m4 junctions 3 to 12: smart motorway - planning … · m4 junctions 3 to 12: smart motorway ......

514451-MUH-00-ZZ-RP-EN-300081-6A

M4 Junctions 3 to 12:

Smart Motorway

Environmental Impact Assessment

Scoping Report

M4 J3-12 SMART MOTORWAY 514451-MUH-00-ZZ-RP-EN-300081-6A

7 AUGUST 2014

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CONTENTS: 1 INTRODUCTION AND BACKGROUND ............................. 1

1.1 THE SCHEME 1

1.2 SCHEME OBJECTIVES 2

1.3 ENVIRONMENTAL OBJECTIVES 2

1.4 THE NEED FOR ENVIRONMENTAL IMPACT ASSESSMENT 4

1.5 THE PURPOSE OF THIS SCOPING REPORT 4

1.6 SCOPING REPORT STRUCTURE AND CONTENT 5

2 SCHEME DESCRIPTION .................................................... 8

2.1 SCHEME DETAILS 8

2.2 CONSTRUCTION ACTIVITIES 13

2.3 THE ROCHDALE ENVELOPE 16

2.4 TIMESCALES 16

3 THE CONSIDERATION OF ALTERNATIVES ................. 17

4 CONSULTATION .............................................................. 18

4.1 CONSULTATION UNDERTAKEN TO DATE 18

4.2 ENVIRONMENTAL STATEMENT CONSULTATION 19

5 ENVIRONMENTAL IMPACT ASSESSMENT METHODOLOGY .............................................................. 20

5.1 THE ENVIRONMENTAL IMPACT ASSESSMENT PROCESS 20

5.2 DESIGN GUIDANCE 20

5.3 STUDY AREAS 21

5.4 BASELINE DATA 22

5.5 ASSESSMENT OF EFFECTS 22

5.6 ASSESSING SIGNIFICANCE 23

5.7 MITIGATION MEASURES, ENHANCEMENTS AND RESIDUAL

EFFECTS 27

5.8 ASSESSMENT OF CUMULATIVE EFFECTS 27

6 ENVIRONMENTAL SCOPE AND ASSESSMENT ........... 29

6.1 AIR QUALITY 29

6.2 CULTURAL HERITAGE 35

6.3 LANDSCAPE 39

6.4 NATURE CONSERVATION 41

6.5 GEOLOGY AND SOILS 49

6.6 MATERIALS AND WASTE 51

6.7 NOISE AND VIBRATION 54

6.8 EFFECTS ON ALL TRAVELLERS 60


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6.9 COMMUNITY AND PRIVATE ASSETS 62

6.10 ROAD DRAINAGE AND THE WATER ENVIRONMENT 65

6.11 COMBINED AND CUMULATIVE EFFECTS 74

7 PROPOSED STRUCTURE OF THE ENVIRONMENTAL STATEMENT .................................... 76

REFERENCES............................................................................... 79

ABBREVIATIONS ......................................................................... 81

GLOSSARY ................................................................................... 84

APPENDIX: APPENDIX A: COMMITTED DEVELOPMENTS

LIST OF FIGURES:

FIGURE 1: PROPOSED DRAFT DCO SITE BOUNDARY AND ENVIRONMENTAL SCHEME PLAN

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1 INTRODUCTION AND BACKGROUND

1.1 The Scheme

1.1.1 The M4 motorway ("M4") is the main strategic route between London and the

West of England, and on to Wales, connecting directly to the M25 and Heathrow

Airport. The M4 carries over 130,000 vehicles per day in places and currently

suffers from heavy congestion and unpredictable journey times. Traffic flows are

forecast to increase significantly over the next 20 years, which will result in more

severe congestion without road improvements.

1.1.2 Motorways in England are constructed and managed by the Highways Agency

(the "Agency"), which is an Executive Agency of the Department for Transport

responsible for operating, maintaining and improving the strategic road network in

England on behalf of the Secretary of State for Transport ("Secretary of State").

1.1.3 The proposed Smart Motorway scheme (the "Scheme") will help relieve

congestion by using technology to vary speed limits and to actively manage the

traffic. Signs and signals will be used to inform drivers of conditions on the

motorway network, when and where variable speed limits are in place and when

lanes are closed. These will be positioned on gantry signs over the road.

1.1.4 The Scheme also includes the use of all lane running ("ALR"), where the hard

shoulder is permanently converted to a running lane to increase capacity and to

ease congestion. The conversion of hard shoulder into a new running lane will be

continuous through junctions unless there is an operational or safety reason not to

do so. This is known as ‘Through Junction Running’ (“TJR”). TJR is proposed at

Junctions 4, 5, 6, 7, 8/9 and 11 as shown in inset 1.

1.1.5 The Scheme is a Nationally Significant Infrastructure Project ("NSIP") given that

the area of development for the alterations, including improvement work, is

significantly greater than the 15 hectare limit stated in ‘The Highways and Railway

(Nationally Significant Infrastructure Project) Order 2013’ which amended Section

22(4) of Planning Act 2008. Therefore, the Highways Agency is required to make

an application to the Secretary of State for development consent to build and

operate the Scheme. Development consent is granted by a development consent

order ("DCO") which sets out the powers granted by the Secretary of State.

1.1.6 The location of the scheme, from Junction ("J") 3 to 12 of the M4, is shown on

Inset 1. The draft DCO application site boundary, which includes land required for

permanent and temporary purposes, is shown in more detail on Figure 1. Possible

construction compound locations are set out at paragraph 2.2.3.

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1.1.7 The Agency anticipates that an application for development consent in respect of

the Scheme will be submitted in the first quarter of 2015. The Planning

Inspectorate (the "Inspectorate") will consider the application for development

consent and make a recommendation to the Secretary of State who will decide

whether development consent should be granted for the Scheme.

1.2 Scheme Objectives

1.2.1 The Scheme involves improving both carriageways along approximately 32 miles

(50km) of motorway to a Smart Motorway between J3 and J12 of the M4, and

other works in that section of the M4. The Scheme’s objectives are to:

a) Relieve congestion and smooth the flow of traffic;

b) Improve journey times, journey time reliability;

c) Support economic development and facilitate economic growth within the

region; and

d) Minimise the effect of the Scheme on the environment.

1.3 Environmental Objectives

1.3.1 In the first instance environmental impacts should be avoided altogether,

however, this is not always possible. In such circumstances mitigation measures

will be adopted to reduce and if necessary remedy any significant adverse impacts

identified, with off-setting considered where compensation is required. Adverse

environmental effects of the Scheme will be avoided and minimised where

possible by way of:

a) The Scheme design and the adoption of appropriate working practices;

b) Incorporating appropriate measures during the detailed design process.

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Inset 1: Plan of Scheme Extents

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1.4 The Need for Environmental Impact Assessment

1.4.1 The Scheme is a relevant Schedule 2 development, as defined by the

Infrastructure Planning (EIA) Regulations 2009 (as amended) (the “EIA

Regulations”), whereby the Scheme is a change or extension to a development

listed in Schedule 2 (under paragraph 10(f)), which is already authorised and

executed, and the change or extension may have significant adverse effects on

the environment (paragraph 13). Due to the scale and complexity of the Scheme,

it is considered that it is "likely to have significant effects on the environment by

virtue of factors such as its nature, size or location" and, consequently, an EIA is

required.

1.4.2 An EIA will therefore be carried out in line with the EIA Regulations, guidance set

out in the Agency’s Design Manual for Roads and Bridges (“DMRB”), Volume 11,

Environmental Assessment, and in accordance with current best practice

guidance as applicable. The EIA will be reported in two stages, as follows.

a) First, a Preliminary Environmental Information Report ("PEIR") will be

prepared. This will enable the consultees, including the local community, to

understand environmental effects of the Scheme and potential mitigation

measures that have been identified for any significant effects. This will inform

their consultation responses regarding the Scheme.

b) An Environmental Statement ("ES") will be prepared, as part of the EIA

process, to accompany the application for a DCO.

1.5 The Purpose of this Scoping Report

1.5.1 The purpose of this Environmental Impact Assessment ("EIA") Scoping Report

(the "Scoping Report") is to:

a) Provide a summary of the proposed Scheme and alternatives considered to

date;

b) Set out the proposed scope of work and methods to be applied in carrying out

the EIA; and

c) Set out the proposed structure and coverage of the ES to be submitted with

the DCO application.

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1.6 Scoping Report Structure and Content

1.6.1 The EIA Regulations set out the requirements for an applicant who proposes to

request a scoping opinion from the Inspectorate. Regulation 8(3) of the EIA

Regulations requires a request for a scoping opinion to include:

a) A plan sufficient to identify the land

b) A brief description of the nature and purpose of the development and of its

possible effects on the environment; and

c) Such other information or representations as the person making the request

may wish to provide or make

1.6.2 This Scoping Report is set out in accordance with guidance provided in DMRB,

Volume 11, and the Inspectorate’s Advice Note 7 ‘Screening, Scoping and

Preliminary Environmental Information’ (the "Advice").

1.6.3 The Advice provides guidance on the information that should be included in the

Scoping Report. Table 1 lists the suggested requirements and identifies where

they are presented in this Scoping Report.

Table 1: Contents for the Scoping Report based on Advice Note 7

Suggested Scoping Report Contents (Based on the

Advice)

Location in this

Scoping Report

A plan showing:

The proposed draft DCO site boundary (identified by a red line) including any associated development;

any permanent land take required for the proposed development;

any temporary land take required for construction, including construction compounds;

any existing infrastructure which would be retained or upgraded for use as part of the proposed development and any existing infrastructure which would be removed; and

features including planning constraints and designated areas on and around the site such as national parks or historic landscapes.

Figure 1

A description of the proposed development including both

the NSIP and any associated development Chapter 2

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Advice)

Location in this

Scoping Report

In dealing with the description of the development and its possible effects on the environment, applicants should:

Set out the information using the headings in Schedule 3 to the EIA Regulations, being:

characteristics of the development;

location of the development; and

characteristics of the potential impacts.

Ensure that all aspects of the environment likely to be significantly affected by the development are addressed.

Chapter 2 and Chapter 6

An outline of the main alternatives considered and the

reasons for selecting a preferred option Chapter 3

Results of desktop and baseline studies where available Chapter 6, Parts 6.1 to

6.10

Referenced plans presented at an appropriate scale to

convey clearly the information and all known aspects

associated with the proposal

Figure 1

Guidance and practice to be relied upon, and whether this

has been agreed with the relevant bodies together with

copies of correspondence to support these agreements

Chapter 6, Parts 6.1 to 6.10

Methods used or proposed to be used to predict impacts

and the significance criteria framework used Chapter 6, Parts 6.1 to

6.10

Any mitigation proposed and predicted residual impacts Chapter 6, Parts 6.1 to

6.10

Where cumulative development has been identified, how

the developer intends to assess these impacts in the ES Chapter 6, Part 6.11

An indication of any European designated nature

conservation sites that are likely to be significantly affected

by the proposed development and the nature of the likely

significant impacts on these sites

Chapter 6, Part 6.4

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Advice)

Location in this

Scoping Report

Where a developer seeks to scope out matters, a full

justification for scoping out such matters, preferably

supported by evidence of agreement with the relevant

bodies

Chapter 6, Part 6.1 to 6.10

Key topics covered as part of the developer’s scoping

exercise Chapter 6, Part 6.1 to

6.10

An outline of the structure of the proposed ES Chapter 7

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2 SCHEME DESCRIPTION

2.1 Scheme Details

2.1.1 The scheme is approximately 32 miles (50 km) in length from J3 (Hayes) to J12

(Theale). It will create a permanent conversion of the hard shoulder to a running

lane and will provide the necessary signing and technology to create the ability to

control traffic dynamically. The Scheme will be designed in accordance with the

Highways Agency Interim Advice Note ("IAN") 161/13 ‘Managed Motorways, All

Lanes Running’, which sets out the design parameters and the associated

infrastructure and technology requirements for projects such as the Scheme.

2.1.2 Currently, there are a number of hard shoulder discontinuities on the M4 between

Junction 4 and Junction 8/9 where existing bridges limit the available carriageway

width. It is proposed that these bridges are widened or demolished and rebuilt

(see 2.1.18 to 2.1.20) in order to enable ALR, and TJR where possible.

2.1.3 The majority of the works along the motorway corridor will be within land currently

owned by the Secretary of State. However, additional land will be required

permanently to accommodate the proposed works, such as sideroad realignment

at overbridges and underbridge widening which will be kept to the minimum area

required. Land will also be required temporarily for access, storage and

construction activities and will be reinstated to its former land use on completion of

construction. Both permanent and temporary land take is included within the

proposed redline boundary shown in Figure 1.

2.1.4 Where alternatives are still under consideration, then all options are included

within the proposed red line boundary. Therefore the Scheme areas are indicative

at this stage and are expected to reduce as the design is developed and Scheme

areas are refined in response to consultation. Detailed design will continue beyond

the application stage and some details may change as a result. However, the

design assessed in the EIA will be based on a worst case scenario.

Carriageway Alignment and Footprint

2.1.5 Wherever possible, the proposed road alignment of the Scheme has been

designed to remain within the extents of the existing carriageway and Secretary of

State's land ownership. Some carriageway widening will be required at junctions to

accommodate the slip roads, and in areas where there is no existing hard

shoulder (generally at overbridges above the M4 between J4b and J8/9). The

motorway will be re-aligned over Thames Bray and Windsor Branch Railway

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underbridges to allow for asymmetric widening. These areas of widening are

indicated on Figure 1.

2.1.6 TJR is proposed at Junctions 4, 5, 6, 7, 8/9 and 11 as shown in inset 1; the

preferred design for ALR schemes, with the exception of motorway to motorway

interchanges and at terminal junctions where the adjacent links are to three lanes

or less. The provision of TJR along a route corridor allows long distance, strategic

traffic to remain in lane 1 and not make successive lane changes, prior to and

after each junction. This reduces the number of lane changes and the associated

hazards.

2.1.7 TJR is not proposed at the terminal junctions where the Smart motorway begins

and ends, namely J 3 and J 12. On the approach to these junctions the new near-

side lane would diverge from the motorway (lane drop) and form the left hand lane

of the exit slip road. The remaining three lanes would continue through the

junction to tie in with the existing lanes of the M4.

2.1.8 TJR is not proposed at Junction 4b (M25) or Junction 10 (A329M). These two

junctions have free flow motorway-motorway slip roads with high traffic flows and

two lanes. Use of TJR would create traffic flow conflict between through traffic in

lane 1 and diverging traffic approaching the junction in lane 2. At these junctions a

“lane drop, lane gain” layout is proposed. On approach to these junctions a lane

drop is proposed. After each junction the left hand lane of the entry slip road would

re-create lane 1 of the four lane motorway (lane gain).

2.1.9 Emergency Refuge Areas ("ERAs"), which are similar to laybys, are required to

provide a safe area for vehicles to stop in an emergency without interrupting the

flow of traffic. The current design is for 32 ERAs on the scheme, up to 2.5km

apart, These will measure 100m long and will be a minimum of 4.0m wide as

indicated in IAN 161/13. So far as possible, they will be built over the existing

highway verges and within the existing highway boundary.

2.1.10 Five lane carriageways are proposed between J4 and J4b (currently four lanes)

to provide sufficient capacity for traffic exiting / joining the main carriageway whilst

enabling TJR at J4. Four lane carriageways and a hard shoulder are proposed

between J4b and J5 (already present).

Proposed Signage, Gantries and Technology

2.1.11 Operation of the Smart Motorway will be controlled via gantry mounted, LED

signs.

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2.1.12 32 existing gantries, which are no longer required, will be removed to ground

level.

2.1.13 Approximately 20 existing MS4 (Motorway Signal Mark 4 - multi aspect coloured

variable message signs, which are able to display both text and pictograms) and 3

existing 3x18 gantries (3 x 18 cell variable message signs) will be retained along

the Scheme.

2.1.14 A total of approximately 130 new signs and/or gantries are anticipated to be

installed with associated cabinets and cabling as identified on Figure 1.

2.1.15 Approximately 130 pan, tilt and zoom CCTV cameras installed on 15m masts will

be provided to ensure there is full coverage of all running lanes enabling the

Regional Control Centre to confirm incidents and set the appropriate signs and

signals.

2.1.16 Approximately 180 above ground traffic detection radar units will be installed on

posts between 6 and 8m high orientated across the carriageway to monitor traffic

flow.

2.1.17 These estimates are indicative of the iterative design process and will be

reviewed and may be amended. The maximum number of signs and gantries

identified at the time of the DCO application will be subject to the EIA. As detailed

design will continue beyond the application stage, the numbers of signs and

gantries may change. However, the design assessed for the application will be

based on a worst case scenario.

Drainage

2.1.18 New drainage systems will be required along the majority of the central reserve,

where new central barriers are to be constructed, and in some sections of the

verges. These will replace or augment the existing drainage system.

2.1.19 Drainage in the central reserve will largely be replaced with surface water

channels or linear drains where necessary. New surface water channels and linear

drains will be required for super-elevated sections and new co-planar lengths.

2.1.20 In the verge it is proposed to replace the existing kerb and gully system with

linear combined kerb and drainage systems where appropriate, namely where

widths between the running lane and existing kerb and gully system are reduced.

Filter drains featuring filter stone on the surface within 3.2m of the carriageway

may need to be replaced, if considered a safety risk to vehicles.

2.1.21 In line with IAN 161/13, existing maximum discharge rates will be maintained to

prevent increased flood risk to receiving watercourses. Storage of surface water

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from additional areas of hard surfacing will be in the form of oversized pipes,

attenuation tanks, collector systems such as kerb and drainage units in ERAs and

/ or manhole chambers, with flow and spillage control devices prior to the outfalls.

Spillage control devices and other pollution interceptors will be provided at all ERA

sites, prior to the outfalls.

Structures

2.1.22 There are currently a number of sections of motorway where the hard shoulder is

discontinuous due to the presence of bridges. To accommodate a new lane where

no hard shoulder currently exists, some existing underbridges will need to be

widened (see paragraph 2.1.20) and some of the overbridges will need to be

removed and new bridges with longer spans constructed. The structures that

require widening are listed below and their locations are indicated on Figure 1.

Overbridges

a) Ascot Road (A330)

b) Monkey Island Lane

c) Marsh Lane

d) Lake End Road

e) Huntercombe Spur

f) Oldway Lane

g) Wood Lane

h) Datchet Road

i) Recreation Ground

j) Riding Court

k) Old Slade Lane

Underbridges and Culverts

a) Thames Bray Underbridge

b) Windsor Branch Railway Underbridge

c) Ashley Arch Culvert

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d) Langley Interchange West Underbridge

e) Langley Interchange Subway

f) Langley Interchange East Underbridge

g) Sipson Subway

h) 2 No. service culverts.

2.1.23 The preferred replacement option of overbridges is either a single or two span

steel composite deck, built on-line with side roads closed. Where a diversion route

is not acceptable during construction (due to local needs) then off-set or off-line

construction methods are being considered to allow the existing side road to

remain open.

2.1.24 Construction of side road overbridges and embankments will require works on

land not owned by the Secretary of State. Both temporary and permanent land

requirements are included in the proposed red line boundary shown in Figure 1.

2.1.25 Four underbridges, two subways and three culverts require widening. The most

notable of the underbridges are Windsor Branch Railway underbridge which

requires 15m of widening, and Thames Bray underbridge which requires 8m of

widening. Permanent and temporary land-take is required at both of these bridges.

Piling and Retaining Walls

2.1.26 Retaining walls are required to minimise additional land take where the

carriageway is to be widened. Retaining walls could be required at ERAs, gantry

legs and other locations.

Road Restraint System

2.1.27 A Rigid Concrete Barrier ("RCB") and paved central reserve is proposed

throughout the Scheme.

2.1.28 New near-side verge safety barriers would be provided at new hazards, such as

gantries, signs, and CCTV cameras.

Lighting

2.1.29 The full extent of the Scheme, except for the section between J8/9 and J10, is

currently lit with either central reserve or verge lighting. The lighting design will be

developed during detailed design and a worst case scenario will be assessed for

visual intrusion based on the following:

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a) All the existing sections of the motorway and slip roads that are currently lit

will remain lit;

b) The unlit section between J8/9 and J10 will remain unlit; and

c) Existing lighting will be removed and replaced with modern LED lighting with a

central management control system, where the assessment process identifies

that it is required.

Road Surfacing

2.1.30 The existing hard shoulders have a surface in either Thin Surface Course

("TSC") or Hot Rolled Asphalt ("HRA") with stone chippings. TSC is classified as

‘low noise’ for the purposes of noise assessment. TSC will be used wherever it is

proposed to resurface or provide new surfacing material. It is assumed that the

near-side and far-side lanes (new lanes 1 and 4) will require a new surface

course. Areas of existing TSC will remain if pavement life and skid resistance are

assessed to be adequate.

Environmental Barriers

2.1.31 Environmental barriers, in the form of fencing, to mitigate, inter alia noise and

visual impacts, will be included within the Scheme where the environmental

assessment process identifies that this form of environmental mitigation is

required.

Replacement Planting

2.1.32 Vegetation lost to construction activities will be replanted where possible with

locally appropriate species. Environmental enhancement will also be applied in

appropriate circumstances. This will be developed through the preparation of an

environmental masterplan, which will set out the proposed approach to

environmental design.

2.1.33 Semi-natural habitat cleared during construction will be re-planted using native

species that are considered appropriate to the nature of the soil and the pre-

existing vegetation composition. In the medium to long term this planting will

mature to provide habitats and visual screening, which will replace the vegetation

removed.

2.2 Construction Activities

2.2.1 Certain aspects of construction will be determined by the contractor appointed by

the Agency to construct the works. Consequently, the description below is based

on current best practice and the most likely arrangements.

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Site Mobilisation

2.2.2 The contractor (not yet appointed) will require mobilisation time to establish site

offices and services ahead of the start of construction. Typically, this process

takes three months. This would be followed by a period of site vegetation

clearance operations prior to commencement of construction.

Construction Compound

2.2.3 Construction of the Scheme will require the establishment of a main office

compound (circa 5 ha) and smaller section compounds (circa 1 ha) to accept and

store material deliveries, provide storage for plant and equipment, and provide

office and welfare facilities for workers. These locations would need to be adjacent

or close to the motorway / motorway junction to allow easy access and egress

from site. Thirteen possible areas along the Scheme route have been identified

through desktop study and site visits. These are included within the red line

boundary shown in Figure 1 and are described below. The possible construction

compounds are all contiguous within the redline shown around the existing

motorway, with the exception of Areas 4, 10 and 11, which are not contiguous with

it.

a) Area 1 (Sheet 20): Prologis Park of A408 adjacent M4 J4 TQ07753 79088. 1

ha of land with access direct from dual carriageway.

b) Area 2 (Sheet 20 - the section nearest to J4/integral with the J4 eastbound

on-slip): Shepiston Lane, Hayes TQ07692 787000. 1 ha of land with good

access from M4 J4 via A408.

c) Area 3 (Sheet 21, repeated on Sheet 22): HA Heston Motorway depot M4 J3.

1 ha of land with access from A312.

d) Area 4 (Sheet 19): M4J4a/M25 TQ04331 77811. 1 ha of land within identified

site having access from the A4

e) Area 5 (Sheet 18): Sutton Lane SL3 8AB TQ 01894 77861. 1 ha of land off

Sutton Lane.

f) Area 6 (Sheet 15): M4 J6 SU 96076 78842. 1 ha of land with access off A355.

g) Area 7 (Sheet 14): M4 J7 SU93154 79985. 1 ha of land with potential access

from motorway and slip road.

h) Area 8 (Sheet 13): A308(M) adjacent M4 J8/9 SU 89480 78802. 5 ha of land

with access off A330 Ascot Road and potential access from A308(M).

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i) Area 9 (Sheet 8): M4 J10 SU 80064 70946. 1 ha of land with potential access

from M4 and slip roads.

j) Area 10 (Sheet 5): M4 J11 SU71603 68415. 1 ha of land with access off A33

Basingstoke Road.

k) Area 11 (Sheet 2 - inset plan): M4 J12 Bardon Theale Depot SU 63272

70584, 1 ha of land with access via off Wigmore Lane to A4 Bath Road.

l) Area 12 (Sheet 2, repeated on Sheet 3): M4 J12, 1 ha of land with access via

Dorking Way to A4 Bath Road

m) Area 13 (Sheet 16): 2 ha of land isolated by works to M4, Datchet Road and

Recreation Ground access road.

2.2.4 The final selection of compound locations will be undertaken by the contractor.

The EIA will be carried out on the locations above and will assist in rejecting

unsuitable compounds. The potential impacts of the remaining compounds will be

reported in the ES, together with any proposed mitigation.

2.2.5 For some areas the land included within the red line boundary exceeds the

required area. This is to allow flexibility for design and buildability purposes to

ensure the final design of the Scheme achieves its intended function and that

construction can be carried out in the most appropriate manner. Additional areas

for access and construction works have also been included around each of the

bridgework sites.

2.2.6 As the Scheme construction areas are indicative, they are expected to reduce as

the design is developed and refined in response to the formal consultation.

Detailed design will continue beyond the application stage. However, the design

assessed in the EIA will be based on a worst case scenario.

Temporary Lighting

2.2.7 In order to minimise visual impacts, temporary lighting would be used on a task-

by-task basis, but only in the specific locations/areas where lighting is required.

Traffic Management During Construction

2.2.8 Traffic management measures will be required along the M4 from J3 to J12.

Typically, these would comprise narrow lanes with a speed restriction of 50mph.

These arrangements provide the necessary work space required for the

contractor, while maintaining safe conditions for drivers and construction workers.

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2.3 The Rochdale Envelope

2.3.1 The Inspectorate Advice Note 9: Using the ‘Rochdale Envelope’ provides

guidance regarding the degree of flexibility that may be considered appropriate

within an application for development consent under the Planning Act 2008. The

advice note acknowledges that there may be aspects of the scheme design that

are not yet fixed, and therefore, it may be necessary for the EIA to assess likely

worst case variations to ensure that all foreseeable significant environmental

effects of the Scheme have been assessed.

2.3.2 This Scoping Report is based on the emerging preliminary design for the

Scheme. The Scheme is to be developed further through a reference design stage

which will form the basis for the DCO application. Within the reference design

there will need to be sufficient flexibility to provide scope for further ‘value

engineering’ through innovative design and construction techniques. Therefore,

when presenting the Scheme design in the ES and the accompanying

assessment, the requirements of Advice Note 9 will be complied with to ensure

that the likely significant effects of the Scheme are assessed on a reasonable

worst case basis. The reference design will continue to be informed by the EIA

through the iterative working between designers and environmental specialists.

2.4 Timescales

2.4.1 An indicative construction programme is under development, with a mobilisation,

construction and commissioning period of approximately 5 years 6 months starting

in 2016. This construction programme has been developed to enable safe

construction whilst minimising disruption to the travelling public.

2.4.2 Construction will most likely progress from west to east in three main phases:

a) Phase 1: J12 to J8/9;

b) Phase 2: Structures from J8/9 to J4b; and

c) Phase 3: J4b to J3 and completion of the carriageway J8/9 to J4b

2.4.3 Each phase will be constructed in three main stages:

a) Stage 1. Mobilisation, advance verge works, main verge works (including

bridgeworks, retaining walls and gantries);

b) Stage 2. Central reserve works; and

c) Stage 3. Commissioning.

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3 THE CONSIDERATION OF ALTERNATIVES

3.1.1 The following provides a summary of the key alternatives and decisions which

have resulted in the Scheme.

a) In 2003 the Secretary of State endorsed the Thames Valley Multi-Modal

Study which recommended against the widening of the motorway in favour of

demand management measures.

b) A feasibility study in 2008 found that Hard Shoulder Running ("HSR") with

Active Traffic Management ("ATM") could be implemented and would provide

the best value solution. This study recommended that the preferred solution

should be for the Dynamic use of Hard Shoulder with TJR at J5, J6 and J7

only.

c) Options work continued in 2010 and 2011 and identified that increased value

could be achieved through the permanent conversion of the hard shoulder

into a running lane. For safety and operational reasons such a solution would

require flow on all lanes to be controlled. Various gantry and signal layouts

were considered and the preferred option included gantries at the start of

each link, verge mounted variable message signs at a maximum spacing of

1,500m and additional gantries on long links.

d) In 2012 the Agency issued further guidance incorporating lessons learned

from other managed motorways in IAN 161/12 ‘Managed Motorways All Lane

Running’, and Chief Highway Engineer (“CHE”) memo ‘MM-ALR Through

Junction Running Guidance’. Based on this guidance the preferred solution

was optimised to reduce the requirement for gantries and variable signs and

to increase TJR to now include J4, J5, J6, J7, J8/9 and J11.

e) Further details of the Scheme are provided in chapter 2.

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4 CONSULTATION

4.1 Consultation Undertaken to Date

4.1.1 During the environmental studies to date, contact was made with the

following organisations with a request for environmental baseline data:

a) Natural England ("NE");

b) English Heritage;

c) Environment Agency;

d) West Berkshire Council;

e) Reading Borough Council;

f) Wokingham Borough Council;

g) Windsor and Maidenhead Royal Borough Council;

h) Bracknell Forest Borough Council;

i) Slough Borough Council;

j) South Buckinghamshire District Council;

k) London Borough of Hillingdon;

l) London Borough of Hounslow;

m) Berkshire, Buckinghamshire and Oxfordshire Wildlife Trust;

n) Thames Valley Environmental Records Centre;

o) Buckinghamshire and Milton Keynes Environmental Records Centre;

p) Greenspace Information for Greater London (the capital’s environmental

records centre);

q) Berkshire and South Bucks Bat Group; and

r) Berkshire Reptile and Amphibian Group.

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4.2 Environmental Statement Consultation

4.2.1 During the preparation of the ES, consultation will be held with a range of

organisations and other stakeholders to inform the methodologies used in the

assessment and to collate baseline data. Details of all consultation and how

this has informed the assessment will be presented in the Consultation

Report, which will accompany the application for development consent. There

will be a table in the ES summarising any consultation responses from the

statutory consultees and how they are considered.

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5 ENVIRONMENTAL IMPACT ASSESSMENT METHODOLOGY

5.1 The Environmental Impact Assessment Process

5.1.1 Environmental impact assessment (“EIA”) is an on-going process. The main

aims of the EIA include informing decision-makers of the environmental

impact of the scheme on people and the environment, and to enable the

optimum environmental performance of a project, within engineering and

other constraints. In general terms, the main stages in the assessment are as

follows:

a) Data Review - draw together and review available data;

b) Scoping - identify significant issues and determine the subject matter of

the assessment;

c) Baseline Surveys - undertake baseline surveys and monitoring to identify

existing baseline conditions;

d) Consultation - feedback from consultees and the public in relation to key

environmental issues, methodology adopted and design approaches will

be sought (for a project requiring a DCO, consultation is supported by a

PEIR);

e) Assessment and Iteration - assess likely effects of the Scheme, evaluate

alternatives, provide feedback to design team on adverse impacts,

incorporate mitigation, assess effects of mitigated development; and

f) Preparation of the ES.

5.2 Design Guidance

5.2.1 The development and design of major highway projects are governed by

guidance and standards set out in the DMRB. Other relevant guidance is

described in this section, as appropriate. In particular, the EIA guidance for

highway projects is provided in DMRB Volume 11, and further environmental

design guidance is provided in Volume 10. This is supplemented by a

number of IANs that provide more up-to-date and detailed guidance in relation

to certain environmental topic assessments. The DMRB and IANs are

published by the Department for Transport and the HA respectively.

5.2.2 DMRB Volume 11, Section 2, Part 1, ‘General Principles and Guidance on

Environmental Impact Assessment’ outlines the approach to assessment that

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may be relevant, depending upon the potential environmental effects and the

stage of the Scheme. The assessment levels are: scoping, simple and

detailed. These levels are not intended to be sequential, but consequential.

5.2.3 DMRB Volume 11, Section 1, Part 1, supplemented by IAN 125/09

‘Supplementary guidance for users of DMRB Volume 11 Environmental

Assessment’ identifies the topics to be considered in a scoping assessment.

5.2.4 Derived from a combination of DMRB, IAN 125/09, IAN 161/13 and IAN

153/11, the following topics have been included in the scoping of the

assessment for the Scheme:

a) Air Quality;

b) Cultural Heritage;

c) Landscape;

d) Nature Conservation;

e) Geology and Soils;

f) Materials and Waste;

g) Noise and Vibration;

h) Effects on All Travellers;

i) Community and Private Assets;

j) Road Drainage and the Water Environment; and

k) Combined and Cumulative Effects.

5.2.5 For each environmental topic a different level of assessment may be

appropriate. This is discussed in chapter 6 of this Report.

5.2.6 Although a Health Impact Assessment ("HIA") is not included in or required

by DMRB, consideration has been given to the need for a HIA. Due to the

nature of the Scheme, predominantly within the motorway corridor, it is

considered that no separate HIA is needed except for coverage of health

impacts under relevant disciplines such as Air Quality and Noise.

5.3 Study Areas

5.3.1 The study areas for each environmental topic will be defined in the ES for

each of the topics described in parts 6.1 to 6.11 of this Report. These will be

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based on the geographical scope of the potential impacts relevant to the topic

and the information required to assess the impacts, as well as topic specific

guidance provided in the DMRB and other best practice guidance and

consultation with stakeholders.

5.3.2 A 1km study area is shown on Figure 1, this represents the widest study

area used by any of the disciplines. Where the study area has been extended

to include areas of traffic management or proposed construction compounds,

a buffer of 250m has been used as this represents the likely area where

potential significant impacts could occur.

5.4 Baseline Data

5.4.1 The baseline environmental conditions will be defined to allow the

assessment of changes that would be caused by the Scheme. For the

assessment of environmental effects the baseline will reflect the situation

immediately before the implementation of the Scheme. Therefore, the

identification of the baseline requires the description of the existing situation

and then a prediction of how it is likely to change in the absence of the

Scheme which is often referred to as the ‘future baseline’.

5.4.2 The definition of the baseline for each environmental topic will also be

affected by the assessment scenario that is reported (refer to Part 5.5 below).

5.4.3 The description of the baseline and future baseline conditions will clearly

identify receptors that may be affected by the Scheme and also their ‘value’ or

‘sensitivity’ to potential change.

5.5 Assessment of Effects

Defining Assessment Years and Scenarios

5.5.1 The assessment of effects involves comparing a scenario with the Scheme

against one without the Scheme over time. The absence and presence of a

Scheme are referred to as the ‘Do Minimum’ and ‘Do Something’ scenarios

respectively. The ‘Do Minimum’ scenario represents the future baseline with

minimal interventions and without new infrastructure.

5.5.2 Depending on the topic, the effects need to be assessed for the ‘Do

Minimum’ and ‘Do Something’ scenarios in the baseline year and a future

assessment year, or a series of future assessment years. For example,

assessments might be undertaken 15 years after opening, or the worst year in

the first 15 years of operation.

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5.5.3 The ES will assess the construction and operation effects of the Scheme.

Decommissioning of the Scheme will be addressed in the Scheme Description

of the ES. This will outline how the Scheme will be designed to maximise the

scope for materials re-use in the event of decommissioning, as well as

considering the design life and maintenance requirements of the Scheme. In

view of the long design-life of the Scheme (40 years for new carriageway

construction, 120 years for new bridges and 30 years for new gantries) it is

not considered appropriate for this to form part of each environmental topic

assessment, rather the focus will be upon seeking to minimise disruption and

to re-use materials that will also form part of the Materials assessment.

Identifying Potential Effects

5.5.4 Schedule 4 of the EIA Regulations requires: “A description of the likely

significant effects of the development on the environment, which should cover

the direct effects and any indirect, secondary, cumulative, short, medium and

long-term, permanent and temporary, positive and negative effects of the

development, resulting from:

a) The existence of the development;

b) The use of natural resources;

c) The emission of pollutants, the creation of nuisances and the

elimination of waste; and the description by the applicant of the

forecasting methods used to assess the effects on the environment."

5.5.5 Accordingly, all of these elements will be addressed in the text of the ES. In

particular, the potential for cumulative effects with other developments is

addressed in sections 5.8 and 6.11 of this Report.

5.6 Assessing Significance

5.6.1 The significance of an environmental effect is typically a function of the

‘value’ or ‘sensitivity’ of the receptor and the ‘magnitude’ or ‘scale’ of the

impact.

5.6.2 DMRB Volume 11, Section 2, Part 5 HA 205/08 ‘Assessment and

Management of Environmental Effects’ provides advice on typical descriptors

of environmental value, magnitude of change and significance of effects.

Tables 2 to 4 reproduce these descriptors and demonstrate how the

significance of effect category can be derived. Assessments will be made on

the basis of professional judgement.

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Table 2: Environmental Value (or Sensitivity) and Typical Descriptors

Value (Sensitivity) Typical Descriptors

Very high Very high importance and rarity, international scale and

very limited potential for substitution.

High High importance and rarity, national scale, and limited

potential for substitution.

Medium High or medium importance and rarity, regional scale,

limited potential for substitution.

Low (or lower) Low or medium importance and rarity, local scale.

Negligible Very low importance and rarity, local scale.

Table 3: Magnitude of Change and Typical Descriptors

Magnitude of Change Typical Descriptors

Major

Loss of resource and/or quality and integrity of resource; severe damage to key characteristics, features or

elements (Adverse).

Large scale or major improvement of resource quality; extensive restoration or enhancement; major improvement of attribute quality (Beneficial).

Moderate

Loss of resource, but not adversely affecting the integrity; partial loss of/damage to key characteristics, features or

elements (Adverse).

Benefit to, or addition of, key characteristics, features or elements; improvement of attribute quality (Beneficial).

Minor

Some measurable change in attributes, quality or vulnerability; minor loss of, or alteration to, one (maybe

more) key characteristics, features or elements (Adverse).

Minor benefit to, or addition of, one (maybe more) key characteristics, features or elements; some beneficial

impact on attribute or a reduced risk of negative impact occurring (Beneficial).

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Magnitude of Change Typical Descriptors

Negligible

Very minor loss or detrimental alteration to one or more characteristics, features or elements (Adverse).

Very minor benefit to or positive addition of one or more characteristics, features or elements (Beneficial).

No Change No loss or alteration of characteristics, features or elements; no observable impact in either direction.

5.6.3 Table 4 demonstrates how combining the environmental value of the

resource or receptor with the magnitude of change produces a significance of

effect category.

Table 4: Arriving at the Significance of Effect Category

Value/Sensitivity of Receptor

Magnitude

of Change Very High High Medium Low Negligible

Major Very Large Large / Very

Large Moderate /

Large Moderate Slight

Moderate Large / Very

Large Moderate /

Large Moderate Slight Neutral

Minor Moderate /

Large Moderate Slight Neutral Neutral

Negligible Slight Slight Neutral Neutral Neutral

No Change Neutral Neutral Neutral Neutral Neutral

5.6.4 The DMRB recognises “the approach to assigning significance of effect

relies on reasoned argument, professional judgement and taking on board the

advice and views of appropriate organisations. For some disciplines,

predicted effects may be compared with quantitative thresholds and scales in

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determining significance. Assigning each effect to one of the five significance

categories enables different topic issues to be placed upon the same scale, in

order to assist the decision-making process at whatever stage the project is at

within that process”.

5.6.5 Table 5 illustrates how the DMRB describes the significance of effect

categories. In arriving at the significance of effect, the assessor will also

consider whether they are direct, indirect, secondary, cumulative, short,

medium or long-term, permanent or temporary, positive or negative.

Table 5: Descriptors of the Significance of Effect Categories

Significance

Category Typical Descriptors of Effect

Very large

Only adverse effects are normally assigned this level of significance. They represent key factors in the decision-

making process. These effects are generally, but not exclusively, associated with sites or features of international,

national or regional importance that are likely to suffer a most damaging impact and loss of resource integrity.

However, a major change (e.g. loss or severe damage to key characteristics) in a site or feature of local importance

may also enter this category.

Large These beneficial or adverse effects are considered to be

very important considerations and are likely to be material in the decision-making process.

Moderate

These beneficial or adverse effects may be important, but are not likely to be key decision-making factors. The

cumulative effects of such factors may influence decision-making if they lead to an increase in the overall adverse

effect on a particular resource or receptor.

Slight

These beneficial or adverse effects may be raised as local factors. They are unlikely to be critical in the decision-making process, but are important in enhancing the

subsequent design of the project.

Neutral No effects or those that are beneath levels of perception, within normal bounds of variation or within the margin of

forecasting error.

5.6.6 Not all of the environmental topics will use the above criteria or approach.

For example, some topics do not use a matrix based approach but instead

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use numerical values to identify impacts (for example, Noise and Vibration)

and some topics do not have agreed methods of assessment or scales of

measurement for either value or sensitivity (for example, Geology and Soils).

Therefore, each environmental topic specialist will use the information

provided above, their topic specific guidance as well as their professional

judgement to assess the significance of effects. However, irrespective of the

criteria or approach that a topic requires, the descriptors of significance listed

in Table 5 will be used.

5.6.7 Further details of the topic specific significance criteria that will be used in

the ES are discussed in sections 6.1 to 6.11 of this Report.

5.7 Mitigation Measures, Enhancements and Residual Effects

5.7.1 Mitigation of adverse environmental effects will be an iterative part of the

Scheme development following the hierarchy below:

a) Avoidance – incorporate measures to avoid the effect, for example,

alternative design options or modifying the Scheme programme to avoid

environmentally sensitive periods.

b) Reduction – incorporate measures to lessen the effect, for example,

fencing off sensitive areas during construction and implementing a

Construction Environmental Management Plan (“CEMP”) to reduce the

potential impacts from construction activities.

c) Compensation/Remediation – where it is not possible to avoid or reduce

a significant effect then offsetting measures should be considered, for

example the provision of replacement of habitat to replace that lost to the

Scheme, or remediation such as the clean-up of contaminated soils.

5.7.2 Impacts that remain after mitigation are referred to as residual impacts. The

assessment of the significance of the residual effects after mitigation /

enhancement is therefore the key outcome of the assessment.

5.8 Assessment of Cumulative Effects

5.8.1 Cumulative effects are the result of multiple actions on environmental

receptors or resources. There are principally two types of cumulative impact:

a) The combined action of a number of different environmental topic specific

impacts upon a single resource/receptor (in combination).

b) The combined action of a number of different projects, cumulatively with

the project being assessed, on a single resource/receptor (cumulative).

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5.8.2 Further details on the scope of the cumulative effects assessment is

provided in section 6.11.

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6 ENVIRONMENTAL SCOPE AND ASSESSMENT

6.1 Air Quality

Consultation

6.1.1 Consultation will be carried out with Environmental Health Officers/Air

Quality Officers for the local authorities affected by the scheme.

6.1.2 These consultations will be undertaken to ensure up to date baseline data

(e.g. monitoring data and Air Quality Management Area ("AQMA")

designations) are considered in the assessment, to identify any specific local

concerns.

Baseline information obtained/surveys undertaken (refer to Figure 1)

6.1.3 Baseline information has already been gathered from local authorities along

the Scheme route including information on AQMAs and monitoring. Data

have also been obtained from previous monitoring undertaken for the Agency

along the Scheme. Key baseline information is outlined below.

6.1.4 There are six AQMAs directly covering the M4 between J3 and 12 (Figure 1).

These are:

a) Hillingdon AQMA, London Borough of Hillingdon ("LB Hillingdon"), most

of Hillingdon, covering the M4 from J4b towards London.

b) South Buckinghamshire AQMA, South Buckinghamshire District Council,

an area comprising the M4 (J4b and J7 towards J8/9), M25 and M40 and

adjacent land.

c) AQMA 1, Slough Borough Council, an area encompassing land adjacent

to the M4 along the north carriageway between J5 and J7, and along the

south carriageway between J5 and Sutton Lane.

d) Bray/A4 AQMA, Royal Borough of Windsor & Maidenhead, an area

encompassing part of Bray where the M4 crosses over the A308 London

Road east of J8/9.

e) Wokingham AQMA, Wokingham District Council, an area along the M4

from before J10 to after J11.

f) Reading AQMA, Reading Borough Council, an area covering Reading

Town Centre, areas along the major radial road routes into Reading

(including J11 of the M4) and along the railway lines where they pass

through built-up areas.

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6.1.5 Along the Scheme there are over 80 Highways Agency monitoring locations,

as well as 4 monitoring locations in LB Hillingdon, 10 monitoring locations in

Slough, 4 monitoring locations in Windsor, and 25 monitors in Wokingham.

There are also 18 locations monitored in 2009 as part of previous studies. In

total, 32 of the above sites have been monitored and identified as being

above the annual mean objective for Nitrogen Dioxide (NO2).

6.1.6 An additional 64 NO2 monitoring locations have been deployed along the

length of the Scheme, and nearby surrounding roads, since March 2013

(Figure 1).

Other baseline information to be obtained/surveys to be undertaken and

design information to be collated

6.1.7 Further baseline data will be gathered in consultation with affected local

authorities and Scheme specific monitoring data collection will be continued

until at least one year’s worth of data are collected.

6.1.8 The air quality assessment will be undertaken using traffic data provided with

and without the Scheme for the scenarios listed in paragraph 6.7.7.

Key environmental receptors

6.1.9 Some 1,600 individual receptors will be modelled along the length of the

Scheme for the operational air quality assessment.

6.1.10 There is one designated site within 200 m of the scheme, Pincents Kiln Site

of Special Scientific Interest ("SSSI"), near J12. This is designated for its

geological interest due to the permanent exposure of the Tertiary Reading

Beds. The site is located on Figure 1 Draft DCO Site Boundary and

Environmental Scheme Plan, Sheet 19.

Study area for the assessment

6.1.11 This assessment will consider operational, regional and local air quality

effects following the methodology in DMRB Volume 11, Section 3, Part 1 ‘Air

Quality’ (HA207/07).

6.1.12 The operational local air quality study area considers the scheme itself and

those routes considered to be ‘affected’ by the scheme. Affected roads are

identified by comparing traffic data with (Do Something) and without (Do

Minimum) the scheme against the local air quality screening criteria presented

in DMRB where:

a) road alignment will change by 5 metres or more; or

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b) daily traffic flows will change by 1,000 annual average daily traffic (AADT)

flow or more; or

c) Heavy Duty Vehicles (HDV) flows will change by 200 AADT or more; or

d) daily average speeds will change by 10km/hr or more; or

e) peak hour speed will change by 20km/hr or more.

6.1.13 Selected additional highway links will also be included in the local

operational air quality modelling where the additional emissions from these

links are required adequately to describe pollutant concentrations at sensitive

receptor locations along with the scheme or affected routes (i.e. those routes

which meet the criteria listed above).

6.1.14 The regional air quality study area is based on the regional screening criteria

(see paragraph 3.20 of HA207/07) given:

a) a change of more than 10% AADT; or

b) a change of more than 10% to the number of heavy duty vehicles AADT;

or

c) a change in daily average speed of more than 20km/hr.

6.1.15 Air quality effects during the construction phase of the Scheme will be

considered for locations within 200m of the extent of the construction works

(see paragraph 3.45 of HA207/07).

Methodology (including any relevant software)

6.1.16 The assessment of potential air quality effects will be undertaken in

accordance with the DMRB to describe local, regional and construction air

quality effects. The associated IANs listed below, will also be used as

applicable:

a) IAN 174/13: Updated advice for evaluating significant local air quality

effects for users of DMRB Volume 11, Section 3, Part 1 Air Quality

(HA207/07).

b) IAN 175/13: Updated advice on risk assessment related to compliance

with the EU Directive on ambient air quality and on the production of

scheme Air Quality Action Plans for users of DMRB Volume 11, Section

3, Part 1 Air Quality (HA207/07).

c) IAN 170/12: Updated air quality advice on the assessment of future NOx

and NO2 projections for users of DMRB Volume 11, Section 3, Part 1 Air

Quality.

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6.1.17 The assessment of local air quality will use the ADMS Roads dispersion

model to predict road pollutant contributions at identified sensitive receptors.

Predictions will be made with (Do Something) and without (Do Minimum) the

Scheme. On the basis of these predictions the change in key pollutant

concentrations (NO2 and Particulate Matter (PM10)) associated with the

scheme can be established. Predictions will be verified using baseline

modelling predictions and baseline air quality monitoring data.

6.1.18 Local Air Quality Management ("LAQM") guidance and tools, for example

NOx to NO2 conversion approach and background maps, will also be used as

required.

6.1.19 DMRB HA207/07 also indicates that the assessment of air quality in relation

to highways schemes should report the results of local air quality Transport

Analysis Guidance ("TAG").

6.1.20 The plan level methodology within the TAG guidance aims to quantify the

change in exposure at receptors in the opening year as a result of schemes,

through the quantification of exposure for all DMRB local affected roads. The

methodology follows a number of steps comprising:

a) identification of the affected road network, which is the same as the

DMRB local air quality affected road network;

b) quantification of the number of properties within 0-50m, 50-100m,

100-150m and 150-200m bands, from the affected roads;

c) the calculation of concentrations within each band at 20m, 70m, 115m

and 175m from the road centreline using the DMRB spreadsheet

model;

d) calculation of property-weighted NO2 and PM10 concentrations;

e) calculation of the total numbers of properties where air quality

improves, worsens or stays the same for each pollutant; and

f) calculation of an overall assessment score for NO2 and PM10.

6.1.21 An overall positive score indicates an overall worsening, and an overall

negative score indicates an overall improvement.

6.1.22 The regional air quality assessment considers changes in annual road

transport emissions of NOx, PM10 and Carbon ("C") that may be brought about

by the Scheme in the opening and design years. The latest Emission Factor

Toolkit (spreadsheet) from the Department for Environment, Food and Rural

Affairs (“Defra”) and the Devolved Administrations will be used in the

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estimation of these emissions. Receptors potentially affected by construction

along the Scheme will be identified and a qualitative discussion of the

significance of impacts with suitable mitigation measures will be presented

based on the approach presented in the DMRB.

Significance Criteria

6.1.23 The significance of operational air quality effects for the Scheme will be

based on the guidance presented in IAN 174/13, which recommends that the

following key criteria for air quality are considered.

a) Is there a risk that environmental standards will be breached?

b) Is there a high probability of the effect occurring?

c) Will there be a large change in environmental conditions?

d) Will the effect continue for a long time?

e) Will many people be affected?

f) Is there a risk that protected sites, areas or features will be affected?

g) Will it be difficult to avoid, or reduce or repair or compensate for the

effect?

6.1.24 Following the collation of information to address the above questions, an

informed professional judgement on the significance of local air quality effects

for public exposure and designated sites will be established.

6.1.25 The scope of lAN 174/13 includes the assessment of significant local air

quality effects for public exposure and designated ecological sites only.

Changes in regional emissions and the assessment of construction dust

impacts will be assessed as described in DMRB HA207/07.

Description of possible significant effects on receptors

6.1.26 Construction operations generate some likely temporary negative effects on

air quality due to emissions from plant and vehicles and construction dust.

These impacts will be assessed to determine whether they will result in

significant environmental effects.

6.1.27 The answers to the above questions will form the basis for determining likely

significant operational air quality effects. One of the above questions ‘will

many people be affected’ will be addressed by reference to the number of

receptors predicted to have small, medium and large changes in air quality.

Where numbers of affected properties are above the upper thresholds listed in

Table 6 this may suggest likely significant air quality effects.

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Table 6: Descriptors of the Significance of Effect Categories

Number of Receptors with:

Magnitude of Change in

NO2 (µg/m³)

Worsening of air quality

objective already above

objective or creation of a

new exceedance

Improvement of an air

quality objective already

above objective or the

removal of an existing

exceedance

Large (>4) 1 to 10 1 to 10

Medium (>2 to 4) 10 to 30 10 to 30

Small (>0.4 to 2) 30 to 60 30 to 60

6.1.28 The significance of the effects on designated sites will be determined by the

Scheme ecologist setting out the key reasons for this evaluation, including the

magnitude of change in NOx and/or nitrogen deposition.

Potential Mitigation Measures

6.1.29 Potential mitigation measures during construction include:

a) control measures to minimise dust and plant emissions within a CEMP,

and

b) traffic management to maintain three lanes of traffic at reduced speeds (50

mph) which will reduce air quality effects.

Aspects/impacts scoped out of the assessment (including justification)

6.1.30 None at this stage.

Assessment period/scenarios

6.1.31 The air quality assessment periods / scenarios consist of:

a) the construction period;

b) the operational period, with specific consideration of the opening year

and any intermediate years if required for mitigation scenarios; and

c) 15 years after opening will also be utilised for regional emissions

calculations.

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6.2 Cultural Heritage

Consultations

6.2.1 Consultation will be undertaken with the local authority development control

archaeological officers at county level and English Heritage.


6.2.2 Existing geo-referenced data sets and on line resources were interrogated to

provide details of all known Scheduled Monuments, listed buildings, World

Heritage Sites and registered parks and gardens within a 1km study area.

6.2.3 Further information on conservation areas and archaeological monuments

from the Historic Environment Records ("HER") of the relevant local

authorities has been gathered, providing a wider understanding of the

heritage assets, both designated and not, within the study area.



6.2.4 The available ground investigation information will be reviewed to determine

ground conditions and create a ground model demonstrating the relative

depths of made ground. This will be compared with the proposed physical

extent of excavation works and used to comment on the potential for

archaeological remains.


6.2.5 The following key sensitive features within a 250m buffer zone either side of

the carriageway (see paragraph 6.2.6) have been identified (Note that Figure

1 shows all Scheduled Monuments within a 1km study area, so the numbers

shown on Figure 1 will be greater than those listed here):

a) one Scheduled Monument;

b) an additional Scheduled Monument was identified outside the 250m

study area but is included here for contextual reasons;

c) 42 listed buildings, of which 14 were considered to be particularly

sensitive to potential development within the existing carriageway

boundary;

d) two registered parks and gardens;

e) seven conservation areas; and

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f) evidence of archaeological activity dating from the prehistoric period

onwards including some evidence of prehistoric settlement, and palaeo-

environmental remains.


6.2.6 Due to the fact that the majority of the Scheme is likely to be associated with

the existing boundary of the carriageway, it is considered that no known

cultural heritage assets within the existing highway boundary would be directly

impacted. Consequently the study area has been defined as 250m either side

of the highway boundary. The indirect impacts resulting from a change in the

setting of cultural heritage features would only potentially affect assets within

250m of the works. However, the Zone of Visual Influence of the scheme

(prepared as part of the visual impact assessment) will be reviewed in order to

identify any potential impacts outside of 250m.


6.2.7 The cultural heritage assessment will follow the simple level assessment set

out in DMRB Volume 11, Section 3, Part 2 – Cultural Heritage.

6.2.8 Archaeological potential will be assessed using professional judgement from

an examination of the previous archaeological interventions adjacent to the

carriageway. The key issue to determine is whether any of the proposed

works have the physical potential to impact pre-existing archaeological

deposits or features.

Significance Criteria

6.2.9 The standard 3-tiered approach to the assessment described in part 5.6 of

this Scoping Report will be applied. The value of the cultural heritage

receptors will be evaluated using the criteria given in HA 208/07 DMRB

Volume 11, Section 3, Part 2. The scale of the impacts of the proposed

scheme wi l l use the DMRB criteria in DMRB Volume 11, Section 3, Part 2,

HA 208/07. The effects of the proposed Scheme will be determined with

reference to the significance of effects matrix (Table 5).


6.2.10 The existing bridges have no heritage significance and their loss is not

considered to be an issue.

6.2.11 The following construction works have the potential to impact on previously

unknown archaeology (refer to Figure 1). Should excavations be required into

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previously undisturbed ground then there is potential for further artefacts and,

or remains to be affected:

a) Old Slade Lane overbridge (J4B-5). An artefact scatter of Romano-British

finds was found adjacent to the carriageway.

b) Riding Court overbridge (J5-6). As the substructure will be retained, the

new bridge works to the surrounding ground will be limited. There have

been a number of archaeological finds in the vicinity suggesting Iron Age

and Romano-British settlement activity.

c) Recreation Ground overbridge (J5-6). The proposed works are adjacent

to a conservation area, therefore there are likely to be temporary issues,

relating to the setting of the conservation area during the construction

phase.

d) Datchet Road overbridge (J5-6). The proposed works are adjacent to a

conservation area, therefore there are likely to be temporary issues

relating to the setting of the conservation area during the construction

phase.

e) Wood Lane overbridge (J6-7). Significant prehistoric to Medieval

archaeological remains are located at the Cippenham Sector immediately

to the north of the carriageway.

f) Oldway Lane overbridge (J6-7). Significant prehistoric to Medieval

archaeological remains are located at the Cippenham Sector immediately

to the north of the carriageway. Should excavations be required into

previously undisturbed ground then there is potential for further artefacts

and or remains to be affected.

g) Huntercombe Spur overbridge (J7). There is some evidence for

prehistoric and Medieval activity to the north of the spur. The presence of

Listed Buildings may present local temporary setting issues during

construction. There is a slight increased potential for excavations in

previously unexcavated areas to impact on previously unknown


h) Lake End Road overbridge (J7-8). There is some evidence for prehistoric

and Medieval activity to the north of Huntercombe Spur and the presence

of listed buildings may present local temporary setting issues during

construction. There is a slight increased potential for excavations in

previously unexcavated areas to impact on previously unknown


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i) Marsh Lane overbridge (J7-8). No specific issues were identified.

j) Monkey Island Lane overbridge (J7-8). Significant prehistoric remains

were uncovered in the fields to the south-west of the present bridge at

Weir Bank Farm, Bray.

k) Ascot Road overbridge (J7-8/9). No specific issues were identified.

l) Retaining walls east of Thames Bray Bridge. Significant prehistoric

remains were uncovered in the fields to the south-west of the present

bridge structure at Weir Bank Farm, Bray.

m) Thames Bray underbridge. Substantial prehistoric remains were

uncovered in the fields to the south-west of the present bridge structure

at Weir Bank Farm, Bray.

6.2.12 In addition to direct impacts on previously unknown archaeology, there may

be slight impacts to the setting of cultural heritage resources from bridge

modifications or new bridge structures, and other road infrastructure such as

gantries.

Potential mitigation measures

6.2.13 Generic mitigation measures would involve screening works (during

construction) which would have to be assessed on a case by case basis once

a Scheme design is available. In addition, specific requirements for monitoring

can only be assessed with more detailed designs, which would include the

location of any temporary compounds or storage areas, which may be outside

the Scheme boundary.

6.2.14 Targeted watching briefs should be considered for the areas of potential

impact discussed previously, and in areas where significant excavations into

previously unexcavated/ truncated areas are expected, such as the

construction of new retaining walls in existing cuttings. These would reduce

any neutral/slight physical impacts to neutral given the archaeological remains

would be recorded. This might also result in slight beneficial significance of

effect if it could be demonstrated that the additional knowledge adds to local

and regional understanding of the assets.

6.2.15 If GI works can be incorporated into the assessment phase then the above

mitigation proposals can be refined.


6.2.16 No aspects/impacts have been scoped out of the assessment

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6.2.17 The assessment of the Scheme on cultural heritage assets is mostly

concerned with the construction phase, when construction activities may

impact on the archaeological resource and setting of nearby cultural heritage

assets.

6.2.18 Operational concern with regards to cultural heritage assets are the physical

presence of infrastructure, in particular proposed gantries and realigned and

raised sideroads. The day to day operation of a Smart Motorway scheme is

not expected to have any impact on cultural heritage resources.

6.3 Landscape

Consultations

6.3.1 Initial consultation with Natural England and local authorities, for baseline

information, has been undertaken; consultation will continue, as appropriate.


6.3.2 Information regarding landscape designations, National Character Areas

("NCA") and principal visual receptors has been obtained (see paragraph

6.3.4 below).



6.3.3 Site visits will be undertaken to establish the likely visual influence of the

Scheme, and identify visual receptor groups and respective views. Future

baseline would also be considered, for example, by taking into account the

potential for future planned developments to constitute visual receptors or to

alter landscape character. As the Scheme involves limited interventions to an

established motorway corridor that constitutes part of the existing landscape

character, this subject will only be considered in relation to the nationally

designated North Wessex Downs Area of Outstanding Natural Beauty

(“AONB”). Design information, particularly pertaining to structures, raised side

road levels, widening, signing and lighting, would be collated to inform the

assessment.


6.3.4 The nationally designated (value sensitivity) North Wessex Downs AONB,

located at the western end of the Scheme, is the principal landscape

designation requiring consideration.

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6.3.5 High sensitivity visual receptors, or those which may experience a change in

view as a result of the Scheme, principally comprise occupants of residential

properties (largely within the urban areas of Reading, Wokingham,

Maidenhead, Slough, Windsor/Eton, West Drayton and Hayes) and people on

public rights of way ("PRoW"), recreational routes (including the Thames

Path, Colne Valley Trail, Hillingdon Trail and London Loop, together with

National Cycle Routes 4, 23 and 61), and areas of public access, within the

study area.


6.3.6 The study area for the assessment, as defined by the visual envelope, is not

anticipated to extend more than 1km from the scheme, subject to detailed

review during the iterative environmental assessment process. Beyond these

extents, the Scheme is unlikely to be readily apparent.


6.3.7 The assessment methodology will follow the Agency’s IAN 135/10

‘Landscape and Visual Effects Assessment’ which requires detailed desk and

field work to identify landscape and visual receptors/associated views,

together with respective sensitivity, that may be affected by the Scheme.

Potential impacts will be determined by taking into account a design in

sufficient detail to enable this assessment to take place. Mitigation to avoid,

reduce or remedy the proposed change will be taken into consideration in

determining the significance of the resultant effects.

Significance criteria

6.3.8 The significance of landscape and visual effects for the Scheme will be

based on the guidance presented in IAN 135/10.


6.3.9 Principle visual effects will arise from the loss of existing screening

vegetation, as well as from changes in infrastructure such as side road levels,

signing, lighting, and environmental barriers. Some changes, such as

replacement of existing lighting with modern lighting, may be positive due to

reduced light spill, depending on the final design.

6.3.10 There is a potential for effects upon sensitive visual receptors, who may

experience a change in view as a result of the Scheme. These principally

comprise nearby residential properties and users of PRoWs, recreational

routes, and other areas with public access.

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6.3.11 There is also the potential for significant effects in respect of the North

Wessex Downs AONB.


6.3.12 Impacts will be minimised through careful siting and design of Scheme

structures to avoid/minimise vegetation removal and limit landscape/visual

effects, and/or introduction of planting or barriers (such as those identified in

IAN 161/13) to remedy residual landscape/visual effects. This will be outlined

within the CEMP. Consideration will also be given to lighting types (such as

cut-off lighting) to mitigate any night-time visual effects. Siting of CCTV

cameras and planting will also be carefully considered to avoid/minimise the

need for vegetation cutting/removal to maintain lines of sight in future.


6.3.13 As the Scheme involves limited interventions to an established motorway

corridor that constitutes part of the existing landscape character, effects on

landscape character will only be considered in relation to the nationally

designated North Wessex Downs AONB.

6.3.14 Lighting is only proposed in locations of the M4 that are already lit with the

proposed lighting improvements resulting in potential night time visual

benefits. The level of carriageway illumination will be reduced as lighting level

requirements have reduced since the publication of the revised lighting

standard BS 5489-1:2013. As there are not anticipated to be significant

beneficial or negative night-time visual effects this matter has been scoped

out and a formal night-time visual assessment will not be undertaken.


6.3.14 The assessment will cover the construction and operational scenarios. The

operational scenario will consider winter the year of opening and 15 years

after opening, summer and winter.

6.4 Nature Conservation

Consultation

6.4.1 Initial consultation with Natural England (“NE”) and local authorities has been

undertaken to establish baseline conditions; consultation will continue, as

appropriate with other consultees such as the Environment Agency.

6.4.2 In consultation NE noted some concerns over potential effects of the

proposals on the Thames Basin Heaths Special Protection Area ("SPA") and

the South West London Waterbodies SPA / Ramsar site. Slough Borough

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Council, West Berkshire Council and Berkshire, Buckinghamshire and

Oxfordshire Wildlife Trust confirmed that they will provide relevant information

and data


6.4.3 Baseline information on designated sites and species of flora and fauna was

obtained from desk top studies and field surveys in 2009/2010 and updated in

2013. Some surveys are still currently underway to be completed in 2014.

Habitats

6.4.4 To inform an appraisal of the nature conservation value, the study area was

surveyed in October 2009 and updated in June 2013 (to be continued in

2014). The scope and detail of the surveys undertaken follow the

recommendations made by the Chartered Institute of Ecology and

Environmental Management (IEEM, 2012).

Protected or Otherwise Notable Species

6.4.5 The application boundary has been identified as having the potential to

support bats, great crested newts Triturus cristatus, dormice Muscardinus

avallenarius, otter Lutra lutra, water vole Arvicola amphibious, reptiles and

badger Meles meles. Detailed surveys for species were undertaken during

2009, 2010 and 2013 and continuing into 2014. Table 7, below, provides a

summary of the survey methodologies used, and initial results.

Table 7: Protected Species Surveys

Survey Methodology Dates Findings

Bat surveys Activity and emergence / re-entry surveys in accordance

with Bat Surveys – Good Practice Guidelines (Hundt,

2012).

Jun-Sep 2010

May-Sep 2013

Roost locations currently identified

in 5 structures. Several locations of

significant bat foraging /

commuting habitat.

Great crested newts

Presence/absence surveys of ponds within 250m of the

scheme. Surveys in accordance with great crested newt mitigation

guidelines (English Nature, 2001).

March–June 2010 April–June

2013

Presence currently identified in 7

ponds.

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Survey Methodology Dates Findings

Dormouse Placement of nesting tubes in suitable habitat within the

soft estate and monthly checking for animals using

them.

Apr-Oct 2010

May-Oct 2013

No evidence of presence.

Otter Survey of watercourses crossing the M4 J8-12

looking for field signs of otters (e.g. feeding signs

and spraint sites).

Jul-Sep 2013 Presence currently identified at 4

locations.

Water Vole Survey of watercourses crossing the M4 J8-12

looking for field signs of water voles (e.g. feeding

signs and latrines).

Jul-Sep 2013 Presence currently identified at 4

locations.

Reptiles Strategic placement and monitoring of refugia tiles. Methodology based upon ‘Herpetofauna Worker’s

Manual’ (Gent and Gibson, 2003) and ‘Froglife Advice Sheet 10’ (Froglife, 1999).

Aug-Sep 2013 Present along much of the soft estate.

Slow worm Anguis fragilis the main species found

present, with grass snake Natrix natrix particularly near to

watercourses.

Badgers Search of roadside verges for badger setts and their field signs (e.g. prints and

latrines). Setts are classified based on their usage.

Nov-Dec 2009 and Jul-Sep

2013

Currently 48 locations of active and disused setts identified within or adjacent to the soft

estate.



6.4.6 Ecological baseline information to be updated, or additional to the existing

baseline, comprises:

a) Desk study, including information on designated sites and protected

species from local biological records centres (Buckinghamshire and

Milton Keynes Environmental Records Centre, Thames Valley

Environmental Records Centre and Greenspace Information for Greater

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London) and other bodies that hold such information (e.g. Environment

Agency);

b) Updated extended Phase I Habitat Survey;

c) Great crested newt habitat suitability and presence/absence surveys;

d) Bat roost potential and bat emergence/activity surveys of structures;

e) Reptile surveys;

f) Otter and water vole surveys;

g) Dormouse surveys; and

h) Badger surveys.


6.4.7 The key ecological receptors are shown in Figure 1 and values are detailed

in Table 8 below.

Table 8: Key Ecological Receptors and Values

Receptor/resource Value (sensitivity)

Bray Pennyroyal Field SSSI National

Great Thrift Wood SSSI National

Herschel Park Local Nature Reserve ("LNR") Local

Braywick Park LNR Local

Ockwells Park LNR Local

Pearman’s Copse LNR Local

Hartlands Wood and Lower Park Farm Site of Local Importance for Nature Conservation ("SLINC")

Local

London’s Canals Site of Metropolitan Importance for Nature Conservation ("SMINC")

Regional

Crane Corridor SMINC Regional

Cranford Countryside Park and Open Space Site of Borough Grade I Importance for Nature Conservation

("SBINCi")

Unitary Authority Area

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Cranford Lane Gravel Workings Site of Borough Grade II Importance for Nature Conservation ("SBINCii")

Unitary Authority Area

Wall Garden Farm Sand Heaps SBINCi Unitary Authority Area

Carp Ponds and Broad Dock SMINC Regional

Stockley Road Rough SLINC Local

St George’s Meadows, Southlands Art Centre SBINCii Unitary Authority Area

Lower Colne SMINC Regional

Holme Farm Stream Biological Notification Site ("BNS") County

Dorney Common & Cress Brook Local Wildlife Site ("LWS")

County

Trumpers Field LWS County

Paddock Wood LWS County

Great Wood LWS County

Hammonds Wood LWS County

Kiln Copse LWS County

Bushy Lees LWS County

Warren Copse LWS County

The Grove LWS County

Theale Gravel Pits LWS County

Plantation woodland (broad-leaved, coniferous and mixed)

Local

Scrub (dense/continuous and scattered) Negligible

Scattered trees (broad-leaved and coniferous) Local

Neutral grassland, semi-improved Local

Marsh/marshy grassland Local

Running water County

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Hedgerows Local

Bats County

Great crested newts Local

Otter Local

Water Vole Local

Reptiles Local

Badgers Local


6.4.8 The study area for the assessment has been defined by determining a zone

of influence encompassing all predicted adverse ecological effects of the

scheme, including direct effects caused by land-take and habitat loss and

indirect effects caused by disturbance such as noise.

6.4.9 The study area extends to 1km on both sides of the motorway for statutory

and non-statutory designated sites, to 2km for internationally designated sites

(Special Areas of Conservation, Special Protection Areas and Ramsar sites),

and to 30km for European sites where bats are a qualifying feature, in

accordance with requirements for an Assessment of Impacts to European

Sites ("AIES").

6.4.10 Survey study areas generally comprise the soft estate only, except where

additional areas are required to identify potential impacts robustly (in

accordance with best practice guidance), these are:

a) Phase I habitat survey – up to 100m from the soft estate boundary,

where semi-natural habitats of significant nature conservation value

occur near the soft estate and where access is possible;

b) Great crested newt surveys – 250m from the soft estate boundary;

c) Otter surveys – up to 2km from the motorway;

d) Water vole surveys – up to 500m from the motorway; and

e) Badger survey – 50m from the soft estate boundary.

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6.4.11 The assessment methodology will follow the guidance set out in the DMRB

Volume 11, Section 3, Part 4 – ‘Ecology and Nature Conservation’, which

provides the framework for assessment of potential impacts of roads projects

on nature conservation resources, supplemented by IAN 130/10 ‘Ecology and

Nature Conservation: Criteria for Impact Assessment’.

6.4.12 IAN 130/10 provides an approach to the valuation of resources/receptors

and the significance of the effects to accord with other DMRB topic areas as

well as the guidance provided by the Institute of Ecology and Environmental

Management (IEEM, 2006).


6.4.13 The criteria for the assessment of the overall significance of potential effects

to the existing ecological resource is based on professional judgement, in

accordance with Table 3 within IAN 130/10.


6.4.14 During construction:

a) Potential for the direct loss of wildlife habitats through land-take for widening structures; and potential for other minor losses associated with other permanent infrastructure (e.g. footings for gantries, signs or lighting/camera columns);

b) Indirect temporary impacts as a result of disturbance to protected species such as nesting birds and badgers (e.g. noise, vibration);

c) Potential permanent severance by dividing habitats or wildlife corridors (e.g. removal of roadside trees);

d) Potential mortality of protected species (e.g. reptiles, great crested newts and nesting birds) through construction activities;

e) Temporary effects on bats and birds through construction lighting; and

f) Impacts on vegetation adjacent to the Scheme from polluted spray from road traffic during construction.

6.4.15 During operation:

a) Increased potential mortality of protected species (e.g. reptiles, great

crested newts, nesting birds and badgers) from traffic accidents, due to

higher traffic volumes and removal of the hard shoulder;

b) Disruption of local watercourses and drainage patterns as a result of

increased pollution from road runoff due to higher traffic volumes, which

could have implications on protected species;

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c) Permanent fragmentation of existing roadside habitat;

d) Impacts on vegetation adjacent to the scheme from polluted spray, due to

removal of the hard shoulder; and

e) Potential effects on bats and birds through permanent changes in road

lighting.


6.4.16 In order to minimise any potential damage, loss and disturbance caused by

the construction works, best practice methodology (including a CEMP) would

be followed for all construction operations.

6.4.17 Semi-natural habitat that is cleared during construction would be re-instated

to provide mitigation for vegetation removal where the scheme footprint

allows, appropriate to the nature of the soil and the pre-existing vegetation

composition.

6.4.18 Specific species mitigation, additional to that above would be:

a) Bats: Design Scheme to avoid damaging or disturbing bat roosts. If this is

not possible then, under a Natural England European Protected Species

(“EPS”) licence, a replacement bat roost may need to be created and

then the original bat roost destroyed. Maintain commuting routes as part

of Scheme design.

b) Great Crested Newts: Capture and exclude newts from habitat within

250m of active newt ponds. This will be undertaken under a Natural

England licence.

c) Reptiles: Capture and exclude animals from the construction zone prior

to clearance of habitat. Vegetation would be replaced where possible

after construction although there is likely to be a residual loss of habitat.

d) Badgers: Design Scheme to avoid damaging badger setts. If this is not

possible, badgers may need to be excluded from setts which are then

either temporarily or permanently closed. The closure of a main sett is

likely to require a replacement sett to be created nearby for use by

badgers (under a Natural England EPS licence).

e) Breeding Birds: All works which will involve the removal or disturbance of

features, which can be used by breeding birds (e.g. trees and scrub), will

be undertaken outside the main bird breeding season, March to August

inclusive. Where habitat removal is required during the bird breeding

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season, there will be prior consultation with an ecologist to determine

appropriate action.


6.4.19 Survey information has been gathered and completed on the potential for

presence of dormice within the Scheme boundaries. The species is likely to

be absent from the Scheme based on surveys in 2010 and 2013, and can

therefore be scoped out of detailed assessment.

6.4.20 It is considered unlikely that the Scheme will have any impacts on any sites

designated under the Habitats Directive (Article 6 of Council Directive

92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild

fauna and flora). However this will be confirmed through a formal screening

process, in accordance with DMRB Section 4 Part 1, Assessment of

Implications on European Sites.


6.4.21 The assessment will include construction and operational effects. It will cover

the period from the commencement of mobilisation in year one to

approximately 15 years post-construction to assess effectively the long-term

impacts (positive or negative) of proposed mitigation and compensation

measures.

6.5 Geology and Soils

Consultation

6.5.1 Initial consultation with Natural England, the Environment Agency and local

authorities has been undertaken; consultation will continue, as appropriate.

Baseline information obtained/surveys undertaken

6.5.2 The British Geological Survey 1:50,000 scale maps (Sheets 268-Reading

and 269-Windsor) indicate that the motorway within the study area traverses

geological deposits ranging from Cretaceous to Quaternary in age.

6.5.3 The superficial Quaternary (Drift) deposits comprise extensive river terrace

deposits (clay, sand and gravel) and alluvium of the rivers Kennet, Loddon,

Colne and the Thames. These deposits extend from J3 to J8/9, lay west of

J10 and between J11 and J12. Pebble (Plateaux) gravels are localised on a

relatively short section between J10 and J8/9. Discontinuous deposits of

Brickearth are expected to occur close to ground level alongside and beneath

the M4 route between J3 and J5, six deposits are between J5 and J8 within

and the remainder between J11 and J12.

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6.5.4 Minor earthworks would be required to construct the proposed infrastructure.

The Preliminary Sources Study Report (514451-MUH-00-ZZ-RP-GE-200005)

confirms that there are several areas bounding the M4 with historical evidence

of contaminative land use, particularly the abundance of landfill sites. Whilst

there is no clear evidence of landfill material being present beneath the M4

motorway corridor the historical evidence suggests that the potential for

localised occurrences being encountered is relatively high, particularly on

associated link/slip roads. There is also the potential for the migration of

ground gas and soil/groundwater contamination from these areas towards and

under the motorway footprint.



6.5.5 Targeted chemical testing is likely to be required on recovered samples (soil

and groundwater) to determine the potential for contamination along the

Scheme route (at proposed construction locations). This will be considered

both in the context of any potential effect of the contamination on the

proposed works, but also on the exposure of any site workers to

contamination.

6.5.6 Future baseline conditions will be considered and assessed as appropriate.


6.5.7 The Scheme route runs through several groundwater source protection

zones (refer to Figure 1) related to groundwater abstraction for drinking water

supply and overlies principal aquifers.


6.5.8 The study area will comprise all areas of geology and soils potentially

affected by the proposed Scheme.


6.5.9 The Geology and Soils assessment will be undertaken in accordance with

DMRB and current best practice guidance.


6.5.10 No standard significance criteria exist for assessing the potential effects that

may arise from geology and soils from the Scheme. Professional judgement

will be used and where significant impacts are anticipated these will be clearly

stated and defined as part of the geology and soils assessment.

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6.5.11 There is the potential for contaminated soils to be affected during

construction of the Scheme.


6.5.12 As described in 6.5.7 above, the Scheme route runs through several source

protection zones related to groundwater abstraction and overlies principal

aquifers. The implications of certain construction methodologies and their

potential effect on the migration of contaminants will be considered during the

design stage and appropriate measures proposed to reduce/mitigate the

impact where these methodologies cannot be eliminated. These will be

outlined in the CEMP.

6.5.13 A ground investigation is planned to assist in the identification of

contaminated ground, and an appropriate remedial strategy will be developed

if required.

6.5.14 Aside from the potential for migration of external contaminants into the

Scheme area, contaminants such as petroleum hydrocarbons might be

anticipated from the current use of the M4. Should such materials be

encountered during the works, suitable chemical screening and potentially

Waste Acceptance Criteria ("WAC") testing should be undertaken to classify

the material and determine the appropriate disposal route if re-use of the

material is not appropriate.




6.5.16 Construction and operation periods will be assessed for Geology and Soils.

6.6 Materials and Waste

Consultation

6.6.1 No specific consultations have been undertaken to date. However, all

statutory environmental bodies as well as the relevant local authorities will be

consulted as part of the on-going EIA and PEIR process. Prior to

construction, the contractor for the Scheme will undertake detailed

consultations with local authorities about materials use and disposal.

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6.6.2 All the options being considered will require the removal for recycling or

disposal of materials that are considered to be Construction, Demolition and

Excavation ("C, D & E") waste. These wastes therefore require processing via

local waste infrastructure and/or disposal to landfill.

6.6.3 The south east of England suffers from a significant gap in landfill disposal

capacity (total capacity of approximately 30,000,000 tonnes in 2012). C, D &

E waste sent to landfill in the south east of England in 2005 was 5,117,357

tonnes.



6.6.4 A desktop study will be undertaken to define the capacity and capability of

local waste infrastructure.

6.6.5 Information regarding the design and outline programming of the Scheme

will be required to identify and quantify the waste streams to be produced

during construction and operation and their impact on local waste

infrastructure.

6.6.6 Future baseline conditions will be identified based on the latest available C,

D and E waste figures for the study area and details of any known significant

construction projects within the study area.

Key environmental receptors and their value

6.6.7 The generation of C, D and E wastes will have an impact on local waste

infrastructure where these wastes are removed from site for recycling or

disposal.


6.6.8 The study area will comprise any waste facilities within the vicinity of the

Scheme likely to accept waste from the proposed works and will focus on their

capacity and capability to accept the likely waste streams generated by the

Scheme. It will not include a review of the operation of these facilities.


6.6.9 The methodology used for the assessment will follow the Agency’s IAN

153/11. An assessment of materials will be carried out to at least the simple

level as defined by the guidance note. The quantities of key materials used

(e.g. steel and concrete) will be calculated as will the quantities of key waste

streams (e.g. asphalt, concrete/rubble, spoil, steel, etc.). These will be

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forecasted using the most up to date design information (as available). The

impact of the key waste streams on local waste infrastructure will be assessed

including the capacity of landfill and options/routes for the recycling and

recovery of materials.


6.6.10 No standard significance criteria exist for assessing the potential effects that

may arise from material use or the generation of waste from the Scheme.

Professional judgement will be used and where significant impacts are

anticipated these will be clearly stated and defined as part of the materials

and waste assessment.


6.6.11 The main effects associated with material use are associated with the

extraction and transport of primary raw materials, the manufacture of products

and their subsequent transport to and use on construction sites (including the

generation of waste). Local waste infrastructure will be directly affected by

wastes produced as part of the Scheme.

New materials

6.6.12 New materials used on the scheme include, but are not limited to, those

listed below. A complete list will be developed during the EIA process.

a) Piling: Steel, steel reinforcement and concrete.

b) Gantries: steel and concrete.

c) Abutments: Steel reinforcement and concrete, timber for shuttering.

d) Fill to abutments: granular fill, cohesive or granular embankment fill to

embankments if required.

e) Decks: Steel Beams, steel reinforcement and concrete in slab over the

beams, timber shutters for parapet plinth beam, steel or aluminium

parapets, deck waterproofing, bituminous surfacing.

f) Narrowing central reserve at underbridges and central pier protection at

overbridges (concrete and steel).

g) Bituminous strip widening of carriageway.

h) Concrete base for barrier.

i) Concrete in RCB.

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Waste materials

6.6.13 Waste materials include those generated during the demolition of existing

structures and during new construction activities.

a) Demolition of existing structures (e.g. gantries): Large quantity of

concrete rubble and reinforcement, asphalt surfacing, steel, aluminium

parapets (some of which may be recyclable).

b) New construction: Spoil from piling, timber shuttering, refuge areas, some

existing asphalt, existing steel safety barriers; and central reserve fill

material.


6.6.14 A Site Waste Management Plan ("SWMP") will be produced to forecast,

monitor and manage the wastes produced during the project. Although the

Site Waste Management Plan Regulations (England) 2008 were revoked on 1

December 2013, the production of a SWMP is still regarded as best practice

and is an effective tool to ensure the most sustainable outcome in terms of

waste and materials management.


6.6.15 The quantities of waste to be produced during the operation and

maintenance of the Scheme are not considered to be significant and have

therefore been scoped out of the assessment.


6.6.16 The assessment period will only consider the construction phase as the

quantities of waste to be produced during standard operation and

maintenance of the Scheme are not considered to be significant.

6.7 Noise and Vibration

Consultation

6.7.1 Consultation will be carried out with Environmental Health Officers from the

local authorities and residents affected by the Scheme. These consultations

will provide both quantitative and qualitative data on the existing noise climate

at sensitive receptors along the Scheme boundary and identify any specific

local concerns regarding motorway noise and vibration and the effects of the

Scheme.

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6.7.2 A baseline noise survey has been carried out along the boundary of the

Scheme. Noise levels have been monitored at a total of 21 locations; many of

which coincide with Important Areas (including those previously known as

First Priority Areas) identified by Defra using the shortened measurement

method provided in the Calculation of Road Traffic Noise ("CRTN"),

(Department of Transport and the Welsh Office, 1988). The Important Areas

and First Priority Areas within the scheme extent are specifically addressed

within the assessment and the consequent ES.

6.7.3 The monitoring locations are shown in Figure 1.

6.7.4 The measured noise levels will be employed in the assessment of

construction noise impacts and to provide a cross check on calculated noise

levels from the operational noise model.



6.7.5 Available quantitative and qualitative data relating to the existing noise and

vibration climate along the Scheme corridor will be sourced from local

authority Environmental Health Officers and from other interested parties such

as residents associations.

6.7.6 To carry out the noise and vibration assessment according to the

requirements of the DMRB, Volume 11, Section 3, Part 7 HD213/11 Revision

1 Noise and Vibration (November 2011), the following design information will

be obtained:

a) Scheme design in 3D CAD format;

b) Detailed topographical survey data for the Scheme corridor;

c) Schedule of existing mitigation measures within and in the vicinity of the

boundary of the Scheme; and

d) Schedule of existing road surfacing along the length of the Scheme

6.7.7 In addition, road traffic data for the following scenarios will be assessed:

a) Existing situation;

b) Opening year without the Scheme (‘Do Minimum’);

c) Opening year with the Scheme (‘Do Something’);

d) 15 years after opening year without the Scheme (‘Do Minimum’); and

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e) 15 years after opening year with the Scheme (‘Do Something’).

6.7.8 Within DMRB the opening year is referred to as the Baseline Year and 15

years after opening year is referred to as the Future Assessment Year.

6.7.9 The DMRB assessment procedure is based on calculated noise levels to all

sensitive receptors within the defined study area, derived from the forecast

traffic flows. Thus, conditions in the Baseline Year and the Future Assessment

Year for both the ‘Do Minimum’ and ‘Do Something’ scenarios are based on

forecast traffic flows.

6.7.10 With regard to construction, the following information will be required:

a) Construction schedule;

b) Plant roster for main activities identified in schedule; and

c) A high level breakdown of construction traffic routes and vehicle numbers

identified for the main activities identified in the schedule.


6.7.11 DMRB provides examples of sensitive receptors. These include dwellings,

hospitals, schools, community facilities, designated areas (e.g. AONB,

National Park, SSSI and Scheduled Monuments) and PRoW.

6.7.12 Sensitive receptors identified within 1km of the Scheme include:

a) 37,860 residential properties;

b) 29 schools;

c) 2 further education colleges;

d) 21 places of worship;

e) 6 community centres;

f) 1 hospital;

g) 2 SSSIs;

h) 1 AONB; and

i) 1 Scheduled Monument.

6.7.13 The vast majority of potentially sensitive receptors are residential properties,

which are classed as being of high sensitivity to road traffic noise.

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6.7.14 Following the requirements for a Simple or Detailed assessment as defined

in DMRB, the study area is defined as follows:

a) The proposed development and all surrounding existing roads that

are predicted to be subject to a change in traffic noise level of:

i. 1 dB or more in the short term (Opening Year ‘Do Minimum’ to

‘Do Something’), or

ii. 3 dB or more in the long term (Opening Year ‘Do Minimum’ to

Future Assessment Year ‘Do Something’), subject to a minimum

change of 1 dB between Future Assessment Year ‘Do Minimum’

and Future Assessment Year ‘Do Something’ (the latter

condition as agreed with the Agency); as a result of the

proposed Scheme.

6.7.15 These road links are defined as affected routes and are identified by analysis

of the provided traffic data:

a) The study area for the quantitative assessment of noise impacts

comprises a corridor 600m either side of the Scheme, and a set of

corridors 600 m either side of all affected routes within 1km of the

Scheme;

b) For dwellings and other sensitive receptors that are within 1km of the

Scheme, but more than 600m from an affected route, a qualitative

assessment of the noise and vibration impacts is carried out;

c) For affected routes which are outside the 1km boundary from the

Scheme, an assessment is undertaken by estimating the CRTN Basic

Noise Level for these routes with and without the proposed Scheme. A

count of the number of dwellings and other sensitive receptors within

50m of these links is undertaken.


6.7.16 The noise and vibration assessment for the Scheme will conform to the

requirements of DMRB Volume 11, Section 3, Part 7 (HD213/11) Noise and

Vibration.

6.7.17 Construction noise and vibration levels at sensitive receptors will be

calculated and assessed using the procedures provided in BS 5228: 2009

Noise and vibration control on construction and open sites: Part 1 Noise and

Part 2 Vibration.

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6.7.18 For operational noise impacts, DMRB outlines the steps to be carried out at

the scoping, simple and detailed assessment stages. For this Scheme it is

likely that a detailed assessment will be required as follows.

a) Identifies the study area and predicts 18 hour (07:00-23:00) and night-

time (23:00-07:00) traffic noise levels at all residential properties within

600m of the Scheme and affected routes within 1km of the Scheme.

Predictions are required for the ‘Do Minimum’ and ‘Do Something’

scenarios in the year of opening and 15 years after opening. The

computer noise modelling software SoundPLAN version 7.1, which

implements the CRTN methodology and the estimation of Lnight,outside

levels from LA10,18h levels, will be used to complete the traffic noise

predictions.

b) Carries out the following comparisons for each property in order to

identify the number of properties which undergo an increase or decrease

in traffic noise levels and annoyance:

i. the ‘Do Minimum’ scenario in the baseline year against the ‘Do

Minimum’ scenario in the future assessment year;

ii. the ‘Do Minimum’ scenario in the baseline year against the ‘Do

Something’ scenario in the baseline year; and

iii. the ‘Do Minimum’ scenario in the baseline year against the ‘Do

Something’ scenario in the future assessment year.

6.7.19 For night time traffic noise levels, only the two long term comparisons are

required and only properties where the Lnight,outside level is 55 dB(A) or more in

the relevant scenarios, need to be considered.

a) Assesses the impact on sensitive receptors within the 600m study area,

identified in 6.7.12 above other than residential properties, based on 18

hour (07:00-23:00) traffic noise levels considering the same three

comparisons as outlined above for residential properties.

b) Completes a qualitative assessment of sensitive receptors which are

within 1km of the Scheme but more than 600m from the Scheme and

significant links.

c) For significant links which are outside the 1km boundary from the Scheme,

complete an assessment by estimating the CRTN Basic Noise Level on

these roads (the traffic noise level at 10m) with and without the Scheme. A

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count of the number of dwellings and other sensitive receptors within 50m

of these links should be undertaken.

6.7.20 To assess the magnitude of the impact of traffic induced vibration on

residents, a parameter is needed which reflects a person’s subjective rating of

vibration disturbance. DMRB recommends the use of the LA10,18h. The

relationship between the LA10,18h and bother due to vibration is similar to that

for bother due to steady state traffic noise except that the percentage of

people bothered by vibration is lower. The potential for vibration impacts is

limited to the immediate vicinity of a road, and the relationship between bother

due to vibration and traffic noise level is based on properties located within

40m of a road. Therefore, at each property within 40m of the scheme, and at

which traffic noise levels are predicted to be 58 dB, LA10,18h or more, the

percentage of people likely to be bothered very much or quite a lot by

vibration is calculated, based on the noise annoyance levels reduced by 10%.


6.7.21 DMRB provides two classifications for the magnitude of the noise impact of a

proposed road scheme, Classification of Magnitude of Short Term Noise

Impacts and Classification of Magnitude of Long Term Noise Impacts.

6.7.22 These classifications will be used to describe both the magnitude of the

change at individual receptors, and the overall magnitude of the noise impact

of the scheme.

6.7.23 Additionally, the predicted noise levels at each façade of each residential

property will be used to carry out an initial assessment of the likelihood of any

properties qualifying under the Noise Insulation Regulations. If the scheme

goes ahead, a dedicated Noise Insulation Regulations assessment will be

required.


6.7.24 Increased flows on the M4 could result in increased traffic noise. Significant

effects to residential and other high sensitivity receptors will occur if there are

changes in road traffic noise levels of 1 dB or greater in the short term

(Opening Year ‘Do Minimum’ to Opening Year ‘Do Something’) or 3 dB or

greater in the long term (Opening Year ‘Do Minimum’ to Future Assessment

Year ‘Do Something’).

6.7.25 Significant construction effects to residential and other high sensitivity

receptors will occur if the Threshold Values defined in BS 5228 for noise and

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vibration are exceeded. For the Scheme, significant effects will likely be short

term, although some night-time effects are possible.


6.7.26 Potential mitigation measures include:

a) provision of additional noise barriers;

b) enhancement of existing noise barriers; and

c) provision of low noise surface throughout parts or all of the Scheme.

6.7.27 Potential construction mitigation measures are provided in BS 5228: 2009

and will be adopted in the CEMP.




6.7.29 The noise and vibration assessment periods / scenarios consist of:

a) the construction period; and

b) the operational period, with specific consideration of the opening year

(defined in DMRB as the Baseline Year) and 15 years after opening

(defined in DMRB as the Future Assessment Year).

6.8 Effects on All Travellers

Consultation

6.8.1 Initial public consultation has been undertaken, and further consultation is to

take place.


6.8.2 Existing Public Rights of Way (PRoW) information has been obtained from

OS data and is shown on Figure 1.



6.8.3 Traffic data, speeds, flows and their inter-relationship will be required for the

driver stress assessment.

6.8.4 As part of the ES, existing PRoW information, obtained from OS survey data,

will be checked against the most up to date definitive rights of way maps to

ensure all definitive PRoW are identified and appropriately assessed.

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6.8.5 The key environmental receptors for this assessment will be drivers on the

M4 and pedestrians, cyclists and equestrians using nearby PRoW and

bridlepaths. The DMRB does not assign a value to these for the assessments

although they are considered of high value for the purpose of the ES.


6.8.6 The appropriate study area is the red-line boundary for the Scheme.

Consideration will also be given to roads outside of this study area which may

be affected during construction of the scheme.

6.8.7 Operation of the scheme is not anticipated to have a significant effect on

roads outside the study area, however further assessment is being carried out

and will be included in the ES.


6.8.8 The Agency IAN 125/09 Supplementary guidance for users of DMRB

Volume 11 will be applied and tailored to the context of the Scheme. This

guidance created the new topic, ‘Effects on All Travellers’ and states that a

mixture of the methodologies in the DMRB Section 3 Part 8 Pedestrians,

Cyclists, Equestrians and Community Effects and Part 9 Vehicle Travellers

should be followed as appropriate.

6.8.9 The three main components of driver stress will be assessed: frustration,

fear of potential accidents and uncertainty relating to the route being followed.

The methodology for this will follow the guidance presented in DMRB Volume

11, Section 3, Part 9, Chapters 3 and 4.

6.8.10 Traffic forecasts with and without the Scheme will be used to undertake

driver stress calculations. Based upon the high levels of traffic flow and the

existing levels of congestion, driver stress levels are expected to be high

within the area.

6.8.11 Temporary effects during construction, for vehicle travellers, pedestrian,

equestrians, and cyclists, will also be considered.


6.8.12 Significance criteria will be assessed in accordance with DMRB. Using the

criteria in the DMRB driver stress will be assessed according to a three point

descriptive scale: Low, Moderate or High.

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6.8.13 Temporary effects could occur during the construction stage of the Scheme,

due to temporary traffic management, and temporary closures of bridges.

6.8.14 No permanent significant adverse effects on all traveller receptors are

anticipated, although improved journey time reliability and reduced congestion

could provide benefits (reduction) to driver stress.

6.8.15 In addition, the Smart Motorway environment has been demonstrated to be

safer than conventional motorways due to increased driver conformity to

speed control and lane discipline. Safety analysis of the Smart Motorway ALR

on the M4 Scheme has shown that it should provide additional capacity

without compromising safety.


6.8.16 No mitigation measures are currently proposed in relation to all travellers.


6.8.17 Views from the road may change slightly as new infrastructure will be

installed and vegetation may be removed/reduced. The potential increased

urbanisation of the motorway corridor would not significantly alter views from

the road or the perception of the surrounding landscape. View from the road

(DMRB, Volume 11, Section 3, Part 9, 2) has therefore been scoped out of

the Effects on All Travellers assessment.

6.8.18 Permanent effects on Pedestrians, Cyclists and Equestrians are also scoped

out of the assessment, as any temporary diversions and closures are

anticipated to revert back to the existing situation once construction of the

scheme is completed.


6.8.19 Construction and operation periods will be assessed in relation to driver

stress. Effects on Pedestrians, Cyclists and Equestrians during the

construction phase will also be considered.

6.9 Community and Private Assets

Consultation

6.9.1 Initial public consultation has been undertaken, and further consultation is to

take place.

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6.9.2 Existing PRoW information has been obtained from OS data as part of the

Effects on All Travellers Chapter. This information can help inform the

recreation section of this section (for example the identification of any key

long distance walking or cycling routes in the vicinity of the Scheme).



6.9.3 Additional baseline information will be collected in relation to the following:

a) The state of the local economy (policy context, local and regional

economic development strategies, economic data including employment

and travel to work information, information obtained from labour market

studies);

b) Identification of existing land-use (including commercial assets, public

open space, and allotments) of areas of land-take for the scheme;

c) Identification of employment land allocations along the route of the

Scheme (for example sites that could be ‘opened up’ as a result of

improvements to access);

d) Any local business surveys that may have been undertaken by local

authorities and which may identify barriers to economic development

within particular areas (for example where congestion or access to the

motorway may be identified as particular issues);

e) Tourism strategies and plans for the local authority areas along the route

of the Scheme;

f) Statistics relating to the current volume and value of tourism (for example

STEAM data where available);

g) Identification of visitor attractions (including leisure and recreation

facilities) within a 10-15 mile radius of the route of the Scheme (likely to be

from individual junctions within the Scheme).


6.9.4 Key environmental receptors will include the local community, local

businesses (including tourism operators) and providers/users of leisure and

tourism activities within the study area.

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6.9.5 The assessment will require consideration of impacts at different levels,

namely local and regional. For an assessment of impacts at the local level, a

radius of ten miles from individual junctions along the route of the Scheme will

be used. This is in line with English Partnerships' guidance for the

consideration of local economic benefits. A wider picture will be taken for

benefits at the regional level, which will include local authorities and the wider

region.


6.9.6 There are no specific guidelines or requirements for assessing socio-

economic and tourism effects as part of an EIA; therefore the approach

proposed is similar to that used for the assessment of socio-economic effects

relating to infrastructure projects elsewhere in the UK and incorporates

English Partnerships' methodology designed to identify additional impacts of

projects and schemes.


6.9.7 There is no topic specific guidance available for the assessment of effects

for this topic and as such the tables provided in chapter 5 of this Scoping

Report will be used, together with professional judgment.


6.9.8 The majority of the works along the motorway corridor will be within land

currently owned by the Secretary of State. However, additional land will be

required permanently to accommodate the proposed works, such as sideroad

realignment at overbridges and underbridge widening. Land will also be

required temporarily for access, storage and construction activities and will be

reinstated on completion of construction. Both permanent and temporary land

take is included within the proposed redline boundary shown in Figure 1.

6.9.9 Where alternatives are still under consideration, all options are included in

the proposed red line boundary. The design assessed in the EIA will be based

on a worst case scenario. The determination of the final detailed design will

take into consideration the impact on any community facilities or businesses

affected.

6.9.10 The Scheme is assessed as being able to deliver increased capacity, and

improved journey times and reliability, all of which could contribute to wider

economic impacts for the areas through which the Scheme passes, or which

have good access to the motorway. It should be noted that other factors are

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also at play in terms of how economic benefits are realised (for example the

current economic climate is a significant factor).


6.9.11 Access may be temporarily affected during construction, but diversionary

measures will be put in place and the effects are not considered to be

significant.




6.9.13 Construction and operation periods will be assessed.

6.10 Road Drainage and the Water Environment

Consultation

6.10.1 On-going consultation with the Environment Agency will establish the

approach to be taken with respect to the assessment of routine runoff and

spillage. All consultation with the Environment Agency for this topic will be

undertaken by NetServ.


6.10.2 Baseline information has been identified based upon a desk study. No

Scheme specific surveys or monitoring have been undertaken to date.

6.10.3 In accordance with IAN 163/13 no assessment of discharge rates, water

quality and flood risk would normally be required for managed motorways

schemes. However a Flood Risk Assessment (“FRA”) will be produced for the

scheme.

Surface Water Features

6.10.4 There are over 60 watercourses which pass under the M4 between J3 and

J12 (Figure 1) for which there are defined Water Framework Directive

(“WFD”) classifications on the Environment Agency’s website or named

Ordnance Survey (OS) maps. For assessment purposes only the most

significant ones will be considered, which are listed in Table 9.

6.10.5 The numerous un-named surface water drains and ditches crossing the M4

motorway corridor are likely to receive local drainage and form tributaries of

these watercourses.

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6.10.6 From OS maps there are several lakes, ponds and reservoirs within 100m of

the motorway, including the following.

a) Saxon Lake: located adjacent to the River Colne.

b) Old Slade Lake: located adjacent to Colne Brook.

c) The Queen Mother Reservoir: This water body is located near J5 of the

M4 motorway corridor (NGR 500646, 177340) and adjacent to Datchet

Common Brook and Horton Brook.

d) Bray Lake and ponds: Bray Lake and two additional (un-named) ponds

are located between J7 and J8/9 adjacent to The Cut (NGR 490851,

178871).

e) Un-named lakes near Foundry Brook: two are located to the south of M4

adjacent to Foundry Brook at Pingewood House and three are located to

the north of the M4.

f) Ameys Lakes or Theale Lakes: These lakes are located west of J11

(NGR 466152, 170700). They comprise several lakes between the River

Kennet and MSA. The lake on the south side is connected to the lake on

the north side of the M4. The lake on the north side drains to Clayhill

Brook downstream of M4.

g) Un-named ponds: two small ponds located between the railway and Holy

Brook/River Kennet on the south side of the M4.

h) Lake at Arlington Business Park: located on the south side of M4. The

lake discharges to an un-named drain which receive highway drainage

(however upstream of the outfall location). The un-named drain

discharges in to the River Kennet.

Water Quality

6.10.7 All of the surface watercourses and lakes classified under the WFD are

identified by the Environment Agency as being “at risk” of failing to meet Good

status by 2015, mostly due to the heavily modified designation and poor to

moderate ecological potential. Of all the waterbodies classified under WFD

only two waterbodies are considered to have current ecological quality of

Good Potential and two of the waterbodies for which assessment is required

also fail the current chemical status. A WFD assessment will be carried out in

order to determine if the Scheme will compromise the attainment of a WFD

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objective or result in the deterioration in the ecological status of any

waterbodies.

6.10.8 All of the rivers crossing the M4 corridor are categorised as ‘cyprinid’ rivers,

indicating that they support carp, minnow and relative species, with a

compliance status of guideline fail / imperative pass. In addition, the Kennet

and Avon Canal is a designated ‘salmonid’ river. None of the watercourses

identified above have any statutory nature conservation designations within

1km of the Scheme.

Aquifer Designations

6.10.9 The Environment Agency aquifer designation map indicates the following

aquifer types along the M4 corridor between J3 and J12:

a) Localised areas of Principal aquifer comprising river terrace deposits and

alluvium between J3 and 5 and localised Secondary A aquifer near J5.

b) Principal and Secondary A aquifer types comprising superficial deposits

between J6 and J8/9, as well as some areas of Secondary A aquifer

comprising bedrock (Reading Beds).

c) Very localised areas of Secondary A aquifer comprising superficial

deposits between J8/9 and J10, as well Secondary A aquifer comprising

bedrock in the area of J8/9.

d) Widespread Secondary A aquifer and localised Secondary B aquifer

comprising river terrace deposits and alluvium between J10 and J12.

e) Localised Chalk Principal aquifer at J12.

6.10.10 Water levels within the River Terrace Deposits, forming part of the Principal

aquifers, could be in hydraulic continuity with surface waters. These deposits

contain little fine sand and clay and therefore tend to have high permeability

values and potential for rapid groundwater movement.

Source Protection Zones

6.10.11 Source Protection Zones ("SPZ") are used to identify those areas close to

drinking water sources where the risk associated with groundwater

contamination is greatest. The EA’s SPZ mapping published on its website

around the M4 corridor between J3 and 12 are reproduced in Figure 1 and

show the following.

a) A localised SPZ with Inner and Outer Zones between J4b and J5. Part of

the carriageway lies within the Inner Zone.

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b) A SPZ between J5 and J6, with the inner and outer zones around J6 and

to the east of it and the Total Catchment Zone reaching J5 to the east.

Both the east and west bound carriageways lie within the Inner Zone.

c) A SPZ with inner, outer and total catchment zones between J7 and J8/9.

d) A SPZ with inner, outer and total catchment zones between J 8/9 and

J10. Both carriageways lie within the Inner Zone in two locations.

e) A localised SPZ with inner and outer zones at J10. The carriageway lies

within the Inner Zone.

f) A SPZ between J11 and J12, with the M4 carriageway lying within the

outer zone and total catchment of the SPZ.

Groundwater Quality

6.10.12 The study area crosses three groundwater bodies: the Berkshire Downs

Chalk, Thatcham Tertiaries and Twyford Tertiaries. All groundwater bodies

are considered to be at risk of failing their environmental objectives under the

WFD for groundwater quality with poor qualitative quality.

Abstractions and Discharges

6.10.13 Envirocheck reports show that there are 62 water abstraction points located

between the M4 J3 and J12 within 500m from the redline boundary.

Discharge consents information has not been obtained at this stage.

Flood Risk

6.10.14 The M4 corridor crosses a number of floodplains classified as Flood Zone 2

and Flood Zone 3 associated with the waterbodies listed above. The flood

zones are shown in Figure 1. The area at risk of reservoir flooding includes a

section between J10 and J11 associated with the River Loddon, a section

immediately west of J10 associated with Emm Brook, and the majority of

areas between J4b and J6 associated with a number of reservoirs located to

the south of the M4 and three areas between J4 and J4b associated with

Bigley Ditch, Wraysbury River and the River Colne. An FRA will be

undertaken for the Scheme.

Existing Highways Drainage

6.10.15 The existing highways drainage along the M4 between J3 and J12 is

predominately kerb and gullies and/or a positive drainage system located in

the verge. The central reserve drainage predominately consists of a filter drain

system. The majority of highway runoff is discharged via outfalls to

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watercourses. However in some areas there are also soakaways which

facilitate some drainage to groundwater. At this stage the condition of the

existing drainage system has not been established. Further details regarding

the existing drainage system will be described in the next stage of the

assessment.



6.10.16 Additional baseline information will be obtained relating to abstraction and

discharge consents.


6.10.17 The key water receptors and their importance/value are identified in Table 9

below. The criteria outlined in HD45/09 Annex 4 (Table A4.3 in HD45/09 and

Table 2 in WebTAG Unit 3.3.11) has been used to identify the importance of

the receptors.

Table 9: Key receptors and their importance/ value

Receptor – potentially directly affected Importance

River Thames: River Thames crosses the M4 at west of J7 (NGR 491288, 179481).

Very High

Datchet Common Brook: The Datchet Common Brook crosses the M4 near J5 (NGR 499948, 177445).

Medium

Groundwater - Bedrock – Secondary A aquifer High

Groundwater - Superficial deposits – Principal and Secondary A aquifer

High

River Crane: River Crane crosses the M4 once at J3 (NGR 510359, 178256).

Medium

River Colne and Grand Union Canal (including the Duke of Northumberland’s River): This river crosses the M4 at J4b with three

separate channels (NGR 505378, 178358). Medium

Colne Brook: Colne Brook crosses the M4 once at J4b (NGR 504568, 178407).

Medium

Horton Brook (River Colne): This river crosses the M4 at J4b (NGR 503033, 178155).

Medium

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Receptor – potentially directly affected Importance

Chalvey Ditch: The Chalvey Ditch crosses the M4 near J6 (NGR 495441, 179370).

Medium

Salthill Stream: This stream crosses the M4 near J6 (NGR 496522, 179042).

Low

Jubilee River: The Jubilee River crosses the M4 once (west of J7), then flows to the east, in close proximity to the motorway (NGR

492143, 179844). High

Roundmoor Ditch: Crosses the M4 once (west of J7), then follows the direction of the M4 until it joins the Jubilee River (NGR 492425,

179914). High

The Cut: The Cut crosses the motorway three times, once between J7 and 8/9 (NGR 490636, 178948) and twice close to J8/9 (NGR

488639, 178725) and (NGR 487492, 177722). Low

Emm Brook: This brook crosses the M4 once at J10 (NGR 479481, 170626).

Medium

River Loddon: River Loddon crosses the M4 between J10 and 11 (NGR 475786, 169563).

High

Barkham Brook: The Barkham Brook crosses M4 between J10 and 11 adjacent to River Loddon ((NGR 475786, 169563).

Medium

Kennet & Foudry Brook: This watercourse crosses the M4 between J11 and 12 (NGR 466882, 170140).

Medium

Clayhill Brook: This brook crosses the M4 once to the west of the services between J11 and 12 (NGR 470067, 169379).

Medium

Kennet & Avon Canal: The Kennet and Avon Canal crosses M4 near J12 (NGR 465874, 170945).

Very High

Kennet & Holy River: This crosses M4 near J12 (NGR 465811, 171010).

High

Numerous un-named ditches and drains Low


6.10.18 The study area has been defined by the area directly affected by the

development. This encompasses the area within the red line boundary

running from J3 to J12 inclusive within which the Scheme could be expected

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to have an effect during construction and after opening. For the purposes of

the assessment this has included a buffer of 100m either side of the

motorway. The study area also includes watercourses or water-dependent

nature conservation sites within 1km downstream of any outfalls that

discharge routine road runoff from the highways network.

6.10.19 If more detailed (site specific) assessments prove to be necessary, study

areas for any such assessments will be defined on a site by site basis.


6.10.20 The methodology for assessing the impacts of road improvement schemes

on the water environment is described in DMRB Volume 11, Section 2 Part 5,

Assessment and Management of Environmental Effects and Volume 11,

Section 3, Part 10: (HD 45/09) Road Drainage and the Water Environment.

The assessment comprises a simple level assessment, which is largely a

desk-based exercise used to determine if there is a potential for impact on the

water environment. The simple level methodology outlined in HD45/09

considers impacts in the following four categories:

a) Routine runoff on surface waters (Method A (simple) and B (detailed));

b) Routine runoff on groundwater (only applicable if discharges are to be

made to ground) (Method C);

c) Spillage risk (Method D); and

d) Flood risk (Method E and F).

6.10.21 Where the simple assessment identifies that the Scheme is likely to have no

impacts on the water environment, no further assessment will usually be

required. Where potential impacts are identified, an assessment will normally

be required at the detailed level (at present HD45/09 only provides a detailed

assessment methodology for routine runoff).

6.10.22 This guidance is supplemented by specific guidance on Managed Motorway

schemes within Interim Advice Note 161/13 ‘Managed Motorways, All Lanes

Running’, which sets out the design parameters and the associated

infrastructure and technology requirements for projects similar in nature to the

Scheme. This IAN suggests that “no assessment of discharge rates, water

quality and flood risk would normally be required for managed motorway

schemes.” This is based upon certain assumptions as stated in IAN 161/13.

Consultation with the Environment Agency will confirm the requirement for a

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Method A, Method C or Method D assessment in accordance with HD45/09 or

whether IAN 161/13 can be followed.

6.10.23 It is assumed that a Method E and Method F assessments for Flood Risk in

accordance with HD45/09 will not be required as a FRA will be produced for

the Scheme. The FRA, which will cover any parts of the Scheme where

widening/additional impermeable surfaces are needed, will form a stand-alone

technical appendix to accompany the ES. Cross reference will be made to this

appendix within the ES.

6.10.24 A WFD assessment will be carried out in order to determine if the Scheme

will compromise the attainment of a WFD objective or result in the

deterioration in the ecological status of any waterbodies.


6.10.25 HD45/09 will be used to provide criteria for identifying the magnitude of

potential impacts and the significance of the impacts. Estimating the

magnitude of impacts and their significance is based on the criteria provided

in Tables 3 and 4.


6.10.26 Construction works will occur near and within watercourses and will also

involve works to the drainage network which could provide a pathway for

pollutants to reach watercourses. During construction activities there is a

relatively low risk of pollutants such as fuels, oils, cement entering the water

environment. There is also a risk of pollution from silt which may be mobilised

as a result of construction activities. There is the potential for flooding of the

site itself during heavy rainfall and a risk of overland flows. Piling operations

are required and this may also provide a pathway for pollutants to enter

groundwater.

6.10.27 There are two main types of pollution risk from roads during the operational

phase, the first associated with routine runoff and the second from accidental

spillages. Road runoff can contain hydrocarbons, heavy metals, chemicals

and de-icing agents. These pollutants when combined with rainfall can run-off

into the drainage system and have an adverse effect on the receiving

watercourses. The pollutants may also find their way into groundwater

through filter drains and overland flows during heavy rainfall events. During

operation there is a risk that polluting materials may be accidentally spilt onto

the road surface, as a result of a road accident, these pollutants have the

potential to enter surface and ground waters.

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6.10.28 Operation of the Scheme would result in increases in impermeable areas in

some locations. Additional hard standing results in an increase in surface

water run-off which can increase flood risk. The additional impermeable areas

are also likely to reduce the amount of groundwater recharge throughout the

Scheme.

6.10.29 Works will be required on the banks of the River Thames at Bray as the over

bridge will be extended. At Ashley Arch Culvert on Datchet Common Brook,

works will be required to extend the culvert northwards. This will involve works

within the channel and may impact upon the physical nature of the channel

and the biological quality of the watercourse.


6.10.30 The scope of construction activity for smart motorway schemes is limited and

it is anticipated that there will be minimal need for extensive water quality and

flood risk mitigation measures, although some site specific measures, for

example at ERA sites, may be needed. A CEMP will document all

construction phase mitigation measures which will include a pollution control

plan, standard best practices and relevant Pollution Prevention Guidelines

("PPG").

6.10.31 Operational mitigation for the Scheme will be incorporated into the overall

design of the drainage arrangements at the pre-construction stage. In order to

maintain existing discharges rates from the drainage network it is anticipated

that mitigation would be required to provide additional water storage capacity.

This is likely to be achieved by the enlargement of the drainage pipes and

flow restrictors to constrain discharge to current maximum flows.


6.10.32 HD45/09 identifies the scoping criteria for when some form of assessment

will be required. Using these criteria the following can be scoped out:

a) The Scheme is unlikely to lead to more than a 20% increase in traffic

flow.

b) The Scheme will not change the number of Junctions.

6.10.33 Assessments should be focused upon those drainage catchments/outfalls

where there is a significant change (i.e. >10%) in the amount of impermeable

area or where discharges to groundwater will be within areas classified as

Principal aquifers or designated as SPZs.

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6.10.34 The assessment for the operational phase of the Scheme will consider the

opening year of the Scheme. Should a Method A, Method C or Method D

assessment be required the scenarios assessed will be determined in

accordance with the guidance in HD45/09 and agreed with the Environment

Agency.

6.11 Combined and Cumulative Effects

6.11.1 Environmental effects can result from incremental changes caused by the

interactions between impacts within a project and/or the interaction with the

effects from other developments. The assessment of cumulative effects will

use the guidance provided in DMRB Volume 11 Section 2 Part 5 ‘Assessment

and Management of Environmental Effects’ as well as the advice contained in

the Inspectorate's advice notes.

Cumulative Effects with Other Major Developments

6.11.2 The traffic model will take account of other transportation schemes as well

as future predicted traffic growth as a result of new development. Therefore,

the assessments that use traffic forecasts will consider vehicle movements

associated with planned development. The other developments and growth

scenarios included in the traffic forecasting will be outlined in the ES.

6.11.3 As the assessment progresses the following will be clarified with regards to

each of the potential developments to be considered in the cumulative

assessment:

a) The development type and details;

b) The timescales for construction and operation; and

c) The certainty of the development occurring (this is particularly important

as it will affect the level of detail available for each development and

therefore the confidence in the cumulative effects assessment).

6.11.4 The interactive cumulative effects with other schemes will be reported in

each environmental topic assessment chapter to demonstrate how the effects

of the Scheme on environmental topic receptors are affected by other planned

major developments.

6.11.5 Other schemes / committed developments which have currently been

included in transport modelling can be located in Appendix A. The local

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authorities will be consulted to determine which committed developments will

need to be included in the ES.

Multiple Effects on Individual Receptors

6.11.6 The cumulative effects assessment chapter will report where a receptor is

affected by different environmental effects e.g. air quality, noise, from the

Scheme.

6.11.7 The cumulative effects assessment will be undertaken once the assessment

of all other environmental effects of the Scheme is complete. The temporal

limit of the assessment will be the design year (i.e. 15 years after opening of

the Scheme) and the spatial boundaries of the assessment will be defined by

the scope of each of the individual environmental topic assessments. Where

appropriate, receptors will be grouped for the purposes of the cumulative

effects assessment and the significance of cumulative effects will be

determined using the criteria taken from the DMRB.

Transboundary Screening

6.11.8 In accordance with the requirements of the Inspectorate's Advice Note 12:

‘Development with significant transboundary impacts consultation’, the

Inspectorate will screen whether the Scheme is likely to have significant

effects on the environment of another EEA State on the Secretary of State’s

behalf.

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7 PROPOSED STRUCTURE OF THE ENVIRONMENTAL STATEMENT

7.1.1 As noted at paragraph 1.5.1, an ES will be produced in respect of the

Scheme, which will accompany the application for the DCO. This chapter

explains how the content of the ES will be organised.

7.1.2 The preliminary chapters of the ES will set the scene for the Scheme. They

will provide an overview of the Scheme including details of both the main

works and works to other highways.

7.1.3 An overview will also be given of the iterative process that has been

undertaken in terms of considering alternatives and design options. The

design evolution will continue throughout the EIA process, with mitigation

measures being incorporated where appropriate. Finally, the introductory

chapters will go on to provide a description of the principal elements of the

construction and operation/maintenance of the Scheme, along with an

explanation of any approach to decommissioning.

7.1.4 The main body of the ES will consist of stand-alone chapters to present a

complete picture of the assessment and effects for each individual

environmental subject. Assessments will be undertaken for the construction

and operation/maintenance phase of the Scheme, together with a brief

overview of the anticipated effects of decommissioning.

7.1.5 The ES will comprise four volumes:

a) Volume 1 – Main ES text

b) Volume 2 – ES Drawings

c) Volume 3 – ES Appendices

d) Volume 4 – Non Technical Summary

7.1.6 The following environmental subject areas, which will be included in the ES,

have been determined through preliminary consultations and from guidance

documentation:

1. Air Quality;

2. Cultural Heritage;

3. Landscape;

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4. Nature Conservation;

5. Geology and Soils;

6. Materials and Waste;

7. Noise and Vibration;

8. Effect on All Travellers;

9. Community and Private Assets;

10. Road Drainage and the Water Environment

11. Cumulative Effects (this will document multiple effects of the scheme on

individual receptors);

7.1.7 Each environmental subject area will report an assessment of the

environmental impacts of the Scheme, and will evaluate the potential impacts

that may occur. Although there will be slight variation between chapters, in

general each will include:

a) Introduction

b) Methodology

c) Baseline Conditions

d) Regulatory / Policy Framework

e) Value (Sensitivity) of Resource

f) Assessment of effects

g) Design, mitigation and enhancement measures, including

monitoring requirements

h) Residual effects’ significance

i) Cumulative Effects (will address cumulative effects with

other schemes i.e. interactive effects)

j) Difficulties Encountered in Compiling the ES

k) Summary

7.1.8 The ES will have a concluding chapter to summarise the overall

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environmental impact of the mitigated scheme. The main report will

also include references, glossary and list of abbreviations.

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REFERENCES

Department of Transport / Welsh Office (1988) Calculation of Road Traffic Noise.

English Nature (2001) Great Crested Newt Mitigation Guidelines, English Nature,

Peterborough.

Environment Agency (2013) What’s in your backyard. www.environment-

agency.gov.uk.

Froglife (1999) Froglife Advice Sheet 10. Froglife, Peterborough.

Gent T., and Gibson, s (2003) Herpetofauna Workers Manual. Joint Nature

Conservation Committee, Peterborough.

Highways Agency (1993) DMRB Volume 11, Section 3, Part 4 – Ecology and Nature

Conservation.

Highways Agency (2008) DMRB Volume 11, Section 2, Part 1, General Principles

and Guidance on Environmental Impact Assessment.

Highways Agency (2008) Volume 11, Section 2, Part 5 205/08 Assessment and

Management of Environmental Effects.

Highways Agency (2009) DMRB, Volume 11, Section 3, Part 10, HD45/09 Road

Drainage and the Water Environment.

Highways Agency (2009) IAN 125/09 Supplementary guidance for users of DMRB

Volume 11 Environmental Assessment.

Highways Agency (2009) Volume 11 Section 1 Part 1 HA 200/08 Aims and

Objectives of Environmental Assessment.

Highways Agency (2010) IAN 130/10 Ecology and Nature Conservation: Criteria for

Impact Assessment.

Highways Agency (2010) IAN 135/10 Landscape and Visual Effects Assessment.

Highways Agency (2011) DMRB Volume 11 Section 3 Part 7 HD 213/11 Revision 1

Noise and Vibration.

Highways Agency (2011) IAN 153/11 Guidance on the Environmental Assessment of

Materials.

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Highways Agency (2013) IAN 161/13 Managed Motorways – All land running.

Hundt, L (2012) Bat Surveys – Good Practice Guidelines. Bat Conservation Trust,

London.

Infrastructure Planning (2012) (Environmental Impact Assessment) (Amendment)

Regulations 2012 (Statutory Instrument 2012/787).

Infrastructure Planning (2009) (Environmental Impact Assessment) Regulations

2009 (Statutory Instrument 2009/2263).

Institute of Ecology and Environmental Management (2006) Guidelines for

Ecological Impact Assessment within the United Kingdom. IEEM, Winchester.

Institute of Ecology and Environmental Management (2012) Guidelines for

Preliminary Ecological Appraisal. Revised 2nd Edition. IEEM. Winchester.

Joint Nature Conservation Committee (2010) Handbook for Phase I Habitat Survey –

a Technique for Environmental Audit. Reprinted 2010. JNCC, Peterborough.

Mouchel (2011) Landmark Envirocheck Reports, Technical Appraisal Report 2011

Update M4 Junctions 3 – 12 Managed Motorways.

Planning Inspectorate (July, 2013) Advice Note 3: The Planning Inspectorate and

Nationally Significant Infrastructure Projects.

Planning Inspectorate (July 2013) Advice Note 7: Screening, Scoping and

Preliminary Environmental Information.

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ABBREVIATIONS

Term Meaning

AADT Annual Average Daily Traffic

AIES Assessment of the Implications on European Sites

ALR All Lane Running

AONB Area of Outstanding Natural Beauty

AQMA Air Quality Management Area

BAP Biodiversity Action Plan

BNS Biological Notification Site

CEMP Construction Environmental Management Plan

CRTN Calculation of Road Traffic Noise

DCO Development Consent Order

DHS Dynamic Hard Shoulder

DMRB Design Manual for Roads and Bridges

EA Environment Agency

EAR Environmental Assessment Report

EIA Environmental Impact Assessment

ERA Emergency Refuge Area

ES Environmental Statement

FRA Flood Risk Assessment

HA Highways Agency

HDV Heavy Duty Vehicle

HSR Hard Shoulder Running

IAN Interim Advice Note

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Term Meaning

ITM Integrated Traffic Management

J Junction

LAQM Local Air Quality Management

LNR Local Nature Reserve

LWS Local Wildlife Site

MS4 Motorway Signal Mark 4 Signs

NCA National Character Area

NE Natural England

NGR National Grid Reference

NSIP Nationally Significant Infrastructure Project

OS Ordnance Survey

PEI Preliminary Environmental Information

PINS Planning Inspectorate

PPGs Pollution Preventions Guidelines

PRoW Public Right of Way

RBD River Basin District

RBMP River Basin Management Plan

RCB Rigid Concrete Barrier

SAC Special Area of Conservation

SBINCi Site of Borough Grade I Importance for Nature Conservation

SBINCii Site of Borough Grade II Importance for Nature Conservation

SLINC Site of Local Importance for Nature Conservation

SM Scheduled Monument

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Term Meaning

SMINC Site of Metropolitan Importance for Nature Conservation

SoCC Statement of Community Consultation

SPA Special Protection Area

SPZ Source Protection Zone

SSSI Site of Special Scientific Interest

SWMP Site Waste Management Plan

TJR Through Junction Running

WFD Water Framework Directive

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GLOSSARY

Term Meaning

AADT Annual Average Daily Traffic is a measure used in transportation engineering and is the number of vehicles that

will use a new or improved road on an average day

AQMA Places where air quality objectives are not likely to be achieved. Where an AQMA is declared, the local authority is

obliged to produce an Action Plan in pursuit of the achievement of the air quality objectives.

Associated Development

Development which is associated with a NSIP. The IPC decides whether development is associated development.

This can include development in England and in water adjacent to England.

CEMP A site specific plan developed to ensure that appropriate environmental management practices are followed during

the construction phase of a project.

EAR An Environmental Assessment Report documents the findings of an Environmental Assessment.

EIA The assessment of the impacts on the environment of a development project.

ES An Environmental Statement documents the findings of an Environmental Impact Assessment.

Flood Zone Three This zone comprises land assessed as having a 1 in 100 or greater annual probability of river flooding (>1%), or a 1 in 200 or greater annual probability of flooding from the sea

(>0.5%) in any year.

Flood Zone Two This zone comprises land assessed as having between a 1 in 100 and 1 in 1,000 annual probability of river flooding (1%

– 0.1%), or between a 1 in 200 and 1 in 1,000 annual probability of sea flooding (0.5% – 0.1%) in any year.

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Term Meaning

LA10,18h The noise level exceeded for 10% of the time between 06:00 and 24:00. It is the noise parameter calculated in the

methodology provided in Calculation of Road Traffic Noise (CRTN). A reasonably good correlation has been shown to exist between this index and residents’ perception of traffic

noise over a wide range of exposures.

Mitigation Measures including any process, activity, or design to avoid, reduce, remedy or compensate for negative environmental

impacts or effects of a development

NSIP Nationally Significant Infrastructure Projects ("NSIP") are large scale developments such as certain new harbours,

power generating stations (including wind farms), highways developments and electricity transmission lines, which

require a type of consent known as ‘development consent’ under procedures governed by the Planning Act 2008 (and

amended by the Localism Act 2011).

PEI PEI is defined in the EIA Regulations as: ‘information referred to in Part 1 of Schedule 4 (information for inclusion

in environmental statements) which –

(a) has been compiled by the applicant; and

(b) is reasonably required to assess the environmental effects of the development (and of any associated

development).’

Principal Aquifer These are layers of rock or drift deposits that have high intergranular and/or fracture permeability - meaning they usually provide a high level of water storage. They may

support water supply and/or river base flow on a strategic scale. In most cases, principal aquifers are aquifers

previously designated as major aquifer.

Receptor A component of the natural or man-made environment that is affected by an impact, including people.

Secondary A aquifer These are permeable layers capable of supporting water supplies at a local rather than strategic scale, and in some cases forming an important source of base flow to rivers. These are generally aquifers formerly classified as minor

aquifers.

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Term Meaning

Secondary B aquifer These are predominantly lower permeability layers which may store and yield limited amounts of groundwater due to localised features such as fissures, thin permeable horizons and weathering. These are generally the water-bearing parts

of the former non-aquifers.

Setting The surroundings within which a heritage asset is experienced and any element which contributes to the

understanding of its significance.

Source Protection Zone

Source Protection Zones ("SPZ") show the risk of contamination from any activities that might cause pollution

to groundwater sources such as wells, boreholes and springs used for public water supplies. The closer the

activity, the greater the risk. SPZs can comprise of up to three main zones (inner, outer and total catchment). A fourth zone of special interest can also occasionally be applied to a

groundwater source.

Through Junction Running

TJR utilises the hard shoulder as a running lane through the centre of a junction.

Water Framework Directive

The Water Framework Directive ("WFD") introduced a new system for monitoring and classifying the quality of surface

and ground waters. The Directive requires that Environmental Objectives be set for all surface waters and groundwater to enable them to achieve Good Ecological

Potential/Status by a defined date.

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