In your area July 2013

TONGE TO TROWELL High Speed Two (HS2) is the planned new high speed rail network, connecting London with the West Midlands and running lines to Manchester and Leeds. This factsheet, produced to accompany the consultation on the route from the West Midlands to Manchester, Leeds and beyond, explains how the proposed route will affect your area, including:

• the proposed HS2 route between Tonge and Trowell;• the implications for people living between

Tonge and Trowell; and• how we would manage construction.

The proposed routeThe route would leave the A42 corridor at Breedon on the Hill and pass under East Midlands Airport in a tunnel. Soon after leaving the tunnel, the route would pass over the M1, north of Junction 24 near Lockington, and cross the floodplain of the River Soar on a two-mile viaduct (3.4km). There would be a short cut and cover tunnel through Red Hill, north of Ratcliffe-on-Soar power station, before the route crosses the River Trent and its floodplain on another viaduct of just over one mile (1.7km) in length. The north end of this viaduct would cross Trent Junction which connects the rail routes from Derby, Leicester and Nottingham. From here, the route would pass through Long Eaton, towards the East Midlands Hub Station at Toton.

Tunnel under East Midlands AirportThe initial preferred route announced by Government at the end of January 2013 included a tunnel under East Midlands Airport, with a portal just north of the airport. This option diagonally crossed the site of the proposed East Midlands Gateway Strategic Rail Freight Interchange adjacent to the airport. Recognising the importance of this proposal, the Government and HS2 Ltd met concerned parties following the announcement to consider whether viable options were available to minimise potential impacts on the East Midlands Gateway scheme.

Following discussions and a full review by HS2 Ltd, the tunnel has been extended to approximately 1.9 miles (3km) to reduce the direct impacts.

What happens below ground?The twin tunnel would be located between 22m and 36m below ground level. The twin tunnels would be linked by cross-passages approximately 500m apart, which would enable evacuation from one tunnel to the other in the remote event of an emergency.

What would I notice above ground?The only aspects of the tunnel that would be visible above ground would be the portals and ventilation shaft. We would design and construct the tunnel to avoid perceptible effects above as far as reasonably practicable. Our engineering design would build on the application of proven technologies implemented successfully in similar tunnels, on High Speed One (HS1) and now under construction for Crossrail. Experience gained from HS1 in Kent and other international high speed railways has shown that potential effects from vibration and ground-borne noise (audible vibration) in properties over tunnels can be largely avoided.

HS2 Ltd is committed to ensuring that properties above tunnels are not impacted. Where relevant, properties above tunnels would be independently surveyed before and after construction to reassure residents and ensure that in the very rare instance of any effects on property, these could be rectified by HS2 Ltd.

Ventilation shaftsLonger tunnels require shafts for ventilation, maintenance, pressure relief and emergency intervention. Typically, the shafts will be located every 2km-3km depending on total tunnel length, train operating speed and landtake at the surface. The ventilation shafts provide emergency access in the event of an incident, and can remove smoke from the tunnels if an incident occurs below ground. Ventilation fans would need to be activated to remove the smoke and noise may be noticeable at the time of

an emergency or during the maintenance and testing of the equipment. However, in normal circumstances there would be no noise from the ventilation shafts. The shafts also relieve air pressure and therefore maintain passenger comfort.

One ventilation shaft would be required for the tunnel under East Midlands Airport, and the indicative location for this is immediately north of the airport boundary.

Implications for people living between Tonge and TrowellOpportunitiesIt is estimated that the East Midlands Hub station could support between 1,500 and 1,600 jobs and 150 and 800 homes. People living along this section of the route could access HS2 services through the East Midlands Hub station, benefiting from faster, more frequent services to London, South Yorkshire, Leeds and Manchester. The site has good access to the M1 and could be served by local rail services to Nottingham, Derby, Leicester and other principal stations in the region, as well as by bus services and an extension of the Nottingham Express tram.

Landscape and townscapeAfter emerging from the tunnel beneath East Midlands Airport, the route rises on to viaduct which would be prominent in the Trent and Soar Valleys. Between these two valleys the proposed route passes through Red Hill and then the wooded landscape of Thrumpton Conservation Area. Continuing north of Long Eaton the proposed route would pass through built-up areas of Nottingham. Embankment here would be prominent within the open flood meadows around Stanton Gate. Later designs would seek to reduce potential impacts by introducing landscaping, including earthworks and planting of trees, hedgerows and shrubs.

Wildlife and habitatsWest of Ratcliffe-on-Soar, the proposed route passes near Lockington Marshes Site of Special Scientific Interest (SSSI). At Trowell, the proposed route would cross Nottingham Canal Local Nature Reserve. With

detailed design and careful construction, we expect to be able to mitigate any effects.

WaterThe proposed route would cross a number of rivers and streams and their floodplains. Floodplains over 100m in length crossed in this section of the route include the River Soar, River Trent and the River Erewash. Any impacts would be kept to a practicable minimum and we would work closely with the Environment Agency and other stakeholders in order to determine how best to do this. Crossings would be designed to minimise the effect on watercourses, their wildlife and associated wetland habitats. The design would also be engineered to take account of future flood risk.

HeritageThis section of the proposed route would directly affect a Scheduled Roman site just north-west of Ratcliffe-on-Soar. The proposed route would be on viaduct at this point and impacts would be in relation to below ground remains. The final design of the viaduct (including location of viaduct piers) would need to be sensitive to the findings of any future archaeological survey. We would work closely with English Heritage to identify how we could minimise impacts at this location.

Transport networks and accessSeveral roads are likely to require permanent or temporary re-alignment such as the A453, A50, Ratcliffe Lane, Trent Lane, Main Street, Station Road, A6005, Derby Road, Stanton Gate and additional minor roads. We are already working with the Highways Agency and, in due course, we will work with local authorities in order to minimise any traffic disruption which might arise.

Effects on cycle routes and footpaths would be addressed as more detailed planning is done. Routes would be reinstated or alternatives provided wherever possible.

Property and landThe East Midlands Hub Station would result in an estimated seven residential demolitions, of which six are located south-west of Toton. A cluster of an estimated six dwellings would be demolished at Long Eaton as well as some commercial properties. The proposed route could result in the isolation of residential properties at Red Hill. In order to provide assistance to those people whose properties may be affected at this early stage of the scheme, the Government introduced a discretionary Exceptional Hardship Scheme (EHS). The EHS is designed for those who for reasons of exceptional hardship have an urgent need to sell their property, but have not been able to, except at a substantially reduced price, as a direct result of Phase Two. More information about the Phase Two EHS and how to apply is available on the HS2 website.

The EHS is not the only opportunity affected property owners will have to sell their properties in the medium- to-long term. Based on the timescales of Phase One,

* Journeys to Heathrow Airport based on Heathrow Express/Crossrail from HS2 station at Old Oak Common.

Journey timesFrom new East Midlands Hub station at TotonDestination Current time (mins) HS2 time (mins)

London n/a 51Heathrow* n/a 66Birmingham n/a 19Sheffield Midland n/a 27Leeds n/a 30York n/a 37Newcastle n/a 107

it is expected that the Phase Two EHS will run until the end of 2016. A wider package of longer-term property compensation schemes would be expected to replace the EHS at that point, in addition to the statutory provision.

NoiseAt this early stage of the design process our initial airborne noise appraisal has predicted the exposure of railway noise on groups of dwellings during an 18-hour daytime period1.

Residual noise impacts are predicted to affect residents of Long Eaton, Stapleford and Sandiacre. The map included with this factsheet highlights areas likely to be affected by noise based on this early appraisal. It also indicates locations at which we would explore further opportunities to mitigate airborne noise such as the use of noise barriers and earth mounds. A factsheet sheet providing further detail on noise has been produced to accompany the consultation.

Local issuesOur work with regional stakeholders has highlighted some areas where the route could cause concern for local people, such as at known development sites, and we expect that the consultation will highlight other issues not included here. We will work with local authorities, communities and stakeholders to develop the engineering design in a way which minimises potential impacts, and we will discuss the proposals for mitigation where possible.

Managing constructionFollowing Royal Assent to the Phase Two hybrid Bill, there would be a period to prepare for construction – for example, for land to be acquired and contracts let. Construction itself will take approximately nine years overall, although, in most places, the duration of construction is likely to be much less. This period of

construction will include a period of testing from early 2031, with Phase Two expected to open in 2032/33.

We recognise that people will be concerned about the impacts of construction on their area. We are committed to managing these impacts and reducing disruption to communities, businesses and the environment in ways that reflect the best practice used by the construction industry. We will work closely with local authorities and communities to draw up a comprehensive and detailed package of measures to address the local effects of construction, such as the Code of Construction Practice being introduced for Phase One.

1Noise is conventionally measured using the equivalent continuous sound level (LAeq) indicator. This level is defined as the constant level of sound that, over a period of time, has the same total sound energy as the actual varying sound over the same period.

Visualisation of the line and Ratcliffe-on-Soar Power station | Source: HS2 Ltd

Where to get further informationThe consultation document High Speed Rail: Investing in Britain’s future – Consultation on the route from the West Midlands to Leeds, Manchester and beyond, which sets out our proposals in detail, can be downloaded from our website: www.hs2.org.uk.

Our Sustainability Statement, which describes the extent to which the proposed scheme supports objectives for sustainable development, is available on the site, along with further supporting materials. You can also call the HS2 Enquiries line (020 7944 4908) for more information.

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Noise Impact Key The map gives an indication of the properties that would experience noise once the proposed HS2 services are operating, based on our noise modelling, and assuming mitigation in place

Noticeable Noise Increase Areas which could have a noticeable change in average daytime railway noise levels where the predicted noise level is more than 50dBLAeq,18hr and there has been a 3dB increase or more.

Noise Insulation (NIRR) Areas which could have a requirement for noise insulation (based on regulations) where façade noise levels are more than 68dBLAeq,18hr with a 1dB increase or more.

High HS2 Noise Levels Within the areas which could qualify for noise insulation we have also identified locations which could be exposed to “high” average noise levels i.e. greater than or equal to 73dBLAeq,18hr. This is the level taken from the Environmental Noise Regulations.