opposite side of Bath Road. The Pincents Kiln Industrial Park is also located on the opposite side of Bath Road. The site is identified as a possible area for housing development; and b) construction compound 3 is located to the south of junction 11, accessed by the A33 to the west and bounded by Mereoak Lane to the east. The site is part of a strip of green space. The site is allocated within the Reading Borough Council Core Strategy (adopted January 2008) for transport activities. Nearby uses include agricultural land on the opposite side of Mereoak Lane, with Great Lea House Farmhouse to the south-west corner of the site. On the opposite side of the A33 is the residential area of Three Mile Cross, with properties along Grazeley Road in closest proximity to the A33. 6.3.8 Effects relating to construction compounds include both the temporary loss of the existing use and effects relating to potential future use of the land. Construction compounds 2 and 3 are currently disused areas of land.

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6.3.9 The area identified as construction compound 2 is included within the Housing Site Allocations Preferred Options document produced by West Berkshire Council in July 2014 (Ref 6-1). The use of the site as a construction compound is temporary and is not considered to have a long- term effect on future use of the land, therefore the residual effect is considered to be neutral . 6.3.10 Some vehicle movements to and from construction compounds 2 and 3 will be necessary during the night to support the specific night-time activities identified in paragraph 6.2.5. With appropriate mitigation, this is considered to constitute a temporary slight adverse effect on local residents within close proximity to the compounds, notably residents of Embrook Way, Dorking Way and Blackwater Rise, Calcot (construction compound 2) and residents of Great Lea House Farm (construction compound 3). Residual effects are not considered to be significant (refer to chapter 6 Air Quality, chapter 8 Landscape and chapter 12 Noise and Vibration for further detail). Other effects 6.3.11 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity as a result of potential changes to air quality from construction dust, vehicle emissions and traffic management, increased noise disturbance and some loss of visual amenity, notably in areas around the construction compounds. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that no significant air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works; c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on all Travellers, identifies that there may be travel delays for commuters and others using the M4 as a result of construction work.

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6.3.12 Measures to mitigate adverse effects have been identified in the relevant chapters of the ES as appropriate and are referred to in the Outline CEMP. The significance of the residual effect of the Scheme on the amenity of local businesses and residents is considered to be slight adverse . 6.3.13 Attendees at recreational activities described in section 4, including events at the Madejski Stadium and cultural events, such as the Reading Festival, may potentially experience some adverse effects as a result of construction work. A community engagement strategy prepared for the Scheme was identified within the Scheme-wide mitigation section and would be secured through the CEMP. The strategy will include a programme of high quality, effective and sustained communication with communities and stakeholders, setting out areas affected by construction works and information regarding planned construction works. While recreational events will be taken into account and planned for appropriately, it is acknowledged that travel delays may still be experienced. Accordingly, the significance of the residual effect of the Scheme on users of recreational facilities is considered to be slight adverse . 6.3.14 Access to Reading MSA, including a Travelodge, will be maintained during construction of the Scheme. Other hotels along this stretch of the Scheme (for example Reading Lake Country House Hotel) should not experience effects as a result of Scheme construction. The magnitude of construction noise and vibration impacts along this link is considered to be negligible or minor and the significance of effect is assessed as slight adverse (refer to chapter 12 Noise and Vibration). 6.3.15 No direct impact on community facilities or recreational activities, agriculture or infrastructure has been identified along this link. Accordingly, the residual effect is considered to be neutral . 6.3.16 No direct impact on agricultural land has been identified along this link. Accordingly the residual effect is considered to be neutral . Operation (opening year, 2022) 6.3.17 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. Businesses located on the various industrial and business parks accessed immediately off the M4 at junctions could experience beneficial effects notably: a) the Pincents Kiln Industrial Park and the Arlington Business Park accessed off junction 12; and

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b) the Reading International Business Park and Green Park accessed off junction 11. 6.3.18 In terms of how the Scheme might affect overall amenity in the area (for example by means of air quality, visual amenity, noise and vibration), there are no significant operational air quality effects anticipated for the Scheme along this link (refer to chapter 6 Air Quality); the significance of visual effects by 2037 is considered to be slight adverse (refer to chapter 8 Landscape; and chapter 12 Noise and Vibration) identifies the significance of effect of the operation of the Scheme as slight beneficial in the short term and neutral in the long term along this link of the Scheme. 6.3.19 The effect on community facilities and recreational activities as a result of the Scheme is considered to be neutral .

6.4 Junction 11 to 10

Construction 6.4.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.4.2 There is no demolition of private property along this link. 6.4.3 Table 6.2 summarises areas of temporary and permanent land-take along this link.

Table 6.2 Schedule of temporary and permanent land-take between junctions 11 and 10

Category Quantity (ha) Comments

Permanent land-take 0.08 Required for access for transmission station

Temporary land-take 0.88 Total quantity of temporary land-take required between junctions 11 and 10 aside from that associated with third party (other) land. Relates for example to the refuge area adjacent to Lower Earley Way and to the area between Whitley Wood Lane and the B3270

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Category Quantity (ha) Comments

Third Party (other) 0.23 Required for short-term possession in (temporary) relation to railway underbridge

6.4.4 Permanent land-take is required for a parcel of land to the north of the M4 between the carriageway and Beeston Way currently used in connection with the Cutbush Lane transmission station. 6.4.5 Areas of land-take include the following: a) 118 sqm is required in relation to private property at Hillside (classified as motorway verge and embankment). 6.4.6 The Order limits include 931sqm of common land adjoining Reading Road, Winnersh. Replacement common land has been provided accessed from Green Lane to the south of the M4. 6.4.7 The Scheme is considered to have a slight adverse residual effect as a result of the permanent and temporary land-take required. Community severance 6.4.8 There are considered to be no community severance issues along this link as a result of Scheme construction, either as a result of physical works or from increased traffic flows to construction compounds. Infrastructure 6.4.9 Access to the motorway communications transmission station located between the M4 carriageway and Beeston Way to the north will be retained. 6.4.10 The London Waterloo to Reading railway line passes underneath the M4 in the vicinity of Winnersh, near junction 10. Protective provisions will be included in the DCO with respect to working in the vicinity of Network Rail infrastructure. 6.4.11 Apparatus of statutory undertakers identified within 50m of Scheme infrastructure includes: a) LV mains running parallel to the M4 and LV/HV mains crossing the M4 on an angle in the vicinity of gantry G8-22a; b) Virgin Media cables in the vicinity of gantry G8-22; c) LP gas main and BT plant in the local road adjacent to the M4 in the vicinity of G8-15; and

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d) Thames Water foul sewer identified in the vicinity of G8-03. 6.4.12 Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques. Accordingly, the residual effect on infrastructure within this link is considered to be slight adverse . Construction compounds 6.4.13 There are no potential construction compounds proposed along this link. However construction compound 3 is located to the west of the A33 and is therefore in close proximity to junction 11. The compound has already been described within the previous link (junction 12 to 11), although it should be noted that there may be a slight adverse effect on residents in the Three Mile Cross area to the east of the A33 as a result of possible noise and disturbance (refer to chapter 12 Noise and Vibration). Other effects 6.4.14 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that no significant residual air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works, in addition to which a number of properties will experience views to the installation of new gantries; c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on All Travellers, identifies that there may be travel delays for commuters and others using the M4 as a result of construction work. 6.4.15 Measures to mitigate adverse effects have been identified in the relevant chapters as appropriate and are referred to in the Outline CEMP. The significance of the residual effect of the Scheme on local businesses and residents is considered to be slight adverse .

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6.4.16 No direct impact on community facilities or agricultural land has been identified along this link. Accordingly, the residual effect is considered to be neutral . 6.4.17 Tourism and recreation features along this link include areas of informal open space, the Bearwood Recreation Ground in Sindlesham, walking and cycling trails along the River Loddon and the Dinton Pastures Country Park to the north of junction 10. The construction of the Scheme is not considered to affect the day-to-day use of these features. Dinton Pastures Country Park may experience some change in visitor numbers during the construction period, as visitors may potentially avoid use of the M4 due to perceptions of traffic delays. However, users of the Park may simply choose to take alternative routes to reach it. 6.4.18 Strategic Development Locations are identified in the Wokingham area by the Wokingham Borough Council Core Strategy Ref 6-1. Construction of the Scheme is considered unlikely to have any adverse effect on these areas and the residual effect is considered to be neutral . Operation (opening year, 2022) 6.4.19 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. Businesses located on the various industrial and business parks accessed immediately off the M4 at junctions could experience beneficial effects, notably: a) the Reading International Business Park and Green Park accessed off junction 11; and

b) the Winnersh Triangle Business Park accessed from junction 10. 6.4.20 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Reading and Wokingham areas. The Scheme, together with the new rail connection in Reading to be provided by Crossrail, makes a strategic improvement to local infrastructure. 6.4.21 Strategic Development Locations identified in the Wokingham Borough Council Core Strategy to the south of the M4 and at North Wokingham in particular are proposed to deliver large quantities of housing and employment in the future. The Scheme would help to service these areas and provide future residents and employees with improved infrastructure to reach homes and jobs.

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6.4.22 In terms of how the Scheme might affect overall amenity in the area (for example by means of air quality, visual amenity, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link (chapter 6 Air Quality); the significance of visual effects by Design Year (2037) is considered to be slight adverse (chapter 8 Landscape); and chapter 12 Noise and Vibration identifies the significance of effect of the operation of the Scheme to be slight beneficial in the short-term and neutral in the long term. 6.4.23 No direct impact on community facilities, recreational activities, infrastructure or agricultural land has been identified along this link. Accordingly, the residual effect is considered to be neutral .

6.5 Junction 10 to 8/9

Construction 6.5.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.5.2 There is no demolition of private property or permanent land-take along this link. 6.5.3 Some temporary land-take may be necessary during the construction period along this link, summarised in Table 6.3 below.

Table 6.3 Schedule of temporary land-take between junctions 10 and 8/9

Category Quantity (ha) Comments

Temporary land-take 7.44 Required for construction compound 4

6.5.4 The Scheme is considered to have a slight adverse residual effect as a result of the degree and nature of land-take required. Community severance 6.5.5 There are considered to be no community severance issues along this link as a result of Scheme construction, either as a result of physical works or from increased traffic flows to construction compounds.

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Infrastructure 6.5.6 Apparatus of statutory undertakers identified within 50m of Scheme infrastructure includes: a) HV mains running parallel to the M4 in the vicinity of gantry G7-15; and b) HV mains running parallel to the M4 in the vicinity of ERA E7-A2. 6.5.7 Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques. Accordingly, the residual effect on infrastructure within this link is considered to be slight adverse . Construction compounds 6.5.8 Construction compound 4 is located within this link. The site currently comprises waste land located within the junction 10 Winnersh Interchange. Some HGV movements to and from construction compound 4 will be necessary during the night to support specific night time activities as identified in paragraph 6.2.5. This is considered to constitute a temporary slight adverse effect on local residents within close proximity to the compound, notably residential properties along Dunt Lane to the north of the junction and businesses located off Old Forest Road to the south of the A329(M). Other effects 6.5.9 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that, with site specific in addition to standard mitigation, no significant air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works; c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on All Travellers, identifies that there may be travel delays for commuters and others using the M4 as a result of construction work.

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6.5.10 Measures to mitigate adverse effects have been identified in the relevant chapters of the ES as appropriate. The significance of the residual effects of the Scheme on local businesses and residents is considered to be slight adverse . 6.5.11 Tourism and recreation features along this stretch of the Scheme include Billingbear Golf Club to the south of the M4 and Ockwells Park to the north. Users of Ockwells Park are primarily likely to be local residents from the Maidenhead and Bray areas to the north of the M4; visitors from residential areas to the south of the M4 such as Holyport, are unlikely to use the M4 to access the Park. Construction works are considered unlikely to have an impact on users of either facility, either by virtue of construction nuisance or access issues. Accordingly, the residual effect is considered to be negligible . 6.5.12 No direct impact on community facilities has been identified along this link. Accordingly, the residual effect on each of these uses is considered to be neutral . 6.5.13 No direct impact on agriculture has been identified along this link. Accordingly, the residual effect is considered to be neutral . 6.5.14 No development land has been identified along this link. Operation (opening year, 2022) 6.5.15 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. Businesses located on the various industrial and business parks accessed immediately off the M4 at junctions could experience beneficial effects, in this area notably at the Winnersh Triangle Business Park accessed from junction 10. 6.5.16 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Wokingham and Maidenhead areas, providing future residents and employees with improved infrastructure to reach homes and jobs.

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6.5.17 In terms of how the Scheme may contribute to overall amenity in the area (for example by means of air quality, visual amenity, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link (chapter 6 Air Quality); the significance of visual effects by 2037 is considered to be neutral to slight adverse (chapter 8 Landscape); and chapter 12 Noise and Vibration, identifies the significance of effect of the operation of the Scheme as slight beneficial in the short term and neutral in the long term. 6.5.18 No direct impact on community facilities and recreational activities has been identified along this link. Accordingly, the residual effect on community facilities and recreational activities as a result of the Scheme is considered to be neutral .

6.6 Junction 8/9 to 7

Construction 6.6.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.6.2 There is no demolition of private property along this link. 6.6.3 Table 6.4 summarises areas of temporary and permanent land-take along this link.

Table 6.4 Schedule of temporary and permanent land-take between junctions 8/9 and 7

Category Quantity (ha) Comments

Permanent 0.70 Required for the rebuilding of Ascot Road land-take overbridge (both to the south and north of the M4)

Permanent 0.26 Required for rebuilding of Monkey Island Lane land-take overbridge

Permanent 2.23 Required between Monkey Island Lane and the land-take Thames Bray underbridge

Permanent 0.64 Required for the rebuilding of Marsh Lane land-take overbridge

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Category Quantity (ha) Comments

Permanent 1.01 Required for the rebuilding of Lake End Road land-take overbridge

Temporary 6.15 Required for construction compound 5 land-take

Temporary 6.01 Total quantity of temporary land-take required land-take between junctions 8/9 and 7 aside from that associated with construction compounds and third party (other) land. Includes unoccupied building at the western extent of the Priors Way Industrial Estate and small parcels of agricultural land.

Third Party 1.18 Required for work to the Thames Bray (other) land underbridge (temporary)

6.6.4 In the Priors Way Industrial Estate, a former double glazing factory located between the A330 and the M4 falls within the Order limits. This area of land is required as temporary land-take as part of the works to rebuild the Ascot Road overbridge. The building is currently unoccupied. 6.6.5 An area of permanent land-take is required to the east of Ascot Road as part of the rebuilding of the Ascot Road overbridge. At present, this is agricultural land. 6.6.6 Some permanent land-take is necessary on the western side of the Monkey Island Lane overbridge. This comprises the edge of a field boundary to the north side of the M4 and a small area between Monkey Island Lane and the fishing lake to the south of the M4. A further strip of permanent land-take is required along the northern side of the carriageway between Monkey Island Lane overbridge and the Thames Bray underbridge and again further to the east.

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6.6.7 Temporary land-take is required to the east of the Thames Bray underbridge, including the southern portion of the Amerden Caravan Park site. Visitors to the Caravan Park may experience a reduction in amenity whilst construction works are in the immediate vicinity of the site. Ongoing discussions are taking place with the owners of the Caravan Park to identify ways to minimise the impact of Scheme construction on the day to day operation of the business, for example phasing construction work to avoid peak holiday periods. 6.6.8 Temporary land-take along this link also includes parcels of agricultural land in relation to construction compounds, construction of the overbridges and widening of the Thames Bray underbridge. A small strip of land forming part of Aysgarth Park, to the south of the M4, is part of the temporary land-take for the Scheme, as is an area of common land to the south of the M4 and adjoining Lake End Road (Lake End Common). Alterations are proposed to the Huntercombe Spur overbridge at junction 7 of the M4. Proposals for the westbound slip road have been realigned to avoid land-take of residential properties in this area. 6.6.9 Private residential and commercial assets for which an element of temporary land-take has been identified are: a) Glebe Close, Marsh Lane (1,260 sqm including field and agricultural land, woodland and part of garden); b) Bray Business Centre (708 sqm); and c) Shires Walk, Lake End Road (121 sqm). 6.6.10 In terms of impacts on community facilities, temporary land-take along this link includes part of the Trumpers Field recreation area (Dorney School). 6.6.11 The residual effect associated with land-take is considered to be moderate adverse overall. Community severance 6.6.12 Within this link, four overbridges will be rebuilt. In most cases, offline options have been chosen in order to minimise potential severance issues and avoid travel delay. 6.6.13 The overbridges to be rebuilt are: a) Ascot Road overbridge (to be constructed offline); b) Monkey Island Lane overbridge (to be constructed offline);

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c) Marsh Lane overbridge (to be constructed online); and d) Lake End Road overbridge (to be constructed offline). 6.6.14 Rebuilding the overbridges will affect road users travelling to destinations on either side of each overbridge. With regard to those overbridges being constructed offline, possible temporary community severance impacts may occur as a result of the rebuilding process. Short-term closures will be necessary for each overbridge as the new overbridge is tied into the existing alignment. With appropriate signage and information provided prior to rebuilding taking place, the significance of the residual effect is considered to be slight adverse . The particular communities and users that may be affected by the construction of overbridges offline are summarised below. 6.6.15 Ascot Road overbridge. Reconstruction of this bridge will have an impact on movements between communities to the north and south of the M4 and vice versa, although communities to the south are likely to experience a greater impact given that Maidenhead is an important centre of employment and service centre. The bridge is proposed to be constructed offline, allowing traffic and pedestrians to continue to use the existing bridge whilst the new bridge is constructed. However, some traffic management utilising signal controlled, single lane, traffic will be required during some sections of the works. The Priors Way Industrial Estate is accessed from Windsor Road. Reconstruction of the overbridge is likely to involve temporary land-take comprising part of the Industrial Estate nearest the A330. Occupiers of the Industrial Estate are unlikely to be subject to significant effects by virtue of access to the Estate or construction nuisance. 6.6.16 Monkey Island Lane overbridge. Monkey Island Lane provides access from the village of Bray to the north of the M4 to residential properties and facilities to the south of the M4 including the Monkey Island Hotel. Monkey Island Lane is a no-through-road with a section to the south of the M4 comprising a bridleway. This also forms part of the route of NCN4. Online construction of the overbridge without provision of a temporary alternative would not be practical as both local residents and users of the Monkey Island Hotel would be unable to access premises south of the M4 and residents to the South would be isolated. Therefore, the Scheme requires an offline construction solution for the overbridge. The new bridge will be built offline to the west of the existing bridge, which will remain in use until

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the new bridge is completed after which it will be demolished. As a result, no significant effects are anticipated. 6.6.17 Lake End Road overbridge . Lake End Road provides an alternative route to Marsh Lane, connecting Bath Road to the north of the M4 with the villages of Dorney, Eton Wick and Eton to the south. Both Lake End Road and Marsh Lane overbridges were originally proposed to be constructed online and this was based on the assumption that each of the side roads could be temporarily closed for the duration of the construction, with one overbridge being the diversion for the other. Feedback from local residents and users of Dorney Lake during the consultation period identified that the diversion route for the closure of Lake End Road overbridge was not suitable for buses or boat trailers. Consequently the design proposals have been amended to allow Lake End Road overbridge to be constructed offline, thus enabling continued access for buses and boat trailers. 6.6.18 Marsh Lane overbridge. The online construction of the Marsh Lane overbridge is likely to cause a degree of community severance, albeit only temporary, in view of the length of the proposed diversion and the facilities that may experience direct effects. Marsh Lane connects Bath Road to the north with the villages of Dorney, Eton Wick and Eton to the south of the M4. The proposed diversion for the Marsh Lane overbridge, which is via the B3026 Lake End Road and the A4 Bath Road, is approximately 6km in length. Other factors for consideration include the presence of Dorney School, located to the south west of the Marsh Lane overbridge; and access for recreational purposes to Dorney Lake (part of Eton College). 6.6.19 Whilst a significant proportion of the school’s catchment area extends to the south of the M4, it does also include an area to the north of the M4 (extending as far as Bath Road). Pedestrian and vehicular access to the school can therefore be expected to make use of Marsh Lane. Consultation with the school has identified that the majority of the 210 pupils travel to school by car, with very few pupils walking to school from that catchment area to the north of the M4. In attempting to encourage its pupils to walk to school, the school provides a ‘walk to school’ point at the Jubilee River car park from where staff volunteers can walk groups of up to 25 children to school. The scheme operates twice a week; parents typically drop their children at the Jubilee River car park by car.

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6.6.20 For pedestrians, the proposed diversion is considered to represent a materially lengthened journey to school. The net effect of proposals for the online construction of Marsh Lane overbridge is therefore likely to be an increase in traffic on the local road network. The significance of the residual effect is considered to be moderate adverse . 6.6.21 The Thames Bray underbridge will be widened on the northern side of the M4. One of the reasons for asymmetric widening of the underbridge has been to lessen the impact on Dorney School to the south of the M4, east of the River Thames. Widening of the underbridge will have implications for walkers, cyclists and boat users in this area to varying degrees, as follows: a) the footpath and cycleway running parallel with the M4 on the northern side will be closed temporarily for the duration of the construction works. An appropriate diversion will be put in place making use of the path running parallel to the M4 on the southern side and crossing points over the M4 at the Monkey Island Lane and Marsh Lane overbridges; b) it is intended to keep open the footpath running parallel to the southern side of the M4 during the course of the construction works. However, it is acknowledged that there may be instances where this footpath may also need to be closed, although short-term closures (a matter of hours) may be necessary (for example during beam lifts); and c) walkers along the Thames Path and boat users on the River Thames itself are unlikely to be affected by the construction works other than for very short periods of time where specific construction activities are planned to take place, for example, lifting structural elements into place. Any closures are likely to be for a matter of hours and will be publicised in advance wherever possible. 6.6.22 Taking the above into account, it is considered that the construction works would have a slight adverse effect on recreational users in this area. Infrastructure 6.6.23 Apparatus of statutory undertakers identified within 50m of Scheme infrastructure includes: a) gas mains running parallel to the M4 in the vicinity of gantry G6-19; b) gas main running parallel to the M4 in the vicinity of gantry G6-17;

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c) gas main running parallel to the M4 in the vicinity of gantry G6-12; d) LV cables running parallel to the M4 in the vicinity of gantry G6-11; e) water pressure main crosses the M4 in the vicinity of gantry G6-06; and f) BT cable in verge and LP gas main running parallel to the M4 in the vicinity of gantries G6-03 and G6-02. 6.6.24 Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques. 6.6.25 Table 6.5 sets out the effects of the rebuilding of overbridges and underbridges along this link on the apparatus of statutory undertakers.

Table 6.5 Effects on statutory undertakers

Statutory Overbridge/underbridge Effect on apparatus Undertaker

Ascot Road overbridge BT Openreach Effect on Openreach apparatus (offline replacement)

EasyNetInstalcom Pan European Cable affected; new ducts and chambers likely to be required

National Grid Replacement of existing medium (Gas) pressure mains with high pressure

SSE Power LV cable and transformer affected Distribution on north side of carriageway

SSE Telecoms New ducts and chambers required for apparatus

Virgin Media Effect on apparatus likely to involve requirement for new ducts and chambers

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Statutory Overbridge/underbridge Effect on apparatus Undertaker

Monkey Island Lane BT Openreach Effect on Openreach apparatus overbridge (offline)

SSE Power 11kV cable and LV cable with two Distribution spurs affected

Thames Water New rising main required over bridge route. Temporary works also required to lay PE (polyethylene) main

Marsh Lane overbridge National Grid Replacement of gas main required (online) (Gas)

Thames Water New pipe required along new bridge route. Temporary works also required to lay PE main

Lake End Road BT Openreach Effect on Openreach apparatus overbridge (offline)

Thames Water New pipe required along new bridge route. Temporary works also required to lay PE main

Thames Bray National Grid Trial pits and ground penetrating underbridge (Gas) radar survey required

6.6.26 There may be an impact on telecommunications infrastructure in relation to the area of temporary land-take proposed as part of the Ascot Road overbridge rebuild. 6.6.27 The Scheme has been designed such as to minimise, where possible, impacts on the apparatus of statutory undertakers. However, there are a number of locations along this link where apparatus may be affected, particularly in areas where bridges will be replaced or modified. The use of appropriate construction techniques will be used wherever possible to further reduce possible effects. Accordingly, the residual effect on infrastructure within this link is considered to be moderate adverse .

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Construction compounds 6.6.28 Construction compound 5 is located to the east of the junction 8/9 Holyport Interchange on an area of land bounded by the Braywick Roundabout to the north, the M4 to the south and the A330 (Ascot Road) to the east. The site was utilised for the disposal of construction waste during the 1960s/70s. The site is within the green belt, part of the ‘green gap’ between Windsor and Maidenhead the purpose of which is to maintain the physical separation between, and identity of, the two towns. The Royal Borough of Windsor and Maidenhead has consulted on preferred housing sites, one of which includes part of the proposed construction compound. The Bray Neighbourhood Plan Preferred Options Submission (Ref 6-2) discusses individual sites in more detail and states that ‘some use of part of the site for recreational and leisure activities may be possible….this suggestion is however untested with local residents’. The use of the site as a construction compound would be temporary and is not considered to have a long-term effect on future use of the land. Accordingly, the residual effect is considered to be neutral . 6.6.29 Construction compound 5 is one of the potential locations for the main site offices for the Scheme. Some vehicle movements to and from construction compound 5 will be necessary during the night to support specific night- time activities. HGV movements to and from construction compound 5 will be necessary during the night to support specific night time activities as identified in paragraph 6.2.5; a worst case scenario would identify an average of 24 HGV movements over the night. This is considered to constitute a temporary slight adverse effect on local residents within close proximity to the compound, notably residential properties on the east side of the A330. Other effects 6.6.30 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that, with site specific in addition to standard mitigation, no significant air quality effects are anticipated;

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b) chapter 8 Landscape, identifies the residual significance of effect on visual amenity in relation to receptors including residential properties and users of recreational routes such as the PRoW linking Monkey Island Lane overbridge with the Thames Path (National Trail) and users of the Thames Path itself to be short-term moderate to large adverse ; c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on All Travellers, identifies that there may be travel delays for commuters and others using the M4 as a result of construction work. 6.6.31 Measures to mitigate adverse effects have been identified in the relevant chapters as appropriate. The significance of the residual effects of the Scheme on local businesses and residents is considered to be slight adverse . Temporary land-take associated with the Scheme along this link includes parcels of agricultural land, for example that associated with construction compound 4. The residual effect on agriculture is considered to be slight adverse accordingly. 6.6.32 No direct impact on community facilities has been identified along this link. Accordingly, the residual effect is considered to be neutral . Operation (opening year, 2022). 6.6.33 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. 6.6.34 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Maidenhead and Slough areas, providing future residents and employees with improved infrastructure to reach homes and jobs. 6.6.35 In terms of how the Scheme might affect overall amenity in the area (for example by means of air quality, visual amenity, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link (chapter 6 Air Quality); the significance of visual effects by 2037 is considered to be slight adverse (chapter 8 Landscape); and chapter 12 Noise and Vibration, identifies the significance of effect of the operation of the Scheme to be slight beneficial in the short term and neutral in the long term.

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6.6.36 No direct impact on community facilities or recreational activities has been identified along this link. Accordingly, the residual effect is considered to be neutral.

6.7 Junction 7 to 6

Construction 6.7.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.7.2 There is no demolition of private property along this link. 6.7.3 Table 6.6 summarises areas of temporary and permanent land-take along this link.

Table 6.6 Schedule of temporary and permanent land-take between junctions 7 and 6

Quantity Category Comments (ha)

Permanent land- 0.24 Required for junction 7 Huntercombe Spur take

Permanent land- 0.47 Required for Wood Lane overbridge take

Temporary land- 3.06 Required for construction compound 6 take

Temporary land- 9.31 Total quantity of temporary land-take required take between junctions 7 and 6 aside from that associated with construction compounds

6.7.4 An area of permanent land-take has been identified in the vicinity of junction 7, immediately to the east of the slip road. This is currently a combination of verge and field. 6.7.5 Permanent land-take is also proposed as part of the rebuilding of the Wood Lane overbridge. This comprises Grade 1 agricultural land; accordingly, the significance of the residual effect on agriculture is considered to be slight to moderate adverse .

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6.7.6 An area of permanent land-take to the east of Wood Lane is currently a green space to the north of the Jubilee River. 6.7.7 Temporary land-take is required in connection with construction compound 6, notably parts of the fields immediately to the south of the slip road. 6.7.8 Other areas of temporary land-take relate to: a) allotment land at West Point (1,473 sqm); b) part of the Mercian Recreation Ground (8,609 sqm); and c) Slough Sewage Treatment Works (179 sqm). 6.7.9 Accordingly, the significance of the residual effect associated with temporary and permanent land-take along this link is considered to be slight to moderate adverse . Community severance 6.7.10 Within this link two overbridges will be rebuilt namely: a) Oldway Lane overbridge (to be constructed online); and b) Wood Lane overbridge (to be constructed offline). 6.7.11 Oldway Lane overbridge . The bridge is used by pedestrians, cyclists and equestrians to link residential areas on the outskirts of Slough (notably the Cippenham area) with recreational activities along the Jubilee River. The Jubilee River Cycle Path and walking routes pass along the towpath of the river from where links can be made with Dorney Lake, NCN4 and the Thames Path. The overbridge will be rebuilt online, which could have an adverse effect on recreational users in the short-term as the crossing would be temporarily severed during re-construction. Alternative access for the residents of Cippenham to the Jubilee River would be possible via either the Wood Lane or Lake End Road overbridges; however this requires an increase in length of journey (approximately 2km to the east and west respectively, culminating in an approximate additional journey time of some thirty minutes for pedestrians) and the use of on-road sections for pedestrians, cyclists and equestrians. 6.7.12 Wood Lane overbridge . The overbridge provides a link across the M4 for 16 properties on Wood Lane, together with access to the Slough sewage treatment plant. The route to the south of Wood Lane connects with a walking/cycling path along the banks of the Jubilee River. The overbridge will be reconstructed offline, to the east of the existing bridge to enable the latter to remain open during the construction period as there is no suitable

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alternative diversion. Any closure deemed necessary (for example as the new overbridge is tied into the existing alignment) will be very short-term in nature and publicised in advance. 6.7.13 Some temporary community severance impacts will therefore occur as a result of the rebuilding of the Oldway Lane and Wood Lane overbridges. With appropriate diversion routes, signage and information to be provided prior to rebuilding taking place, the significance of the residual effect is considered to be slight adverse . 6.7.14 Alterations are proposed to the Huntercombe Spur overbridge eastbound. There is not anticipated to be any effect on local residents in terms of land- take: principal effects therefore relate to loss of amenity as described in paragraph 6.7.23. 6.7.15 Users of walking and cycling routes in the vicinity of the Scheme (for example along the Jubilee River) may experience similar adverse effects to those described in paragraph 6.7.23 as a result of the construction works; with appropriate mitigation in place the significance of the residual effect on users of walking and cycling routes is considered to be slight adverse . Infrastructure 6.7.16 Apparatus of statutory undertakers identified within 50m of Scheme infrastructure includes: a) BT cable in verge and sewer main running parallel to the M4 in the vicinity of gantry G5-08; b) sewer main running parallel to the M4 outside the highway boundary and BT cable in verge and carriageway in the vicinity of ERA E5-B1; c) BT cable in verge, sewer main running parallel to the M4 and both sewer and HV cables crossing the M4 around 30m east of G5-04; and d) BT cable in verge and sewer main running parallel to the M4 in the vicinity of gantry G5-05. 6.7.17 Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques.

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6.7.18 Table 6.7 sets out the effects of the rebuilding of overbridges along this link on the apparatus of statutory undertakers. Table 6.7 Effects on statutory undertakers

Statutory Overbridge Effect on apparatus Undertaker

Wood Lane overbridge National Grid Replace medium pressure mains (offline) (Gas) with new high pressure mains

Thames Water New pipe required along new bridge route. Temporary works also required to lay PE main

6.7.19 In addition to the above, 179sqm of temporary land-take is required from the Slough Sewage Treatment plant. 6.7.20 The Scheme has been designed such as to minimise, where possible, impacts on the apparatus of statutory undertakers however, there are a number of locations along this link where apparatus may be affected, particularly in areas where bridges will be replaced or modified. The use of appropriate construction techniques will be used wherever possible to further reduce possible effects. Accordingly, the residual effect on infrastructure within this link is considered to be moderate adverse . Construction compounds 6.7.21 Construction compound 6 is located within the centre of the slip road for junction 7. The site is currently disused land. Surrounding land uses principally comprise farmland and rural areas, with the exception of the north-east quadrant which includes residential properties along Westpoint and properties along Lake End Road to the west of the proposed compound. 6.7.22 Some vehicle movements to and from construction compound 6 will be necessary during the night to support specific night-time activities as described in paragraph 6.2.5. This is considered to constitute a temporary slight adverse effect on local residents within close proximity to the compound, notably residential properties along Westpoint and properties along Lake End Road. The use of the compound would be for the duration of construction, following which it would be restored to its original condition.

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Other effects 6.7.23 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that no significant residual air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works; c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on All Travellers, identifies that there may be travel delays for commuters and others using the M4 as a result of construction work. 6.7.24 No direct impact on community facilities has been identified along this link. Accordingly, the residual effect is considered to be neutral . 6.7.25 No development land has been identified along this link. Operation (opening year, 2022) 6.7.26 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. The operation of the Scheme is anticipated to relieve congestion and improve the flow of traffic along the M4. It can therefore be expected for there to be improvements in the road network relied upon by local businesses in the vicinity of Maidenhead and Slough. 6.7.27 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Slough and Windsor areas, providing future residents and employees with improved infrastructure to reach homes and jobs. 6.7.28 For visitors to some of the nationally renowned tourist attractions in the area (Legoland Windsor and Windsor Castle, for example, as well as others such as Cliveden) improved journey times and reliability are again likely to prove beneficial.

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6.7.29 In terms of how the Scheme might affect overall amenity in the area (for example by means of air quality, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link (chapter 6 Air Quality); the significance of visual effects by Design Year (2037) is considered to be neutral (chapter 8 Landscape); and chapter 12 Noise and Vibration identifies the significance of effect of the operation of the Scheme to be slight beneficial in the short term and neutral in the long term. 6.7.30 No direct impact on community facilities and recreational activities has been identified along this link. Accordingly, the residual effect is considered to be neutral .

6.8 Junction 6 to 5

Construction 6.8.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.8.2 There is no demolition of private property along this link. 6.8.3 Table 6.8 summarises areas of temporary and permanent land-take along this link.

Table 6.8 Schedule of temporary and permanent land-take between junctions 6 and 5

Quantity Category Comments (ha)

Permanent land-take 0.40 Required for rebuilding of Datchet Road overbridge

Permanent land-take 0.24 Required for rebuilding of Riding Court Road overbridge

Temporary land-take 1.35 Required for construction compound 7

Temporary land-take 2.02 Required for construction compound 8

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Quantity Category Comments (ha)

Temporary land-take 8.11 Total quantity of temporary land-take required between junctions 6 and 5 aside from that associated with construction compounds and third party (other) land

Third Party (other) 0.28 Short-term possession in relation to the land (temporary) Windsor Branch railway underbridge

6.8.4 Permanent land-take is required in order to facilitate the rebuilding of the Datchet Road overbridge, including areas of agricultural land to the north of the M4. 6.8.5 Some permanent land-take will also be necessary in the rebuilding of the Riding Court Road overbridge, notably part of the area forming the current access to Riding Court Farm. 6.8.6 Temporary land-take of a number of allotments within the Slough Road allotments site immediately to the south of the M4 carriageway is required as part of the proposed lengthening of the water main subway, to enable widening of the carriageway. 6.8.7 Areas of temporary land-take along this link relate to: a) the access road to Bentley Education Centre (310 sqm); b) land in the ownership of Datchet Cricket Club (42 sqm); c) land in the ownership of Cemex (UK) Operations (4,941 sqm); d) telecommunications mast and apparatus to the west of the Riding Court Road overbridge (291 sqm); and e) areas of Upton Court Park (rights of access for a variety of groups and organisations including 3 rd Upton Scout Group and Slough Rugby Football Club) . 6.8.8 In consideration of the above, the significance of the residual effect associated with temporary and permanent land-take along this link is considered to be slight to moderate adverse .

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Community severance 6.8.9 Within this link three overbridges will be rebuilt namely: a) Datchet Road overbridge (to be constructed offline); b) Recreation Ground overbridge from Datchet Road (to be constructed online); c) Riding Court Road overbridge (to be constructed offline); and d) Langley interchange pedestrian subway (to be widened). 6.8.10 Rebuilding the overbridges would affect road users travelling to destinations on either side of each overbridge. With regard to those overbridges being constructed offline, possible temporary community severance impacts may occur as a result of the rebuilding process. The particular communities and users that may be affected by the construction of overbridges offline are summarised below. 6.8.11 Datchet Road overbridge. The overbridge will be rebuilt offline to the east of its current location, resulting in no community severance issues. Short-term closures will be necessary when the new overbridge is tied into the existing alignment. The Order limits lie in the immediate vicinity of properties in Datchet Meadows and continue through an area of greenfield land to the west of Upton Park. There is a motocross site to the north of the M4 in this location, which may experience impacts in relation to visual amenity as a result of the construction works, although these would be temporary in nature. 6.8.12 Riding Court Road overbridge. The overbridge provides a link between the town of Datchet and the area of Langley on the outskirts of Slough. It provides access in particular for employees from the Datchet area and other residential areas to the south of the M4 travelling to businesses in either the Riding Court Farm development or the Computer Associates Technologies business to the north of the M4. Employees from the Datchet area travelling to either of these locations (and vice versa) would experience longer journey times travelling along alternative routes such as Slough Road and London Road to the west (a diversion of approximately 7km equating to a 15 minute travel time); or the B470 and London Road to the east (a diversion of approximately 4km equating to a 10 minute travel time). Short-term closures will be necessary when the new overbridge is tied into the existing alignment. The planning application submitted to, but not yet decided by, the Royal Borough of Windsor and Maidenhead to

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develop a sand and gravel extraction site in the vicinity of Riding Court Farm has been accounted for; the alignment of Riding Court Road overbridge has been altered to accommodate HGVs from the sand and gravel quarry development. 6.8.13 With appropriate signage and information to be provided prior to rebuilding taking place, the significance of the residual effect on users of the Datchet Road and Riding Court Road overbridges is considered to be slight adverse . 6.8.14 The online construction of the Recreation Ground overbridge may cause a greater degree of community severance, albeit again only temporary, in view of the length of the proposed diversion and facilities that may experience direct effects, highlighted below. 6.8.15 Recreation Ground overbridge. This overbridge provides a pedestrian and cycle link from Datchet Road to the Upton Park area, and links residents in properties in the Upton Court Road area with the wider Jubilee River walking and cycling network, and school children living on the south side of the M4 with schools on the north side. There is a motocross site located in the immediate vicinity of the Recreation Ground overbridge; use of this site may be affected by construction works in this location as may the walking/cycling route north to Upton Park Road which falls within the development boundary for the Scheme. 6.8.16 The proposed diversion route for pedestrians during construction works is via Datchet Road and Upton Court Road, a distance of some 2km. Public consultation as part of the Scheme has identified that the Recreation Ground overbridge is utilised as a walking route to school, for pupils attending schools in the Lascelles Road area of Slough (notably Long Close School, St Mary’s Slough and Upton Court Grammar Schools). Consultation with individual schools has identified that the numbers of pupils using the bridge are unlikely to be significant. Pupils either travel predominantly by private car or, alternatively, the school catchment area is such that pupils walk to school from a different direction to Upton Court Park (with regard to Long Close School, for example, the majority of pupils who walk to school travel from the Slough direction).

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6.8.17 The Recreation Ground overbridge was identified as a pedestrian route between Upton Grammar School and the Thames Valley Athletics Club, to which pupils regularly walk for Sports Day, held in July each year. 6.8.18 Given that the length of the proposed diversion route for the Recreation Ground overbridge is considered to be excessive for pedestrians and unsuitable for promotion as a school walking route, the significance of the residual effect for users of the overbridge is considered to be moderate adverse . The residual effect for cyclists is considered to be slight adverse , given that the proposed diversion route is not overly long, however it is on-road. 6.8.19 Part of the Slough Road allotment site, to the east of the Recreation Ground overbridge, falls within the Order limits as part of the land-take required for the proposed lengthening of the water main subway. The access road to the allotment sites also falls within the Order limits. There may, therefore, be a temporary moderate adverse impact on users of the allotments (of which there are approximately 120) as a result of the construction of the Scheme in terms of access to the site and general amenity of the area. For users of those allotments which may be required as part of temporary land-take for the Scheme (a worst case scenario is that some 20 plots are affected), the effect is considered to be more significant, resulting in total exclusion of those allotment holders for an extended period of time. The residual effect of the Scheme on users of the Slough Road allotments is therefore assessed as moderate to large adverse . 6.8.20 Users of walking and cycling routes in the vicinity of the Scheme, including for example the Jubilee River towpath and cycle route on the northern bank which falls within the Order limits, may experience similar adverse effects to those described in paragraph 6.8.31 as a result of the construction works. The significance of the residual effect is considered to be slight adverse . 6.8.21 The Langley interchange subway provides a route for pedestrians to pass over the gyratory at junction 5, but under the M4. The subway would need to be closed for the duration of the widening works and a temporary diversion would be signed and fenced via the interchange underbridges.

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Infrastructure 6.8.22 The Windsor Branch railway underbridge is proposed to be widened. Protective provisions will be included in the DCO with respect to working in the vicinity of Network Rail infrastructure. 6.8.23 Apparatus of statutory undertakers identified within 50m of Scheme infrastructure includes: a) HV cables parallel to the M4 outside the highway boundary and BT cable in verge and carriageway in the vicinity of ERA E4-B2; b) LP gas main and telecom cables in the local road verge parallel to the M4 in the vicinity of gantries G4-05 and G4-04; c) numerous statutory undertakers’ apparatus is present in the local road verge adjacent to the gantry leg of gantry G4-03; and d) Telecom cables are present in the verge between the M4 and the local road in the vicinity of gantry G4-02. 6.8.24 Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques. 6.8.25 Table 6.9 sets out the effects of the rebuilding of overbridges and underbridges along this link on the apparatus of statutory undertakers.

Table 6.9 Effects on statutory undertakers

Statutory Overbridge/underbridge Effect on apparatus Undertaker

Datchet Road overbridge EasyNetInstalcom Pan European cable affected; new (offline) ducts and chambers required

Geo Networks New ducts and chambers required

Virgin Media New ducts and chambers required

Riding Court Road BT Openreach Effect on Openreach apparatus overbridge (offline)

SSE Power Effect on LV equipment Distribution

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Statutory Overbridge/underbridge Effect on apparatus Undertaker

Thames Water New pipe required along new bridge route. Temporary works also required to lay PE main. Protection works may be required to the rising main.

Water Main culvert Thames Water Access to service culverts to be abandoned

Langley Interchange BT Openreach Possible effect on apparatus as high pedestrian subway volume of cables present

National Grid Replacement of existing main with (Gas) low pressure main

Verison Fibre optic cables to be diverted into new ducts

6.8.26 The Scheme has been designed such as to minimise, where possible, impacts on the apparatus of statutory undertakers however, there are a number of locations along this link where apparatus may be affected, particularly in areas where bridges will be replaced or modified. The use of appropriate construction techniques will be used wherever possible to further reduce possible effects. Accordingly, the residual effect on infrastructure within this link is considered to be moderate adverse . Construction compounds 6.8.27 Two of the potential construction compounds are located within this link. Construction compound 7 is located to the south of junction 6 of the M4, the Chalvey Interchange. The Jubilee River towpath bounds the site to the north. The site currently comprises vacant land, although access from the A355 is clearly provided.

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6.8.28 Construction compound 8 is located in the triangle of land between Datchet Road and the current M4 alignment to the north, in the vicinity of the Datchet Road overbridge. The land is currently a field, on which horses are grazed at certain times of the year. The Myrke allotment site is to the south-east of the proposed construction compound location, with access off Datchet Road. 6.8.29 Some vehicle movements to and from construction compounds 7 and 8 will be necessary during the night to support specific night-time activities as identified in paragraph 6.2.5. This is considered to constitute a temporary slight adverse effect on local residents within close proximity to the compounds. 6.8.30 There are no residential areas within the immediate vicinity of construction compound 7. The use of the compounds would be for the duration of construction, following which they would be restored to their original condition, therefore any residual effect is considered to be neutral . Other effects 6.8.31 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that no significant residual air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works and there may be large adverse effects in relation to construction compound 8 in particular; c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on All Travellers, identifies that there may be travel delays for commuters and others using the M4 as a result of construction work. In particular there may be possible delays and/or longer journey times as a result of the use of alternative routes from the rebuilding of overbridges notably for businesses at Riding Court Farm and those using the Datchet Road overbridge.

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6.8.32 Users of walking and cycling routes in the vicinity of the Scheme may experience adverse effects as a result of the construction works; the significance of the residual effect is considered to be slight adverse . 6.8.33 Users of The Myrke, Slough Road allotments may experience potential adverse effects during construction primarily as a result of loss of visual amenity (discussed further within chapter 8 Landscape). Temporary land- take of a number of allotments will be necessary to facilitate lengthening of the water main subway. Users of The Myrke Slough Road allotment site may experience a residual moderate adverse effect as a result of the Scheme. 6.8.34 Agricultural land affected along this link as part of the temporary land-take for the Scheme; accordingly the significance of the residual effect is considered to be slight adverse . 6.8.35 No development land has been identified along this link. Operation (opening year, 2022) 6.8.36 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. The operation of the Scheme is anticipated to relieve congestion and improve the flow of traffic along the M4; it can therefore be expected for there to be improvements in the road network relied upon by local businesses in the vicinity of Slough. 6.8.37 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Windsor and wider area, providing future residents and employees with improved infrastructure to reach homes and jobs. For visitors to some of the nationally and internationally renowned tourist attractions in the area (Legoland Windsor and the town of Windsor for example) improved journey times and reliability are again likely to prove beneficial. 6.8.38 In terms of how the Scheme might affect overall amenity in the area (for example by means of air quality, visual amenity, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link (chapter 6 Air Quality); the significance of visual effects by Design Year (2037) is considered to be slight to moderate adverse (chapter 8 Landscape); and chapter 12 Noise and Vibration, identifies the significance of effect of the operation of the Scheme to be slight beneficial in the short term and neutral in the long term.

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6.8.39 No direct impact on community facilities and recreational activities has been identified along this link. Accordingly, the residual effect is considered to be neutral .

6.9 Junction 5 to 4b

Construction 6.9.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.9.2 There is no demolition of private property or permanent land-take along this link. 6.9.3 Table 6.10 summarises areas of temporary land-take along this link.

Table 6.10 Schedule of temporary land-take between junctions 5 and 4b

Quantity Category Comments (ha)

Temporary land-take 3.40 Required for construction compound 9

Temporary land-take 1.99 Total quantity of temporary land-take required between junctions 5 and 4b aside from that associated with construction compound 9

6.9.4 Temporary land-take associated with construction compound 9 is predominantly agricultural land, accordingly the residual effect is considered to be slight adverse . Community severance 6.9.5 Within this link, the Old Slade Lane overbridge will be rebuilt on-line, affecting road users, pedestrians, cyclists and equestrians travelling to and from destinations on either side. Old Slade Lane provides access across the M4 to the sewage treatment works, but also forms part of the Colne Valley Trail and farm access. During the course of construction an alternative access will be provided from the Colnbrook Bypass to the south, although this may result in longer journey times. From the south of the M4 there is a walking and cycling route that passes to the west of the lakes in the vicinity of the Lakeside Business Park, connecting with the village of Colnbrook. Users of this route could experience a slight

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adverse effect in terms of general amenity (for example increased noise and lengthened journey times). 6.9.6 Possible temporary community severance impacts may occur as a result of the rebuilding of the overbridge, which will necessitate closure of both the road and bridleway A possible vehicular diversion route would be via the A4 Colnbrook Bypass, Sutton Lane and North Park, a distance of some 5km and unsuitable as a pedestrian alternative. With appropriate diversion routes, signage and information to be provided prior to rebuilding taking place, the significance of the residual effect for vehicular travellers is considered to be slight adverse ; for pedestrians, the lack of a suitable alternative route for the duration of the construction period (some twelve months) is considered to result in a moderate to large adverse residual effect. Infrastructure 6.9.7 No apparatus of statutory undertakers has been identified within 50m of Scheme infrastructure. 6.9.8 Table 6.11 sets out the effects of the rebuilding of overbridges along this link on the apparatus of statutory undertakers. Table 6.11 Effects on statutory undertakers

Statutory Overbridge Effect on apparatus Undertaker

Old Slade Lane (online) Affinity Water Existing main to be diverted if affected by bridge foundation

6.9.9 The Scheme has been designed such as to minimise, where possible, impacts on the apparatus of statutory undertakers however, there are a number of locations along this link where apparatus may be affected, particularly in areas where bridges will be replaced or modified. The use of appropriate construction techniques will be used wherever possible to further reduce possible effects. Accordingly, the residual effect on infrastructure within this link is considered to be slight to moderate adverse .

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Construction compounds 6.9.10 Construction compound 9 is located in the vicinity of the Langley Interchange (junction 5 of the M4). The proposed compound is accessed off Sutton Lane and currently comprises a field. There are residential properties on the opposite side of Sutton Lane and to the south of London Road which forms the southern boundary to the site. There is a small residential area to the north of the site (Jubilee Cottages). The Horton Brook Quarry (Aggregate Industries) is located adjacent to the site to the east. 6.9.11 Some vehicle movements to and from construction compound 9 will be necessary during the night to support specific night-time activities as identified in paragraph 6.2.5. This is considered to constitute a temporary slight adverse effect on local residents within close proximity to the compounds. Residential areas in the immediate vicinity of construction compound 9 include Jubilee Cottages to the north of the site and to the south of London Road. Other effects 6.9.12 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that no significant residual air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works; and c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse . 6.9.13 Measures to mitigate adverse effects have been identified in the relevant chapters of the ES as appropriate. 6.9.14 No direct impact on community facilities has been identified along this link. Accordingly, the residual effect is considered to be neutral . 6.9.15 Temporary land-take associated with construction compound 9 is predominantly agricultural land; accordingly the residual effect is considered to be slight adverse .

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6.9.16 Users of the Colne Valley Trail may experience a moderate adverse impact by virtue of the length of diversion necessary during construction works at Old Slade Lane overbridge. Operation (opening year, 2022) 6.9.17 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. The operation of the Scheme is anticipated to relieve congestion and improve the flow of traffic along the M4; it can therefore be expected for there to be improvements in the road network relied upon by local businesses in the vicinity of Slough. 6.9.18 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Outer London area, providing future residents and employees with improved infrastructure to reach homes and jobs. For visitors to some of the nationally and internationally renowned tourist attractions in the area (Legoland Windsor and the town of Windsor for example), together with users of Heathrow Airport, improved journey times and reliability are again likely to prove beneficial. 6.9.19 In terms of how the Scheme may contribute to overall amenity in the area (for example by means of air quality, visual amenity, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link (chapter 6 Air Quality); the significance of visual effects by Design Year (2037) is considered to be slight adverse (chapter 8 Landscape); and chapter 12 Noise and Vibration, identifies the significance of effect of the operation of the Scheme to be slight beneficial in the short term and neutral in the long term. 6.9.20 No direct impact on community facilities and recreational activities has been identified along this link. Accordingly, the residual effect is considered to be neutral .

6.10 Junction 4b to 4

Construction 6.10.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.10.2 There is no demolition of private property or permanent land-take along this link.

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6.10.3 Table 6.12 summarises areas of temporary land-take along this link.

Table 6.12 Schedule of temporary land-take between junctions 4 and 4b

Quantity Category Comments (ha)

Temporary land-take 0.27 Total quantity of temporary land-take required between junctions 4b and 4 aside from that associated with construction compounds

6.10.4 Temporary land-take along this link includes the Sipson Road subway area, as follows: a) land and electricity substation (660 sqm); and b) National Express Depot (293 sqm). 6.10.5 Accordingly, the significance of the residual effect associated with temporary land-take along this link is considered to be slight adverse . Community severance 6.10.6 Sipson Road subway is proposed to be lengthened to the south side of the M4. Construction works taking place at this site may affect pedestrians travelling north/south to community facilities, employment areas and homes. School-children attending the Cherry Lane Primary School (and pre-school) may be affected in terms of their journeys to and from school (primarily those walking from the Sipson Road residential area to the south of the M4). Other facilities and uses that may experience an impact as a result of the works to the Sipson Road subway may include the Harlington Sports Ground and employment areas to the south of the M4 such as the Holiday Inn. 6.10.7 Some community severance may be experienced as a result of prolonged footway closures arising from the construction works. A proposed pedestrian diversion is available via Holloway Lane, a distance of approximately 1.5km. With appropriate signage and information to be provided prior to construction taking place, the significance of the residual effects for users of the Sipson Road subway is assessed as slight adverse .

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6.10.8 The Wraysbury River/Colne Valley Regional Park close to junction 4b forms a hub of recreational activities for walkers and cyclists; construction works in connection with the Wraysbury River and River Colne underbridges may divert visitors from this area to other parts of the Park. Effects experienced by users of recreational routes within this area may relate to some loss of amenity; however the residual effect is considered to be slight adverse . Infrastructure 6.10.9 Apparatus of statutory undertakers identified within 50m of Scheme infrastructure includes: a) gas LHP main identified outside the highway boundary and Affinity Water distribution main passing under the M4 in the vicinity of ERA E2-A1; b) possible telecoms cable and Affinity Water distribution main passing under the M4 in the vicinity of ERA E2-B1; c) possible telecom cable identified in the vicinity of gantry G2-07; and d) water distribution main potentially in the vicinity of gantry G2-02. 6.10.10 Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques. Accordingly, the residual effect on infrastructure within this link is considered to be slight adverse .

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6.10.11 Table 6.13 sets out the effects of the rebuilding of underbridges along this link on the apparatus of statutory undertakers. Table 6.13 Effects on statutory undertakers

Statutory Overbridge/underbridge Effect on apparatus Undertaker

Sipson Subway widening BT Openreach Apparatus present. Based on the current level of information, the likely impact on apparatus is unknown. Further information will be available at the investigative pre-construction stage.

National Grid Gas main present. (Gas) Based on the current level of information, the likely impact on apparatus is unknown. Further information will be available at the investigative pre-construction stage.

Thames Water Foul water sewer present. Based on the current level of information, the likely impact on apparatus is unknown. Further information will be available at the investigative pre-construction stage.

National Grid Based on the current level of Electricity information, the likely impact on apparatus is unknown. Further information will be available at the investigative pre-construction stage.

6.10.12 Accordingly, the residual effect on infrastructure within this link is considered to be slight to moderate adverse . Construction compounds 6.10.13 There are no construction compounds located within this link.

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Other effects 6.10.14 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that no significant residual air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works; c) chapter 12 Noise and Vibration assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on all Travellers identifies that there may be travel delays for commuters and others using the M4 as a result of construction work. 6.10.15 Measures to mitigate adverse effects have been identified in the relevant chapters as appropriate. The significance of the residual effects of the Scheme on local businesses and residents is considered to be slight adverse . Operation (opening year, 2022) 6.10.16 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. 6.10.17 This link is proposed to accommodate five lane carriageways in each direction in order to serve the M25 and London Heathrow junctions. The operation of the Scheme is anticipated to relieve congestion and improve the flow of traffic along the M4, which would benefit local businesses in the vicinity of the M25 and Heathrow Airport. 6.10.18 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Outer London area, providing future residents and employees with improved infrastructure to reach homes and jobs. The Scheme is considered to have a positive effect on strategic development land in the area, such as the Heathrow Opportunity Area and growth areas in Hillingdon.

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6.10.19 For visitors to some of the nationally and internationally renowned tourist attractions in the area (Legoland Windsor and the town of Windsor for example), together with users of Heathrow Airport, improved journey times and reliability are again likely to prove beneficial. 6.10.20 In terms of how the Scheme may affect quality of life in the area (for example by means of air quality, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link. Chapter 12 Noise and Vibration, identifies there to be negligible changes or reductions in noise levels along the route. 6.10.21 No direct impact on community facilities and recreational activities has been identified along this link. Accordingly, the residual effect is considered to be neutral .

6.11 Junction 4 to 3

Construction 6.11.1 Construction effects relating to employment are addressed in paragraphs 6.2.1 and 6.2.2. Demolition and land-take 6.11.2 There is no demolition of private property or permanent land-take along this link. 6.11.3 Table 6.14 summarises areas of temporary land-take along this link.

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Table 6.14 Schedule of temporary land-take between junctions 4 and 3

Quantity Category Comments (ha)

Temporary land-take 2.08 Required for construction compound 11

Community severance 6.11.4 There are considered to be no community severance issues along this link as a result of Scheme construction, either as a result of physical works or from increased traffic flows to construction compounds. Infrastructure 6.11.5 Apparatus of statutory undertakers identified within 50m of Scheme infrastructure includes: a) foul water sewer and LHP gas main running parallel to the M4, with sewer crossing the M4 in the vicinity of gantry G1-07. 6.11.6 Where elements of Scheme infrastructure may have a direct effect on the apparatus of statutory undertakers, mitigation measures include minor adjustments to the location of the infrastructure or, alternatively, use of appropriate construction techniques. Accordingly, the residual effect on infrastructure within this link is considered to be slight adverse . Construction compounds 6.11.7 Construction compound 11 is located to the north of junction 4, adjacent to Stockley Road. Bourne Farm Recreation Ground is located to the east of the site, with the Crowne Plaza Hotel located immediately opposite. Heathpark Golf Course is located to the north of the Crowne Plaza Hotel. 6.11.8 Some vehicle movements to and from construction compounds 11 and 14 will be necessary during the night to support specific night-time activities as identified in paragraph 6.2.5. This is considered to constitute a temporary slight adverse residual effect on local residents within close proximity to the compounds. Hotel residents staying at The Crowne Plaza (which is in close proximity to construction compound 11) may experience slight adverse effects as a result of construction activities – these effects are considered to relate primarily to reduced amenity for guests using the grounds of the hotel, particularly in terms of noise and dust, but are not considered to be significant.

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Other effects 6.11.9 For local businesses and residents, construction of the Scheme along this link may lead to some temporary reductions in amenity. More detailed information can be found in the relevant chapter of the ES, however the main points from each are summarised here: a) chapter 6 Air Quality, identifies that no significant air quality effects are anticipated; b) chapter 8 Landscape, identifies that temporary loss of visual amenity may be experienced in close proximity to the works; c) chapter 12 Noise and Vibration, assesses the significance of residual construction noise effects as slight adverse ; and d) chapter 13 Effects on all Travellers, identifies that there may be travel delays for commuters and others using the M4 as a result of construction work. 6.11.10 Measures to mitigate adverse effects have been identified in the relevant chapters as appropriate. The significance of the residual effects of the Scheme on local businesses and residents is considered to be slight adverse . 6.11.11 No direct impact on community facilities, recreational activities or agricultural land are anticipated as a result of Scheme construction and accordingly the residual effects are considered to be neutral . Operation (opening year, 2022) 6.11.12 Operational effects along this link are considered to be similar to the Scheme-wide effects described in paragraphs 6.2.7 to 6.2.13. The operation of the Scheme is anticipated to relieve congestion and improve the flow of traffic along the M4. It can therefore be expected for there to be improvements in the road network relied upon by local businesses in the vicinity of West London. 6.11.13 Along this link, the Scheme may positively influence decision-making for businesses looking to locate to the Outer London area, providing future residents and employees with improved infrastructure to reach homes and jobs. The Scheme is considered to have a positive effect on strategic development land in the area, such as the Heathrow Opportunity Area and growth areas in Hillingdon.

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6.11.14 For visitors to some of the nationally renowned tourist attractions in the area (Legoland Windsor and the town of Windsor, for example), together with users of Heathrow Airport, improved journey times and reliability are again likely to prove beneficial. 6.11.15 In terms of how the Scheme might affect overall amenity in the area (for example by means of air quality, visual amenity, noise and vibration), the ES identifies that there are no significant operational air quality effects anticipated for the Scheme along this link (chapter 6 Air Quality). The significance of visual effects by 2037 is considered to be slight to moderate adverse (chapter 8 Landscape); and chapter 12 Noise and Vibration, identifies there to be negligible changes or reductions in noise levels along this link of the Scheme. 6.11.16 No direct impact on community facilities and recreational activities have been identified as result of the Scheme. Accordingly the residual effect is considered to be neutral .

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7 CONCLUSIONS

7.1.1 Based on the information available to date, the residual significance effects that could arise from construction and operation of the proposals are summarised in Table 7.1. 7.1.2 This report has also considered findings from the Economic Assessment Report, the SDI and Regeneration Report prepared for the Scheme. Assessment has been undertaken using guidance contained within the DfT Transport Analysis Guidance, WebTAG, the Appraisal Summary Table for which can be found at Appendix B to this report. 7.1.3 Key Scheme-wide impacts identified by WebTAG analysis in relation to the economy can be summarised as an overall improvement in the TEE of business users as a result of the Scheme, principally in the form of savings in journey time. 92% of total TEE benefit during normal operation is attributable to changes in business journey times and vehicle operating costs. A total of 56.7million vehicle hours will be saved by business users in the Opening Year (2022) during normal operation. 7.1.4 Beneficial effects to be derived from construction of the Scheme include the creation of some 400 FTE jobs equating to some 2,000 person years of employment, together with the opportunity this may present with the development of skills and training programmes, and apprenticeship schemes. 7.1.5 Adverse effects that have been identified relate principally to temporary changes in air quality, visual amenity and noise and vibration disturbance for a number of receptors along the route of the Scheme during the construction period. Other potential adverse impacts identified during construction include community severance and land-take. In relation to community severance, this is predicted to occur at a number of specific locations along the length of the Scheme as a result of activities such as the reconstruction of overbridges and subway lengthening. With regard to land-take, the Scheme has been designed so as to minimise the need for both permanent and temporary land-take. Feedback from stakeholders and local communities has contributed to the Scheme design process, with alterations to the design being made where appropriate in order to overcome potential impacts and address issues.

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7.1.6 Suggested mitigation measures identified to ameliorate negative effects include construction best practice, the use of appropriate construction techniques wherever possible, travel management measures and the widespread use and communication of diversion and information measures. Mitigation measures are addressed on both a Scheme-wide and on a link-by-link basis within the ES (chapter 6 Air Quality, chapter 8 Landscape, chapter 12 Noise and Vibration, chapter 13 Effects on All Travellers and chapter 14 Community and Private Assets). 7.1.7 This report has taken into account issues raised in the NN NPS of relevance, including existing and proposed land-uses, open space, agricultural land and networks of green infrastructure and it is considered that the Scheme complies with the need for development of the national road network to be “designed to minimise social and environmental impacts and improve quality of life” (para 3.2).

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Table 7-1 Summary of impacts

Receptor(s) Affected Mitigation Significance of Residual Impact Description Effect

Creation of temporary Local people and Requirement for Beneficial employment during businesses. employment of local the construction of people/use of local firms. the Scheme.

Negative impact on Local residents. Construction best practice Air quality – slight amenity as a result of Local businesses. to minimise disruption as adverse Temporary set out in relevant chapters potential changes in Visual amenity – slight to Impacts Users of community of the ES (chapter 6 Air air quality, visual moderate adverse (Construction) amenity and noise facilities. Quality, chapter 8 and vibration Users of recreational Landscape and chapter 12 Noise and vibration – disturbance. routes. Noise and Vibration). slight adverse

Travel delays as a Local residents. Appropriate travel Slight adverse result of proposed Local businesses. management measures. works. Visitors.

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Receptor(s) Affected Mitigation Significance of Residual Impact Description Effect

Farm businesses. Provision of alternative Slight adverse Users of community and arrangements. Temporary land-take. recreation facilities e.g. Appropriate diversion and recreation grounds, information measures. walking and cycling routes and allotments.

Local residents. Appropriate diversion and Slight adverse information measures. Community Local businesses. severance as a result Users of community of overbridges being facilities. rebuilt. Users of walking and cycling routes.

Improvements to Local businesses. None required. Large beneficial journey times and Local residents. Permanent reliability. Impacts Visitors. (Operation) Small areas of Local residents. Appropriate compensation Slight adverse permanent land-take. Farm businesses. arrangements.

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REFERENCE LIST

Ref 2-1 Organisation for Economic Co-operation and Development (2011) Global Competitiveness Report 2011/12

Ref 2-2 Department for Transport (2014) National Policy Statement for National Networks . London: The National Archives

Ref 3-1 Department for Communities and Local Government (2014) National Planning Policy Framework . London: The National Archives

Ref 3-2 Department for Transport (2014) National Policy Statement for National Networks . London: The National Archives

Ref 3-3 Regeneris Consulting (2011) East Berkshire Local Economic Assessment [Online] Available from http://www.rbwm.gov.uk/public/east_berkshire_lea_report.pdf

Ref 3-4 Thames Valley Local Enterprise Partnership Strategic Plan (2014) [Online] Available from http://thamesvalleyberkshire.co.uk/Portals/0/FileStore/StrategicEconomicP lan/TVB%20SEP%20-%20Strategy.pdf

Ref 3-5 Thames Valley Local Enterprise Partnership Evidence Base (2014) [Online] Available from http://thamesvalleyberkshire.co.uk/Portals/0/FileStore/StrategicEconomicP lan/TVB%20SEP%20-%20Evidence%20Base.pdf

Ref 3-6 Regeneris (2013) London Heathrow Economic Impact Study [Online] Available from http://www.hounslow.gov.uk/heathrow_economic_impact_study_regeneris __2013_.pdf

Ref 3-7 Hillingdon Local Economic Assessment (2011) [Online] Available from https://www.hillingdon.gov.uk/media.jsp?mediaid=22845&filetype=pdf

Ref 3-8 A Growth Deal for London, London Enterprise Panel, March (2014)

Ref 3-9 University of Reading (2011) Reading Diamond Local Economic Assessment

Ref 3-10 West Berkshire Council (2013) Economic Development Strategy for West Berkshire 2013-2018

Ref 3-11 Bracknell Forest Borough Council (2010) Bracknell Forest Economic Development Strategy

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Ref 3-12 Deloittes (2013) Tourism: Jobs and Growth

Ref 3-13 Visit England Visitor Statistics (2014) Great Britain Tourism Survey [Online] Available from http://www.visitengland.org/insight-statistics/major-tourism- surveys/overnightvisitors/GBTS_2014/GBTS2014.aspx

Ref 3-14 Tourism South East (2011) Economic Impact Study of Tourism in Windsor and Maidenhead

Ref 3-15 London Borough of Hillingdon (2007) Hillingdon Tourism Study

Ref 4-1 Reading Borough Council (2008) Reading Core Strategy

Ref 4-2 GVA (2012) Crossrail Property and Regeneration Study

Ref 4-3 West Berkshire Borough Council (2012) West Berkshire Core Strategy Development Plan Document

Ref 4-4 Wokingham Borough Council (2010) Wokingham Borough Council Core Strategy Development Plan

Ref 4-5 Royal Borough of Windsor and Maidenhead (2008). ‘Revised Scoping Report: Core Strategy Development Plan Document (DPD) & Delivery and Development Principles DPD’. June 2008

Ref 4-6 Slough Borough Council (2008) Slough Borough Council Core Strategy Development Plan

Ref 4-7 TSE Research (2013) Windsor Visitor Survey

Ref 4-8 Heathrow Airport (2015) Facts and Figures [Online] Available from http://www.heathrowairport.com/about-us/company-news-and- information/company-information/facts-and-figures

Ref 4-9 The London Plan (2011) [Online] Available from https://www.london.gov.uk/priorities/planning/london-plan/the-london-plan- july-2011-archive

Ref 6-1 West Berkshire Housing Site Allocations Preferred Sites Document (2014) [Online] Available from http://info.westberks.gov.uk/index.aspx?articleid=30382

Ref 6-2 Royal Borough of Windsor and Maidenhead () Neighbourhood Plan [Online] Available from http://www.rbwm.gov.uk/web/pp_neighbourhood_plans.htm

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APPENDIX A SUMMARY OF REGULATORY/POLICY FRAMEWORK

Policy/Legislation Summary of Requirements Scheme Response

The NPPF sets out 12 core planning The Scheme meets principles that should underpin the applicable core decision taking. Those that apply to the principles and advice Scheme include the following. concerning Proactively drive and support development within sustainable economic development to the NPPF. deliver the homes, business and industrial units, infrastructure and National Planning thriving local places that the country Policy Framework needs. (“NPPF”) (2012) With regard to promoting healthy communities para. 70 states that: “To deliver the social, recreational and cultural facilities and services the community needs, planning policies and decisions should … Ensure an integrated approach to considering the location of housing, economic uses and community facilities and services.”

The NN NPS recognises that ‘for The assessment has development of the national road and considered existing rail networks to be sustainable these and proposed land- should be designed to minimise social uses, open space, and environmental impacts and agricultural land and National Policy improve quality of life’ (para 3.2). networks of green Statement for Issues of relevance highlighted within infrastructure and it National Networks the NN NPS are: is considered that (“NN NPS”) (2014) a) existing and proposed land uses the Scheme (para 5.165); complies with the requirements of the b) areas of existing open space, NN NPS. sports and recreational buildings and land (para 5.166);

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HIGHWAYS AGENCY – M4 JUNCTIONS 3 TO 12 SMART MOTORWAY

Policy/Legislation Summary of Requirements Scheme Response

c) the economic and other benefits of the best and most versatile agricultural land (para 5.168); d) safeguarding of mineral resources (para 5.169); and e) networks of green infrastructure (5.175).

The London Plan 2011 is the overall The Scheme meets strategic plan for London for the the applicable development of England’s capital city policies and advice up to 2031. In October 2013 revised concerning early minor alterations to the London development within Plan were published, with Draft Further the London Plan. Alterations to the London Plan published in January 2014. The latest London Plan 2011 round of amendments is currently out for public consultation. Policy 4.1 ‘Developing London’s Economy’ states that there is a desire to “promote and enable the continued development of a strong, sustainable and increasingly diverse economy across all parts of London~” .

Policy E2 ‘Location of Employment The Scheme would Growth’ states that “the Council will improve journey promote development in highly times and reliability Hillingdon Local accessible locations that deliver and could therefore Plan : Part 1 sustainable travel patterns and contribute to Strategic Policies contribute to the improvement of economic objectives. (adopted existing networks to reduce emissions November 2012) and impacts on air quality.” Strategic Objective 18 is to “improve access to local services and facilities, including health, education,

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HIGHWAYS AGENCY – M4 JUNCTIONS 3 TO 12 SMART MOTORWAY

Policy/Legislation Summary of Requirements Scheme Response

employment and training, local shopping, community, cultural, sport and leisure facilities.” Policy T1 Accessible Local Destinations’ states that the Council will “..steer development to the most appropriate locations in order to reduce their impact on the transport network.”

Objective 2 covers promoting The Scheme would economic growth and inward improve journey investment in the Borough. times and reliability Policy ED1 ‘Promoting Employment and could therefore Growth and Development’ aims to contribute to Hounslow Local secure the business opportunities economic objectives Plan Proposed stimulated by the Borough’s close Submission location to Heathrow and central Consultation London. Document 2015- 2030 (March 2014) Policy ED3 ‘Great West Corridor – Strategic Outer London Development Centre’ aims to identify, develop and promote the Great West Corridor, a strategic Outer London Development Centre, for employment growth.

The Scheme would Bracknell Forest improve journey Council Core Policy CS19 relates to the location of times and reliability Strategy employment development within the and could therefore Development Plan Borough. contribute to (February 2008) economic objectives

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HIGHWAYS AGENCY – M4 JUNCTIONS 3 TO 12 SMART MOTORWAY

Policy/Legislation Summary of Requirements Scheme Response

Policy CF1 relates to the protection of The Scheme would Royal Borough of existing community facilities and improve journey Windsor and buildings. times and reliability Maidenhead Local Tourism policies include Policy TM7 and could therefore Plan Incorporating which relates specifically to Windsor contribute to Alterations Racecourse and Legoland Windsor, economic objectives adopted June stating that the local authority will look 2003 favourably on the diversification of the recreational use of these sites.

Policy CP10 ‘Improvements to the The Scheme would Strategic Transport Network’ states improve journey Wokingham that improvements to the Strategic times and reliability Borough Council Transport Network will be provided to and could therefore Local ameliorate major environmental or contribute to Development safety problems and to support new economic objectives Framework development in partnership with other Adopted Core authorities. Strategy Development Plan Policies CP19-21 refer to three (January 2010) Strategic Development Locations within the Borough, at land South of the M4, North and South Wokingham.

The Core Strategy sets out the overall The Scheme would planning strategy to 2026. improve journey Policy CS9 ‘Location and type of times and reliability and could therefore West Berkshire Business Development’ states that the Council seeks to facilitate and promote contribute to Core Strategy economic objectives Development Plan the growth and forecasted change of document business development in the plan (adopted July period. 2012) The Core Strategy is accompanied by a Spatial Strategy and five Area Plans. Area Delivery Plan Policy 1 sets out the spatial strategy for West Berkshire and states that the “scale and density

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Policy/Legislation Summary of Requirements Scheme Response

of development will be related to the site’s current or proposed accessibility, character or surroundings.”

Objective 16 is to ”provide employment The Scheme would opportunities for all and support a improve journey successful, balanced local economy times and reliability that meets the needs of the area.” and could therefore Reading Borough Policy CS9 ‘Infrastructure, Services, contribute to Council Core Resources and Amenities’ states that economic objectives Strategy (adopted “proposals for development will not be January 2008) permitted unless the LPA is satisfied that infrastructure, services, resources, amenities or other assets lost or impacted upon….will be provided or re- provided at the appropriate time.”

Strategic objectives include “E – to The Scheme would Slough Borough encourage investment and improve journey Council Core regeneration of employment areas and times and reliability Strategy 2006- existing town, district and and could therefore 2026 (adopted neighbourhood centres to increase contribute to December 2008) their viability, vitality, variety and economic objectives distinctiveness.”

Core Policy 10 ‘Employment’ has an The Scheme would overarching aim of maintaining local improve journey South Bucks economic prosperity, with the times and reliability District Council employment strategy for South Bucks and could therefore Core Strategy including to accommodate the needs of contribute to (adopted February existing and new businesses, support economic objectives 2011) new business formation and to encourage a greater proportion of people to live and work locally.

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Highways Agency

APPENDIX B APPRAISAL SUMMARY TABLE

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APPENDIX B PAGE 1

Highways Agency

Appraisal Summary Table Date produced: 19 February 2014 Contact:

Name of scheme: M4 J3-12 Smart Motorway Name Lynne Stinson Description of scheme: Proposal to implement Smart Motorways on this stretch of the M4. Organisation Highways Agency Role Promoter Impacts Summary of key impacts Assessment Quantitative Qualitative Monetary Distributional £(NPV) 7-pt scale/ vulnerable grp Business users & transport There is an overall improvement in the transport economic efficiency of business users Value of journey time changes(£) 785.6M providers as a result of the scheme, principally in the form of savings in journey time. Net journey time changes (£) 92% of total TEE benefit during normal operation is attributable to to changes in business 0 to 2min 2 to 5min > 5min journey times and vehicle operating costs. Economy A total of 56.7M vehicle hours are saved by business users in the opening year during normal operation N/A 585.3M N/A The scheme contributes to savings of journey time in the opening year each w ay betw een J13 and J1 of 4.8 minutes in the am, 5.1 minutes in the pm and 1.9 minutes in the 380.5M 329.6M 75.5M inter peaks respectively. There is an increase of 5 to 9 minutes in journey time betw een J3 & J12 during construction, depending on construction phase Reliability impact on An assessment of reliability benefits has been undertaken using MyRIAD. Business users The assessment has been undertaken in line w ith standard assumptions for the impacts N/A N/A 289.8M N/A of the introduction of Smart Motorw ays. Regeneration The analyses concluded that there is a slight positive impact A total of 5 Regeneration Areas in the vicinity of the scheme have been assessed in in terms of a small increase, generally <5%, in the area terms of changes in accessibility to/from these areas brought about by the scheme. N/A N/A N/A accessible w ithin a 1hr travel time. It is concluded this is insufficient to generate a direct increase in employment.

Wider Impacts These are not assessed for Highw ays Agency Schemes N/A N/A N/A N/A Noise For opening year, the complete extent of the Scheme w ill be provided w ith low noise surfacing. For the 15 th year after Scheme opening, the complete extent of the Scheme w ill have low noise surfacing for both the Do-Minimum scenario and the Do-Something scenario. This results in negligible adverse noise differences for the Scheme w hen comparing the Do-Minimum and Do-Something noise levels for the 15th year. Importantly, how ever, it is noted that the noise climate across the study area for the 15 th year after

Environmental Estimated Population Annoyed: 2037 Do Minimum = 7241 Scheme opening w ith the Scheme in operation is an improvement on that for the Do- Estimated Population Annoyed: 2037 Do Something = 7449 n/a -4.02M Slight Adverse Minimum scenario in opening year. Net Difference in Population Annoyed = +208

No properties meet the criteria for noise insulation under the provisions of the NIR (out of a total of 23,025 residential properties w itihn 600 metes of the Scheme).

The noise changes to all non-residential sensitive receptors in the study area (including 20 schools and 1 hospital) are negligible. Air Quality 0-20%: Slight Beneficial For PM10 air quality w ill be improved at 4663 properties, stay There are 10 Air Quality Management Areas declared along the Scheme and affected the same at 1014 properties and w orsen at 7341 properties. 20-40%: Neutral links. As a result of the scheme, 22 receptors are predicted to experience an increase of For NO2 air quality w ill be improved at 4766 properties, stay more than 0.4 µg/m3 in NO2 w ith concentrations of NO2 above the objective value of 40 N/A -4.64M the same at 167 properties and w orsen at 8085 properties. 40-60%: Neutral µg/m3. Regional emissions of PM10 are predicted to increase by 4 tonnes/year in the the Net Total Assessment score for PM10 +562 opening year. Regional emissions of NOx are predicted to increase by 95 tonnes/year. Net Total Assessment score for NO2 +688 60-80%: Neutral

80-100%: Neutral Greenhouse gases Predictions carried out using EFT calculations. There is an increase of 4.18 million tonnes Change in non-traded carbon over 60y (CO2e) 4180129 N/A -194.87M of carbon over 60 years, w ith an opening year increase of 52,692 tonnes. Change in traded carbon over 60y (CO2e) 0 Landscape The M4 J3-12 Smart Motorw ay scheme generally involves limited interventions to an established motorw ay corridor (namely the introduction of additional gantries and localised carriagew ay w idening/structures replacements), that constitutes part of N/A Slight Adverse N/A existing landscape character. As a result the scheme is unlikely to give rise to significant landscape effects. Tow nscape The M4 J3-12 Smart Motorw ay corridor passes through rural and urban fringe landscapes rather than dense, urban tow nscapes. As a result, WebTAG Unit 3.3.8 is not N/A N/A N/A considered to be relevant. Heritage of Historic There is the potential for Slight Adverse impacts to the setting of 2 scheduled monuments, resources 8 listed buildings, 2 Conservation Areas and a number of undesignated heritage assets. N/A Slight Adverse N/A There is also the potential for Slight Adverse physical impacts to a number of undesignated heritage assets. Biodiversity Any local impacts on existing soft estate can largely be mitigated by careful siting of infrastructure and new planting and management. No significant impact on designated sites of nature conservation importance is anticipated. There w ill be a very minor loss of habitats that w ill be mainly restricted to the motorw ay soft estate of broad-leaved plantation, scrub and grassland, w ith impacts predicted as slight adverse. Follow ing N/A Slight Adverse N/A mitigation measures for great crested new ts, bats, otters, dormouse, w ater vole and badger impacts to fauna is predicted as neutral, apart from reptiles and breeding birds w here there is potential for a slight adverse impact from habitat loss and increased mortality from the carriagew ay being nearer to bird habitat.

Water Environment There w ill be little impact upon the w ater environment as the scheme involves minimal additional impermeable areas and discharges w ill be limited to current rates. As the scheme involves very little change from the existing situation and w ith suitable mitigation measures the magnitude of all the impacts is considered to be negligible. Therefore the N/A Neutral N/A implementation of the proposed scheme is likely to be of low significance for the w ater environment in terms of impacts on surface and groundw ater quality, drainage and flood risk. Commuting and Other users There is an overall improvement in the transport economic efficiency of consumer users Value of journey time changes(£) 449.0M as a result of the scheme, principally in the form of savings in journey time. Net journey time changes (£)

Social 8% of total TEE benefit during normal operation is attributable to to changes in consumers 0 to 2min 2 to 5min > 5min journey times and vehicle operating costs. Significant impact on A total of 82.0M vehicle hours are saved by consumer users in the opening year during the low est income normal operation N/A -48.8M quintile in the pm peak The scheme contributes to savings of journey time in the opening year each w ay only. betw een J13 and J1 of 4.8 minutes in the am, 5.1 minutes in the pm and 1.9 minutes in the 231.9M 145.4M 71.8M inter peaks respectively. There is an increase of 5 to 9 minutes in journey time betw een J3 & J12 during construction, depending on construction phase. Reliability impact on An assessment of reliability benefits has been undertaken using MyRIAD. Commuting and Other users The assessment has been undertaken in line w ith standard assumptions for the impacts N/A N/A 284.7M of the introduction of Smart Motorw ays. Physical activity These impacts primarily concern schemes w hich are aimed at cycling and w alking. As such interventions are not part of the M4 J3-12 Smart Motorw ay scheme proposals, it N/A N/A N/A N/A w as not deemed appropriate to consider the impacts on physical activity. Journey quality The scheme includes signage and signals to provide clear and unambiguous information Large to the driver and is expected to alleviate congestion and improve journey time reliability. N/A N/A N/A Benefical With the scheme in place driver stress is predicted to be low er Accidents No significant There is a decrease in accidents on the scheme section and the surrounding netw ork A reduction of 33 fatal, 303 serious and 1622 slight adverse impacts on due to a combination of reassignment of traffic to a safer road, hazard elimination during N/A 104.5M accidents over the appraisal period. any vulnerable user design and the introduction of ASR. group. Security The TAME guidance for road schemes advises that they should never have anything other than a negligible impact on security. Accordingly this aspect has been excluded N/A N/A N/A N/A from the appraisal. Access to services The TAME guidance for road schemes advises that they should never have anything other than a negligible impact on accessibility. Accordingly this aspect has been excluded N/A N/A N/A N/A from the appraisal. Affordability Significant impact on All income groups are subject to adverse impacts in all time periods, principally due to Moderate the low est income N/A N/A increases in vehicle operating costs. Adverse quintile in the inter and pm peaks only.

Severance The TAME guidance advises that a highw ay scheme may have an impact on severance but the TAG Unit (A4.1) indicates that this is dependent on w hether the scheme has an impact on pedestrian movements, ie w hether the infrastructure presents a physical N/A N/A N/A N/A barrier to pedestrian movement. It is not expected that the scheme w ill provide a barrier to pedestrian movements, either physically or by increasing traffic (compared to the existing situation).

Option values The scheme does not involve the loss or introduction of a new mode of transport; N/A N/A N/A N/A accordingly option values are unaffected. Cost to Broad Transport All costs attributable to Central Government Budget 608.2M N/A 608.2M N/A Capital Costs: £563.3M + Operating & Maintenance costs of £44.9M

Indirect Tax Revenues There is an increase in indirect tax revenues resulting from an increase in travel distances, higher speeds and a resulting increase in vehicle operating costs w ith 327.3M N/A 327.3M N/A associated increased tax revenues. Public Accounts M4 J3-12 SMART MOTORWAY VOLUME 7 7.2 SOCIO-ECONOMIC REPORT MARCH 2015

APPENDIX B PAGE 2