Landscape and visual amenity - Airport Expansion …...2019/06/17 · Reference to landscape...

Heathrow Expansion PRELIMINARY ENVIRONMENTAL INFORMATION REPORT

© Heathrow Airport Limited 2019

Volume 1, Chapter 15

Landscape and visual amenity

Heathrow Expansion PRELIMINARY ENVIRONMENTAL INFORMATION REPORT: Chapter 15: Landscape and visual amenity

15.1 © Heathrow Airport Limited 2019

CONTENTS

15. Landscape and visual amenity 15.3

15.1 Introduction 15.3

15.2 Relevant legislation, policy and other important and relevant matters 15.5 Introduction 15.5 Legislation and national planning policy 15.5 Regional and local planning policy 15.8 Other important and relevant matters 15.9

15.3 Scoping and engagement 15.9 Overview 15.9 Scoping Opinion 15.9 Technical engagement 15.13

15.4 Scope of the assessment 15.17 Overview 15.17 Spatial scope and study area 15.17 Temporal scope 15.18 Receptors 15.19 Identification of potential effects 15.19

15.5 Embedded environmental measures 15.20

15.6 Methodology for baseline data gathering 15.23 Desk study 15.23 Survey work 15.26

15.7 Assessment methodology for the PEIR 15.27 Assessment methodology evolution 15.27 Significance evaluation methodology 15.28

15.8 Assumptions and limitations of this PEIR 15.36

15.9 Overall baseline 15.36 Current baseline 15.36 Future baseline 15.73

15.10 Assessment of landscape and visual amenity effects 15.73 Landscape 15.73 Visual Amenity 15.159

15.11 Preliminary assessment of significance 15.193

15.12 Assessment of cumulative effects 15.197 Construction and interim ATM effects: c.2022-2050 15.199 Operation (Design Year): c.2065 15.203

15.13 Consideration of additional environmental measures or compensation 15.207

15.14 Next steps 15.207



TABLE OF TABLES

Table 15.1: Legislation relevant to landscape and visual amenity 15.5 Table 15.2: National planning policy relevant to landscape and visual amenity 15.6 Table 15.3: PINS Scoping Opinion consultation 15.9 Table 15.4: Receptors requiring assessment for landscape and visual amenity 15.19 Table 15.5: Potential effects on landscape and visual amenity receptors scoped in for further assessment 15.19 Table 15.6: Summary of the embedded environmental measures in the design and how these influence the landscape and visual amenity assessment 15.21 Table 15.7: Summary of the good practice environmental measures and how these influence the landscape and visual amenity assessment 15.22 Table 15.8: Data sources used to inform the landscape and visual amenity assessment 15.24 Table 15.9: Survey programme 15.26 Table 15.10: Survey work undertaken 15.27 Table 15.11: Definitions of receptor sensitivity 15.28 Table 15.12: Definitions of landscape and visual amenity magnitude of change 15.29 Table 15.13: Determination of significant effects for landscape and visual amenity 15.31 Table 15.14: Significance of effect 15.31 Table 15.15: Significance of effect in relation to the tranquillity aspect of the landscape within National Parks and AONBs 15.33 Table 15.16: Landscape/townscape character and sensitivity within the study area 15.39 Table 15.17: Tranquillity aspect of the landscape relating to National Parks and AONBs 15.52 Table 15.18: Views, visual receptors and visual sensitivity within the study area 15.56 Table 15.19: Preliminary effects in relation to the landscape within the study area 15.74 Table 15.20: Preliminary effects concerning the tranquillity aspect of the landscape relating to National Parks and AONBs 15.159 Table 15.21: Preliminary effects in relation to visual amenity within the study area 15.160 Table 15.22: Summary of significance of positive and negative effects 15.193 Table 15.23: Construction (c.2022-2050) CEA of DCO Project effects, and DCO Project effects with ‘other developments’ unrelated to the DCO Project 15.200 Table 15.24: Operation (Design Year – c.2065) CEA of DCO Project-wide effects, and DCO Project-wide effects with ‘other developments’ unrelated to the DCO Project 15.203

APPENDICES

Appendix 15.1: Local landscape and townscape character



15. LANDSCAPE AND VISUAL AMENITY

15.1 Introduction

This chapter of the Preliminary Environment Information Report (PEIR) presents

the preliminary results of the assessment of likely significant effects of the

Heathrow Expansion Project (the DCO Project) with respect to landscape and

visual amenity.

‘Landscape’ is defined in the European Landscape Convention, Council of Europe

(2000), as:

“...an area, as perceived by people, whose character is the result of the action and

interaction of natural and / or human factors.”

Landscape character arises from the pattern of these factors, or elements (such as

woodland cover and watercourses), that make one landscape different from

another and includes perceptual aspects such as tranquillity. In urban areas

landscape may be termed townscape, which includes buildings and urban open

space; where relevant, landscape is therefore referred to as townscape. Visual

amenity considerations relate specifically to the composition and quality of views

afforded to people. Landscape and visual amenity issues are related but

considered separately as part of Landscape and Visual Impact Assessment

(LVIA).

There are also some areas in which the assessment of landscape and visual

amenity effects will be informed by the assessments undertaken in relation to

other topics. This chapter should be read in conjunction with the project

description provided in Chapter 6: DCO Project description and the relevant

parts of the following chapters:

Chapter 8: Biodiversity - effects in relation to habitats and nature

conservation sites, which may also contribute to landscape and visual amenity

(nature conservation sites may also be designated as areas such as Country

Parks and Open Access Land, affording public amenity as well as performing

nature conservation functions)

Chapter 11: Community - effects in relation to people, homes and community

facilities / public services, public open space and routes (including those for

recreation), which may form visual amenity receptors (those who may have a

view of the DCO Project)

Chapter 13: Historic environment - effects regarding historic landscape

character together with historic environment features and their setting, which

inform landscape character and visual amenity



Chapter 17: Noise and vibration - effects in relation to noise, which inform

the landscape and visual amenity assessment regarding tranquillity

Chapter 19: Transport network users - effects regarding the transport

network, including views from affected strategic roads

Appendix 5.2: Lighting assessment methodology statement, Volume 3 - the approach to considering existing light sources and light pollution effects,

which may have a bearing on night-time visual amenity

Chapter 23: Bibliography

Glossary of terms and list of abbreviations.

This chapter describes:

The legislation, planning policy and other documentation that has informed the

assessment (Section 15.2: Relevant legislation, policy and other important and relevant matters)

The outcome of consultation and external technical engagement that has been

undertaken, including how matters on landscape and visual amenity within the

Scoping Opinion and Scoping consultee responses received in July 2018 have

been addressed (Section 15.3: Scoping and engagement)

The scope of the assessment for landscape and visual amenity (Section 15.4: Scope of the assessment)

Embedded environmental measures relevant to landscape and visual amenity

(Section 15.5: Embedded environmental measures)

The methods used for the baseline data gathering (Section 15.6: Methodology for baseline data gathering)

The assessment methods used for the PEIR (Section 15.7: Assessment methodology for PEIR)

The assumptions and limitations of the PEIR assessment (Section 15.8: Assumptions and limitations of this assessment)

The overall baseline (Section 15.9: Overall baseline)

The assessment of landscape and visual amenity effects (Section 15.10: Assessment of effects)

The significant effects for landscape and visual amenity (Section 15.11: Preliminary assessment of significance)

The assessment of cumulative effects (Section 15.12: Assessment of cumulative effects)



Consideration of any additional environmental measures required (Section 15.13: Consideration of any additional environmental measures or compensation)

An outline of further work to be undertaken for the Environmental Statement

(ES) (Section 15.14: Next steps)

In-combination effects are addressed in Chapter 22: In-combination effects.

15.2 Relevant legislation, policy and other important and relevant matters

Introduction

This section identifies the legislation, policy and other documentation that has

informed the assessment of effects presented in relation to landscape and visual

amenity. Further information on policies relevant to the EIA and their status is

provided in Chapter 2: Legislative and policy overview of this PEIR.

Legislation and national planning policy

Table 15.1 lists the legislation relevant to the assessment of effects on landscape

and visual amenity receptors.

Table 15.1: Legislation relevant to landscape and visual amenity

Legislation description Relevance to assessment European Landscape Convention (ELC) (Council of Europe, 2000) The European Landscape Convention (ELC) was

signed by the UK Government in February 2006,

ratified in November 2006 and came into effect in

March 2007. The ELC is a European Treaty

which encourages the integration of landscape

considerations into all relevant areas of policy.

Valued landscapes and landscape character are

considered as part of the landscape and visual amenity

assessment within this chapter. The assessment relating

to these matters is set out in Section 15.10.

National Parks and Access to the Countryside Act 1949, as amended National Parks and Areas of Outstanding Natural

Beauty (AONB), which are nationally designated

landscapes, are designated under the provisions

of the National Parks and Access to the

Countryside Act (1949).

The nationally designated Chiltern Hills AONB lies outside

of the Draft DCO limits, over 10km from the DCO Project.

However, the tranquillity aspect of the Chiltern Hills AONB

landscape has the potential to be affected by new aircraft

movements associated with the DCO Project, which is

considered within this chapter based on available

information. The assessment relating to these matters is

set out in Section 15.10. Countryside and Rights of Way Act 2000, as amended Section 85 of the Countryside and Rights of Way

Act (2000) provides that in exercising or

performing any functions in relation to, or so as to

The nationally designated Chiltern Hills AONB lies outside

of the Draft DCO limits, over 10km from the DCO Project.

However, the tranquillity aspect of the Chiltern Hills AONB



Legislation description Relevance to assessment affect, land in an AONB, a relevant authority shall

have regard to the purpose of conserving and

enhancing the natural beauty of these areas.

landscape has the potential to be affected by new aircraft

movements associated with the DCO Project, which is

considered within this chapter based on available

information. The assessment relating to these matters is

set out in Section 15.10.

Table 15.2 lists the national planning policy relevant to the assessment of effects

on landscape and visual amenity receptors.

Table 15.2: National planning policy relevant to landscape and visual amenity

Policy description Relevance to assessment

Airports National Policy Statement (ANPS) (Department for Transport, 2018): Chapter 2: Legislative and policy overview

provides an explanation of the relevance of the

ANPS to the DCO Project in general terms. The

ANPS is the primary basis for decision making on the

DCO Project.

The Airports National Policy Statement (ANPS)

includes a dedicated section on landscape and visual

impacts, as set out within paragraphs 5.213 to 5.225.

As is consistent with the ANPS, this chapter includes

the following:

Reference to landscape character assessment studies

and local development documents to inform the

preliminary assessment, as set out in Section 15.2, Section 15.6, Section 15.9 and Appendix 15.1: Local landscape and townscape character, Volume 3.

A preliminary assessment of any likely significant

landscape and visual effects during construction and

operation, including effects arising from Surface

Access Proposals or aviation activity, as set out in

Section 15.10.

A preliminary assessment of the visibility of the DCO

Project (this is aided by modelling of a preliminary

Zone of Theoretical Visibility) and potential effects on

views and visual amenity (including as a result of the

conspicuousness of the DCO Project), as out in

Section 15.9 and Section 15.10.

A preliminary assessment of light pollution effects (this

is considered in relation to night-time visual amenity),

as set out in Section 15.10.

A preliminary assessment of tranquillity (this is

considered in relation to landscapes/townscapes,

including nationally designated landscapes), as set out

in Section 15.10, with consideration of noise (this is

considered through cross-reference to Chapter 17, as

set out in Section 15.1and noting that whilst visual

effects are reported separately from




landscape/townscape effects (as set out in Section 15.1) they have a bearing on tranquillity and are

therefore considered in the broader perceptual

analysis of tranquillity relating to landscapes and

townscapes.

As set out in Section 15.1, this chapter should be read

in conjunction with the relevant parts of Chapter 8, as

habitats and nature conservation sites may contribute

to landscape and visual amenity. References to such

sites are made within Section 15.9 and supporting

Appendix 15.1.

The nationally designated Chiltern Hills AONB lies

outside of the draft DCO limits, over 10km from the

DCO Project. However, the tranquillity aspect of the

Chiltern Hills AONB landscape has the potential to be

affected by new aircraft movements associated with

the DCO Project, which are considered within this

chapter, based on available information.

Consideration of proposed built environment elements

and green infrastructure, as components of carefully

considered design, to minimise negative landscape

and visual effects, as set out in Section 15.5 and

Section 15.10. National Policy Statement for National Networks, (NN NPS) (Department for Transport, 2014): The NN NPS includes a dedicated section on

landscape and visual impacts, as set out within

paragraphs 5.143 to 5.161.

The NN NPS is consistent with the ANPS direction in

respect of landscape and visual effects; this chapter

includes the assessment described in the row above

(for the ANPS) for the DCO Project, including those

parts of the DCO Project which constitute

improvements to national networks which would qualify

as NSIPs and would need to have regard to this NPS.

National Planning Policy Framework, (NPPF) (Ministry of Housing, Communities and Local Government, 2019): Paragraph 127 of the NPPF states that

developments should be “visually attractive” and

“sympathetic to local character and history, including

the surrounding built environment and landscape

setting, while not preventing or discouraging

appropriate innovation or change.”

Paragraph 141 of the NPPF directs local planning

authorities to “retain and enhance landscapes [and]

visual amenity” within the Green Belt.

Paragraph 170 of the NPPF states that planning

This chapter considers effects in relation to valued

landscapes (including nationally designated

landscapes, such as AONBs, and locally valued

landscapes, such as those within the Green Belt and

Metropolitan Open Land), local character (landscape

character areas and townscape character types/areas)

and visual amenity as set out principally in Section 15.6, Section 15.9 and Section 15.10.




decisions “should contribute to and enhance the

natural and local environment by: protecting and

enhancing valued landscapes…[and] recognising the

intrinsic character and beauty of the countryside…”

Paragraph 172 states that “great weight should be

given to conserving and enhancing landscape and

scenic beauty in National Parks, the Broads and

AONBs, which have the highest status of protection

in relation to these issues.”

Regional and local planning policy

Appendix 2.1: Regional and local planning policy and other important and relevant matters, Volume 3 presents the full list of the regional and local planning

policies and other documentation relevant to the assessment of the effects on

landscape and visual amenity receptors.

Local planning policies from the following host and neighbouring local authorities

have been considered; these have been considered because they fall within the

landscape and visual amenity study area:

Greater London Authority

London Borough of Hillingdon

London Borough of Hounslow

Slough Borough Council

Royal Borough of Windsor and Maidenhead

South Bucks District Council

Spelthorne Borough Council

Surrey County Council

Buckinghamshire County Council

Runnymede Borough Council

London Borough of Richmond upon Thames

London Borough of Ealing.



Other important and relevant matters

A summary of other documentation relevant to the landscape visual impact

assessment is provided within Appendix 2.1.

15.3 Scoping and engagement

Overview

This section describes the outcome of, and response to, the Scoping Opinion in

relation to landscape and visual amenity and also provides details of the ongoing

technical engagement that has been undertaken with stakeholders and individuals.

An overview of engagement undertaken can be found in Section 1.5 of Chapter 1: Introduction.

Engagement has taken the form of ongoing discussions, formal meetings and

document sharing and is summarised in the following sections.

Scoping Opinion

A Scoping Report requesting a Scoping Opinion was submitted to the Secretary of

State, administered by the Planning Inspectorate (PINS) on behalf of the Secretary

of State, on 21 May 2018. The Scoping Report set out the proposed aspect

assessment methodologies, outlined the baseline data collected to date and

proposed for the ES and set out the scope of the assessment.

A Scoping Opinion was adopted by PINS, on behalf of the Secretary of State, on

2 July 2018 and is provided in Appendix 1.2: Scoping Opinion, Volume 3. Table 15.3 sets out the comments received in section 4 of the Scoping Opinion ('Aspect

based scoping tables') for landscape and visual amenity (Table 4.10 in the

Scoping Opinion). The information provided in the PEIR is preliminary and

therefore not all the Scoping Opinion comments have been able to be addressed

at this stage. Scoping Opinion comments that have not been addressed in the

PEIR will be addressed within the ES. Table 15.3 therefore describes, where

possible, how the Scoping Opinion responses have been addressed in this PEIR.

Comments from other consultation bodies received are provided in Appendix 2 of

the Scoping Opinion.

Table 15.3: PINS Scoping Opinion consultation

PINS ID number

Scoping Opinion comment How is this addressed?

100 The Applicant proposes to scope out an

assessment of effects from the Proposed

Development on the seascape, including

Seascape is scoped out of the

landscape and visual amenity

assessment.



PINS ID number


any relevant cumulative effects. The

justification for this is based on the fact

that the Proposed Development does not

lie within a marine or coastal location. The

Inspectorate is satisfied that having regard

to the location of the Proposed

Development significant effects to

seascape are unlikely to occur and this

matter can be scoped out.

101 The Scoping Report sets out the intention

to conduct an assessment of impacts to

tranquillity (as it relates to character of the

landscape) and makes reference to

Campaign to Save Rural England’s

Tranquillity Mapping in this regard. In

addition to acknowledging tranquillity as a

key factor in landscape character area

sensitivity assessments the ES should

also include consideration of significant

effects on tranquillity from overflying

aircraft. The Applicant should also ensure

that an assessment of impacts to

tranquillity relevant to other aspects is

assessed in the relevant ES chapters.

The approach to assessing the effects

of overflying aircraft on tranquillity, as it

relates to landscape and visual

amenity, has been agreed with Natural

England (as set out in paragraph

15.3.11, below). The approach is

provided in Section 15.4 and Section 15.6. Following discussion with PINS

the following aspects also include

consideration of tranquillity within their

assessments –

Chapter 11 Chapter 12 Chapter 13 Chapter 17.

102 The Scoping Report explains that

engagement with the HSPG on agreeing

the approach to the assessment and

mitigation of landscape and visual impacts

of the Proposed Development. The

Inspectorate recommends that similar

effort is made to consult with any

surrounding local authorities and other

relevant organisations that may be

affected by the Proposed Development

but not represented in the HSPG e.g.

Chilterns AONB Conservation Board.

Effort has been made to engage with

all surrounding local authorities. The

outcomes of engagement to date are

set out under the heading Technical

engagement in Section 15.3. Local

authorities who are not represented in

HSPG and that have been contacted

in order that they may be consulted,

include the London Borough of

Hillingdon and the London Borough of

Richmond upon Thames. However,

their current position has been not to

take up this offer. Further engagement

will take place following issue of the

PEIR and prior to issue of the ES,

including with the Chilterns AONB

Conservation Board.

103 The Scoping Report states that the study

area extends to a 5km radius from the

maximum amount of land being

considered for the full range of options for

the Proposed Development, but that this

The updated study area and Zone of

Theoretical Visibility (ZTV) are

included within the PEIR on Figure 15.1, Volume 2. The outcomes of

engagement to date are set out under



PINS ID number


may continue to evolve to accommodate

any changes as the design process

progresses. The ES should clearly

evidence and justify the final extent of the

study area used in the assessment of

landscape and visual impacts, having

regard to the Zone of Theoretical Visibility.

The study area should contain all likely

significant effects of the Proposed

Development on any component of

landscape and visual resource and effort

should be made to agree this with relevant

consultation bodies, where possible.

the heading Technical engagement in

Section 15.3.

104 The Scoping Report states that baseline

data collection is ongoing, with both desk

studies and field surveys undertaken to

date. The ES should clearly set out all

studies and surveys undertaken to inform

the final baseline information, including

the timing of any site visit and how/if

professional judgement has been applied.

The Applicant should make effort to agree

its approach with the relevant consultation

bodies.

The updated baseline information

(including desktop studies and

surveys) is included within the PEIR in

Section 15.9. The outcomes of

engagement to date, including that

regarding the approach to gathering

baseline information, are set out in

Section 15.3.

105 The Scoping Report states that a

preliminary ZTV for operational

infrastructure and development

components has been mapped based on

indicative height parameters for the

various components of the Proposed

Development, and that this will be

updated as the DCO process progresses.

The ES should clearly evidence and justify

the final extent of the ZTV used in the

assessment of landscape and visual

impacts, based on actual height

parameters. The ZTV should be agreed

with relevant consultation bodies where

possible. The ES should describe the

model and methodology used and should

provide information on the area covered

and the seasonal timing of any survey

work. The operational assessment should

consider the movement of aircraft along

the proposed runway, and stationary

aircraft at the proposed stands in the

The updated ZTV is provided on

Figure 15.1, Volume 2; the approach

to ZTV modelling, including height

parameters, is set out within Section 15.8. As indicated on Figure 15.1, the

updated ZTV allows for the height of

aircraft on the runway and taxiways,

enabling assessment of these aspects

to be taken forward. The updated

baseline information (including desktop

studies and surveys) is included within

Section 15.9. The outcomes of

engagement to date are set out under

the heading Technical engagement in

Section 15.3.



PINS ID number


operational ZTV to ensure that these

elements are thoroughly assessed.

106 The Applicant should agree the viewpoints

to be included in its assessment with

relevant consultation bodies including the

HSPG and other affected local authorities,

where possible and should ensure that the

ES consider such viewpoints both during

the day and at night, and during both

winter and summer. The ES should

explain the reasons supporting the

inclusion of each viewpoint to be

assessed, and where relevant a

justification for excluding any viewpoints

that have been requested by the

consultation bodies. The ES should

include photographic visualisations of both

the baseline view and the view

incorporating the Proposed Development,

which should be numbered and cross-

referenced to accurately plotted locations

on an OS map of appropriate scale, which

should also show the angle of view. The

importance of local landmarks and

viewpoints, and the assessment of the

extent and direction of views from

properties should also be recorded. The

assessment should also take into

consideration any committed

development.

Viewpoints have been agreed through

engagement as set out under the

heading Technical engagement in

Section 15.3, (which includes a

justification for excluding any

viewpoints that have been requested

by consultation bodies) and have been

considered during the day and at

night, and during both winter and

summer within the PEIR. The PEIR

also sets out the reasons for including

each viewpoint. The viewpoints for the

PEIR are set out in Table 15.18,

Section 15.9 of this PEIR and the

locations shown on Figure 15.1, Volume 2. The PEIR includes

photographs of baseline views;

visualisations of the DCO Project

within views will be provided within the

ES rather than the PEIR. Viewpoints

included within the PEIR are

numbered and cross-referenced to

accurately plotted locations on an OS

map of appropriate scale, which also

shows the orientation of the view. The

description of views from each

viewpoint included within the PEIR

records any local landmarks, the

description also sets out the direction

and extent of views and identifies

where residential properties are

receptors in relation to viewpoints. The

assessment takes into account

committed development through the

consideration of future baseline

(Section 15.9) and cumulative

assessment (Section 15.11), as set

out in Chapter 5: Approach to the EIA.

107 The Scoping Report states that cumulative

landscape and visual amenity effects will

be assessed in accordance with the

approach set out in section 4.6 of the

Scoping Report. For the avoidance of

Existing developments are included

within the description of the baseline

and proposed developments are

considered as part of the future

baseline and cumulative assessment,



PINS ID number


doubt, the Inspectorate considers that

such assessment should include existing

and proposed developments, including

other proposals currently at the scoping

stage. It should also consider the

relevance of cumulative impacts in

protected landscapes, such as the route

of HS2 within the Chilterns AONB.

in line with the approach set out in

Chapter 5. Cumulative effects in

respect of HS2 and the Chiltern Hills

AONB are considered, where

relevant.

108 The Scoping Report states that mitigation

will be considered during the preparation

of a CoCP, and as part of the iterative

design development process. The

Applicant should ensure that the

effectiveness of any proposed mitigation

measures are thoroughly assessed in the

ES, describing the likely significant effects

of the Proposed Development both prior to

mitigation and residually so that it is

possible to understand the efficacy of

proposed mitigation measures. The ES

should also explain how measures

proposed to mitigate landscape and visual

effects, such as planting, may relate to

other aspects, for instance impacts on

ecological receptors. Appropriate cross-

reference should be made between

related aspects in the ES, such as

Biodiversity, and historic environment.

The landscape and visual amenity

methodology includes assessment

during construction, during the year of

opening (the year of maximum Air

Transport Movements (ATM) capacity

– the year of opening for the purposes

of landscape and visual amenity

assessment) and 15 years after

opening, to take account of the

efficacy of embedded (committed)

measures, through, for example, the

establishment of planting proposals to

integrate the proposals with landscape

character and ameliorate visual

effects. Design measures are set out

in Chapter 6: DCO Project description. No additional

environmental measures, over and

above embedded environmental

measures, are proposed at this stage.

Should additional environmental

measures be proposed, effects would

be considered prior to these additional

environmental measures and

residually. Measures proposed to

mitigate landscape and visual amenity

effects, such as planting, are referred

to by related aspects, such as

biodiversity and historic environment,

where relevant.

Technical engagement

Technical engagement has been ongoing with a number of prescribed and non-

prescribed consultation bodies and local authorities in relation to landscape and

visual amenity. A summary of engagement undertaken up to finalisation of this

PEIR is outlined in this section.



Natural England

Engagement with Natural England has been ongoing since June 2017 in the form

of meetings and document sharing. Focus areas of engagement with Natural

England have included:

The approach to assessment, including agreement of the study area radius

Relevant methodology guidance documents and their application

The use of published landscape character assessment material

Agreement of viewpoints

The approach to considering tranquillity as it relates to this chapter and visual

amenity

The approach to mitigation, including green infrastructure.

A nominal five-kilometre radius study area was agreed for assessment and

following further engagement with Natural England and Heathrow Strategic

Planning Group (HSPG), the study area has been extended beyond five-

kilometres in certain locations to encompass localised high points, and associated

viewpoints, in the landscape. The study area now extends further northwards to

hillsides at Harefield, further eastwards to Richmond Hill, further southwards to St.

Ann’s Hill, near Chertsey, and further west to Kennedy Park at Lynch Hill, in

Slough.

Relevant assessment guidance documents were discussed and agreed (as

included in Section 15.7 and Appendix 2.1).

It was agreed that the landscape and visual amenity assessment should refer to

the National Character Area relevant to the DCO Project and relevant local

landscape character assessments, with the recent Colne Valley Regional Park

(CVRP) Landscape Character Assessment forming a key reference document.

National Character Areas relevant to the DCO Project and relevant local character

areas have been considered in the assessment.

Natural England specifically requested a viewpoint from St. Ann’s Hill, which has

been incorporated as Viewpoint 17 within the PEIR.

It was agreed that tranquillity should be considered in relation to landscape

character and that should airspace considerations, and the noise assessment

thereof, indicate the need to consider tranquillity beyond the study area, a

high-level assessment of tranquillity (as it relates to landscape and visual amenity)

will be undertaken based on CAP 1616 guidance (as set out in Appendix 2.1).

This requires the assessment of the tranquillity aspect of the landscape in relation

to any relevant National Parks and AONBs (through the assessment process set



out in CAP 1616) with which Natural England agreed. Tranquillity is considered in

relation to landscape / townscape character within the study area. Whilst visual

effects are reported separately from landscape/townscape effects (as set out in

Section 15.1), they have a bearing on tranquillity and are therefore considered in

the broader perceptual analysis of tranquillity relating to landscapes and

townscapes. The tranquillity of nationally protected landscapes, beyond the study

area, is considered, based on CAP 1616 guidance, the spatial scope of which, in

relation to the DCO Project, is set out in Section 15.4.

The approach to mitigation, including green infrastructure, was discussed.

Highways England

Engagement with Highways England has been ongoing since March 2018 in the

form of meetings and document sharing. Focus areas of engagement with

Highways England have included:

The approach to assessment



Relevant assessment guidance documents were discussed and agreed (as

included in Appendix 2.1) and the approach to mitigation, including green

infrastructure, was discussed. The PEIR assessment has been carried out

accordingly.

Heathrow Strategic Planning Group (HSPG)

Engagement with HSPG has been ongoing since November 2017 in the form of

meetings and document sharing. Focus areas of engagement with HSPG have

included:

The approach to assessment, including the extent of study area required to

accommodate viewpoints


The use of published landscape and townscape character assessment material

Agreement of viewpoints


Following further engagement with Natural England and HSPG (including

responses to the Scoping Report), the study area has been extended, as set out in

paragraph 15.3.8.



Relevant assessment guidance documents (as included in Appendix 2.1) were

discussed.

The CVRP Landscape Character Assessment was identified as a key reference

document.

The following viewpoints have been agreed with stakeholders:

Hillside south of Harefield (requested by CVRP), included in PEIR as Viewpoint

33

Osterley Park (requested by London Borough of Hounslow), included in PEIR

as Viewpoint 8

King Henry VIII’s Mound, Richmond Hill (requested by HSPG), included in

PEIR as Viewpoint 10

Stanwell Conservation Area (requested by Surrey County Council), included in

PEIR as Viewpoint 14

Staines Reservoir (requested by CVRP), included in PEIR as Viewpoint 15

Sutton Lane at M4 (requested by Slough Borough Council and South Bucks

District Council), included in PEIR as Viewpoint 25

Kennedy Park Viewing Mound (requested by Slough Borough Council),

included in PEIR as Viewpoint 28

Stakeholders requested that the following viewpoints are considered by Heathrow,

however these have not been taken forward for the reasons outlined below:

Entrance to Legoland (requested by consultant to HSPG)

Datchet Water Sailing Club at the Thames Water Queen Mother Reservoir

(requested by Slough Borough Council and CVRP).

Following investigations, the viewpoints from the entrance to Legoland and

Datchet Water Sailing Club, at the Queen Mother Reservoir, have been excluded

for the following reasons: These are private leisure facilities where users of the

facilities will be focussed on their chosen leisure pursuits rather than any views of

the DCO Project. Additionally, in the case of Legoland, the viewpoint would be

very distant; in the case of Datchet Water Sailing Club sailors’ views to areas

beyond the waterbody are obscured by reservoir embankments.

The approach to mitigation, including green infrastructure, was discussed.



15.4 Scope of the assessment

Overview

This section describes the spatial and temporal scope for the assessment as it

applies to landscape and visual amenity and outlines the receptors on which

assessment has been undertaken.

This scope has been developed as the DCO Project has evolved and responds to

feedback received to date as detailed in Section 15.3. The information presented

in the PEIR is by its nature preliminary and should not be considered a “draft” ES

(in accordance with PINS advice note seven). Further scope refinement may be

required to take full account of the preferred DCO Project design and subsequent

engagement.

Spatial scope and study area

As a result of ongoing technical engagement with stakeholders and as the DCO

Project has developed and land potentially required has been refined, the study

area has evolved to reflect this. The study area for landscape and visual amenity

(which contains the ZTV) is based on the draft DCO limits shown in Figure 15.1 plus a nominal five-kilometre radius around the extent of that boundary. Further to

the engagement set out in Section 15.3, this area has been extended beyond five-

kilometres in certain locations to encompass localised high points in the

landscape. These locations comprise hillsides at Harefield (north of the DCO

Project), Richmond Hill (east of the DCO Project), St. Ann’s Hill, near Chertsey

(south of the DCO Project), and Kennedy Park at Lynch Hill, in Slough (west of the

DCO Project). This study area is shown on Figure 15.1. The study area

represents the ZOI regarding the main spatial scope of assessment.

In the case of assessing effects resulting from aircraft movements in relation to the

tranquillity aspect of the landscape, CAP 1616 advises that National Park and

AONB landscapes should be considered within the area where Heathrow related

aircraft could fly below 7,000 feet above mean sea level (amsl). However, as

explained in Chapter 5, Heathrow is currently taking forward an Airspace Change

Process in relation to the operation of Heathrow Airport, in advance of and, if

granted, in response to the DCO Project. In line with national airspace policy,

Heathrow’s detailed Airspace Change Process, that would respond to the DCO

Project, would be supported by an environmental assessment and would be

consulted on as part of a separate decision-making process established by the

Civil Aviation Authority. This would be within the Noise Envelope set by the DCO

and would include an assessment of any proposed change in overflight of relevant

National Parks and AONBs. The ANPS requires an assessment of aircraft noise

and this is presented in Chapter 17.



As set out in Chapter 17, air navigation guidance indicates that below 4,000 feet

there is a strong likelihood that aircraft could create levels of noise exposure

above the Lowest Observed Adverse Effect Levels (LOAELs). LOAELs are

regarded as the point at which adverse effects begin to be seen on a community

basis. Informed by this and in line with the Scoping Report and Scoping Opinion,

the preliminary noise assessment has been undertaken within the area where

Heathrow related aircraft could fly below 4,000 feet amsl. The Chiltern Hills AONB

is the only AONB within the area where Heathrow related aircraft could fly below

4,000 feet amsl, as shown on Figure 15.2, Volume 2. There are no National

Parks within this area. The aircraft noise assessment is based on a number of

indicative airspace design ‘test-cases’ that have been developed purely for the

PEIR noise assessment. In turn, consideration of the tranquillity aspect of the

landscape has been informed by the noise assessment.

Temporal scope

The DCO Project would be developed in a phased approach meaning that in some

periods and / or some locations both construction and operational activities would

take place in parallel. Three phases have been identified to broadly correspond

with the most prevalent activities that would arise as a result of the DCO Project.

A number of years have been selected for assessment within each phase, the

approach for which is described in Chapter 5.

The assessment of landscape and visual amenity assesses the following for this

PEIR, which is consistent with IAN 135/10 guidance:

Construction activities and interim ATM activity prior to year of maximum ATM

capacity: c.2022 to 2050

Year of maximum ATM capacity (‘opening year’ for the purposes of landscape

and visual amenity assessment): c.2050

Design year (15 years after the ‘opening year’ for the purposes of landscape

and visual amenity assessment): c.2065

Temporary construction activities are expected to occur variously at locations

within the draft DCO limits, during the period c.2022 to 2050. Assessment

conclusions have been applied to the expected peak of construction activity in

relation to each character area or viewpoint over that time period; as such it should

be noted this level of effect would not occur or be sustained throughout the

construction period. The assessment will be reviewed and updated for the ES,

when further information will be available.



Receptors

The spatial and temporal scope of the assessment enables the identification of

receptors which may experience a change as a result of the DCO Project. The

receptors identified that may experience likely significant effects for [aspect] are

outlined in Table 15.4.

Table 15.4: Receptors requiring assessment for landscape and visual amenity

Receptor group Receptors included within group

Landscape 1. Landscape character areas

2. Townscape character types

3. Townscape character areas

Visual Amenity 1. Visual receptors

The list of receptors will be kept under review during the EIA as more detailed

information is obtained during baseline surveys and other forms of data collection

by other aspects and will be reflected in the final ES.

Identification of potential effects

The types of effects that have been considered in this section relate to changes to

landscape character and visual amenity.

Potential effects on landscape and visual amenity receptors that have been

scoped in for assessment are summarised in Table 15.5.

Table 15.5: Potential effects on landscape and visual amenity receptors scoped in for further assessment

Receptor Activity Effect

Construction

Landscape character areas, townscape character types and townscape character areas; Visual receptors

Construction activities associated with

the DCO Project, including the

creation of worker offices, movement

of plant and vehicles and material

stockpiling together with creation of

compounds and construction

components therein, resulting in

change to landscape character and

visual amenity.

These construction activities

have the potential to adversely

affect landscape/townscape

character, together with visual

amenity.

Operation

Landscape character areas, townscape character types

Operation of the Airport (both the built

form and the operational activities),

These infrastructure and

development proposals have the



and townscape character areas; Visual receptors

including roads (and associated

vehicles) and, Airport Supporting

Development (ASD) . Operational

components include the runway and

taxiways (including the aircraft and

vehicles [using these), terminals,

aprons, roads (including M25

proposals), river diversions and flood

storage, together with ASD . These

activities would result in change to

landscape character and visual

amenity.

potential to adversely affect

landscape/townscape character,

together with visual amenity.

15.5 Embedded environmental measures

The DCO Project will consider a number of environmental measures to avoid or

minimise likely significant effects. This approach is described in Chapter 5. Those

embedded environmental measures that influence the assessment of landscape

and visual amenity are set out in Table 15.6.

Good practice environmental measures would occur with or without input from the

EIA feeding into the design process. They include actions that would be

undertaken to meet other existing legislative requirements, or that are considered

to be standard practices. Those good practice environmental measures that

influence the assessment of landscape and visual amenity are set out in Table 15.7.



Table 15.6: Summary of the embedded environmental measures in the design and how these influence the landscape and visual amenity assessment

Receptor Changes and effects Embedded measures and influence on assessment

Landscape character areas, townscape character types and townscape character areas. Visual receptors

Landscape and visual effects Commitment to good design regarding the visual appearance of operational

built environment proposals and their contribution to landscape character, in

accordance with the ANPS, to mitigate landscape and visual effects. This

would be implemented through a design assurance framework.

Commitment to good design regarding the visual appearance of public realm

proposals and their contribution to landscape character, in accordance with

the ANPS, to mitigate landscape and visual effects. This would be

implemented through a design assurance framework.

Commitment to good design regarding the visual appearance of landscape

design proposals and their contribution to landscape character, in

accordance with the ANPS, to mitigate landscape and visual effects. This


Commitment to good design regarding the visual appearance of operational

green infrastructure proposals and their contribution to landscape character,

in accordance with the ANPS, to mitigate landscape and visual effects. This


Construction-related impacts on landscape and visual amenity would be

controlled through protection of existing elements of the landscape that are

to be retained; careful design and management of temporary construction

components in response to landscape character and visual amenity; and the

effective implementation of operational design measures, as early as

possible during the construction programme, which have a role in mitigating

landscape and visual impacts.



Table 15.7: Summary of the good practice environmental measures and how these influence the landscape and visual amenity assessment

Receptor Changes and effects Embedded measures and influence on assessment

Landscape character areas, townscape character types and townscape character areas. Visual receptors

Landscape and visual effects

during construction

Protection of existing trees and other vegetation to be retained, during

construction, in order that these elements continue to make a contribution

to landscape character and visual amenity.

The use of well-maintained temporary hoardings and fencing, during

construction, designed in response to landscape character and visual

amenity.

Management of site lighting, during construction, with consideration for

visual amenity and to minimise visual disturbance.

Well-maintained temporary earthworks during construction, including

borrow-pits and soil stockpiles, designed in response to landscape

character and visual amenity - this would include temporary landscape

proposals, where appropriate, such as seeding of soil stockpiles.

Protection of soil to be used for landscape purposes, during construction.

Implementation of proposals, including landscape design proposals, in

accordance with design documents.

Maintenance and management of landscape proposals in accordance with

landscape design documents.

Provision of suitably qualified and experienced specialists with

responsibility for monitoring landscape works in order that they are carried

out in accordance with the design.



15.6 Methodology for baseline data gathering

Baseline data collection has been undertaken to obtain information over the study

areas described in Section 15.4. This section describes the approach taken to

collecting baseline data.

Baseline data has been collected through desk studies and site visits in

accordance with the requirements and guidance set out in Section 15.2.

Desk study

A summary of the organisations that have supplied data, together with the nature

of that data is outlined in Table 15.8. Not all local authorities have produced local

landscape/townscape character studies, where such documents have been

published they are listed in Table 15.8.



Table 15.8: Data sources used to inform the landscape and visual amenity assessment

Organisation Data provided Data time period Data used

Natural England MAGIC website -

www.magic.gov.uk: Online map, aerial photograph and

designation resources.

Data continually updated 2019

Natural England National character area profiles website -

www.gov.uk/government/publications/national-character-

area-profiles-data-for-local-decision-making/national-

character-area-profiles: National character area profiles.

Data continually updated 2019

Environment Agency Surface LIDAR (light detection and ranging) Digital Surface

Model (DSM) remote sensing data

Data published in 2015 2019

Intermap Technologies Nextmap DSM data Data published in 2015 2019

Chilterns Conservation Board Chilterns Area of Outstanding Natural Beauty Management

Plan 2014-2019


Chiltern District Council and South Bucks District Council

Chiltern and South Bucks Townscape Character Study

(Part 3)


CVRP Colne Valley Landscape Character Assessment, Colne

Valley Landscape Partnership


Buckinghamshire County Council and South Bucks District Council

South Bucks District Landscape Character Assessment Data published in 2011 2019

London Borough of Hillingdon Hillingdon Landscape and Townscape Character

Assessment,


London Borough of Hillingdon Hillingdon Townscape Character Study Data published in 2013 2019

London Borough of Hounslow London Borough of Hounslow Urban Context and Character

Study


http://www.magic.gov.uk/

http://www.gov.uk/government/publications/national-character-area-profiles-data-for-local-decision-making/national-character-area-profiles





Organisation Data provided Data time period Data used

Mayor of London All London Green Grid Area 10: River Colne and Crane

Area Framework


Surrey County Council and Surrey Planning Officers Association

Surrey Landscape Character Assessment (includes local

assessments of the Borough of Spelthorne and the

Borough of Runnymede)


Runnymede Borough Council Urban Area Character Appraisal Data published in 2009 2019

Royal Borough of Windsor and Maidenhead Council

Royal Borough of Windsor and Maidenhead Landscape

Character Assessment


Royal Borough of Windsor and Maidenhead Council

Royal Borough of Windsor and Maidenhead Townscape

Assessment




Survey work

The field survey programme has been designed to provide sufficient information

on landscape and visual amenity within the study area. Each of the

landscape/townscape character types / areas identified on Figure 15.3, Volume 2

and each of viewpoints identified on Figure 15.1, Volume 2 have been surveyed

as set out in Table 15.9, which provides further information on the surveys.

Table 15.9: Survey programme

Method Primary guidance Notes

Landscape / townscape character: Surveys to verify desk-based studies and record landscape / townscape characteristics for relevant character areas / types

GLVIA3 This survey series relates to all landscape

character areas, townscape character

types and townscape character areas

within the study area. The surveys

included recording of topography,

geology, landcover, cultural/historic

environment components and natural

environment components, as relevant to

the key characteristics of character types

/ areas within the study area (shown on

Figure 15.3, Volume 2).

Visual amenity: Surveys to record information regarding representative viewpoints and corresponding visual receptors

GLVIA3

LI Advice Note 01/11

This survey series relates to

representative viewpoints and

corresponding visual receptors within the

study area. The surveys included

recording of each viewpoint location (grid

reference), viewpoint orientation,

description of the viewpoint location,

receptors represented, applicable

designations, a description of the view

(including any local landmarks) and

panoramic photography using a digital

single lens reflex camera with lens

selected to provide the digital equivalent

of 50mm focal length for a 35mm film

format. Viewpoints included within the

PEIR are numbered and cross-referenced

to accurately plotted locations on an OS

map (refer to Figure 15.1); viewpoint

information is provided in Table 15.18

and viewpoint photography is provided in

Figures 15.4 to 15.20.



Table 15.10 shows the dates of survey work undertaken to date and any future

surveys planned.

Table 15.10: Survey work undertaken

Survey type Date of surveys completed Dates of future surveys

Landscape / townscape character (the locations of types / areas as shown on Figure 15.3)

Summer (May-October)

2017 and 2018; Winter 2017

/ 2018 / 2019 (November-

March).

Ongoing summer and

winter surveys.

Visual amenity (viewpoint survey locations are shown on Figure 15.1)

Summer (May-October)

2017 and 2018; Winter 2017

/ 2018 / 2019 (November-

March).

Ongoing summer and

winter surveys.

15.7 Assessment methodology for the PEIR

Assessment methodology evolution

At this stage of the EIA, the DCO Project is still under development and is the

subject of statutory consultation. The likely significant environmental effects are

presented at this preliminary stage. Further, more detailed assessment work will

be undertaken between PEIR and preparation of the ES on the final DCO Project.

The methodology for the ES assessment may therefore develop further from that

used for the PEIR. There are no anticipated changes in the assessment

methodology at this stage, however the landscape and visual amenity assessment

will be updated to take account of engagement, additional baseline information,

DCO Project development and information relating to cumulative effects.

The generic project-wide approach to the assessment methodology is set out in

Section 5.6 of Chapter 5. This has informed the approach used in this landscape

and visual amenity assessment.

The DCO Project encompasses a range of development and infrastructure

proposals, including highway proposals. The LVIA for the DCO Project is informed

principally by good practice guidance set out in Appendix 2.1. Guidelines for

Landscape and Visual Impact Assessment: Third Edition (GLVIA3), Landscape

Institute (LI) and Institute of Environmental Management and Assessment (IEMA)

(2013), does not set out specific significance criteria, rather the guidance

advocates use of clear methods by which reasoned professional judgments should

be applied. To aid consistency in assessing landscape and visual amenity effects

across the DCO Project, the significance criteria set out in Interim Advice Note



(IAN) 135/10 - Landscape and Visual Effects Assessment, Highways Agency

(2010), have been applied as guidance, as set out in Table 15.11 to Table 15.14.

The criteria provided in Table 15.11 to Table 15.14 apply to the assessment of

both construction and operation.

In the case of assessing effects resulting from aircraft movements in relation to the

tranquillity aspect of the landscape, which concerns National Parks and AONBs,

CAP 1616 advises that the criteria provided in WebTAG (Transport Analysis

Guidance - www.gov.uk/guidance/transport-analysis-guidance-webtag) under

‘Landscape’ (TAG Unit A3 – Section 6) should be applied. These criteria relate to

a range of potential landscape effects, many of which, including physical change

to the landscape, would not result from aircraft movements in the sky; therefore,

only those criteria that are relevant to airspace, such as those concerning the

setting of the landscape, have been considered. These criteria only relate to

overall assessment scores regarding significance of effect, which are provided in

Table 15.15, therefore the landscape criteria set out in Table 15.11 have been

applied in relation to receptor sensitivity and the landscape criteria set out in Table 15.11 have been applied in relation to magnitude of effect. As set out in paragraph

15.4.6, above, the assessment takes into account information provided within

Chapter 17, including the extent of the LOAEL.

Significance evaluation methodology

Guidance on determining the sensitivity of receptors is given in Table 15.11. In

relation to visual receptors, these include residents and visitors to the local area.

Table 15.11: Definitions of receptor sensitivity

Sensitivity Criteria

High Landscape:

Landscapes which by nature of their character would be unable to accommodate

change of the type proposed. Typically, these would be:

1. Of high quality with distinctive elements and features making a positive

contribution to character and sense of place

2. Likely to be designated but the aspects which underpin such value may

also be present outside designated areas, especially at the local scale

3. Areas of special recognised value through use, perception or historic

and cultural associations

4. Likely to contain features and elements that are rare and could not be

replaced.

Visual Amenity:

1. Residential properties

2. Users of Public Rights of Way (PRoW) or other recreational trails (e.g.

National Trails, footpaths, bridleways, etc.); and

3. Users of recreational facilities where the purpose of that recreation is



Sensitivity Criteria

enjoyment of the countryside (e.g. Country Parks, National Trust or

other access land).

Moderate

Landscape:

Landscapes which by nature of their character would be able to partly

accommodate change of the type proposed. Typically, these would be:

Comprised of commonplace elements and features creating generally

unremarkable character, but with some sense of place

1. Locally designated, or their value may be expressed through non-

statutory local publications

2. Containing some features of value through use, perception or historic

and cultural associations

3. Likely to contain some features and elements that could not be replaced.

Visual Amenity:

1. Outdoor workers

2. Users of scenic roads, railways or waterways or users of designated

tourist routes

3. Schools and other institutional buildings and their outdoor areas.

Low

Landscape:

Landscapes which by nature of their character would be able to accommodate

change of the type proposed. Typically, these would be:

1. Comprised of some features and elements that are discordant, derelict

or in decline, resulting in indistinct character with little or no sense of

place

2. Not designated

3. Containing few, if any, features of value through use, perception or

historic and cultural associations

4. Likely to contain few, if any, features and elements that could not be

replaced.

Visual Amenity:

1. Indoor workers

2. Users of main roads (e.g. trunk roads) or passengers in public transport

on main arterial routes

3. Users of recreational facilities where the purpose of that recreation is not

related to the view (e.g. sports facilities).

Guidance on assessing the magnitude of change is provided in Table 15.12

Table 15.12: Definitions of landscape and visual amenity magnitude of change

Magnitude Criteria

Major Landscape:

Adverse - Total loss or large-scale damage to existing character or distinctive

features and elements and / or the addition of new but uncharacteristic

conspicuous features and elements or

Beneficial - Large scale improvement of character by the restoration of features



Magnitude Criteria

and elements and / or the removal of uncharacteristic and conspicuous

features and elements, or by the addition of new distinctive features.

Visual Amenity:

Adverse / Beneficial - The project, or a part of it, would become the dominant

feature or focal point of the view.

Moderate

Landscape:

Adverse - Partial loss or noticeable damage to existing character or distinctive

features and elements and / or the addition of new but uncharacteristic

noticeable features and elements; or

Beneficial - Partial or noticeable improvement of character by the restoration of

existing features and elements and / or the removal of uncharacteristic and

noticeable features and elements, or by the addition of new characteristic

features.

Visual:

Adverse / Beneficial - The project, or a part of it, would form a noticeable

feature or element of the view which is readily apparent to the receptor.

Minor Landscape:

Adverse - Slight loss or damage to existing character or features and elements

and / or the addition of new but uncharacteristic features and elements; or

Beneficial - Slight improvement of character by the restoration of existing

features and elements and / or the removal of uncharacteristic features and

elements, or by the addition of new characteristic elements.

Visual Amenity:

Adverse / Beneficial - The project, or a part of it, would be perceptible but not

alter the overall balance of features and elements that comprise the existing

view.

Negligible Landscape:

Adverse - Barely noticeable loss or damage to existing character or features

and elements and / or the addition of new but uncharacteristic features and

elements or

Beneficial - Barely noticeable improvement of character by the restoration of

existing features and elements and / or the removal of uncharacteristic features

and elements, or by the addition of new characteristic elements.

Visual Amenity:

Adverse / Beneficial - Only a very small part of the project would be

discernible, or it is at such a distance that it would form a barely noticeable

feature or element of the view.

No Change Landscape:

No noticeable loss, damage or alteration to character or features or elements.

Visual Amenity:

No part of the project, or work or activity associated with it, is discernible.

The significance of effect is determined using the framework set out in Table 15.13 as a guide. Where more than one significance outcome is possible,

professional judgment is applied to determine which is the most appropriate



classification, on a case by case basis. The process applies a precautionary

approach, whereby caution is exercised in order that professional judgement is

inclined towards concluding the worst outcome in the event of uncertainty

regarding selection from more than one possible outcome. Only ‘Large’ or ‘Very

Large’ effects are considered likely significant effects for the purposes of the

Infrastructure Planning (Environmental Impact Assessment) Regulations 2017 (the

EIA Regulations), as is consistent with HA 205/08 - Assessment and Management

of Environmental Effects, Highways Agency (2008).

Table 15.13: Determination of significant effects for landscape and visual amenity

Magnitude: Sensitivity:

No change Negligible Minor Moderate Major

High Neutral Slight Slight /

Moderate

Moderate /

Large Large / Very Large

Moderate Neutral Neutral /

Slight

Slight Moderate Moderate /

Large

Low Neutral Neutral /

Slight

Neutral /

Slight

Slight Sligh t/

Moderate

Source: IAN 135/10. Bold text identifies likely significant effects

Typical descriptors of each effect category are provided in Table 15.14.

Table 15.14: Significance of effect

Significance of effect Criteria

Very Large Landscape:

Beneficial - The project would:

1. Greatly enhance the character (including

quality and value) of the landscape

2. Create an iconic high quality feature and / or

series of elements

3. Enable a sense of place to be created or

greatly enhanced.

Adverse - The project would:

1. Be at complete variance with the character

(including quality and value) of the landscape

2. Cause the integrity of characteristic features

and elements to be lost

3. Cause a sense of place to be lost.

Visual Amenity:

Beneficial - The project would create an iconic new

feature that would greatly enhance the view




Adverse - The project would cause the loss of views

from a highly sensitive receptor and would constitute

a dominant discordant feature in the view.

Large Landscape:


1. Enhance the character (including quality and

value) of the landscape

2. Enable the restoration of characteristic

features and elements lost as a result of

changes from inappropriate management or

development

3. Enable a sense of place to be enhanced.


1. Be at considerable variance with the

character (including quality and value) of the

landscape

2. Degrade or diminish the integrity of a range of

characteristic features and elements

3. Damage a sense of place.

Visual Amenity:

Beneficial - The project would lead to a major

improvement in a view from a highly sensitive

receptor; or

Adverse - The project would cause major deterioration

to a view from a highly sensitive receptor and would

constitute a major discordant element in the view.

Moderate Landscape:


1. Improve the character (including quality and


2. Enable the restoration of characteristic

features and elements partially lost or

diminished as a result of changes from

inappropriate management or development

3. Enable a sense of place to be restored.


1. Conflict with the character (including quality

and value) of the landscape

2. Have an adverse impact on characteristic

features or elements

3. Diminish a sense of place.

Visual Amenity:

Beneficial - The project would cause obvious

improvement to a view from a moderately sensitive

receptor or, perceptible improvement to a view from a

more sensitive receptor or

Adverse - The project would cause obvious




deterioration to a view from a moderately sensitive

receptor or, perceptible damage to a view from a

more sensitive receptor.

Slight Landscape:


1. Complement the character (including quality


2. Maintain or enhance characteristic features

and elements

3. Enable some sense of place to be restored.


1. Not quite fit the character (including quality


2. Be at variance with characteristic features and

elements

3. Detract from a sense of place.

Visual Amenity:

Beneficial - The project would cause limited

improvement to a view from a receptor of medium

sensitivity or, would cause greater improvement to a

view from a receptor of low sensitivity; or

Adverse - The project would cause limited

deterioration to a view from a receptor of medium

sensitivity or, cause greater deterioration to a view

from a receptor of low sensitivity.

Neutral Landscape:

The project would:

1. Maintain the character (including quality and


2. Blend in with characteristic features and

elements

3. Enable a sense of place to be retained.

Visual Amenity:

No perceptible change in the view.

Source: IAN 135/10

Table 15.15: Significance of effect in relation to the tranquillity aspect of the landscape within National Parks and AONBs


Very Large Landscape:

Beneficial - No criteria provided as schemes are not anticipated to merit this score.

Adverse - The scheme would result in exceptionally severe adverse impacts on

the landscape because it:

1. Is at complete variance with the landform, scale and pattern of the

landscape




2. Is highly visual and extremely intrusive, destroying fine and valued views

both into and across the area

3. Would irrevocably damage or degrade, badly diminish or even destroy the

integrity of characteristics and elements and their setting

4. Would cause a very high quality or highly vulnerable landscape to be

irrevocably changed and its quality very considerably diminished

5. Could not be integrated: there are no environmental design measures that

would protect or replace the loss of a nationally important landscape

6. Cannot be reconciled with government policy for the protection of

nationally recognised countryside.

Large Landscape:

Beneficial - The scheme provides an opportunity to greatly enhance the landscape

because:

1. It greatly enhances the character (including quality and value) of the

landscape

2. It creates an iconic high quality feature and / or series of elements

3. It enables a sense of place, scale and quality to be restored in an area

formerly of high landscape quality

4. Note that very few, if any, schemes are likely to merit this score.

Adverse - The scheme is very damaging to the landscape in that it:

1. Is at considerable variance with the landform, scale and pattern of the

landscape

2. Is visually intrusive and would disrupt fine and valued views of the area

3. Is likely to degrade, diminish or even destroy the integrity of a range of

characteristics and elements and their setting

4. Will be substantially damaging to a high quality or highly vulnerable

landscape, causing it to change and be considerably diminished in quality

5. Cannot be adequately integrated

6. Is in serious conflict with government policy for the protection of nationally

recognised countryside.

Moderate Landscape:

Beneficial - The scheme provides an opportunity to enhance the landscape

because:

1. It fits very well with the scale, landform and pattern of the landscape

2. There is potential, through environmental design measures, to enable the

restoration of characteristics, partially lost or diminished

3. As the result of changes resulting from intensive farming or inappropriate

development

4. It will enable a sense of place and scale to be restored through well-

designed planting and environmental design measures, that is,

characteristics are enhanced through the use of local materials and

species used to fit the scheme into the landscape

5. It enables some sense of quality to be restored or enhanced through

beneficial landscaping and sensitive design in a landscape which is not of

any formally recognised quality

6. It furthers government objectives to regenerate degraded countryside

Adverse - The scheme is:

1. Out of scale with the landscape, or at odds with the local pattern and




landform

2. Visually intrusive and will adversely impact on the landscape

3. Not possible to fully integrate, that is, environmental design measures will

not prevent the scheme from scarring the landscape in the longer term as

some features of interest will be partly destroyed or their setting reduced

or removed

4. Will have an adverse impact on a landscape of recognised quality or on

vulnerable and important characteristics or elements

5. In conflict with local and national policies to protect open land and

nationally recognised countryside

Slight Landscape:

Beneficial - The scheme:

1. Fits well with the scale, landform and pattern of the landscape

2. Incorporates environmental design measures to ensure they will blend in

well with surrounding landscape

3. Will enable some sense of place and scale to be restored through well-

designed planting and environmental design measures

4. Maintains or enhances existing landscape character in an area which is

not a designated landscape, nor vulnerable to change

5. Avoids conflict with government policy towards protection of the

countryside

Adverse - The scheme:

1. Does not quite fit the landform and scale of the landscape

2. Although not very visually intrusive, will impact on certain views into and

across the area

3. Cannot be completely integrated because of the nature of the scheme

itself or the character of the landscape through which it passes

4. Affects an area of recognised landscape quality

5. Conflicts with local planning authority policies for protecting the local

character of the countryside

Neutral Landscape:

The scheme is well designed to:

1. Complement the scale, landform and pattern of the landscape

2. Incorporate environmental design measures to ensure that the scheme

will blend in well with surrounding landscape characteristics and

landscape elements

3. Avoid being visually intrusive nor have an adverse effect on the current

level of tranquillity of the landscape through which the scheme passes

4. Maintain existing landscape character in an area which is not a designated

landscape, that is, neither national or local high quality, nor is it vulnerable

to change

5. Avoid conflict with government policy towards protection of the countryside

Source: WebTAG under ‘Landscape’ (TAG Unit A3 – Section 6), in accordance with CAP 1616



15.8 Assumptions and limitations of this PEIR

Chapter 6 describes preliminary location and height parameters of the DCO

Project. These have been taken into account for the purposes of PEIR stage ZTV

modelling. The actual parameters of the DCO Project are subject to ongoing

design development and refinement. The baseline data sources used in ZTV

modelling are set out in Table 15.8, with further detail provided on Figure 15.1.

The preliminary ZTV presented in PEIR will be updated as the DCO Project

progresses.

15.9 Overall baseline

Current baseline

Landscape

The DCO Project falls within National Character Area (NCA) 115: Thames Valley1.

Key characteristics of this character area, are as follows:

“Flat and low-lying land, rising to low, river-terraced hills, which include the

prominent local outcrop of chalk on which Windsor Castle sits.

The underlying geology is dominated by the London Clay which, over much of the

area, is overlain by river-lain sands and gravels.

The numerous hydrological features provide unity to an area which otherwise

lacks homogeny; these features include the River Thames and its tributaries,

streams, lakes, canals and open waterbodies (the result of restored gravel

workings).

Woodlands characterise the north-western area, with the wooded character

extending up to the southern edge of the Chiltern Hills.

Farming is limited. Where it survives, grazed pasture is the major land use within a

generally open, flat and featureless landscape. The field pattern is medium-scale

and irregular, with smaller fields to the west. Localised areas of species-rich hay

meadows provide a splash of colour in summer.

Although densely populated and developed, pockets of woodland, open grassland,

parkland, wetlands and intimate meadows provide escape and tranquillity, and

include a variety of habitats supporting important populations of many species,

notably stag beetle, shoveler, gadwall and other invertebrates and wildfowl.

1 National Character Area profiles www.gov.uk/government/publications/national-character-area-profiles-data-for-local-decision-making/national-character-area-profiles (accessed 20 March 2018)





Towards London in the east, the natural character of the area is overtaken by

urban influences: a dense network of roads (including the M25 corridor), Heathrow

Airport, railway lines, golf courses, pylon lines, reservoirs, extensive mineral

extraction and numerous flooded gravel pits.

There are small but biologically important areas of lowland heathland – especially

on higher sandy ground in the north – and a small area to the south falls within the

Thames Basin Heaths Special Protection Area (SPA) buffer zone.

To the south, the open Thames flood plain dominates, with its associated flat

grazing land, becoming characterised by a number of formal historic landscapes

on higher ground. Between Hampton and Kew, the River Thames forms the focus

of a series of designed landscapes.

The area has an urban character, and there are very few villages of more

traditional character, although almost half of the area is greenbelt land and

development has been restricted in areas like Crown Estate land and Eton College

grounds.

The river is closely associated with numerous historic places and cultural events,

such as the signing of Magna Carta at Runnymede. Tourists from all over the

world are drawn to the rich heritage of the area, flocking to attractions like

Hampton Court Palace and Windsor Castle.

The area is important for recreation, both for residents and visitors. Historic

parkland and commons provide access to green space, the Thames Path National

Trail runs the length of the NCA, and a variety of activities are enjoyed on the river

and other waterbodies.”

In relation to tranquillity, NCA 115 is further described as follows:

“Based on the CPRE map of Tranquillity (2006) none of this NCA can be officially

considered as tranquil. The lowest scores for tranquillity are around the urban

areas and Heathrow Airport. Expanses of parkland such as Windsor Great Park

score medium tranquillity...The 2007 Intrusion Map (CPRE) shows the extent to

which rural landscapes are ‘intruded on’ from urban development, noise (primarily

traffic noise), and other sources of visual and auditory intrusion. This shows that

almost the entire NCA is disturbed by visual and auditory intrusion.”

As identified in NCA 115, Heathrow Airport, which includes transport infrastructure

and buildings, is a noteworthy element within the wider Thames Valley landscape.

Near Heathrow Airport, the lowland landscape includes semi-rural characteristics

of the Colne Valley and associated historic villages, together with suburban areas

of Greater London further east. It is a landscape generally characterised by urban

influences, including a busy major road and rail network, together with substantial

areas of industrial, commercial and residential development. The more rural



elements are fragmented and include riparian corridors and grazed common land,

such as Staines Moor, however urban features, including buildings and roads,

generally feature in the backdrop to these areas.

At a local level, the landscape character assessments identified in Table 15.16

provide information regarding local landscape character areas. Local landscape /

townscape character areas / types are shown on Figure 15.3. Descriptions of

these, including key characteristics and tranquillity considerations, are set out in

Appendix 15.1. This landscape / townscape character analysis considers

biodiversity and heritage influences; biodiversity designations are identified and

shown within Chapter 8, historic environment designations are identified and

shown within Chapter 13. Policy analysis relevant to biodiversity and heritage

considerations is also provided in these chapters, as appropriate. Landscape

character areas, and respective sensitivity, within the study area are set out in

Table 15.16. Figure 15.1 shows designations which contribute to the evaluation of

landscape and townscape sensitivity. The designations referred to in Table 15.16 are those for which landscape value is expressed through local planning policy

(refer to Section 15.2).



Table 15.16: Landscape/townscape character and sensitivity within the study area

Landscape Character Area (LCA) or Townscape Character Area / Type (TCA/T)

Sensitivity

Black and Langley Parks LCA (CVRP)

The Green Belt, CVRP and Langley Registered Park and Garden fall within this

area. The area includes features which contribute to a sense of place and may

not be replaceable, such as designed historic parkland. However, elements fall

within and / or influence the area, including transport corridors, which limit

overall susceptibility to change. Taking into account these factors, landscape

sensitivity is considered to be Moderate.

Iver Heath Terrace LCA (CVRP)

The Green Belt and CVRP fall within this area. The area includes features

which contribute to a sense of place and may not be replaceable, such as

distinctive rural hamlets. However, elements fall within and / or influence the

area, including transport corridors and large-scale development, which limit



A412 to Iver LCA (CVRP)

The Green Belt, CVRP and Iver Conservation Area fall within this area. The

area includes features which contribute to a sense of place and may not be

replaceable, such as historic buildings / structures within the Iver Conservation

Area and remnant parkland. However, elements fall within and / or influence

the area, including transport corridors and lines of pylons, which limit overall

susceptibility to change. Taking into account these factors, landscape


Richings Lowland LCA (CVRP)


which contribute to a sense of place and may not be replaceable, such as the

Grand Union Canal and associated historic structures. However, elements fall

within and / or influence the area, including major transport corridors, lines of

pylons and urban development, which limit overall susceptibility to change.

Taking into account these factors, landscape sensitivity is considered to be

Moderate.

Cowley to West Drayton LCA (CVRP)

The Green Belt, CVRP and Cowley Lock Conservation Area fall within this


not be replaceable, such as historic buildings / structures within the Cowley

Lock Conservation Area. However, elements fall within and / or influence the

area, such as major transport corridors, which limit overall susceptibility to

change. Taking into account these factors, landscape sensitivity is considered

to be Moderate.

Horton and Wraysbury Lowlands LCA (CVRP)

The Green Belt, CVRP and Colnbrook Conservation Area fall within this area.

The area includes features which contribute to a sense of place and may not

be replaceable, such as historic buildings / structures within the Colnbrook

Conservation Area and Staines Moor flood meadows. However, elements fall

within and / or influence the area, such as major transport corridors, which limit



Harmondsworth to The Green Belt, CVRP, Longford Conservation Area and Harmondsworth




Sensitivity

Stanwell Moor LCA (CVRP)

Conservation Area fall within this area. The area includes features which

contribute to a sense of place and may not be replaceable, such as historic

buildings / structures within the Longford Conservation Area and

Harmondsworth Conservation Area. However, many elements fall within and /

or influence the area, such as major transport corridors and large-scale

industrial / commercial development, which limit overall susceptibility to


to be Moderate.

Thames at Ankerwycke LCA (CVRP)

The Green Belt, CVRP and Runnymede Borough Areas of Landscape

Importance fall within this area. The area includes features which contribute to

a sense of place, such as landscape components of Runnymede Borough

Areas of Landscape Importance. However, elements fall within and / or

influence the area, such as transport corridors, which limit overall susceptibility

to change. Taking into account these factors, landscape sensitivity is

considered to be Moderate.

River Ash Corridor – Staines LCA (CVRP)


which contribute to a sense of place, such as landscape components of

Shortwood Common. However, elements fall within and / or influence the area,

such as transport corridors, lines of pylons and built development, which limit



Rickmansworth to Uxbridge LCA (CVRP)

The Green Belt, CVRP, Harefield Village Conservation Area, Black Jacks and

Copper Mill Lock Conservation Area and Denham Lock Conservation Area fall

within this area. The area includes features which contribute to a sense of

place and may not be replaceable, such as historic buildings / structures within

the three Conservation Areas. However, elements fall within and / or influence

the area, such as transport corridors and built development, which limit overall



Denham Valley Floor LCA (CVRP)

The Green Belt, CVRP, Denham Village Conservation Area and Denham Place

Registered Park and Garden fall within this area. The area includes features


historic buildings and parkland at Denham. However, elements fall within and /

or influence the area, such as transport corridors, pylons and built

development, which limit overall susceptibility to change. Taking into account

these factors, landscape sensitivity is considered to be Moderate.

Heronsgate/Chalfont Farmland LCA (CVRP)



ancient woodland and veteran trees. However, elements fall within and / or

influence the area, such as transport corridors and pylons, which limit overall



Misbourne and Alder The Green Belt and CVRP fall within this area. The area includes features




Sensitivity

Bourne Tributaries LCA (CVRP)

which contribute to a sense of place, such as established landscape

components within riparian corridors. However, elements fall within and / or

influence the area, such as transport corridors, lines of pylons and built



Rickmansworth to Uxbridge Wooded Farmland LCA (CVRP)

The Green Belt, CVRP and Harefield Village Conservation Area fall within this


not be replaceable, such as historic buildings / structures within Harefield

Conservation Area, remnant parkland and historic enclosure patterns.

However, elements fall within and / or influence the area, such as built

development edges, which limit overall susceptibility to change. Taking into

account these factors, landscape sensitivity is considered to be Moderate.

Stockley Gravel Terrace Recreation (J1) LCA (London Borough of Hillingdon)

The Green Belt falls within this area. The area includes features which

contribute to a sense of place, such as landscape components within Stockley

Park. However, elements fall within and / or influence the area, such as busy

transport corridors and urban edges, which limit overall susceptibility to


to be Moderate.

Minet Gravel Terrace Recreation (J2) LCA (London Borough of Hillingdon)


contribute to a sense of place, such as landscape components within Minet

Country Park. However, elements fall within and / or influence the area, such

as transport corridors and industrial development, which limit overall



Harmondsworth Open Gravel Terrace (K1) LCA (London Borough of Hillingdon)

The Green Belt falls within this area. The area includes some semi-natural

components which contribute to a sense of place, such as pockets of scrub

and trees. However, elements fall within and / or influence the area, such as

transport corridors, a waste landfill site, area of gravel extraction and clusters of

industrial and commercial buildings, which limit overall susceptibility to change.


Moderate.

Harlington Open Gravel Terrace (K2) LCA (London Borough of Hillingdon)

The Green Belt falls within this area. The area includes some components

which contribute to a sense of place, such as farmland and recreational areas.

However, elements fall within and / or influence the area, such as transport

corridors and urban development, which limit overall susceptibility to change.


Moderate.

Cranford Open Gravel Terrace (K3) LCA (London Borough of Hillingdon)

The Green Belt and Cranford Park Conservation Area fall within this area. The


replaceable, such as the historic parkland of Cranford Park. However, elements

fall within and / or influence the area, such as transport corridors, which limit






Sensitivity

Upper Pinn River Corridor (G1) LCA (London Borough of Hillingdon)

The Green Belt, Ruislip Village Conservation Area, Eastcote Village

Conservation Area and Ickenham Village Conservation Area fall within this


not be replaceable, such as the historic buildings within the three Conservation

Areas and landscape features of Ickenham Common, Common Plantation,

Park Wood, and Mad Field Covert. However, elements fall within and / or

influence the area, such as conspicuous urban edges. Taking into account


Lower Pinn River Corridor (G2) LCA (London Borough of Hillingdon)

The Green Belt and Cowley Church Conservation Area fall within this area. The


replaceable, such as the historic buildings within the Cowley Church

Conservation Area. However, elements fall within and / or influence the area,

such as urban edges. Taking into account these factors, landscape sensitivity

is considered to be Moderate.

Yeading Brook River Corridor (G3) LCA (London Borough of Hillingdon)


contribute to a sense of place and may not be replaceable, such as landscape

components within Gutteridge Wood, Ten Acre Wood and Ickenham Marsh.

However, elements fall within and / or influence the area, such as urban edges,

which limit overall susceptibility to change. Taking into account these factors,

landscape sensitivity is considered to be Moderate.

Northolt Clay Plateau Aerodrome (H1) LCA (London Borough of Hillingdon)

Valued features, including historic buildings, occur within this area. However,

there is limited susceptibility to change due to the dominance of aerodrome

infrastructure. Taking into account these factors, landscape sensitivity is

considered to be Low.

Hayes Park Encapsulated Farmland (I1) LCA (London Borough of Hillingdon)


contribute to a sense of place and may not be replaceable, such as landscape

components within Home Covert and Hayes Scrub. However, elements fall

within and / or influence the area, such as urban edges, which limit overall



Heathrow Gravel Terrace Infrastructure (L1) LCA (London Borough of Hillingdon)

Valued features, including historic airport structures, occur within this area.

However, the area is dominated by the runways, roads, buildings and other

infrastructure at Heathrow airport such that there is very limited susceptibility to


to be Low.

Historic Core TCT (London Borough of Hillingdon)

Valued features, including Harmondsworth and Harlington Conservation Areas,

are present. However, elements such as more recent urban development and

transport corridors limit overall susceptibility to change. Taking into account


Retail Centre TCT (London Borough of Hillingdon)

Valued features, including West Drayton and Hayes Village Conservation

Areas are present. However, elements such as more recent urban

development and transport corridors limit overall susceptibility to change.





Sensitivity

Moderate.

Inter-war/Suburb/Metroland TCT (London Borough of Hillingdon)

The Green Belt, Metropolitan Open Land, Conservation Areas (including West

Drayton and Hayes Village) and West Drayton Area of Special Character fall


place and may not be replaceable, such as the historic buildings / structures

within the Conservation Areas. However, elements fall within and / or influence

the area, such as major transport corridors, which limit overall susceptibility to

change. Taking into account these factors, townscape sensitivity is considered

to be Moderate.

Industrial and Commercial Canal Side TCT (London Borough of Hillingdon)

The Green Belt and Conservation Areas (including Thorn EMI and Nestles,

Hayes) fall within this area. The area includes features which contribute to a

sense of place and may not be replaceable, such as the historic buildings /

structures within Conservation Areas. However, elements fall within and / or

influence the area, such as industrial estates and major transport corridors,



Brunel University Institutional Development TCT (London Borough of Hillingdon)


contribute to a sense of place, such as landscape features along the River

Penn. However, the immediate urban context limits overall susceptibility to


to be Moderate.

Heathrow Commercial Airport TCT (London Borough of Hillingdon)

This area is dominated by the commercial development that lines the A4 road,

including hotels, restaurants, business parks, offices and car parking,

associated with Heathrow Airport. Taking into account these factors, landscape

sensitivity is considered to be Low.

Northolt TCA (London Borough of Ealing)


contribute to a sense of place, such as landscape features along Yeading

Brook. However, elements fall within and / or influence the area, such as busy

transport corridors, which limit overall susceptibility to change. Taking into

account these factors, townscape sensitivity is considered to be Moderate.

Southall TCA (London Borough of Ealing)

Metropolitan Open Land, Canalside Conservation Area, St Mark’s Church and

Canal Conservation Area, Norwood Green Conservation Area and Osterley

Park Registered Park and Garden fall within this area. The area includes

features which contribute to a sense of place and may not be replaceable, such

as the historic buildings / structures within Conservation Areas and the historic

landscape features of Osterley Park. However, elements fall within and / or

influence the area, such as industrial estates and transport corridors, which

limit overall susceptibility to change. Taking into account these factors,

townscape sensitivity is considered to be Moderate.

Ealing TCA (London Borough of Ealing)

Metropolitan Open Land, Conservation Areas (including Ealing Town Centre)

and Registered Parks and Gardens (including Walpole Park), for which

landscape value is expressed through local planning policy (refer to Section 15.2), fall within this area. The area includes features which contribute to a




Sensitivity


structures within Conservation Areas and the historic landscape features of

Registered Parks and Gardens. However, elements fall within and / or

influence the area, such as industrial estates and transport corridors, which



Cranford and Heston TCA (London Borough of Hounslow)

The Green Belt together with Cranford Village and Heston Village Conservation

Areas fall within this area. The area includes features which contribute to a


structures within the Cranford Village and Heston Village Conservation Areas.

However, elements fall within and / or influence the area, such as major

transport corridors and industrial estates, which limit overall susceptibility to


to be Moderate.

Osterley and Spring Grove TCA (London Borough of Hounslow)

Osterley Park Registered Park and Garden (also a Conservation Area),

Conservation Areas (including Spring Grove) and Metropolitan Open Land fall


place and may not be replaceable, such as the historic landscape components

within Osterley Park and historic buildings / structures with the Conservation

Areas. However, elements fall within and / or influence the area, such as major



Hounslow TCA (London Borough of Hounslow)

St Stephens Conservation Area falls within this area. The area includes


as the historic buildings / structures within St Stephens Conservation Area.

However, elements fall within and / or influence the area, such as transport

corridors, which limit overall susceptibility to change. Taking into account these

factors, townscape sensitivity is considered to be Moderate.

Hounslow West TCA (London Borough of Hounslow)

The Green Belt together with Hounslow Cavalry Barracks and St. Pauls Church

Conservation Areas fall within this area. The area includes features which

contribute to a sense of place and may not be replaceable, such as the historic

buildings / structures within Hounslow Cavalry Barracks and St. Pauls Church

Conservation Areas. However, elements fall within and / or influence the area,

such as transport corridors and industrial estates, which limit overall

susceptibility to change. Taking into account these factors, townscape


Feltham TCA (London Borough of Hounslow)

The Green Belt together with Feltham Town Centre and St. Dunstan’s

Conservation Areas fall within this area. The area includes features which


buildings / structures within Feltham Town Centre and St. Dunstan’s


such as transport corridors and industrial estates, which limit overall






Sensitivity

Hanworth TCA (London Borough of Hounslow)

The Green Belt and Hanworth Park Conservation Area fall within this area. The


replaceable, such as the historic buildings / structures within Hanworth Park


such as transport corridors and commercial/industrial development, which limit

overall susceptibility to change. Taking into account these factors, townscape


Bedfont TCA (London Borough of Hounslow)

The Green Belt and Bedfont Green Conservation Area fall within this area. The


replaceable, such as the historic buildings / structures within Bedfont Green


such as transport corridors and industrial development, which limit overall



Isleworth TCA (London Borough of Hounslow)

Metropolitan Open Land, Isleworth Riverside Conservation Area and

Woodlands Grove Conservation Area fall within this area. The area includes


as the historic buildings / structures within Isleworth Riverside Conservation

Area and Woodlands Grove Conservation Area. However, elements fall within

and / or influence the area, such as busy transport corridors, which limit overall



Twickenham TCA (London Borough of Richmond upon Thames)

Conservation Areas (including Twickenham Riverside), Registered Parks and

Gardens (including Strawberry Hill) and areas of Metropolitan Open Land fall


place and may not be replaceable, such as the historic buildings/features within

Conservation Areas and Registered Parks and Gardens. However, elements

fall within and / or influence the area, such as busy transport corridors, which



Hampton TCA (London Borough of Richmond upon Thames)

The Green Belt, Metropolitan Open Land and Conservation Areas (including

Hampton Village) fall within this area. The area includes features which

contribute to a sense of place and may not be replaceable, such as the historic

buildings/features within Conservation Areas. However, elements fall within

and / or influence the area, such as busy transport corridors, which limit overall



Teddington TCA (London Borough of Richmond upon Thames)

Conservation Areas (including Teddington High Street), a Registered Park and

Garden (Teddington Cemetery) and areas of Metropolitan Open Land fall


place and may not be replaceable, such as the historic buildings / features

within Conservation Areas and the Registered Park and Garden. However,

elements fall within and / or influence the area, such as busy transport





Sensitivity


Ham TCA (London Borough of Richmond upon Thames)

Conservation Areas (including Petersham), a Registered Park and Garden

(Ham House) and areas of Metropolitan Open Land fall within this area. The


replaceable, such as the historic buildings / features within Conservation Areas

and the Registered Park and Garden, together with landscape features within

Ham Lands Nature Reserve. However, elements fall within and / or influence

the area, such as busy transport corridors, which limit overall susceptibility to


to be Moderate.

Richmond Hill TCA (London Borough of Richmond upon Thames)

Conservation Areas (including Richmond Park and Richmond Hill), a

Registered Park and Garden (Richmond Park) and Metropolitan Open Land fall

within this area. The area includes many features which contribute to a sense

of place and may not be replaceable, within the historic landscapes and

townscapes identified above. In general, the area is very susceptible to


to be High.

Bushy Park TCA (London Borough of Richmond upon Thames)

A Registered Park and Garden (Bushy Park), Conservation Area (Bushy Park)

and Metropolitan Open Land fall within this area. The area includes many

features which contribute to a sense of place and may not be replaceable,

within this historic landscape. In general, the area is very susceptible to


to be High.

Ash River Floodplain (RF2) LCA (Borough of Spelthorne)


contribute to a sense of place, such as established local wetlands. However,



factors, landscape sensitivity is considered to be Moderate.

Thames River Floodplain (RF3) LCA (Borough of Spelthorne)

The Green Belt and Conservation Areas (including Laleham) fall within this


not be replaceable, such historic buildings/features within Conservation Areas,

together with landscape features within Sites of Nature Conservation

Importance. However, elements fall within and / or influence the area, such as

busy transport corridors, which limit overall susceptibility to change. Taking into

account these factors, landscape sensitivity is considered to be Moderate.

Thames Valley Reservoirs (RS1) LCA (Borough of Spelthorne)


contribute to a sense of place, such as those within nature conservation sites.

However, elements fall within and / or influence the area, such as the

manmade embankments of reservoir infrastructure, which limit overall



Ash River Valley Floor (RV3) LCA






Sensitivity

(Borough of Spelthorne)

However, elements fall within and / or influence the area, such as urban edges

and busy transport corridors, which limit overall susceptibility to change. Taking

into account these factors, landscape sensitivity is considered to be Moderate.

Princes Lakes Significant Greenspaces within Urban Areas (UW2) LCA (Borough of Spelthorne)



However, elements fall within and / or influence the area, such busy transport



Kempton Park Significant Greenspaces within Urban Areas (UW3) LCA (Borough of Spelthorne)



However, elements fall within and / or influence the area, such as urban edges,



Stanwell TCA (Borough of Spelthorne)

The Green Belt and Stanwell Conservation Area fall within this area. The area

includes features which contribute to a sense of place and may not be

replaceable, such as historic buildings / structures within Stanwell Conservation

Area. However, elements fall within and / or influence the area, such as busy

transport corridors and industrial/commercial development, which limit overall



Ashford TCA (Borough of Spelthorne)



buildings. However, elements fall within and / or influence the area, such as

busy transport corridors and industrial/commercial development, which limit



Shepperton TCA (Borough of Spelthorne)

The Green Belt and Conservation Areas (including Shepperton) fall within this


not be replaceable, such as historic buildings / structures within Conservation

Areas. However, elements fall within and / or influence the area, such as busy



Sunbury TCA (Borough of Spelthorne)

The Green Belt and Lower Sunbury Conservation Area fall within this area. The


replaceable, such as historic buildings / features within Lower Sunbury


such as busy transport corridors and light industrial areas, which limit overall



Staines TCA The Green Belt, Staines Conservation Area and Laleham Conservation Area




Sensitivity


fall within this area. The area includes features which contribute to a sense of


Staines Conservation Area and Laleham Conservation Area. However,




Thames River Floodplain (RF3) LCA (Borough of Runnymede)

The Green Belt, Conservation Areas and an Area of Landscape Importance fall




such as busy transport corridors and industrial areas, which limit overall



Northern Bourne River Floodplain (RF4) LCA (Borough of Runnymede)


contribute to a sense of place, such as ancient woodland and components of

nature conservation sites. However, elements fall within and / or influence the

area, such as busy transport corridors, which limit overall susceptibility to


to be Moderate.

Thames River Valley Floor (RV2) LCA (Borough of Runnymede)

The Green Belt, an Area of Landscape Importance and Great Fosters

Registered Park and Garden fall within this area. The area includes features


historic landscape features at Great Fosters Gardens. However, elements fall

within and / or influence the area, such as busy transport corridors and built up

areas, which limit overall susceptibility to change. Taking into account these


Cooper’s Hill Settled and Wooded Sandy Farmland (SS1) LCA (Borough of Runnymede)

The Green Belt and an Area of Landscape Importance fall within this area. The


replaceable, such as remnant parkland within the Area of Landscape


transport corridors and built up areas, which limit overall susceptibility to


to be Moderate.

Englefield Green West Settled and Wooded Sandy Farmland (SS2) LCA (Borough of Runnymede)

The Green Belt and Englefield Green Conservation Area fall within this area.


be replaceable, such as historic features of Englefield Green Conservation

Area. However, elements fall within and / or influence the area, such as built



Trumps Green to New Haw Settled and Wooded Sandy Farmland (SS3) LCA

The Green Belt and Registered Parks and Gardens at St. Ann’s Hill fall within

this area. The area includes features which contribute to a sense of place and

may not be replaceable, such as historic landscape features within Registered

Parks and Gardens. However, elements fall within and / or influence the area,




Sensitivity

(Borough of Runnymede)

such as major transport corridors and built up areas, which limit overall



Virginia Water Sandy Woodland (SW1) LCA (Borough of Runnymede)

The Green Belt, an Area of Landscape Importance and Registered Parks and

Gardens fall within this area. The area includes features which contribute to a

sense of place and may not be replaceable, such as historic landscape

features within Registered Parks and Gardens and Area of Landscape




to be Moderate.

Egham TCA (Borough of Runnymede)

An Area of Landscape Importance and Conservation Areas fall within this area.


be replaceable, such as historic buildings within Conservation Areas. However,

elements fall within and / or influence the area, such as transport corridors and

industrial / commercial areas, which limit overall susceptibility to change.

Taking into account these factors, townscape sensitivity is considered to be

Moderate.

Virginia Water TCA (Borough of Runnymede)


contribute to a sense of place and may not be replaceable such as large,

mature trees that contribute to a wooded character. However, elements fall

within and / or influence the area, such as transport corridors, which limit



Chertsey TCA (Borough of Runnymede)

A Conservation Area, for which landscape value is expressed through local

planning policy (refer to Section 15.2), falls within this area. The area includes


historic buildings within the Conservation Area. However, elements fall within

and / or influence the area, such as transport corridors and industrial areas,



Windsor Castle Estate Parkland (1A) LCA (Royal Borough of Windsor and Maidenhead)

This area falls entirely within the Green Belt and the Home Park Registered

Park and Garden, and contains Frogmore Gardens Registered Park and

Garden, for which landscape value is expressed through local planning policy

(refer to Section 15.2). The area includes many features which contribute to a

sense of place and may not be replaceable, such as those within the historic

landscapes. In general, the area is very susceptible to change. Taking into

account these factors, landscape sensitivity is considered to be High.

Windsor Great Park (North) Open Parkland (2A) LCA (Royal Borough of Windsor and

This area falls entirely within the Green Belt and Windsor Great Park

Registered Park and Garden, for which landscape value is expressed through

local planning policy (refer to Section 15.2). The area includes many features


those within the historic landscape. In general, the area is very susceptible to




Sensitivity

Maidenhead) change. Taking into account these factors, landscape sensitivity is considered

to be High.

Windsor Riverside Farmed Parkland (3A) LCA (Royal Borough of Windsor and Maidenhead)

The Green Belt, the Home Park Registered Park and Garden and Old Windsor

Conservation Area fall within this area. The area includes features which

contribute to a sense of place and may not be replaceable, such as those

within the historic landscapes. Urban development limits susceptibility to

change at the periphery of the area, however, in general the area is very

susceptible to change. Taking into account these factors, landscape sensitivity

is considered to be Moderate.

Old Windsor Farmed Parkland (3B) LCA (Royal Borough of Windsor and Maidenhead)

The Green Belt and Windsor Great Park Registered Park and Garden fall


place and may not be replaceable, such as those within the historic landscape.

Urban development limits susceptibility to change at the periphery of the area,

however, in general the area is very susceptible to change. Taking into account


Windsor Great Park (East) Wooded Heathland (12A) LCA (Royal Borough of Windsor and Maidenhead)

This area falls entirely within the Green Belt and Windsor Great Park

Registered Park and Garden, for which landscape value is expressed through

local planning policy (refer to Section 15.2). The area includes many features


those within the historic landscape. In general, the area is very susceptible to


to be High.

Eton Settled Farmed Floodplain (13C) LCA (Royal Borough of Windsor and Maidenhead)

The Green Belt, Conservation Areas (including the edges of Eton Conservation

Area) and the Home Park Registered Park and Garden fall within this area. The


replaceable, such as the historic features within Conservation Areas and the

Home Park Registered Park and Garden. However, elements fall within and /

or influence the area, including transport corridors and development, which limit



Datchet Settled Farmed Floodplain (13D) LCA (Royal Borough of Windsor and Maidenhead)

The Green Belt and Ditton Park Registered Park and Garden fall within this


not be replaceable, such as designed historic parkland. However, elements fall

within and / or influence the area, including transport corridors and other

infrastructure, which limit overall susceptibility to change. Taking into account


Bray Settled Developed Floodplain (14B) LCA (Royal Borough of Windsor and Maidenhead)

The Green Belt and Bray Village Conservation Area, for which landscape value

is expressed through local planning policy (refer to Section 15.2), fall within

this area. The area includes features which contribute to a sense of place and

may not be replaceable, such as historic features of Bray Village Conservation

Area. However, elements fall within and / or influence the area, including

transport corridors and development, which limit overall susceptibility to





Sensitivity

to be Moderate.

Windsor TCA (Royal Borough of Windsor and Maidenhead)

A number of Conservation Areas fall within this area, including Windsor Town

Centre. The area includes features which contribute to a sense of place and

may not be replaceable, including the Listed Buildings and Scheduled

Monument of Windsor Castle. However, elements fall within and / or influence

the area, including transport corridors and commercial or industrial


these factors, townscape sensitivity is considered to be Moderate.

Datchet TCA (Royal Borough of Windsor and Maidenhead)

Datchet Conservation Area falls within this area. The area includes features


historic buildings / structures within the Datchet Conservation Area. However,

elements fall within and / or influence the area, including transport corridors

and commercial development, which limit overall susceptibility to change.

Taking into account these factors, townscape sensitivity is considered to be

Moderate.

Old Windsor TCA (Royal Borough of Windsor and Maidenhead)

Old Windsor Conservation Area falls at the edge of this area. The area includes


as historic buildings / structures. However, elements fall within and / or

influence the area, including commercial development, which limit overall



Wraysbury TCA (Royal Borough of Windsor and Maidenhead)

This area falls within the CVRP, for which landscape value is expressed

through local planning policy (refer to Section 15.2). The area includes


as historic buildings / structures. However, elements fall within and / or

influence the area, including a transport corridor and commercial development,



Slough TCA (Borough of Slough)

Conservation Areas, including Sussex Place, and small areas of Green Belt fall




including transport corridors and light industrial/commercial development,



Stoke and Langley Park Lowland Fringe (25.1) LCA (South Bucks District)



parkland. However, elements fall within and / or influence the area, including



to be Moderate.

South Bucks Southern Settlements

Conservation Areas (including Farnham Royal and Stoke Green) and small

areas of Green Belt fall within this area. The area includes features which




Sensitivity

TCA (South Bucks District)


buildings within Conservation Areas. However, elements fall within and / or

influence the area, including transport corridors and the urban edges of Slough,



Farnham and Stoke Common Wooded Terrace (24.2) LCA (South Bucks District)


contribute to a sense of place and may not be replaceable, such as features

within nature conservation sites. However, elements fall within and / or

influence the area, including transport corridors, which limit overall



In the case of considering tranquillity regarding aircraft movements in relation to

the landscape of National Parks and AONBs, CAP 1616 advises that WebTAG

under ‘Landscape’ (TAG Unit A3 – Section 6) should be applied. In accordance

with WebTAG Unit A3 – Section 6, tranquillity has been described, based on

published documents, and considered in relation to the scale it matters, rarity,

importance and substitutability, as set out in Table 15.17.

Table 15.17: Tranquillity aspect of the landscape relating to National Parks and AONBs

WebTAG Step 2 WebTAG Step 3

National Park or AONB Description – Tranquillity Scale it matters; Rarity; Importance; Substitutability

Chiltern Hills AONB The Chilterns Area of Outstanding Natural

Beauty Management Plan 2014-2019,

produced by The Chilterns Conservation

Board (2014), identifies that, in terms of the

special qualities of the AONB, visitors are

seeking peace and quiet as part of their visit

and that whilst by no means a wilderness the

Chilterns does offer relative tranquillity

compared to surrounding towns and cities.

The Management Plan sets out the following

policies in relation to tranquillity:

Policy L14: Tranquillity should be conserved

and restored when all development and major

landscape management is planned.

Policy D14: The special qualities of the

Chilterns should be conserved and enhanced

Scale it matters: Nationally designated landscape

and therefore matters at a national

scale.

Rarity: One of a limited number of such

protected areas and therefore rare

at a national level, however

contains elements which are locally

common.

Importance: Nationally designated landscape

and therefore of national

importance.

Substitutability: Potential to restore tranquil



WebTAG Step 2 WebTAG Step 3

National Park or AONB Description – Tranquillity Scale it matters; Rarity; Importance; Substitutability

by reducing the noise and other detrimental

impacts on tranquillity generated by the

development and operation of transport

networks and services and other

infrastructure.

Policy D15: A reduction in the number and

frequency of night flights over the AONB and a

reconsideration of night flight policies,

particularly at Luton Airport, should be sought.

Policy UE18: Tranquillity should be conserved

by resisting noisy/damaging activities. A

reduction in the level of noise and other forms

of pollution caused by development and

transport infrastructure should be sought.

Notwithstanding the above, the Management

Plan highlights that the tranquillity of the

Chilterns is being eroded due to built up

areas, railways, traffic noise (notably the M40

and several of the trunk roads) and the

increase in over-flying by aircraft of all types

using Luton, Heathrow and local airfields. In

addition, High Speed 2 is identified as a

potential future contributor to reduced

tranquillity.

As indicated on Figure 15.2, Volume 2, which

shows 2017 flight track information, there is

considerable existing Heathrow Airport related

aircraft activity in the airspace above the

Chiltern Hills AONB (with corresponding

auditory and visual influences on the Chiltern

Hills), within the area where Heathrow Airport

related aircraft could fly below 4,000 ft amsl.

conditions if lost.

Taking into account these factors,

overall sensitivity is considered to

be High.

Reference Sources: Chilterns Area of Outstanding Natural Beauty Management Plan 2014-2019 (The Chilterns Conservation Board, 2014)

Visual amenity

The ZTV relating to the DCO Project, which has been modelled for this PEIR, is

illustrated on Figure 15.1. Proposed representative viewpoint locations are

indicated on Figure 15.1and viewpoint photographs, taken during summer 2018,



are provided in Figures 15.4 to 15.20, which each depict existing panorama over

approximately ninety degrees in the direction of the view. Visual receptors are

described in relation to each representative viewpoint within Table 15.18. As set

out in Section 15.3, viewpoint locations have been informed by the engagement

process.

Figure 15.1 shows the extents of designations which contribute to informed

judgement regarding visual sensitivity. Designations relating to biodiversity are

identified and shown within Chapter 8, designations relating to the historic

environment are identified and shown within Chapter 13, this information is

therefore not duplicated as part of the assessment. In some cases, nature

conservation and historic environment sites are also recreational areas, such as

Country Parks, and visual effects on these areas are considered through the

representative viewpoints identified. For example, Staines Moor (represented by

Viewpoint 19) is a Site of Special Scientific Interest (SSSI) that includes Open

Access Land, and Bedfont Lakes Country Park (represented by Viewpoint 12) and

Hounslow Heath (represented by Viewpoint 9) are informal recreational areas that

are also Local Nature Reserves Bedfont Lakes Country Park also falls within a

Site of Importance for Nature Conservation (SINC).

Viewpoint selection has taken account of views identified within the All London

Green Grid Area 10: River Colne and Crane Area Framework, Mayor of London

(2011), and a protected view identified in the London Borough of Richmond upon

Thames Adopted Local Plan, London Borough of Richmond upon Thames Council

(2011), as indicated on Figure 15.1. Viewpoints 4 (Stockley Park), 12 (Bedfont

Lakes Country Park) and 29 (Harmondsworth Moor) are locations of views

identified within the All London Green Grid Area 10 Framework. Viewpoint 10

(King Henry VIII’s Mound) is a protected view identified in the London Borough of

Richmond upon Thames Adopted Local Plan. It is recognised that there are valued

views within the Windsor urban area, however the ZTV indicates that the visual

influence of DCO Project development and infrastructure would be restricted within

Windsor; this is primarily due to intervening landform and built development.

Considering this, Viewpoint 22 has been included, which lies close to Windsor

rather than within the Windsor urban area. As the DCO Project design has

developed, adjustments have been made to viewpoints identified in the Scoping

Report. Principally, a viewpoint at Palmers Moor Lane (Viewpoint 24 in the

Scoping Report) has been moved to a Public Footpath off Iver Lane (Viewpoint 28

identified on Figure 15.1) due to a change in the location of the DCO Project flood

storage areas. Sequential views are considered through the inclusion of multiple

viewpoints on or near a given linear route, such as the Colne Valley Trail/Way,

where relevant. Proposed locations for such sequential representative viewpoints

are also included within Table 15.18.



Relevant viewpoints have been considered both during the day and at night-time,

to take account of lighting. Appendix 5.2, sets out how lighting will be further

considered for ES stage.



Table 15.18: Views, visual receptors and visual sensitivity within the study area

Viewpoint number and location

Visual receptors and visual sensitivity

Description of existing view - summer, and winter (if different)

Description of existing view - night-time

1: High Street, Harmondsworth, looking south; Grid reference: 505899, 177784

This viewpoint represents residential

properties and users of Public Rights

of Way (PRoW) and roads at/near

Harmondsworth. Visual receptors are

located within or near Harmondsworth

Conservation Area, the Green Belt

and CVRP. Taking into account these

factors, visual sensitivity is considered

to be High.

The foreground is formed by the

immediate streetscape of

Harmondsworth High Street. Views

further to the south, along the

residential street of Hatch Lane, are

also available. Aircraft approaching

and leaving Heathrow Airport can be

seen in the sky, within the

immediate background.

Light emissions from numerous sources

are prevalent in the immediate

foreground and further south along

Hatch Lane. These include street

lighting, signage lighting and light

emissions from vehicles using the road

network, which form sources of localised

illumination and glare. Lights on aircraft

approaching and leaving Heathrow

Airport can be seen in the sky within the

immediate background, together with sky

glow from Heathrow Airport and

surrounding urban areas.

2: Public Footpath at The Closes, West Drayton, looking south; Grid reference: 505989, 179118


properties and users of PRoW and

roads at/near West Drayton. Visual

receptors are located within or near

West Drayton Conservation Area and

West Drayton Area of Special Local

Character. Taking into account these


to be High.


amenity grass area at The Closes,

framed by trees, hedgerows and

buildings at Laurel Lane Primary

School. Aircraft approaching and

leaving Heathrow Airport can be


background.

Light emissions from Laurel Lane

Primary School occur in the immediate

backdrop, which form sources of

localised glare. Sky glow from Heathrow

Airport and surrounding urban areas can

be seen in the sky within the

background.







3: Sipson Road at Holiday Inn Hotel, near Sipson, looking south-west; Grid reference: 507115, 178349



roads at/near Sipson and Hayes.

Visual receptors are located within or

near the Green Belt. Taking into

account these factors, visual

sensitivity is considered to be High.

The foreground is formed by Sipson

Road and adjacent hedgerows, with

views across hedgerows to the

fields beyond. Aircraft approaching



background. During winter views

beyond the road corridor are less

restricted by trees.

Light emissions from street lighting,

signage lighting and vehicles using the

road network occur in the foreground,

which form sources of localised glare.

Lights on aircraft approaching and

leaving Heathrow Airport can be seen in

the sky within the background, together

with sky glow from Heathrow Airport and


4: Stockley Country Park, looking south-west; Grid reference: 507439, 180845

This viewpoint represents visitors to

Stockley Park, residential properties

and users of PRoW (including London

Loop) and roads at/near Stockley

Park. Visual receptors are located

within/near Stockley Country

Park/other Country Parks nearby.


visual sensitivity is considered to be

High.

The foreground is formed by

grassland at Stockley Park, framed

by trees, with far reaching views

across the Colne Valley beyond.

Heathrow Airport forms a distant

element, within this broad

panorama. Aircraft approaching and



background.

Beyond the immediate foreground light

emissions from sources within the

surrounding urban area are visible, with

lighting at Heathrow Airport visible in the

distance. Sky glow from Heathrow



background.

5: Public Footpath off Sipson Lane, looking north-west; Grid reference: 508037, 177668

This viewpoint represents users of

PRoW and roads, together with

nearby residential properties, at/near

Harlington. Visual receptors are

located within/near the Green Belt.



High.


agricultural fields, framed by

hedgerows, trees, buildings and

street lighting along Sipson Lane,

together with buildings at the

Holiday Inn hotel. Aircraft can be


background.

Light emissions from buildings (including

the Holiday Inn), building mounted flood

lighting, Imperial College sports ground

flood lighting and street lighting are

visible within the backdrop. Sky glow

from urban areas to the north of

Heathrow Airport is visible in the

background.







6: Victoria Lane, Harlington, looking west; Grid reference: 508531, 178016



roads at/near Harlington. Visual

receptors are located within/near the

Green Belt and Harlington

Conservation Area. Taking into



The foreground is formed by Victoria

Road and adjacent vegetation,

including trees and hedgerows, with

views through trees to fields and the

Holiday Inn hotel beyond. Aircraft

can be seen in the sky, within the

background. During winter views

beyond the immediate street are

less restricted by trees.

Light emissions from street lighting and

vehicles using the road network occur in

the immediate foreground, with flood

lighting at the nearby school and

Imperial College sports ground beyond -

all of which form localised sources of

glare. Light emissions from the Holiday

Inn occur in the more distant

background. Sky glow from nearby flood-

lit sports pitches, Heathrow Airport and

surrounding urban areas is visible in the

background.

7: Cranford Park, looking south-west; Grid reference: 510115, 177854


Cranford Countryside Park,

residential properties and users of

PRoW (including the London Loop)

and roads at/near Cranford Cross,

Cranford and Heston. Visual

receptors are located within/near

Cranford Conservation Area and

other Conservation Areas nearby;

Cranford Country Park and other

Country Parks nearby; the Green

Belt. Taking into account these


to be High.


grassland and trees at Cranford

Park, framed by trees and more

distant buildings / structures at

Heathrow Airport (including

Heathrow Airport control tower

which is visible between trees),

within the backdrop. Aircraft


Airport can be seen in the sky,

within the background.

Cranford Park opening hours are from

9am until no later than dusk, therefore

this location has not been considered

regarding night-time visual amenity.

Existing night-time visual amenity has

been considered through survey from

nearby Cranford Lane (grid reference:

509727, 177394). Light emitted from

building/structures at Heathrow Airport

and adjacent urban areas, together with

lights on aircraft approaching and

leaving Heathrow Airport, can be seen in

the background. Sky glow from

Heathrow Airport and surrounding urban

areas is also visible in the background.







8: Public Footpath at Osterley Park, looking west; Grid reference: 514652, 177553


Osterley Park and PRoW, together

with nearby roads and residential

properties. Visual receptors are

located within/near the Metropolitan

Open Land, Registered Park and

Garden and Conservation Area at

Osterley Park. Taking into account

these factors, visual sensitivity is

considered to be High.


agricultural fields, framed by mature

trees which largely obscure houses

along Jersey Road and the wider

urban area at Osterley. Aircraft




Light emissions from properties and

street lighting are visible within the

backdrop. Lights on aircraft approaching


seen in the sky within the background,

together with sky glow from surrounding

urban areas, including Heathrow Airport.

9: Hounslow Heath, looking north-west; Grid reference: 511763, 174328


Hounslow Heath, residential

properties, and users of PRoW

(including the London Loop), together

with roads in the nearby areas of

Hounslow and Feltham North. Visual


Green Belt and Conservation Areas

near Hounslow Heath. Taking into



The foreground is formed by open

grassland, framed by scrub and

trees. Aircraft approaching and



background.

Light emitted from building/structures at

Heathrow Airport and adjacent urban

areas, together with lights on aircraft


Airport, can be seen in the background.

Sky glow from Heathrow Airport and

surrounding urban areas is also visible in

the background.







10: King Henry VIII's Mound, Richmond Park, Richmond Hill, looking north-west; Grid reference: 518602, 173151


Richmond Park and PRoW (including

the Capital Ring), together with

nearby roads and residential

properties. Visual receptors are

located within/near the Metropolitan

Open Land, Registered Park and

Garden and Conservation Area at

Richmond Park. In addition, the

viewpoint is a London Borough of

Richmond upon Thames protected

local view. Taking into account these


to be High.

This elevated vantage point offers

panoramic views over Twickenham

and neighbouring urban areas. The

distant backdrop to the south-west

is formed by the edges of the North

Downs. To the north-west,

Heathrow Airport sits in the

distance, within this broad

panorama, with aircraft approaching

and leaving Heathrow Airport visible

in the sky within the background.

King Henry VIII’s Mound falls within the

Pembroke Lodge enclosure which is

closed from 5.30pm to 9am, therefore

existing night-time visual amenity has

been considered through survey from

nearby Richmond Hill road (grid

reference: 518308, 173973). Light

emissions from a range of sources occur

within this broad panorama, including

street lighting, and light emissions from

buildings within urban areas, including

Heathrow Airport. The urban areas of

west London, including Heathrow

Airport, generate sky glow within the

background.

11: West View, East Bedfont, looking north-west; Grid reference: 508064, 173500



roads at/near the western edge of

East Bedfont. Visual receptors are

located within/near Bedfont Green





Great South West Road and

adjacent trees, with views through to

the fields and more distant buildings

/ structures, including the control

tower, at Heathrow Airport beyond.

Aircraft approaching and leaving

Heathrow Airport can be seen in the

sky, within the background. During

winter views beyond the immediate

road corridor are less restricted by

trees.

Light emissions from street lighting,

signage and vehicles using the road

network occur in the foreground, which

form sources of localised illumination

and glare. Light emissions from a range

of sources at Heathrow Airport, including

buildings and car parks, can be seen in

the background. Lights on aircraft



background, together with sky glow from


areas.







12: Bedfont Lakes Country Park, looking north-west: Grid reference: 508441, 172855


Bedfont Lakes Country Park;


PRoW and roads in the Bedfont

locality. Visual receptors are located

within/near a Country Park and the

Green Belt. Taking into account these


to be High.


amenity grassland at Bedfont Lakes

Country Park, framed by trees and

commercial buildings at New

Square. Aircraft approaching and



background.

Bedfont Lakes Country Park opening hours are from 8am until no later than dusk, therefore this location has not been considered regarding night-time visual amenity. Existing night-time visual amenity has been considered through survey from nearby Bedfont Road (grid reference: 508332, 173104). Light emissions from buildings and street lighting in the immediate vicinity can be seen in the foreground, with sky glow from surrounding urban areas, including Heathrow Airport, in the background.

13: Oaks Road, Stanwell, looking north-west; Grid reference 505759, 174496



roads at/near Stanwell. Visual

receptors are located within/near

Stanwell Conservation Area, the

Green Belt and CVRP. Taking into




boundary fencing, hedges and trees

at the edge of Oaks Road, with

glimpses to the green space

beyond. Aircraft approaching and



background. During winter, views

beyond Oaks Road are less

restricted by trees.


vehicles using the road network occur in

the foreground, which form sources of

localised illumination and glare. Lights

on aircraft approaching and leaving

Heathrow Airport can be seen in the sky

within the background, together with sky









14: Pinewood Mews, Stanwell, looking north; Grid reference 505736, 174309



roads at Stanwell. Visual receptors

are located within/near Stanwell





immediate streetscape of Pinewood

Mews and Oaks Road, with

residential properties and garden

vegetation restricting views to trees

within the green space beyond.

During winter, the limited views of

more distant trees are less restricted

by garden vegetation. Aircraft





vehicles using the road form sources of

localised illumination and glare in the

foreground. Lights on aircraft





areas.

15: Public Footpath at Staines Reservoirs, looking north; Grid reference: 505498, 173227


PRoW and roads, together with

residential properties, at/near Staines

Reservoirs, Stanwell. Visual receptors

are located within/near the Green Belt



to be High.

The foreground is formed by an

open view across the reservoir, with

the urban area of Stanwell and

Heathrow Airport buildings /

structures, including the control

tower and Terminal 5A, within the

backdrop. Aircraft approaching and



background.

Light emissions from properties and

street lighting at Stanwell, together with

light emitted from buildings / structures,

including the control tower and Terminal

5A at Heathrow Airport, can be seen in

the background. Lights on aircraft





areas.







16: Shortwood Common, Looking north; Grid reference: 505082, 171773


Countryside and Rights of Way Act

Open Access Land, residential


roads at/near Shortwood Common.

Visual receptors are located

within/near the Green Belt and CVRP.



High.


grassland on Shortwood Common,

framed by hedgerows and trees,

together with more distant high

voltage power lines and residential

properties. Aircraft approaching and



background. During winter views to

residential properties and pylons are

less restricted by vegetation.

Light emitted from residential areas is

visible intermittently, forming limited and

localised sources of illumination and

glare. Sky glow from Heathrow Airport

and surrounding urban areas can be

seen in the sky within the background.

17: St Ann’s Hill Park Beacon, looking north; Grid reference: 502549, 167750


PRoW and roads at/near St Ann’s Hill

Park Beacon, Chertsey. Visual

receptors are located within/near St.

Ann’s Hill Park Registered Park and

Garden and the Green Belt. Taking

into account these factors, visual



panoramic views over Thorpe Park,

the wider Thames flood plain,

Staines and urban areas of west

London. Heathrow Airport sits in the




in the sky within the background.

Light emissions from a range of sources

occur within this broad panorama,

including those from highway corridors

and urban areas, together with Heathrow

Airport. Lights on aircraft approaching


seen in the sky within the background,

together with sky glow from the urban

areas of west London, including

Heathrow Airport.







18: Horton Road, Stanwell Moor, looking north-east; Grid reference: 504295, 174658



roads at/near Stanwell Moor. Visual






boundary fencing and vegetation at

the edge of Horton Road, with views

through to the fields and more


Heathrow Airport beyond, including

the control tower. Aircraft



within the background. During

winter, views beyond Horton Road

are less restricted by vegetation.

Light emissions from street lighting occur

in the foreground, which form sources of

localised illumination and glare. Sky glow

from Heathrow Airport and surrounding

urban areas can be seen in the sky


19: Colne Valley Way, Staines Moor, looking north-east; Grid reference: 503184, 172672

This viewpoint represents users of the

Colne Valley Way and Countryside

and Rights of Way Act Open Access

Land. Visual receptors are located

within / near the Green Belt and

CVRP. Taking into account these


to be High.

The foreground is formed by grazed

common land at Staines Moor

framed by trees, the M25 highway

corridor, reservoir embankments

and more distant buildings at

Heathrow Airport. Aircraft




Light emissions from highway corridors

and buildings / structures at Heathrow

Airport can be seen in the background.












20: Air Forces Memorial, Cooper's Hill, looking north-east; Grid reference: 499846, 171972


properties and users of PRoW,

Countryside and Rights of Way Act

Open Access Land, cycle routes

(including National Cycle Route 4)

and roads at/near Coopers Hill. Visual


Green Belt, CVRP and Runnymede

Area of Landscape Importance.



High.


panoramic views over the Colne

Valley and western edge of London.

Heathrow Airport sits in the




in the sky.

The Air Forces Memorial opening hours

are from 9am until no later than dusk,

therefore this location has not been

considered regarding night-time visual

amenity. Existing night-time visual

amenity has been considered through

survey from nearby Priest Hill (grid

reference: 499130, 172335). Light

emissions from a range of sources occur

largely in the distance within this broad

panorama, including those from

Heathrow Airport and associated air

traffic. Sky glow from urban areas,

including Heathrow Airport, is also visible

in the background.







21: Colne Valley Way near Horton, looking north-east; Grid reference: 501856, 176171


properties, users of PRoW (including

the Colne Valley Way) and roads, and

visitors to the nearby Arthur Jacob

Nature Reserve (accessible for

informal recreation) at / near Horton.


within/near the Green Belt and CVRP.



High.

The foreground is formed by metal

palisade field boundary fencing,

which partly restricts views to the

farmland, traversed by high voltage

power lines, beyond. Hedgerows

and trees largely form the backdrop,

which allow glimpses of more


Heathrow Airport. Aircraft



within the background. During winter

views beyond hedgerows and trees

to Heathrow Airport are less

restricted by vegetation.

Light emitted from structures at

Heathrow Airport, together with sky glow




22: Albert Bridge, Windsor, looking north-east; Grid reference: 498472, 175660


properties and users of PRoW

(including the Thames Path) and

roads at/near Old Windsor and

Datchet. Visual receptors are located

within/near the Green Belt, Home

Park Registered Park and Garden

and other Registered Parks and

Gardens nearby. Taking into account

these factors, visual sensitivity is

considered to be High.

The foreground is formed by arable

fields bounded by hedgerows and

trees, with a backdrop of reservoir

embankments, blocks of woodland

and lines of trees. Aircraft




Lights from vehicles using the road

network form localised sources of

illumination and glare, with light

emissions from a limited number of

isolated buildings within the backdrop.



the sky, together with sky glow from


areas.







23: Tanhouse Way Public Footpath, Colnbrook, looking north-east; Grid reference 502939, 177305



(including the Colne Valley Trail),

recreational space and roads at/near

Colnbrook and Poyle. Visual

receptors are located within / near

Colnbrook Conservation Area, the





vegetation at the edge of Tan House

Way, which partly restricts views to

the Riverside Café with truck park

and traffic using the A4 Colnbrook

bypass beyond. During winter,

views beyond Tan House Way are

less restricted by vegetation.

Light emissions from Colnbrook bypass, including street

lighting and vehicles using the road,

together with light emissions from the

Riverside Café and truck park, form

sources of localised glare. Lighting on

Lakeside Energy from Waste facility

structures can be glimpsed to the north-

east. Sky glow from urban areas near

Heathrow Airport is visible within the

background.

24: Public Bridleway at Old Wood, looking south-east: Grid reference 503239, 178094



(including the Colne Valley Trail) and

roads at / near Brands Hill and

Richings Park. Visual receptors are

located within/near the Green Belt



to be High.


pastoral fields bounded by

hedgerows and trees, with the

buildings / structures of Lakeside

Energy from Waste facility present

on the skyline beyond. Aircraft




Lighting on Lakeside Energy from Waste

facility structures is visible on the skyline.

M25 and A4 highways lighting emissions

are also visible within the backdrop.












25: Sutton Lane at M4 Motorway crossing, Brands Hill, looking south-east; Grid reference: 501954, 178149

This viewpoint represents Residential

properties and users of roads at/near

Brands Hill. Visual receptors are

located within / near the Green Belt



to be High.

Beyond the immediate road

corridors, the grassed dome-like

landform of Sutton Lane landfill site

predominantly occupies the view,

with pylons and the stack of


protruding above this, within the

background. Aircraft approaching



background.

Light emissions from the M4 highway

lighting and traffic form the principal

sources of localised illumination and

glare. Lighting on Lakeside Energy from

Waste facility structures is visible within

the backdrop. Sky glow from Heathrow



background.

26: Market Lane, Slough, looking south-east; Grid reference: 502099, 179577



(including the Grand Union Canal

Walk) and roads at/near the eastern

edge of Slough. Visual receptors are

located within/near the Green Belt



to be High.

Market Lane road corridor and

adjacent farmland form the

foreground, with a backdrop of

woodland and trees. Aircraft




Light emissions from street lighting, signage and vehicles

using the road network, in the

foreground, form sources of localised

illumination and glare. Lighting on


structures and highways lighting is

visible within the backdrop. Lights on

aircraft approaching and leaving











27: George Green Drive, Langley Park, looking south-east; Grid reference: 500684, 181360


Langley Park, together with


PRoW (including Colne Valley Trail),

cycle routes (including National Cycle

Route 61) and roads at/near George

Green, Shreding Green, Love Green

and Iver Heath. Visual receptors are

located within / near the Langley Park

Registered Park and Garden,

Langley Park Country Park, the





parkland at Langley Park, with a

backdrop of mature trees. Aircraft




Langley Park opening hours are from

8.15am until no later than dusk,

therefore this location has not been

considered regarding night-time visual

amenity. Existing night-time visual

amenity has been considered through

survey from a nearby PRoW, at the

southern edge of Langley Park, off

Middle Green (grid reference: 500553,

181090). There are no sources of light

within the immediate foreground. Sky


surrounding urban areas can be seen in

the sky within the background.

28: Kennedy Park viewing mound, looking south-east; Grid reference: 495228, 182215


Kennedy Park and nearby residential

properties, in Slough. Taking into



The foreground is formed by green

space at Kennedy Park and

adjacent allotments, with a backdrop

of immediate residential properties

and wider urban areas. Heathrow

Airport sits in the distance, within a

broad panorama, with aircraft


Airport visible in the sky within the

background.

Light emissions from the urban area of

Slough form the principal night-time

visual influences within this view, with

lighting on buildings / structures at

Heathrow Airport visible in the distance.




with sky glow from urban areas,

including Heathrow Airport.







29: Harmondsworth Moor, looking south-east; Grid reference: 504986, 177862


publicly accessible green space,

PRoW and roads at / near

Harmondsworth Moor. Visual

receptors are located within / near the




The foreground is formed by green

space at Harmondsworth Moor, with

a backdrop of mature trees allowing

glimpsed views through to office

buildings beyond. Aircraft



within the background. During winter

views to the office buildings, beyond

intervening trees, are less restricted

by vegetation.

Light emissions from buildings and

highways lighting are visible between

trees within the backdrop. Lights on






30: Colne Valley Trail, Thorney Country Park, looking south-east; Grid reference: 504520, 179305

This viewpoint represents users of the

Colne Valley Trail, visitors to Thorney

Country Park, residential properties

and users of PRoW and roads at

Thorney and Richings Park. Visual

receptors are located within / near

Thorney Country Park, the Green Belt



to be High.


grassland and young trees / shrubs,

traversed by high voltage power

lines, at Thorney Country Park. The

backdrop comprises tree and shrub

vegetation. Aircraft approaching and



background.

Highways lighting form the principal

sources of light emissions within the

backdrop. Lights on aircraft approaching

and leaving Heathrow Airport, together


surrounding urban areas, can be seen in

the sky within the background.







31: Public Footpath off Iver Lane, near Uxbridge, looking South; Grid reference: 504718, 182011


properties

and users of PRoW

(including nearby Colne Valley

Trail) and roads at/near Uxbridge.


within/near the CVRP,

Green Belt and Cowley Lock





grassland and mature parkland

trees within Huntsmoor Park, with

parkland also extending into the

background. Aircraft approaching



background.

Light emissions from distant sources,

including highways lighting, can be

glimpsed in the backdrop. Lights on




glow from urban areas.

32: Beeches Way, near Iver, looking south; Grid reference: 503832, 182009



(including Beeches Way and Colne

Valley Trail), cycle routes (including

National Cycle Route 61) and roads

at/near Iver. Visual receptors are

located within/near the CVRP,

Green Belt, Iver Conservation Area

and other Conservation Areas nearby.



High.

The foreground is formed by pasture

and trees to the west of Colne

Brook. The backdrop is largely

made up of woodland and trees,

which allow glimpses of high voltage

overhead power lines beyond.

Aircraft approaching and leaving

Heathrow Airport can be seen in the

sky, within the background. During

winter views of overhead power

lines are less restricted by

vegetation.

Light emissions from a range of sources,

including highways lighting and lights on

vehicles using the highway network, can

be glimpsed in the backdrop. Sky glow










33: Hillingdon Trail, south-west of Harefield, looking south; Grid reference: 504757, 190263


PRoW (including Hillingdon Trail) and

roads, together with residential

properties, at/near Harefield. Visual

receptors are located within / near the

CVRP,

Green Belt and Harefield





panoramic views over woodlands

and lakes of the Colne Valley. The

urban edges of London and

Heathrow Airport sit in the distance,

within this broad panorama, with


Heathrow Airport visible in the sky


Light emissions from a range of sources

occur within this broad panorama,

including light emissions from residential

properties, highways lighting and more

distant Heathrow Airport - with

associated air traffic. The London urban

area, including Heathrow Airport, also

generates sky glow within the

background.



Future baseline

In the absence of the DCO Project, there is likely to be a change in baseline

conditions as a result of other development being pursued at Heathrow Airport.

The Kilobox Apron Development and Runway Access Taxiway projects, described

in Chapter 5, would be completed prior to the commencement of construction of

the DCO Project. The Kilobox Apron Development project is not expected to

conspicuously alter baseline landscape and visual amenity conditions, as it would

sit within the existing Heathrow Airport footprint and predominantly below ground.

The Runway Access Taxiway project would similarly sit within the existing

Heathrow Airport footprint such that landscape character and visual amenity,

already heavily influenced by airport infrastructure and development, are not

expected to notably alter. The assessment presented in Section 15.10 assumes

the presence of these developments in the baseline, against which the effects of

the DCO Project are compared.

Additional Heathrow ASD may also come forward in the future (with their

construction and operation phases overlapping with the construction and / or

operation phases of the DCO Project). Such development is presented within

Section 15.11.

There would also be other changes in baseline conditions in the wider area as a

result of land use changes through development un-related to Heathrow Airport.

Such ‘other development’ could result in new receptors or result in other

cumulative effects with the DCO Project. Where these developments are built out

before the construction of the DCO Project commences, or where the construction

and operation phases of these developments overlap with the construction and / or

operation phases of the DCO Project, they are assessed in Section 15.11.

15.10 Assessment of landscape and visual amenity effects

Effects would vary during the course of the construction phase and concluding

assessment of effect categories take account of the expected peak of construction

activity in relation to each character area or viewpoint; this level of effect would not

occur or be sustained throughout the construction period.

Landscape

Table 15.19 sets out the preliminary assessment of effects on landscape in

relation to the construction and operational activities of the DCO Project.



Table 15.19: Preliminary effects in relation to the landscape within the study area

Construction and interim ATM effects (c.2022-2050) - description; magnitude of landscape impact; significance of effect

Operation effects (year of maximum ATM capacity – c.2050) - description; magnitude of landscape impact; significance of effect

Operation (design year – c.2065) - description; magnitude of landscape impact; significance of effect

Black and Langley Parks LCA (CVRP) Sensitivity: Moderate

The DCO Project would not physically affect

this landscape character area and

construction activities would be sufficiently

distant to result in barely noticeable adverse

change to the setting of this landscape. It is

expected that there would be increased

ATMs in the sky, with limited reduction in

tranquillity due to these overall, given existing

auditory and visual influences (refer to

Appendix 15.1). Preliminary conclusions

drawn at this stage are Negligible Adverse magnitude; Slight Adverse significance.

The DCO Project would not physically

affect this landscape character area

and DCO Project components would

be sufficiently distant to result in

barely noticeable change to the

setting of this landscape. It is

expected that there would be

increased ATMs in the sky, with

limited reduction in tranquillity due to

these overall, given existing auditory

and visual influences (refer to

Appendix 15.1). Preliminary

conclusions drawn at this stage are

Negligible Adverse magnitude; Slight Adverse significance.

The DCO Project would not

physically affect this landscape

character area and DCO Project

components would be sufficiently

distant to result in barely noticeable

change to the setting of this

landscape. Effects relating to the

tranquillity aspects of character are

expected to be as for the year of

maximum ATM capacity.

Preliminary conclusions drawn at

this stage are Negligible Adverse magnitude; Slight Adverse significance.






Iver Heath Terrace LCA (CVRP) Sensitivity: Moderate




distant/separated by intervening vegetation to

result in barely noticeable adverse change to

the setting of this landscape. It is expected

that there would be increased ATMs in the

sky, with limited reduction in tranquillity due

to these overall, given existing auditory and

visual influences (refer to Appendix 15.1)

Preliminary conclusions drawn at this stage

are Negligible Adverse magnitude; Slight Adverse significance.
































A412 to Iver LCA (CVRP) Sensitivity: Moderate

The DCO Project would physically affect this

landscape character area due to works

principally including construction of

compensatory flood storage areas. However,

the influence of construction activities on

wider landscape character would be

contained by surrounding vegetation; other

construction works would be sufficiently

distant from the landscape character area to

result in barely noticeable adverse change to

the setting of this landscape. It is expected

that there would be increased ATMs, with

limited reduction in tranquillity overall, given

existing auditory and visual influences (refer

to Appendix 15.1). Preliminary conclusions


The DCO Project would physically


due to the introduction of

compensatory flood storage areas.

However, these would be carefully

designed to be in keeping with the

River Colne riparian landscape and

the influence on wider landscape

character would be contained by

surrounding vegetation. In addition,

other elements of the DCO Project

would be sufficiently distant from the

landscape character area to result in

barely noticeable adverse change to

the setting of this landscape. It is


increased ATMs, with limited

reduction in tranquillity due to these

overall, given existing auditory and

visual influences (refer to Appendix 15.1). Preliminary conclusions drawn

at this stage are Negligible Adverse magnitude; Slight Adverse significance.

Maturing landscape / green

infrastructure proposals would

further facilitate integration of the

compensatory flood storage areas

with the local landscape and the

influence on wider landscape

character would continue to be

contained by surrounding

vegetation. In addition, other

elements of the DCO Project would

be sufficiently distant from the

landscape character area to result

in barely noticeable adverse change

to the setting of this landscape.

Effects relating to the tranquillity

aspects of character are expected

to be as for the year of maximum

ATM capacity. Preliminary








Richings Lowland LCA (CVRP) Sensitivity: Moderate



including construction of the proposed

runway and ASD, together with related

elements which include highways, rail track,

railhead, utilities diversions and surface water

proposals (including flood storage areas,

Colne Brook diversion and removal of the Old

Slade Lake complex). Construction activities

would include creation of worker offices,

movement of plant and vehicles and material


compounds and construction components

therein. This would result in temporary effects

on the landscape – including a reduction in

tranquillity. It is expected that increased

ATMs in the sky would also contribute to a

reduction in tranquillity, principally at the

southern periphery of the area. Preliminary

conclusions drawn at this stage are Major Adverse magnitude; Large Adverse significance.



due to introduction of the proposed

runway and ASD, together with

related elements which include

highways, rail track, railhead, utilities

diversions and surface water

proposals (including flood storage

areas, Colne Brook diversion and

removal of the Old Slade Lake

complex). However, given the existing

influences of built development and

infrastructure in the landscape, this

would result in only partial alteration

of existing landscape character. In

addition, the removal of pylons would

result in localised positive change in

the landscape. It is expected that

operational infrastructure and

development proposals, with

increased ATMs in the sky, would

result in a noticeable reduction in

tranquillity, principally at the southern

periphery of the area. Preliminary


Moderate Adverse magnitude; Moderate Adverse significance.

The urbanising effects of

development and infrastructure

would remain, in localised areas. In

general, it is expected that maturing

landscape / green infrastructure

proposals would integrate the DCO

Project with the surrounding






this stage are Moderate Adverse magnitude; Moderate Adverse significance.






Cowley to West Drayton LCA (CVRP) Sensitivity: Moderate



principally including construction of flood

storage areas and rail track proposals (in the

Fray’s sidings area). However, the influence

of construction activities on wider landscape

character would be contained by surrounding

vegetation; in addition, other construction

works would be sufficiently distant from the

landscape character area to result in barely

noticeable adverse change to the setting of

this landscape. It is expected that there

would be increased ATMs in the sky, with

limited reduction in tranquillity due to these

overall, given existing auditory and visual

influences (refer to Appendix 15.1).


are Minor Adverse magnitude; Slight Adverse significance.



due to the introduction of flood

storage areas and rail track proposals

(in the Fray’s sidings area). However,

flood storage areas would be carefully

designed to be in keeping with the

River Colne riparian landscape and

the influence of flood storage and rail

track proposals on wider landscape

character would be contained by



would be sufficiently distant from the

landscape character area to result in

barely noticeable adverse change to

the setting of this landscape. It is








Minor Adverse magnitude; Slight Adverse significance.




flood storage areas with the local

landscape and the influence of flood

storage and rail track proposals on

wider landscape character would

continue to be contained by



would be sufficiently distant from

the landscape character area to

result in barely noticeable adverse







this stage are Minor Adverse magnitude; Slight Adverse significance.






Horton and Wraysbury Lowlands LCA (CVRP) Sensitivity: Moderate



including construction of ASD and highways

proposals, together with the presence of

borrow pits and utilities diversions.

Construction activities would include creation

of worker offices, movement of plant and

vehicles and material stockpiling together

with creation of compounds and construction

components therein. This would result in

temporary effects on the landscape –

including a reduction in tranquillity. It is

expected that increased ATMs in the sky

would also contribute to a reduction in

tranquillity, principally in the northern part of

the area. Preliminary conclusions drawn at

this stage are Major Adverse magnitude; Large Adverse significance.


affect this landscape character area.

Operational phase components would

principally comprise ASD, highways

proposals and green infrastructure

proposals. Given the existing

influences of industry and

infrastructure in the landscape, this

would result in only partial alteration

of existing landscape character. In

addition, the removal of pylons would

result in localised positive change in

the landscape. It is expected that





tranquillity, principally in the northern

part of the area. Preliminary



It is expected that the extensive

areas of maturing landscape / green

infrastructure proposals would help

to integrate the DCO Project with

the surrounding landscape,

resulting in localised landscape

enhancements. However, Effects

relating to the tranquillity aspects of

character are expected to be as for

the year of maximum ATM capacity.








Harmondsworth to Stanwell Moor LCA (CVRP) Sensitivity: Moderate


landscape character area over an extensive

area. This is due to works including

demolition of buildings (including those within

Longford Conservation Area and

Harmondsworth Conservation Area),

construction of the proposed runway and

ASD (including the southern parkway),

together with highways proposals (including

the M25, A4 and A3044), railhead, utilities

diversions, water treatment and surface

water proposals (including flood storage

areas and river diversions). Construction

activities would include demolition, creation





temporary effects on the landscape –

including a reduction in tranquillity. It is

expected that increased ATMs in the sky


tranquillity. Preliminary conclusions drawn at




over a large proportion of the

character area. This is due to

introduction of the proposed runway,

which would replace historic features

within Longford Conservation Area

and Harmondsworth Conservation

Area, and ASD (including the

southern parkway) together with

highways proposals (including the

M25, A4 and A3044), railhead, utilities

diversions, water treatment and

surface water proposals (including

flood storage areas and river

diversions). Although there are

existing influences of industry,

infrastructure and built development

within the landscape, the proposals

would result in the loss of valued

elements within Conservation Areas

and further urbanisation (in the form

of built development and

infrastructure) would occur over a

large proportion of the character area.

It is expected that operational


It is expected that maturing


proposals would temper effects

through helping to integrate the

DCO Project with the surrounding

landscape. However, the urbanising

effects of development and

infrastructure proposals are

anticipated to remain, given the

scale and extent of these proposals

within the character area. Effects











proposals, with increased ATMs in the

sky, would result in noticeable

reduction in tranquillity. Preliminary


Major Adverse magnitude; Large Adverse significance.

Thames at Ankerwycke LCA (CVRP) Sensitivity: Moderate

DCO Project built development proposals

would not physically affect this landscape

character area and associated construction

activities would be sufficiently distant to result

in barely noticeable adverse change to the

setting of this landscape. It is expected that

there would be increased ATMs in the sky,

with limited reduction in tranquillity due to

these overall, given existing auditory and

visual influences (refer to Appendix 15.1).



DCO Project built development

proposals would not physically affect

this landscape character area.

Enhancement to the setting of

heritage assets is expected to result

in localised landscape enhancement.

It is expected that there would be









proposals would not physically

affect this landscape character

area. Enhancement to the setting of

heritage assets is expected to result

in localised landscape

enhancement. Effects relating to the











River Ash Corridor – Staines LCA (CVRP) Sensitivity: Moderate

DCO Project built development proposals

would not physically affect this landscape

character area and associated construction



setting of this landscape. It is expected that








proposals would not physically affect

this landscape character area.

Enhancement to nature conservation

assets is expected to result in

localised landscape enhancement. It

is expected that there would be









proposals would not physically


area. Enhancement to nature

conservation assets is expected to

result in localised landscape

enhancement. Effects relating to the











Rickmansworth to Uxbridge LCA (CVRP) Sensitivity: Moderate











































Denham Valley Floor LCA (CVRP) Sensitivity: Moderate











































Heronsgate/Chalfont Farmland LCA (CVRP) Sensitivity: Moderate











































Misbourne and Alder Bourne Tributaries LCA (CVRP) Sensitivity: Moderate











































Rickmansworth to Uxbridge Wooded Farmland LCA (CVRP) Sensitivity: Moderate











































Stockley Gravel Terrace Recreation (J1) LCA (London Borough of Hillingdon) Sensitivity: Moderate











































Minet Gravel Terrace Recreation (J2) LCA (London Borough of Hillingdon) Sensitivity: Moderate











































Harmondsworth Open Gravel Terrace (K1) LCA (London Borough of Hillingdon) Sensitivity: Moderate


landscape character area over an extensive

area. This is due to works including

demolition of buildings, construction of the

proposed runway and ASD, highways

proposals, utilities diversions and surface

water proposals. Construction activities

would include demolition, creation of worker

offices, movement of plant and vehicles and

material

stockpiling together with

creation of compounds and construction

components









over a large proportion of the

character area. This is due to

introduction of the proposed runway

and ASD, which would replace semi-

rural landscape elements such as

farmland, together with the

introduction of highways proposals,

utilities diversions and surface water

proposals. Although there are existing

influences of industry, infrastructure

and built development within the

landscape, the proposals would result

in further urbanisation over a large

proportion of the character area. It is

expected that operational


proposals, with increased ATMs in the

sky, would result in noticeable




It is expected that maturing green


temper effects through helping to

integrate the DCO Project with the

surrounding landscape. However,

the urbanising effects of

development and infrastructure

proposals are anticipated to remain,

given the scale and extent of these

proposals within the character area.












Harlington Open Gravel Terrace (K2) LCA (London Borough of Hillingdon) Sensitivity: Moderate



including construction of ASD (including the

northern parkway), highways proposals and

airport related commercial development.



vehicles and material

stockpiling together with

creation of compounds and construction

components



tranquillity. Highways proposals would be

constructed in the early stages of the

construction programme (prior to 2027), such

that associated effects would be experienced

during these stages. The northern parkway

and airport related development would not be

constructed until the later stages of the

construction period (after 2030) and therefore

associated effects would not occur until then.

It is expected that increased ATMs in the sky


tranquillity. Preliminary conclusions drawn at





principally comprise ASD (including

the northern parkway) highways

proposals and surface water

attenuation ponds, together with

airport related commercial

development. Although there are

existing influences of infrastructure


landscape, the proposals would result

in further urbanisation within the

character area. It is expected that




result in noticeable reduction in

tranquillity. Preliminary conclusions

drawn at this stage are Major Adverse magnitude; Large Adverse significance.

It is expected that maturing


proposals would temper effects

through helping to integrate the

DCO Project with the surrounding

landscape. However, the urbanising

effects of development and


anticipated to remain, given the

scale and extent of these proposals












Cranford Open Gravel Terrace (K3) LCA (London Borough of Hillingdon) Sensitivity: Moderate



including construction of airport related

development and car parks. Construction

activities would include creation of worker


material stockpiling together with creation of











principally comprise ASD and car

parks located close to the existing

urban edge. Taking these

considerations into account, the

proposals would result in only partial

alteration of existing landscape

character. It is expected that




result in noticeable reduction in


drawn at this stage are Moderate Adverse magnitude; Moderate Adverse significance.

The urbanising effects of

development would occur close to

the existing urban edge and in

general it is expected that maturing


proposals would help to integrate

the DCO Project with the

surrounding landscape and provide

localised landscape enhancements,

resulting in only partial alteration of

landscape character. Effects











Upper Pinn River Corridor (G1) LCA (London Borough of Hillingdon) Sensitivity: Moderate











drawn at this stage are Negligible Adverse

magnitude; Slight Adverse significance.
































Lower Pinn River Corridor (G2) LCA (London Borough of Hillingdon) Sensitivity: Moderate











drawn at this stage are Negligible Adverse

































Yeading Brook River Corridor (G3) LCA (London Borough of Hillingdon) Sensitivity: Moderate











































Northolt Clay Plateau Aerodrome (H1) LCA (London Borough of Hillingdon) Sensitivity: Moderate











































Hayes Park Encapsulated Farmland (I1) LCA (London Borough of Hillingdon) Sensitivity: Moderate











































Heathrow Gravel Terrace Infrastructure (L1) LCA (London Borough of Hillingdon) Sensitivity: Moderate

Whilst construction works would occur within

this area it is dominated by existing large-

scale infrastructure such that there would be

minimal alteration to landscape character. It

is expected that tranquillity would be broadly

comparable with the existing situation.




affect this landscape character area,

however whilst there would be an

intensification of infrastructure and

development proposals these would

be in keeping with the existing

characteristics of the area. It is

expected that tranquillity would be

broadly comparable with the existing

situation. Preliminary conclusions




area, however whilst there would be

an intensification of infrastructure

and development proposals, these

would be in keeping with the

existing characteristics of the area.

It is expected that tranquillity would

be broadly comparable with the

existing situation. Preliminary


Negligible Adverse; Slight Adverse significance.






Historic Core TCT (London Borough of Hillingdon) Sensitivity: Moderate


townscape character type. This is due to

works including demolition of buildings and

construction of the proposed runway within

Harmondsworth Conservation Area. In

addition, the settings of the remaining part of

Harmondsworth, Sipson and Harlington

would be affected by construction of the

proposed runway, and ASD (including the

northern parkway), highways proposals,


proposals. Construction activities would

include demolition, creation of worker offices,





on the townscape – including a reduction in



noticeable reduction in tranquillity within parts

of the townscape. Preliminary conclusions



affect this townscape character type.

This is due to the removal of buildings

and introduction of the proposed

runway within the valued

Harmondsworth Conservation Area.

In addition, the settings of the

remaining part of Harmondsworth,

Sipson and Harlington would be

affected by urbanisation resulting

from the proposed runway and ASD

(including the northern parkway),

together with , highways proposals,


proposals. It is expected that


development proposals within the

settings of the remaining part of

Harmondsworth, Sipson and

Harlington, together with increased

ATMs in the sky, would result in a

noticeable reduction in tranquillity

within these parts of the townscape.

Preliminary conclusions drawn at this

stage are Major Adverse magnitude; Large Adverse significance.



expected to temper effects through

helping to integrate the DCO

Project with its surroundings.

However, the proposals would

result in the loss of valued elements

within Harmondsworth

Conservation Area and the

urbanising effects of development

and infrastructure within the settings

of Harmondsworth, Sipson and

Harlington are anticipated to

remain. Effects relating to the











Retail Centre TCT (London Borough of Hillingdon) Sensitivity: Moderate

Aside from rail track proposals (in the Fray’s

sidings area), the DCO Project would not

physically affect this townscape character

type. Rail track works would occur alongside

the existing Great Western Railway, at the

edge of industrial areas, such that townscape

character is not expected to notably alter.

Other construction activities would be

sufficiently distant to result in barely

noticeable adverse change to the setting of

this townscape. It is expected that there

would be increased ATMs in the sky, with

limited reduction in tranquillity due to these

overall, given existing auditory and visual




Aside from rail track proposals (in the

Fray’s sidings area), the DCO Project

would not physically affect this

townscape character type. Rail track

proposals would occur alongside the

existing Great Western Railway, at

the edge of industrial areas, such that

townscape character is not expected

to notably alter. Other DCO Project




townscape. It is expected that there

would be increased ATMs in the sky,

with limited reduction in tranquillity

due to these overall, given existing





Effects are expected to be as for



this stage are Negligible Adverse







Inter-war/Suburb/Metroland TCT (London Borough of Hillingdon) Sensitivity: Moderate


townscape character type primarily due to

highways works at Sipson and construction

of rail track proposals (in the Fray’s sidings

area) and community facilities at West

Drayton. DCO Project construction would

also affect the settings of Sipson, West

Drayton, Hayes and Harlington, which fall

within the character type, as a result of

construction of the proposed runway, ASD

(including the northern parkway), and

highways proposals. Construction activities

would include creation of worker offices,






tranquillity. Increased ATMs in the sky are

also expected to contribute to a reduction in

tranquillity within the townscape. Preliminary



affect this townscape character type

primarily due to highway proposals at

Sipson, together with rail track

proposals (in the Fray’s sidings area)

and community facilities at West

Drayton. The DCO Project would also

affect the settings of Sipson, West

Drayton, Hayes and Harlington, which

fall within the character type, due to

introduction of the proposed runway,

ASD (including the northern parkway),

ASD and highways proposals. The

fabric of the townscape character type

would largely remain intact, with only

partial alteration of townscape

character. Infrastructure and

development proposals within the

immediate setting of the character

type, together with increased ATMs in

the sky, is expected to result in a

noticeable reduction in tranquillity

within the townscape. Preliminary



The fabric of the townscape

character type would largely remain

intact, with only partial alteration of

townscape character. Effects











Industrial and Commercial Canal Side TCT (London Borough of Hillingdon) Sensitivity: Moderate

Aside from rail track proposals (in the Fray’s

sidings area) near West Drayton Station, the

DCO Project would not physically affect this

townscape character type. Rail track works

would occur alongside the existing Great

Western Railway, within an industrial area,

such that townscape character is not

expected to notably alter; Other construction



setting of this townscape. It is expected that







Aside from rail track proposals (in the

Fray’s sidings area) near West

Drayton Station, the he DCO Project


townscape character type. Rail track

proposals would occur alongside the

existing Great Western Railway,

within an industrial area, such that

townscape character is not expected

to notably alter. Other DCO Project




townscape. It is expected that there


with limited reduction in tranquillity

due to these overall, given existing





Effects are expected to be as for



this stage are Negligible Adverse







Brunel University Institutional Development TCT (London Borough of Hillingdon) Sensitivity: Moderate


this townscape character type and



change to the setting of this townscape. It is








affect this townscape character type




setting of this townscape. It is










physically affect this townscape

character type and DCO Project




townscape. Effects relating to the











Heathrow Commercial Airport TCT (London Borough of Hillingdon) Sensitivity: Moderate


townscape character type. This is due to

works including demolition of buildings,

construction of the proposed runway and

ASD, together with construction of highways

proposals. Construction activities would

include demolition, creation of worker offices,






tranquillity. Increased ATMs in the sky would

also contribute to a reduction in tranquillity




affect this townscape character type.

This is due to removal of buildings

and introduction of the proposed

runway, together with highways

proposals. However, given the

predominance of commercial

development within this character

type, it is expected that operational

proposals would be well integrated

with the remaining part of this

townscape such that there would be

only partial alteration of townscape

character. Infrastructure and

development proposals, together with


result in some reduction in tranquillity




Given the predominance of

commercial development within this

character type, it is expected that

operational proposals would be well

integrated with the remaining part of

this townscape such that there

would be only partial alteration of

townscape character. Effects











Northolt TCA (London Borough of Ealing) Sensitivity: Moderate


this townscape character area and











affect this townscape character area






























Southall TCA (London Borough of Ealing) Sensitivity: Moderate











































Ealing TCA (London Borough of Ealing) Sensitivity: Moderate











































Cranford and Heston TCA (London Borough of Hounslow) Sensitivity: Moderate


this townscape character area, however

construction activities within the immediate

setting of this area would include creation of

worker offices, movement of plant and




temporary townscape effects – including a

localised reduction in tranquillity. Increased

ATMs in the sky are also expected to

contribute to a reduction in tranquillity within

the townscape. Preliminary conclusions



affect this townscape character area.

Nearby operational phase

components, including ASD, would be

broadly in keeping with the existing



increased ATMs in the sky, with a

noticeable reduction in tranquillity.


stage are Minor Adverse magnitude; Slight Adverse significance.

Operational phase components


townscape. Nearby operational

phase components, including ASD,

would be broadly in keeping with

the existing setting of this












Osterley and Spring Grove TCA (London Borough of Hounslow) Sensitivity: Moderate











































Hounslow TCA (London Borough of Hounslow) Sensitivity: Moderate











































Hounslow West TCA (London Borough of Hounslow) Sensitivity: Moderate


townscape character area due to works

including construction of ASD on an area of

green space within a light industrial area.







localised reduction in tranquillity. Increased

ATMs in the sky are also expected to

contribute to a reduction in tranquillity within

the townscape. Preliminary conclusions




Operational phase components within

the townscape would principally

comprise ASD located on green

space but within a light industrial

area, such that overall there would be

minor alteration to townscape

character. It is expected that there


with some reduction in tranquillity.


stage are Minor Adverse magnitude; Slight Adverse significance.


within the townscape would

principally comprise ASD located on

green space but within a light

industrial area, such that overall

there would be minor alteration to

townscape character. Effects are










Feltham TCA (London Borough of Hounslow) Sensitivity: Moderate



including construction of ASD and Zone G02

Option 1 Immigration Removal Centre,

predominantly within existing green spaces.







reduction in tranquillity. Increased ATMs in

the sky are also expected to contribute to a

reduction in tranquillity within the townscape.


are Major Adverse magnitude; Large Adverse significance.



Operational phase components within

the townscape would principally

comprise ASD and Zone G02 Option

1 Immigration Removal Centre

located on green spaces within the

area. Although there are existing

influences of industry and commercial

development within the townscape,

the proposals would replace existing

fields and green spaces resulting in

further urbanisation within the



development proposals, together with






within the townscape would

principally comprise ASD located on

green spaces within the area.

Although there are existing

influences of industry and

commercial development within the

townscape and maturing landscape

/ green infrastructure proposals

would temper effects, through

helping to integrate the proposals

with the surrounding area, the

proposals would largely replace

existing fields and existing green

spaces, resulting in further

urbanisation within the character

area. Effects relating to the











Hanworth TCA (London Borough of Hounslow) Sensitivity: Moderate











































Bedfont TCA (London Borough of Hounslow) Sensitivity: Moderate



including construction of ASD, Zone H04/H05

Option 2 Immigration Removal Centre and

surface water treatment proposals,

predominantly on agricultural land at Mayfield

Farm and within existing green spaces.






temporary effects – including a reduction in

tranquillity. It is expected that there would be

increased ATMs in the sky, with limited

reduction in tranquillity due to these overall,

given existing auditory and visual influences

(refer to Appendix 15.1) and those resulting

from construction. Preliminary conclusions





principally comprise ASD, Zone

H04/H05 Option 2 Immigration

Removal Centre and surface water

treatment proposals. Although there

are existing influences of industry,

infrastructure and built development

within the townscape, the proposals

would largely replace existing

agricultural land at Mayfield Farm and

within existing green spaces resulting



there would be increased ATMs in the

sky, however a reduction in tranquillity

is primarily expected to result from

development proposals. Preliminary




would principally comprise ASD and

surface water treatment proposals.




townscape and maturing landscape


would temper effects, through




existing agricultural land at Mayfield

Farm and existing green spaces,

resulting in further urbanisation












Isleworth TCA (London Borough of Hounslow) Sensitivity: Moderate











































Twickenham TCA (London Borough of Richmond upon Thames) Sensitivity: Moderate











































Hampton TCA (London Borough of Richmond upon Thames) Sensitivity: Moderate











































Teddington TCA (London Borough of Richmond upon Thames) Sensitivity: Moderate











































Ham TCA (London Borough of Richmond upon Thames) Sensitivity: Moderate











































Richmond Hill TCA (London Borough of Richmond upon Thames) Sensitivity: High











































Bushy Park TCA (London Borough of Richmond upon Thames) Sensitivity: High











































Ash River Floodplain (RF2) LCA (Borough of Spelthorne) Sensitivity: Moderate











































Thames River Floodplain (RF3) LCA (Borough of Spelthorne) Sensitivity: Moderate











































Thames Valley Reservoirs (RS1) LCA (Borough of Spelthorne) Sensitivity: Moderate











































Ash River Valley Floor (RV3) LCA (Borough of Spelthorne) Sensitivity: Moderate











































Princes Lakes Significant Greenspaces within Urban Areas (UW2) LCA (Borough of Spelthorne) Sensitivity: Moderate



including construction of surface water

treatment proposals, predominantly within

existing agricultural land. Construction






– including a reduction in tranquillity. It is





Appendix 15.1) and those resulting from

construction. Preliminary conclusions drawn

at this stage are Major Adverse magnitude; Large Adverse significance.




principally comprise surface water

treatment proposals. The proposals

would replace existing agricultural

land, however it is expected that

water treatment beds would be

integrated with the surrounding

landscape through peripheral green

infrastructure proposals, including

reed planting, which would be in

keeping with existing lakes in the

wider landscape. It is expected that


sky, with limited reduction in

tranquillity due to these overall, given

existing auditory and visual influences

(refer to Appendix 15.1). Preliminary




would principally comprise surface

water treatment proposals. It is

expected that maturing green


further integrate the proposals with

lakes and lakeside vegetation in the

surrounding landscape. Effects











Kempton Park Significant Greenspaces within Urban Areas (UW3) LCA (Borough of Spelthorne) Sensitivity: Moderate











































Stanwell TCA (Borough of Spelthorne) Sensitivity: Moderate



including construction of ASD and surface

water treatment proposals, predominantly

within existing green spaces. Construction





therein. This would result in temporary

effects. It is expected that there would be

increased ATMs in the sky, however a

reduction in tranquillity is primarily expected

to result from the construction of






principally comprise ASD and surface

water treatment proposals. Although

there are existing influences of

industry, infrastructure and built

development within the townscape,

the proposals would largely replace

existing open land within existing

green spaces near Stanwell resulting




sky, however a reduction in tranquillity

is primarily expected to result from





would principally comprise ASD and

surface water treatment proposals.




townscape, and maturing landscape


would temper effects through




existing open land and existing

green spaces near Stanwell

resulting in further urbanisation












Ashford TCA (Borough of Spelthorne) Sensitivity: Moderate











































Shepperton TCA (Borough of Spelthorne) Sensitivity: Moderate











































Sunbury TCA (Borough of Spelthorne) Sensitivity: Moderate











































Staines TCA (Borough of Spelthorne) Sensitivity: Moderate











































Thames River Floodplain (RF3) LCA (Borough of Runnymede) Sensitivity: Moderate











































Northern Bourne River Floodplain (RF4) LCA (Borough of Runnymede) Sensitivity: Moderate











































Thames River Valley Floor (RV2) LCA (Borough of Runnymede) Sensitivity: Moderate











































Cooper’s Hill Settled and Wooded Sandy Farmland (SS1) LCA (Borough of Runnymede) Sensitivity: Moderate











































Englefield Green West Settled and Wooded Sandy Farmland (SS2) LCA (Borough of Runnymede) Sensitivity: Moderate











































Trumps Green to New Haw Settled and Wooded Sandy Farmland (SS3) LCA (Borough of Runnymede) Sensitivity: Moderate











































Virginia Water Sandy Woodland (SW1) LCA (Borough of Runnymede) Sensitivity: Moderate











































Egham TCA (Borough of Runnymede) Sensitivity: Moderate











































Virginia Water TCA (Borough of Runnymede) Sensitivity: Moderate











































Chertsey TCA (Borough of Runnymede) Sensitivity: Moderate











































Windsor Castle Estate Parkland (1A) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: High











































Windsor Great Park (North) Open Parkland (2A) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: High











































Windsor Riverside Farmed Parkland (3A) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Old Windsor Farmed Parkland (3B) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Windsor Great Park (East) Wooded Heathland (12A) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: High











































Eton Settled Farmed Floodplain (13C) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Datchet Settled Farmed Floodplain (13D) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Bray Settled Developed Floodplain (14B) LCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate








tranquillity overall, given existing auditory and












limited reduction in tranquillity overall,

given existing auditory and visual



stage are Negligible Adverse magnitude; Slight Adverse significance.







landscape. Tranquillity effects are










Windsor TCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Datchet TCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Old Windsor TCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Wraysbury TCA (Royal Borough of Windsor and Maidenhead) Sensitivity: Moderate











































Slough TCA (Borough of Slough) Sensitivity: Moderate


this townscape character area. However,

works including construction of the proposed

runway and ASD, together with related

elements which include highways, utilities

diversions and surface water proposals

would occur within the immediate setting of

the townscape. Construction activities would

include creation of worker offices, movement

of plant and vehicles and material stockpiling

together with creation of compounds and

construction components therein. This would

result in temporary effects on landscape

setting – including a localised reduction in

tranquillity. It is expected that there would be

increased ATMs in the sky, with limited

reduction in tranquillity due to these overall,

given existing auditory and visual influences

(refer to Appendix 15.1) and those resulting

from construction. Preliminary conclusions




and following construction the

immediate setting of the townscape

character area is expected to be

defined by green infrastructure

proposals which would help integrate

built components of the DCO Project

with the locality. It is expected that


sky, with limited reduction in

tranquillity due to these overall, given

existing auditory and visual influences

(refer to Appendix 15.1). Preliminary






DCO Project the local context.












Stoke and Langley Park Lowland Fringe (25.1) LCA (South Bucks District) Sensitivity: Moderate











































South Bucks Southern Settlements TCA (South Bucks District) Sensitivity: Moderate











































Farnham and Stoke Common Wooded Terrace (24.2) LCA (South Bucks District) Sensitivity: Moderate








































In the case of assessing effects regarding aircraft movements in relation to the

tranquillity aspect of the landscape of National Parks and AONBs, CAP 1616

advises that WebTAG under ‘Landscape’ (TAG Unit A3 – Section 6) criteria should

be applied. The preliminary assessment set out in Table 15.20 has been carried

out accordingly.

Table 15.20: Preliminary effects concerning the tranquillity aspect of the landscape relating to National Parks and AONBs

National Park or AONB Tranquillity – WebTAG Step 4: Impact; WebTAG Step 5: Assessment Score

Chiltern Hills AONB

Sensitivity: High The preliminary assessment set out in Chapter 17, based on the indicative

airspace designs considered, indicates that there are not expected to be

significant noise effects within the Chiltern Hills AONB, in the area where

Heathrow Airport related aircraft could fly below 4,000 ft amsl, The LOAEL (the

point at which adverse effects begin to be seen on a community basis) for any of

the indicative airspace test cases, as indicated in Chapter 17, would not interact

with the Chilterns AONB and hence the level of any aircraft noise exposure on

the closest part of the Chilterns AONB would be lower than the LOAEL. In

addition, given that there is already considerable existing Heathrow Airport

related aircraft activity in this area (as set out in Section 15.9), there are not

expected to be significant changes in the visual influences of aircraft on this area

of the Chiltern Hills AONB as a result of anticipated airspace design changes.

With regard to assessment score, preliminary conclusions drawn at this stage


Visual Amenity

Table 15.21 sets out the preliminary assessment of visual effects in relation to the

construction and operational activities of the DCO Project.



Table 15.21: Preliminary effects in relation to visual amenity within the study area

Viewpoint and visual Sensitivity

Construction and interim ATM effects (c.2022-2050) - description of view; magnitude of visual impact; significance of effect

Operation effects (winter, year of maximum ATM capacity – c.2050) - description of view; magnitude of visual impact; significance of effect

Operation effects (summer, design year – c.2050) - description of view (where different from year of opening); magnitude of visual impact; significance of effect

Operation effects (night-time, design year -c.2065) - description of view; magnitude of visual impact; significance of effect

1: High Street, Harmondsworth, looking south.

Visual sensitivity: High

Construction activities

associated with the

DCO Project, namely the

creation and use of

construction working areas,

demolition, movement of

plant (including cranes) and

vehicles, and material

stockpiles, would introduce

disruptive visual elements

during construction. More

aircraft approaching and

leaving Heathrow Airport

would be seen in the

background than in the

existing scenario, due to the

increase in ATMs.

Preliminary conclusions

drawn at this stage are


The Airport perimeter noise

mitigation buffer (up to 5m

high) would be clearly visible.

However, it is expected that

high quality design proposals,

including a material finish

which responds to the local

context, together with

landscape / green

infrastructure proposals,

would help to assimilate the

barrier with its surroundings.

More aircraft approaching and



immediate background due to

an increase in ATMs, and at

close proximity due to use of

the new, closer runway.

Preliminary conclusions drawn

at this stage are Moderate Adverse magnitude; Large Adverse significance.

It is expected that

views of the maturing

landscape / green

infrastructure

proposals would

further assimilate the

proposals within the

local context. However,

aircraft approaching

and leaving Heathrow

Airport would continue

to be seen in the

immediate

background, and at

close proximity, due to

use of the new closer

runway. Preliminary

conclusions drawn at

this stage are

Moderate Adverse magnitude; Large Adverse significance.

It is expected that existing street

lighting would continue to form the

principal source of light emissions.

Lighting associated with the airfield is

anticipated to be predominantly

obscured by the intervening noise

mitigation buffer, however there would

be increased presence of lights on


Heathrow Airport in the immediate

background due to use of the new,

closer runway together with an

increase in ATMs. Sky glow from

Heathrow Airport, already present, is

also expected to increase. Overall,

there is not expected to be a readily

apparent change in the overall

balance of night-time visual

influences. Preliminary conclusions

drawn at this stage are Minor Adverse magnitude; Slight Adverse

significance.








2: Public Footpath at The Closes, West Drayton, looking south.



associated with the

DCO Project would not be

readily discernible due to

intervening existing

vegetation. More aircraft

approaching and leaving

Heathrow Airport would be

seen in the background than

in the existing scenario, due

to the increase in ATMs.




Proposed built form would be

largely obscured by

intervening existing vegetation

and buildings such that it

would not be readily

discernible. More aircraft



seen in the background due to

the increase in ATMs, and at

closer proximity due to use of




It is expected that

maturing landscape /

green infrastructure

proposals would not be

appreciable due to


vegetation and

buildings. Preliminary


this stage are


It is expected that the influence of

existing light sources in the

foreground would continue. Sky glow

from Heathrow Airport, already

present, is expected to increase in the

background. Overall, there is not

expected to be a readily apparent

change in the overall balance of night-

time visual influences. Preliminary










3: Sipson Road at Holiday Inn Hotel, near Sipson, looking south-west.



associated with the DCO

Project, namely the creation

and use of construction

working areas, movement of

plant and vehicles, and

material stockpiles, would

introduce disruptive visual

elements, during construction.






increase in ATMs. Preliminary

conclusions drawn at this


The foreground would

continue to be formed by

Sipson Road and adjacent

hedgerows, beyond which

highway proposals would be

clearly visible. More aircraft









It is expected that

views of development

and highways

proposals would be

largely replaced by



proposals. Preliminary


this stage are Minor Adverse magnitude; Moderate Adverse significance.



foreground would continue, together

with anticipated light emissions

associated with highway and built

development proposals. There would

be increased presence of lights on


Heathrow Airport in the background

due to use of the new, closer runway

together with an increase in ATMs.

Sky glow from Heathrow Airport,

already present, is also expected to

increase in the background. Overall,






significance.








4: Stockley Country Park, looking south-west.



associated with the

DCO Project would be barely

noticeable due to intervening

existing vegetation and

buildings. More aircraft





to the future baseline

involving an increase in ATMs

associated with existing

runways. Preliminary



Proposed built form, including

the proposed control tower,

would be barely noticeable

within the distance due to


and buildings. More aircraft









It is expected that




appreciable due to


vegetation and



this stage are


Lighting on proposed airport

structures and sky glow from

Heathrow Airport are expected to

increase in the background, however

this would be seen in the context of

existing airport lighting. Overall, there

is not expected to be a readily





significance.








5: Public Footpath off Sipson Lane, looking north-west.



associated with the


creation and use of


movement of plant

(including cranes) and

vehicles, and

material stockpiles,

would introduce


during construction. Highways

proposals would be

constructed in the early

stages of the construction

programme (prior to 2027),

such that associated effects

would be experienced during

these stages. The northern

parkway and ASD would not

be constructed until the later

stages of the construction

period (after 2035) and

therefore associated effects

The foreground would be

formed by agricultural fields,

with proposed large-scale built

development within the

background. It is expected

that a high quality frontage for

proposed development,

including landscape

proposals, would help

assimilate the built

development proposals with

their context. Aircraft



seen in the sky due to use of

the North West Runway.



It is expected that



proposals would help

to further assimilate

the proposals within

their local context,

however it is expected

that the built

development proposals

would continue to be

visible in the

background.

Preliminary


this stage are

Moderate Adverse

magnitude; Large Adverse significance.

It is expected that additional light

emissions associated with highway

and built development proposals

would be visible within the backdrop,

however these would be seen within

the context of existing light sources

within the built environment. Lights on


Heathrow Airport would be visible due

to use of the North West Runway.


stage are Minor Adverse magnitude;

Slight Adverse significance.








would not occur until then



6: Victoria Lane, Harlington, looking west.



associated with the

DCO Project would be largely

obscured by intervening

existing vegetation.


drawn at this stage are Minor Adverse magnitude; Moderate Adverse significance.



Victoria Lane and adjacent

existing vegetation, which

would largely obscure

proposed built development.

Aircraft approaching and


would be visible in the sky,

within the background, due to

use of the new, closer runway.


at this stage are Minor Adverse magnitude; Slight Adverse significance.

It is expected that




readily appreciable due

to intervening existing

vegetation. Preliminary



It is expected that existing street

lighting would continue to form the

principal source of light emissions.


leaving Heathrow Airport would be

visible due to use of the new closer

runway. Sky glow from Heathrow

Airport, already present, is also

expected to increase in the














7: Cranford Park, looking south-west.



associated with the

DCO Project would be

predominantly obscured by


vegetation and buildings.








stage are Minor Adverse

magnitude; Moderate Adverse significance.


predominantly obscured in the

distance due to intervening











It is expected that




appreciable due to


vegetation and





increased light emissions from

proposed buildings in the background,

however this would be largely

obscured by existing intervening

existing vegetation and buildings.

There would be increased presence of


leaving Heathrow Airport in the





also expected to increase in the














8: Public Footpath at Osterley Park, looking west.



associated with the



existing vegetation and built

form. More aircraft









Development proposals would

not be visible due to


and built form. More aircraft









It is expected that




appreciable due to


vegetation and



this stage are



existing light sources in the immediate

backdrop would continue. There

would be increased presence of lights



due to use of the North West Runway



already present, is expected to







significance.








9: Hounslow Heath, looking north-west.



associated with the


readily discernible due to











Proposed built form would not

be readily discernible due to


and buildings. More aircraft




use of the North West

Runway together with an




It is expected that




appreciable due to


vegetation and



this stage are



increased presence of lights on


Heathrow Airport in the distance due

to use of the North West Runway





at this distance, there is not expected

to be a readily noticeable change in

night-time visual amenity. Preliminary


Negligible Adverse magnitude;









10: King Henry VIII's Mound, Richmond Park, Richmond Hill, looking north-west.




Project would be barely

noticeable within the distance.










barely noticeable within the

distance. More aircraft









It is expected that




appreciable due to


vegetation and



this stage are




backdrop would continue. Sky glow



background. Overall, at this distance,


noticeable change in night-time visual

amenity. Preliminary conclusions

drawn at this stage are Negligible Adverse magnitude; Slight Adverse

significance.








11: West View, East Bedfont, looking north-west.




Project, namely the creation

and use of construction

working areas, movement of

plant (including cranes) and














continue to be formed by the

Great South West Road and

adjacent trees. Views beyond

this to fields would be partly

replaced by large-scale built

development proposals.

Development proposals would

lie closer in the case of Zone

H04 / H05 Option 2, due to

the presence of the

Immigration Removal Centre.

However, it is expected that a

high quality development

frontage, including landscape


assimilate the built

development proposals with

their context. More aircraft






It is expected that

views of built


would be largely

replaced by maturing

landscape / green

infrastructure






foreground would continue, with

additional light emissions associated

with built development proposals

within the backdrop. There would be














significance.










stage are Moderate Adverse magnitude; Large Adverse significance.

12: Bedfont Lakes Country Park, looking north-west.



associated with the


predominantly obscured by












continue to be formed by open

amenity grassland, framed by

trees and commercial

buildings at New Square,

which would largely obscure

proposed built development.




background due to use of the

North West Runway together

with an increase in ATMs.



It is expected that




appreciable due to


vegetation and



this stage are





















13: Oaks Road, Stanwell, looking north-west.



associated with the


creation and use of


movement of plant


vehicles, and


would introduce













boundary fencing, hedges and

trees at the edge of Oaks

Road. Views of green space

beyond this would be replaced

by large-scale built

development. However, it is

expected that a high quality

development frontage,

including landscape


assimilate the proposals with

their context. More aircraft



seen in the background due




It is expected that

views of built


would be largely

replaced by maturing

landscape / green

infrastructure

proposals in the

foreground.

Preliminary



The influence of existing light sources

in the foreground is expected to

continue and light emissions from

buildings and street lighting

associated with the parkway

proposals are anticipated to result in

additional light emissions, filtered by

intervening existing vegetation in

places. There would be increased

presence of lights on aircraft


Airport in the background due to use

of the North West Runway together

with an increase in ATMs. Sky glow


present, is also expected to increase

in the background. Overall, there is

not expected to be a readily apparent












14: Pinewood Mews, Stanwell, looking north.



associated with the

DCO Project

would predominantly be


buildings, however activities

such as crane use would

protrude above these.








stage are Moderate Adverse magnitude; Large Adverse significance.


continue to be formed by the

existing streetscape, with the

proposed parkway buildings

visible in the backdrop, largely

obscured by residential

properties. It is expected that

a high quality building

frontage would help assimilate

the proposals with their

context. More aircraft










It is expected that




appreciable due to


vegetation and




It is expected that existing light

sources in the foreground would

continue to form the principal visual

influences at night. Light emissions

from buildings are anticipated to result

in additional light emissions in the

background, however these would be

largely obscured by intervening

residential properties. There would be














significance.








15: Public Footpath at Staines Reservoirs, looking north.



associated with the

DCO Project would be seen

within the distance and would

be partially obscured by












continue to be formed by an

open view across the

reservoir. Proposed built

development would be seen in

the distance, partially


buildings and existing

vegetation at Stanwell. More









It is expected that




readily noticeable at

this distance due to


vegetation and



this stage are



at Stanwell is expected to continue

within the immediate backdrop.

Lighting associated with proposed

buildings and highways are

anticipated to result in additional light

emissions in the background, however

this would occur within the context of

existing lighting at Heathrow Airport

and immediate surrounds. There

would be increased presence of lights




















significance.

16: Shortwood Common, Looking north.



associated with the


discernible due to intervening












be discernible due to


and buildings. Green


not be readily discernible due

to intervening existing










It is expected that




readily appreciable

from this location.

Preliminary


this stage are







background. Overall, at this distance,


noticeable change in night-time visual

amenity. Preliminary conclusions

drawn at this stage are Negligible Adverse magnitude; Slight Adverse

significance.








17: St Ann’s Hill Park Beacon, looking north.



associated with the






















It is expected that




appreciable due to


vegetation and



this stage are




backdrop would continue. It is























18: Horton Road, Stanwell Moor, looking north-east.



associated with the


creation and use of


movement of plant


vehicles, and


would introduce











The foreground would be

formed by boundary fencing

and existing vegetation at the

edge of Horton Road with

views through to green

infrastructure proposals and

more distant proposed

highway junctions and ASD at

Heathrow Airport. More









It is expected that

views of maturing

landscape / green

infrastructure

proposals would be

visible in the

foreground, which,

along with existing

vegetation, would

restrict views of more

distant highway

proposals and ASD in

the background.

Preliminary




in the foreground is expected to

continue, and it is anticipated that

there would be additional light

emissions primarily associated with

highway proposals in the background.

Overall, there is not expected to be a

readily apparent change in the overall




significance.








19: Colne Valley Way, Staines Moor, looking north-east.



associated with the

DCO Project would form

distant elements, largely

obscured by existing










Proposed development and

infrastructure, including

elevated highways structures,

would form distant elements

largely obscured by existing










It is expected that




readily appreciable at

this distance due to

intervening elements

within the landscape.

Preliminary


this stage are


It is expected that light emissions

associated with highways and

buildings proposals would be visible in

the distance. There would be






















20: Air Forces Memorial, Cooper's Hill, looking north-east.



associated with the

DCO Project would form

distant elements and would

not result in readily

appreciable change to

characteristics of the broad

panorama. More aircraft










infrastructure would form

distant elements and would

not result in readily

appreciable change to

characteristics of the broad

panorama. More aircraft









It is expected that




readily appreciable at

this distance.

Preliminary


this stage are



increased presence of lights

associated with Heathrow Airport and

corresponding air traffic. Sky glow



in the distance. Overall, at this

distance, there is not expected to be a

readily noticeable change in night-time

visual amenity. Preliminary











21: Colne Valley Way near Horton, looking north-east.



associated with proposed

infrastructure and

development would be barely

noticeable due to intervening

existing vegetation. More










infrastructure would form

distant elements, largely








with an increase in ATMs. The

introduction of landscape /

green infrastructure proposals

is expected to result in a

perceptible enhancement,

overall. Preliminary


stage are Minor Beneficial magnitude; Slight Beneficial significance.

Maturing landscape /


proposals are

expected to result in a

perceptible

enhancement, overall. Preliminary


this stage are Minor Beneficial magnitude; Slight Beneficial significance.


increased presence of lights

associated with Heathrow Airport and

corresponding air traffic in the

background. Sky glow from Heathrow

Airport, already present, is also

expected to increase in the


expected to be a readily noticeable

change in night-time visual amenity.


stage are Negligible Adverse

magnitude; Slight Adverse

significance.








22: Albert Bridge, Windsor, looking north-east.



associated with the


noticeable within the distance

due to intervening existing









Negligible Adverse














It is expected that




appreciable due to


vegetation and



this stage are

Negligible Adverse
























23: Tanhouse Way Public Footpath, Colnbrook, looking north-east.



associated with the


creation and use of


movement of plant and

vehicles, and


would introduce











Views to the Riverside Café

truck park and A4 traffic would

be replaced by the noise

mitigation buffer and

associated green

infrastructure proposals at

Tanhouse Way. More aircraft









It is expected that

views would largely

comprise maturing

landscape / green

infrastructure




The principal existing light sources

(predominantly associated with the A4

and truck park) would be removed and

it is expected that views of light

emissions associated with highways

proposals would be limited by the

intervening noise mitigation buffer.


leaving Heathrow Airport would be

visible in the background due to use of

the North West Runway with

increased ATMs. Preliminary










24: Public Bridleway at Old Wood, looking south-east.



associated with the


creation and use of


movement of plant (including

cranes) and

vehicles, and


would introduce


within views during

construction. More aircraft








A view of pastoral fields and

the existing Lakeside Energy

from Waste facility would be

replaced by large-scale airport

supporting infrastructure and

buildings at the railhead,

diverted river corridor and

landscape / green

infrastructure proposals. More




background due to the

increase in ATMs, and at




at this stage are Major Adverse magnitude; Large Adverse significance.

It is expected that

views of infrastructure

and built development

proposals would be

filtered by maturing

landscape / green

infrastructure




Lighting associated with ASD is

expected to result in a slight overall

increase in light emissions locally.

There would be increased presence of


leaving Heathrow Airport in the






background. Preliminary conclusions


significance.








25: Sutton Lane at M4 Motorway crossing, Brands Hill, looking south-east.



associated with the

DCO Project would be largely

obscured by the grassed

dome-like landform of Sutton

Lane landfill site, with only the

taller elements (such as

cranes) protruding above this,

within the background. More










The grassed dome-like

landform of Sutton Lane

landfill site would continue to

predominantly occupy the

view, with taller elements,

such as those at the fuel

railhead and airport control

tower, protruding above this


Pylons would be removed to

accommodate the DCO

Project and would therefore

no longer be visible. It is

expected that landscape /

green infrastructure proposals

would help to integrate the

DCO Project with its

surroundings. More aircraft







It is expected that



proposals would

continue to help

integrate the DCO

Project with its

surroundings.

Preliminary



It is expected that light emissions from

the M4 corridor and Brands Hill urban

area would continue to form the

principal sources of light emissions,

with additional lighting expected to be

associated with structures such as the

fuel railhead and control tower in the

background. Lights on aircraft


Airport would be visible in the





















26: Market Lane, Slough, looking south-east.



associated with the


readily discernible in the











Proposed built form would

comprise distant elements,

largely obscured by











It is expected that




appreciable due to




this stage are

Negligible Adverse
























27: George Green Drive, Langley Park, looking south-east.



associated with the

























It is expected that




appreciable due to




this stage are

Negligible Adverse


















28: Kennedy Park viewing mound, looking south-east.



associated with the


noticeable at this distance.










associated with the


noticeable at this distance.









It is expected that




appreciable due to

intervening buildings

and existing



this stage are

Negligible Adverse
























29: Harmondsworth Moor, looking south-east.



associated with the

DCO Project (principally

construction of the A4

highway and river diversions),

namely the

creation and use of



vehicles, and


would introduce


within views during









Views of the immediate green

space would be replaced by

river diversions and A4

highway proposals, together

with landscape / green

infrastructure proposals. The

noise mitigation buffer and

operational airport

components, such as the

proposed control tower, would

sit within the backdrop. More







the new, closer runway. Preliminary conclusions drawn


It is expected that

views of infrastructure

proposals would be

largely replaced by






It is expected that lighting associated

with highways proposals would result

in a slight increase in light emissions

locally. There would be increased

presence of lights on aircraft


Airport in the background due to use

of the new, closer runway together

with an increase in ATMs. Sky glow



in the background. Preliminary










30: Colne Valley Trail, Thorney Country Park, looking south-east.



associated with flood storage

area creation, including

use of construction working

areas (principally relating to

earthworks), movement of

plant and

vehicles, and


would introduce


within views during









The excavated and grassed

flood storage area, together

with green infrastructure

proposals, would replace

views of existing vegetation

within the foreground. More









It is expected that



proposals would

further integrate the

flood storage area with

its well-vegetated

context, within this

view. Preliminary


this stage are

Negligible Adverse
























31: Public Footpath off Iver Lane, near Uxbridge, looking South.


It is expected that existing

parkland trees in the

foreground would be retained

such that the composition of

the existing view would

largely remain. Construction

activities associated with flood

storage area creation,

including use of construction

working areas (principally

relating to earthworks),




temporary disruptive visual

elements in the background.









It is expected that existing

parkland trees in the

foreground would be retained

such that the composition of

the existing view would largely

remain. The excavated and

grassed flood storage area

would replace views of

existing grassland at

Huntsmoor Park within the

background. More aircraft








It is expected that

existing parkland trees

in the foreground

would be retained such

that the composition of

the existing view would

largely remain. The

excavated and grassed

flood storage area

would replace views of

existing grassland at

Huntsmoor Park within

the background. More

aircraft approaching

and leaving Heathrow

Airport would be seen

in the background due

to the increase in

ATMs, and at closer

proximity due to use of

the new, closer

runway. Preliminary

























this stage are

Negligible Adverse


32: Beeches Way, near Iver, looking south.



associated with the
























It is expected that




appreciable due to


vegetation and



this stage are

Negligible Adverse


















33: Hillingdon Trail, south-west of Harefield, looking south.



associated with the
















seen in the background, due

to use of the North West






It is expected that




appreciable due to


vegetation and



this stage are

Negligible Adverse

















Zone G02 Option 1, comprising the Immigration Removal Centre (IRC), has been introduced to the DCO Project at a

late stage, in response to stakeholder engagement, and therefore relevant viewpoint(s) have not been considered or

consulted upon yet. Preliminary assessment indicates that the principal visual receptors in relation to the IRC would

comprise residential areas off Hatton Road, Bedfont, and those south of the Duke of Northumberland’s River, Bedfont

and Feltham North. In views to the Zone G02 Option 1 site from residential areas off Hatton Road, the foreground is

formed by green spaces, comprising open fields, with a backdrop of mature existing vegetation and light industrial and

commercial development along Faggs Road, North Feltham, beyond. In views to the



Zone G02 Option 1 site from the residential areas south of the Duke of Northumberland’s River, the foreground is

largely defined by vegetation along the Duke of Northumberland’s River, which restricts views to the green spaces,

together with more distant commercial and industrial areas, beyond. It is expected that construction activities

associated with the IRC would constitute disruptive elements, resulting in adverse visual effects during construction of

the facility. On completion, the IRC would introduce built development within green space and against a well-vegetated

backdrop, also resulting in adverse effects, however these effects are expected to be ameliorated at design year by

maturing landscape / green infrastructure proposals at the periphery of the IRC and in the area surrounding the IRC.

15.11 Preliminary assessment of significance

The significant effects remaining once all mitigation has been taken into consideration are presented in Table 15.22

Error! Reference source not found..

Table 15.22: Summary of significance of positive and negative effects

Receptor and effect Sensitivity / importance or value Magnitude of change Significance Summary rationale


Landscape effects

Richings Lowland LCA (CVRP) Moderate Major Adverse Significant Refer to Table 15.19

Horton and Wraysbury Lowlands

LCA (CVRP)

Moderate Major Adverse Significant Refer to Table 15.19

Harmondsworth to Stanwell

Moor LCA (CVRP)


Harmondsworth Open Gravel

Terrace (K1) LCA (London

Borough of Hillingdon)





Harlington Open Gravel Terrace

(K2) LCA (London Borough of

Hillingdon)


Cranford Open Gravel Terrace


Hillingdon)


Historic Core TCT (London



Inter-war/Suburb/Metroland TCT

(London Borough of Hillingdon)


Feltham TCA (London Borough

of Hounslow)


Bedfont TCA (London Borough

of Hounslow)


Princes Lakes Significant

Greenspaces within Urban

Areas (UW2) LCA



Visual effects

Visual receptors represented by

Viewpoint 1

High Major

Adverse

Significant Refer to Table 15.21


Viewpoint 3

High Major

Adverse



Viewpoint 5

High Major

Adverse






Viewpoint 11

High Major

Adverse



Viewpoint 13

High Major

Adverse



Viewpoint 14

High Moderate

Adverse



Viewpoint 18

High Major

Adverse



Viewpoint 23

High Major

Adverse



Viewpoint 24

High Major

Adverse



Viewpoint 29

High Major

Adverse



Viewpoint 30

High Major

Adverse


Operational activities

Landscape effects (design year)

Harmondsworth to Stanwell

Moor LCA (CVRP)

Moderate Major

Adverse


Harmondsworth Open Gravel

Terrace (K1) LCA (London


Moderate Major

Adverse


Harlington Open Gravel Terrace


Hillingdon)

Moderate Major

Adverse





Historic Core TCT (London


Moderate Major

Adverse


Feltham TCA (London Borough of Hounslow)

Moderate Major

Adverse


Bedfont TCA (London Borough

of Hounslow)

Moderate Major

Adverse


Stanwell TCA (Borough of

Spelthorne)

Moderate Major

Adverse


Visual effects (design year)


Viewpoint 1

High Moderate Adverse Significant Refer to Table 15.21


Viewpoint 5

High Moderate Adverse Significant Refer to Table 15.21



15.12 Assessment of cumulative effects

The cumulative effects assessment (CEA) presented in this section reflects Stage

3 in the CEA process set out in Section 5.8 of Chapter 5.

The assessment of cumulative landscape and visual amenity effects is based on

professional judgement, taking into account the levels of significance identified in

the primary or ‘stand-alone’ assessment, and identifying whether effects could be

different when ‘other development’ are considered.

A CEA is only undertaken for those receptors that are likely to experience effects

greater than neutral in the primary assessment. This is because such effects are

unlikely to result in any discernible positive or negative effects on a receptor. It is

considered that they are extremely unlikely to result in a significant cumulative

effect, even if multiple effects of a similar significance are considered.

The following sections present the assessment of the cumulative effects of the

DCO Project and ‘other developments’ on landscape and visual amenity. Effects

are described for each phase of the DCO Project where relevant. It is expected

that an assessment of cumulative effects at c.2050 (‘opening year’ for the

purposes of landscape and visual amenity assessment) and c.2065 (‘design year’

for the purposes of landscape and visual amenity assessment) would be the

same, given the information available regarding ‘other developments’ and phasing

of ‘other developments’ relative to the DCO Project. As a result, only cumulative

effects at the design year are presented.

The ‘other developments’ to be considered in the CEA for the PEIR are those on

the ‘assessment list’ provided in Chapter 5, Section 5.8.

Only those developments in the assessment list that fall within the Landscape and

Visual Amenity ZOI, defined for the CEA, have the potential to result in cumulative

effects with the DCO Project. The Landscape and Visual Amenity ZOI is shown in

Chapter 5, Figure 5.1. All developments on the assessment list, with the

exception of O750 Land at Watersplash Farm, fall within the Landscape and

Visual Amenity ZOI.

The Chiltern Hills AONB is located outside the landscape and visual amenity study

area. Nonetheless, the effects of High Speed 2 (London – West Midlands),

together with airspace considerations relating to the DCO Project, have been

considered regarding the tranquillity aspect of the Chiltern Hills AONB landscape

(through which High Speed 2 passes), as is consistent with the approach set out in

Section 15.4.



For the PEIR, the following developments on the assessment list in Chapter 5, Section 15.7 have been brought forward for consideration in relation to the

landscape and visual amenity CEA:

O109 Land at Harmondsworth, Holloway Close

O591 Rectory Lane, Cranford Lane

O595 Stanwell Recycling, Stanwell Quarry

O596 Stanwell Recycling, Stanwell Quarry

O601 Queen Mary Reservoir and Land West of Queen Mary Reservoir

O608 Cemex Datchet Quarry, Land At Riding Court Farm

O609 Land East of Horton Road

O615 Southall Gas Works

O732 Queen Mary Reservoir and Land West of Queen Mary Reservoir

O745 Land at Milton Park Farm

O751 Slough Heat & Power Station

O810 M4 Junctions 3 to 12 Smart Motorway

O811 High Speed 2 (London - West Midlands)

O812 Western Rail Link to Heathrow

O813 Southampton to London Pipeline Project.

A2 T5+ (T5A)

A3 T5+ (T5B)

A4 T5+ (T5C)

A5 Perry Oaks Fuel Farm

It should be noted that any effects related to road-traffic noise considered within

the primary assessment in Section 13.10 is inherently cumulative and no

additional CEA associated with road traffic noise is required. This is because the

traffic model on which the noise assessment is based uses modelled traffic data

that has been adjusted to account for growth in future traffic flows. The modelling

takes account of employment and housing projections, future infrastructure

projects, and development in both Development Plans and in the planning

process.



Nonetheless, the modelled traffic data has not been adjusted to account for

changes that may occur as a result of the O812 Western Rail Link to Heathrow

project. As such, potential cumulative effects associated with road traffic changes

as a result of this development, are not inherently included in the assessment in

Section 13.10. As set out in Section 17.11 in Chapter 17, major infrastructure

schemes not currently included for in the traffic model, such as the Western Rail to

Heathrow project, would reduce the use of and improve the operation of the

strategic road network around Heathrow. It is therefore considered that long-term

adverse cumulative effects are unlikely. In turn, long-term adverse cumulative

effects in relation to the tranquillity aspect of the landscape, are also unlikely.

Cumulative effects as a result of construction activities will be considered in the

assessment carried out for the ES.

Construction and interim ATM effects: c.2022-2050

Table 15.23 sets out the assessment of cumulative effects on relevant receptors

identified in Section 15.4.



Table 15.23: Construction (c.2022-2050) CEA of DCO Project effects, and DCO Project effects with ‘other developments’ unrelated to the DCO Project

Receptor group

DCO Project effects Assessment of cumulative effect (DCO Project-wide effects together with ‘other developments’)

Landscape

The DCO Project

would affect

landscape/townscape

character due to

construction activities

resulting in effects

ranging from Slight

Adverse (not

significant) to Large

Adverse (significant)

effects.

The following developments have the potential to affect landscape/townscape character:

1. O109; O595; O596; O601; O608; O609; O732 and O745: These minerals or waste operations would

occur at or in the vicinity of the DCO Project. The operations would be comparable with construction

activities associated with the DCO Project. Where these activities would occur at or very close to the

DCO Project site, DCO Project construction activities (resulting in Large Adverse effects) are expected to

be the dominant factors such that reported assessment of effect categories would not change. Where a

development would be more distant from the DCO Project but would be present at close quarters in a

landscape that is local to such a development, the DCO Project components would form minor elements

within the backdrop therefore resulting in limited cumulative change

2. O591 Rectory Lane, Cranford Lane: This development would be constructed using an innovative sub-

surface process. A park would be created on the surface, which is expected to result in positive

landscape effects. As a result, this development together with the DCO Project are not expected to

generate adverse cumulative effects

3. O615 Southall Gas Works: This development would be sufficiently distant from the DCO Project to result

in limited cumulative change together with the DCO Project. Where this development would be present

at close quarters in the landscape, the DCO Project components would form distant elements therefore

resulting in limited cumulative change

4. O751 Slough Heat & Power Station: This development would be sufficiently distant from the DCO Project

to result in limited cumulative change together with the DCO Project. In locations where this development

would be present at close quarters in the landscape, the DCO Project components would form distant

elements therefore resulting in limited cumulative change 5. O810 M4 Junctions 3 to 12 Smart Motorway: This development would be almost complete at the time of

DCO Project construction activity and given the transport corridor is already present the development

would result in limited adverse cumulative change together with the DCO Project

6. O811 High Speed 2 (London – West Midlands): This development would be distant from the DCO

Project, resulting in limited cumulative change together with the DCO Project. In locations where High

Speed 2 would be present at close quarters in the landscape, the DCO Project components would form

very distant elements therefore resulting in limited cumulative change

7. Both this development and the airspace change associated with the DCO Project have the potential to



affect the tranquillity aspect of the Chiltern Hills AONB landscape, within the area of the AONB being

considered (as set out in Section 15.4). However, High Speed 2 is comprised of a tunnelled section

within this part of the Chilterns landscape, such that tranquillity would not be affected

8. O812 Western Rail Link to Heathrow: Much of this development would be underground with discrete

areas of above ground construction activity likely to result in limited adverse cumulative change together

with the DCO Project

9. O813 Southampton to London Pipeline Project: Much of this development would be underground during

operation, however above ground construction activity would be prevalent across the pipeline site. This

construction activity would only interact with the DCO Project construction activity at the southern

extremity of the DCO Project site and is likely to result in limited cumulative change together with the

DCO Project

10. A2 to A5 Heathrow Airport Developments: These developments would occur within an immediate context

already defined by airport infrastructure and development, therefore there are not expected to be notable

cumulative changes together with the DCO Project.

There is likely to be a cumulative effect of the DCO Project together with these developments, due to the

construction phase of the DCO Project overlapping with the construction and operational phases of these

projects. However, preliminary conclusions drawn at this stage are that the cumulative effect would not change the DCO Project effects assessment categories reported in Section 15.10.

Visual Amenity

The DCO Project

would affect visual

amenity due to

construction activities

resulting in effects

ranging from Slight

Adverse (not



effects.

The following developments have the potential to affect visual amenity:

1. O109; O595; O596; O601; O608; O609; O732 and O745: These minerals or waste operations would

occur at or in the vicinity of the DCO Project location. The operations would be comparable with

construction activities associated with the DCO Project. Where these activities would occur at or

very close to the DCO Project site, DCO Project construction activities (resulting in Large Adverse

effects) are expected to be the dominant factors such that reported assessment of effect

categories would not change. Where a development would be more distant from the DCO Project

but would be present at close quarters in views that are local to such a development, the DCO

Project components would form minor elements within the backdrop therefore resulting in limited

cumulative change

2. O591 Rectory Lane, Cranford Lane: This development would be constructed using an innovative

sub-surface process. A park would be created on the surface, which is expected to result in positive

visual effects. As a result, this development together with the DCO Project are not expected to



generate adverse cumulative effects

3. O615 Southall Gas Works: This development would be sufficiently distant from the DCO Project to

result in limited cumulative change together with and the DCO Project. In locations where this

development would be present at close quarters in views, the DCO Project components would form

distant elements therefore resulting in limited cumulative change. Future visual receptors (residents)

introduced by this development would be sufficiently distant from the DCO Project such that it is

expected significant visual effects would not be experienced as a result of the DCO Project

4. O751 Slough Heat & Power Station: This development would be sufficiently distant from the DCO

Project to result in limited cumulative change together with the DCO Project. Where this


distant elements therefore resulting in limited cumulative change

5. O810 M4 Junctions 3 to 12 Smart Motorway: This development would be almost complete at the

time of DCO Project construction activity and given the transport corridor is already present the

development would result in limited adverse cumulative change together with the DCO Project


Project, resulting in limited cumulative change together with the DCO Project. Where High Speed 2

would be present at close quarters in views, the DCO Project components would form very distant

elements resulting in limited cumulative change 7. O812 Western Rail Link to Heathrow: Much of this development would be underground with discrete

areas of above ground construction activity likely to result in limited adverse cumulative change

together with the DCO Project

8. O813 Southampton to London Pipeline Project: Much of this development would be underground

during operation, however above ground construction activity would be prevalent across the pipeline

site. This construction activity would only interact with the DCO Project construction activity at the

southern extremity of the DCO Project site and is likely to result in limited cumulative change

together with the DCO Project

9. A2 to A5 Heathrow Airport Developments: These developments would occur within an immediate

context already defined by airport infrastructure and development, therefore there are not expected

to be notable cumulative changes together with the DCO Project.


construction phase of the DCO Project overlapping with the construction and operational phases of these

projects. However, preliminary conclusions drawn at this stage are that the cumulative effect would not change the DCO Project effects assessment categories reported in Section 15.10.



Operation (Design Year): c.2065

Table 15.24 sets out the assessment of cumulative effects on relevant receptors identified in Section 15.4.

Table 15.24: Operation (Design Year – c.2065) CEA of DCO Project-wide effects, and DCO Project-wide effects with ‘other developments’ unrelated to the DCO Project

Receptor group


Landscape

The DCO Project

would affect

landscape/townscape

character due to

operation resulting in

effects ranging from

Slight Adverse (not



effects.

The following developments have the potential to affect landscape/townscape character:

1. O109; O595; O596; O601; O608; O609; O732 and O745: With the exception of O109, O609, O595

and O596, these minerals or waste sites would be restored such that there are not expected to be

cumulative adverse changes together with the DCO Project. Sites O109, O609, O595 and O596

would be incorporated into the DCO Project, such that there would not be cumulative effects

2. O591 Rectory Lane, Cranford Lane: At surface level a park would be created, which is expected to

result in positive landscape effects. As a result, this development together with the DCO Project are

not expected to generate adverse cumulative effects


result in limited cumulative change together with the DCO Project. Where this development would

be present at close quarters in the landscape, the DCO Project components would form distant

elements therefore resulting in limited cumulative change

4. O751 Slough Heat & Power Station: This development would be sufficiently distant from the DCO

Project to result in limited cumulative change together with the DCO Project. Where this

development would be present at close quarters in the landscape, the DCO Project components

would form distant elements therefore resulting in limited cumulative change

5. O810 M4 Junctions 3 to 12 Smart Motorway: This development would result in additional

infrastructure along the M4 highway corridor and more traffic using this. However, given the

transport corridor is already present, limited adverse cumulative change would result from this

development together with the DCO Project





Receptor group


would be present at close quarters in the landscape, the DCO Project components would form very

distant elements therefore resulting in limited cumulative change. Both this development and the

new aircraft movements associated with the DCO Project have the potential to affect the tranquillity

aspect of the Chiltern Hills AONB landscape, within the area of the AONB being considered (as set

out in Section 15.4). However, High Speed 2 is comprised of a tunnelled section within this part of

the Chilterns landscape, such that tranquillity would not be affected by that project

7. O812 Western Rail Link to Heathrow: Much of this development would be underground with

discrete areas of above ground elements, including tunnel portals and shaft buildings. However,

given that above ground elements are limited, preliminary conclusions drawn at this stage are that

there would be limited cumulative change as a result of this development together with the DCO

Project

8. O813 Southampton to London Pipeline Project: Much of this development would be underground at

the operation stage, therefore preliminary conclusions drawn at this stage are that there would be

limited cumulative change as a result this development together with the DCO Project





operational DCO Project overlapping with the operational phases of these projects. However, preliminary

conclusions drawn at this stage are that the cumulative effect would not change the DCO Project effects assessment categories reported in Section 15.10.

Visual Amenity

The DCO Project

would affect visual

amenity due to

operation resulting in

effects ranging from

Slight Adverse (not



The following developments have the potential to affect visual amenity:

1. O109; O595; O596; O601; O608; O609; O732 and O745: With the exception of O109, O609, 0595

and O596, these minerals or waste sites would be restored such that there are not expected to be

cumulative adverse changes together with the DCO Project. Sites O109, O609, O595 and O596

would be incorporated into the DCO Project, such that there would not be cumulative effects

2. O591 Rectory Lane, Cranford Lane: This development would be constructed using an innovative

sub-surface process. A park would be created on the surface, which is expected to result in positive

visual effects. As a result, this development together with the DCO Project are not expected to



Receptor group


effects. generate adverse cumulative effects


result in limited cumulative change together with the DCO Project. In locations where this

development would be present at close quarters in views, the DCO Project would form distant

elements therefore resulting in limited cumulative change. Future visual receptors (residents)

introduced by this development would be sufficiently distant from the DCO Project such that it is

expected significant visual effects would not be experienced as a result of the DCO Project.O751

Slough Heat & Power Station: This development would be sufficiently distant from the DCO Project

to result in limited cumulative change together with the DCO Project. In locations where this


distant elements therefore resulting in limited cumulative change

4. O810 M4 Junctions 3 to 12 Smart Motorway: This development would result in additional

infrastructure along the M4 highway corridor and more traffic using this. However, given the

transport corridor is already present, limited adverse cumulative change would result from this

development together with the DCO Project



would be present at close quarters in views, the DCO Project components would form very distant

elements therefore resulting in limited cumulative change

6. O812 Western Rail Link to Heathrow: Much of this development would be underground with

discrete areas of above ground elements, including tunnel portals and shaft buildings. However,

given that above ground elements are limited, preliminary conclusions drawn at this stage are that

there would be limited cumulative change as a result of this development together with the DCO

Project

7. O813 Southampton to London Pipeline Project: Much of this development would be underground at

the operation stage, therefore preliminary conclusions drawn at this stage are that there would be

limited cumulative change as a result this development together with the DCO Project






Receptor group



operational DCO Project overlapping with the operational phases of these projects. However, preliminary

conclusions drawn at this stage are that the cumulative effect would not change the DCO Project effects assessment categories reported in Section 15.10.



15.13 Consideration of additional environmental measures or compensation

No additional environmental measures are proposed to further reduce the

landscape and visual amenity effects that are identified in this PEIR. This is

because all relevant and implementable measures are proposed to be embedded

into the DCO Project design and are assessed in the chapter.

15.14 Next steps

Engagement with those identified in Section 15.3 will continue and will inform the

baseline, further development of environmental measures and assessment of

effects, as appropriate. Winter photography and night-time photography will be

undertaken to support the baseline, and visualisations of the DCO Project will be

prepared by the design team to support the assessment. The design and

assessment processes will continue to enable further development and

assessment of the DCO Project in respect of landscape and visual amenity.

Landscape and visual amenity - Airport Expansion …...2019/06/17 · Reference to landscape...

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