TRANSPORT AND WORKS ACT 1992 TRANSPORT AND … Rail (Buxton Sidings... · The Network Rail (Buxton...

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The Network Rail (Buxton Sidings Extension) Order September 2016 Environmental Statement TRANSPORT AND WORKS ACT 1992 TRANSPORT AND WORKS (APPLICATIONS AND OBJECTIONS PROCEDURE) (ENGLAND AND WALES) RULES 2006 THE NETWORK RAIL (BUXTON SIDINGS EXTENSION) ORDER ENVIRONMENTAL STATEMENT – VOLUME I Non-Technical Summary The Network Rail (Buxton Sidings Extension) Order – Environmental Statement

Transcript of TRANSPORT AND WORKS ACT 1992 TRANSPORT AND … Rail (Buxton Sidings... · The Network Rail (Buxton...

The Network Rail (Buxton Sidings Extension) Order September 2016 Environmental Statement

TRANSPORT AND WORKS ACT 1992

TRANSPORT AND WORKS (APPLICATIONS AND OBJECTIONS PROCEDURE) (ENGLAND AND WALES)

RULES 2006

THE NETWORK RAIL (BUXTON SIDINGS EXTENSION) ORDER

ENVIRONMENTAL STATEMENT – VOLUME I Non-Technical Summary

The Network Rail (Buxton Sidings Extension) Order – Environmental Statement

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The Network Rail (Buxton Sidings Extension) Order Environmental Statement

Volume I: Non-Technical Summary September 2016 Network Rail

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TABLE OF CONTENTS

1 INTRODUCTION 6

1.1 Background ................................................................................................. 6

1.2 Scheme Overview ....................................................................................... 6

2 SCHEME BENEFITS AND ALTERNATIVES 11

2.1 Scheme Benefits ....................................................................................... 11

2.2 Consideration of Alternatives..................................................................... 12

2.3 Conclusions .............................................................................................. 14

3 SCHEME DESCRIPTION 15

3.1 The Site .................................................................................................... 15

3.2 Permanent Works ..................................................................................... 16

3.3 Temporary Works ...................................................................................... 18

3.4 Timescales ................................................................................................ 19

4 ENVIRONMENTAL IMPACT ASSESSMENT 20

4.1 Environmental Effects ............................................................................... 20

4.2 Geology, Soils and Contamination ............................................................ 20

4.3 Ecology ..................................................................................................... 22

4.4 Traffic and Transport ................................................................................. 24

4.5 Noise and Vibration ................................................................................... 25

4.6 Air Quality ................................................................................................. 28

4.7 Landscape and Visual ............................................................................... 29

4.8 Historic Environment ................................................................................. 31

4.9 Socioeconomic, Access and Recreation ................................................... 33

5 CONCLUSION 35

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ABBREVIATION LIST Abbreviation Term ACM Asbestos Containing Material AQIA Air Quality Impact Area BAP Biodiversity Action Plan

CoCP Code of Construction Practice dB Decibel DCC Derbyshire Country Council DEFRA Department of Environment, Fisheries and Rural Affairs DfT Department for Transport DWT Derbyshire Wildlife Trust EA Environment Agency

EcIA Ecological Impact Assessment EHO Environmental Health Officer EIA Environmental Impact Assessment ES Environmental Statement FTE Full Time Equivalent Ha Hectares

HE Historic England HER Historic Environment Record HGV Heavy Goods Vehicle HPBC High Peak Borough Council HS2 High Speed 2 km Kilometres

kVA Kilo Volt LIA Local Impact Area LiDAR Light Detection and Ranging LWS Local Wildlife Site MMP Materials Management Plan M Metres NE Natural England

NMP Nuisance Management Plan NTS Non Technical Summary N&VMP Noise & Vibration Management Plan OS Ordnance Survey PDNP Peak District National Park PM10 Particulate Matter

PRoW Public Right of Way SAC Special Area of Conservation SLA Special Landscape Area SoST Secretary of State for Transport SSSI Site of Special Scientific Interest TMP Traffic Management Plan TWA Transport and Works Act

TWAO Transport and Works Act Order WIA Wider Impact Area

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GLOSSARY Term Definition Application Rules Transport and Works (Applications and Objections

Procedure) (England and Wales) Rules 2006 Buxton to Edgeley Junction Passenger Line

Passenger railway line which runs to the west of the Site and connects Buxton railway station with Edgeley Junction

Deemed Planning Permission

Network Rail’s request for a direction from the Secretary of State for Transport under Section 90(2A) of the Town and Country Planning Act 1990 that deemed planning permission, so far as it is required, shall be deemed to be granted for the development authorised by the Order

Former tip Former unlicensed refuse tip at Hogshaw

Great Rocks Freight Line

Freight line which connects to the existing sidings at the south of the Site and runs in an easterly and then northerly direction towards Chinley. This provides access onto the Midland Mainline via the Hope Valley Line

Network Rail Network Rail Infrastructure Limited Order The Network Rail (Buxton Sidings Extension) Order Programme Peak Forest to London Freight Programme Quarries Hindlow quarry and Dowlow quarry, which are located

in the Peak Forest Quarry Freight Line Freight line which connects to the existing sidings at the

south of the Site and provides access to the Quarries. This is the former LNWR High Peak route which originally connected Buxton with Cromford, Ashbourne and Uttoxeter.

Scheme The Buxton Sidings Extension Scheme, which includes the works located within Network Rail’s existing operational land plus those works outside of Network Rail’s existing operational land to be authorised by the Order

Sidings Existing Up Relief Sidings located to the north of Buxton railway station

Site The geographical location and extent of the Scheme, as illustrated on Figure 1.2 in Volume III of the ES

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1 INTRODUCTION

1.1 Background

1.1.1 This Non-Technical Summary (“NTS”) provides an overview of the main findings of the Environmental Statement (“ES”), which accompanies the application by Network Rail Infrastructure Limited (“Network Rail”) to the Secretary of State for Transport (“SoST”) under the Transport and Works Act 1992 (TWA) for the Network Rail (Buxton Sidings Extension) Order (“the Order”). Network Rail has appointed RSK Environment Limited (“RSK”) to undertake an Environmental Impact Assessment (EIA) of the Buxton Sidings Extension Scheme (“the proposed Scheme”) and report the findings in an ES.

1.1.2 The ES seeks to identify and assess and environmental effects that are predicted to arise from the proposed Scheme. Where negative effects have been identified, solutions have been identified which aim to address the issues where possible. These measures are called “mitigation”.

1.1.3 An Order under the TWA is required to authorise the construction of works and acquisition of land required to construct elements of the proposed Scheme which fall outside of Network Rail’s operational land. The majority of the land required for the proposed Scheme is in third party ownership but there is a small amount that is owned by Network Rail.

1.1.4 The Transport and Works (Applications and Objections Procedure) (England and Wales) Rules 2006 (“the Application Rules”) require an EIA to be undertaken whether either the proposals fall under Annex I of the EIA Council Directive 85/337/EEC (as amended) (“Directive”), or sit within Annex II and have the potential to generate significant environmental effects. As the proposed Scheme falls under category 10(c) (construction of railways of the type not included in Annex I) of Annex II of the Directive and has the potential to generate significant environmental effects, Network Rail has taken the decision to undertake an EIA on a voluntary basis.

1.1.5 In accordance with Rule 10(6) of the Application Rules, Network Rail is also seeking a direction from the SoST under section 90(2A) of the Town and Country Planning Act 1990 that deemed planning permission (“Deemed Planning Permission”), so far as it is required, shall be deemed to be granted for the development proposed to be authorised by the Order.

1.2 Scheme Overview

1.2.1 The proposed Scheme forms part of the Peak Forest to London Freight Programme (“the Programme”), which is one element of the

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National Strategic Freight Network Programme. The Programme is seeking to increase freight capacity between the Peak Forest and Hope Valley terminals and London via Dore South Junction and the Midland Mainline. Once completed, the proposed Scheme will help to increase the capacity of freight trains using the Peak Forest line from 1,750 tonnes to 2,600 tonnes. This investment will contribute to the long term economic viability of the Peak District quarries at Hindlow and Dowlow (“the Quarries”) and help to limit the amount of future traffic from the Quarries using the local road network. Although no increase in production is currently proposed at the Hindlow quarry, the proposed Scheme does provide a future opportunity to increase the amount of material that is transported to and from that quarry by freight train.

1.2.2 The existing sidings are located approximately 400m to the north east of Buxton Town Centre and run parallel with the existing Buxton to Edgeley Junction Passenger Line. The area where the proposed sidings extension will be constructed forms part of the former Hogshaw refuse tip (“the former tip”) and agricultural land. The land is bounded by the operational railway to the south and west, agricultural land to the north and the former tip to the east.

Figure 1.1: Site Location

Source: RSK, 2016

1.2.3 At present, trains from the Quarries head towards Buxton on the Quarry Freight Line (ref: LMS – LNW) that serves the Quarries. The trains then need to join the Great Rocks Freight Line (ref: ELR –

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CNB3) that heads towards Chinley and provides access to the rest of the rail network. To access the Great Rocks Freight Line from the Quarry Freight Line, the trains need to enter the sidings, where the locomotive detaches, runs around on the adjacent track and then reattaches with the other end of the train before departing. This process normally takes between 20 and 40 minutes, depending on signalling. It should be noted that the same procedures apply for those trains heading to the Quarries from the Great Rocks Freight Line, but in reverse. Figure 1.1 above shows the location of the Quarry Freight Line and Great Rocks Freight Line in the context of the proposed Scheme boundary as illustrated in figure 1.2 in Volume III of the ES (“the Site”).

1.2.4 To facilitate the use of larger freight trains at the Quarries, a limited programme of capacity improvement works are proposed adjacent to the entrance to the Quarries, which will involve new track works and some minor amendments to cable routes. These works will be constructed using Network Rail’s permitted development rights under the Town and Country Planning (General Permitted Development) (England) Order 2015. However, they do not form part of the proposed Scheme and have not been directly assessed within the EIA

1.2.5 The existing sidings operate on a 24 hour basis and on average, accommodate 6-10 freight trains every 24 hour period. The sidings are used by freight trains that are either delivering limestone to Hindlow quarry, or transporting excavated aggregate and crushed stone material from Dowlow quarry to existing railheads, concrete plants and power stations across the country. Therefore, any Hindlow-related freight trains that currently use the sidings arrive at their destination loaded, but leave empty. The opposite scenario exists for all Dowlow-related freight traffic.

1.2.6 The proposed extension of the sidings will allow longer freight trains to transport a greater amount of aggregates from Dowlow quarry where there is an aspiration to increase their annual output. It should be noted that whilst the proposed Scheme will support an increase in freight tonnage, the number of freight trains using the sidings is expected to stay the same.

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Photograph 1.1: Freight train waiting to depart sidings, looking southwards (source: RSK)

1.2.7 The proposed Scheme comprises the following permanent works:

• Extension of the existing twin tracked sidings by 422m (in a cutting) in order to accommodate the majority of the national upgraded rail freight system, which have train lengths up to 548m (around 2,600 tonnes). The sidings will include a new drainage system and low level lighting will be placed next to the designated walking route;

• Provision of a new footbridge across the extended sidings to maintain access on public footpath FP 1 between Brown Edge Road and the former tip; and

• Associated civils, drainage and ground engineering works, including the remediation of part of the former tip.

1.2.8 To support the construction process, the following temporary works are required:

• Creation of a temporary access track from the A6 using part of the existing farm track that runs between the A6 and the entrance to Brook House Farm. This will need to be widened from 3.5m to approximately 6m for much of its length. The existing access track will then need to be extended between the entrance to Brook House Farm and the operational railway, which will also require a new temporary bridge structure to be erected to provide vehicular access over Nun Brook;

• Construction of a main site compound (approximately 12,600 m²) on agricultural land located to the north of the proposed siding extension close to the existing operational railway. This

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will accommodate site offices, welfare facilities, car parking and areas to store plant and materials;

• Creation of a satellite compound and material storage area (approximately 7,745m²) located at the southern end of the work area close to the existing vehicular access from Hogshaw Villas Road. This area will contain welfare facilities and will be used to store plant and materials, including the sections of new track, sleepers and ballast; and

• Construction of an 8m wide haul road between the main compound and the construction area. This is required to support the safe transportation of plant, equipment and materials to the construction Site. It is proposed that it will run in parallel with the siding extension up to the boundary between the agricultural field and the former tip area. This is to minimise the risk of cross-contamination from the former tip to other areas.

Figure 1.2: Proposed Scheme

Source: RSK, 2016

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2 SCHEME BENEFITS AND ALTERNATIVES

2.1 Scheme Benefits

2.1.1 The Network Rail website (http://www.networkrail.co.uk/) states that tonne for tonne, rail freight is estimated to produce 70% less carbon dioxide than road freight, up to fifteen times lower nitrogen oxide emissions and nearly 90% lower particulate emissions. It also has de-congestion benefits as each freight train has the potential to remove between 43 and 77 Heavy Goods Vehicles (HGV) from the road.

2.1.2 According to the National Policy Statement for National Networks:

“….Rail freight transports over 100 million tonnes of goods per year. The amount of freight moved has expanded by 75% since 1994/95. Total tonne kilometres are forecast to grow by 3% annually by 2043, the same rate as the growth seen in the mid-1990s. Rail freight delivers nearly all the coal for the nation’s electricity generation and over a quarter of containerised food, clothes and white goods. Rail freight is therefore of strategic importance, is already playing an increasingly significant role in logistics and, is an increasingly important driver of economic growth, particularly as it increases its market share of container traffic. The industry estimates that it contributes £1.5 billion per year to the UK’s economy….”

2.1.3 The Derbyshire County Council, Derby City Council and Peak District National Park Local Aggregate Assessment (2014), recognises that limestone from Derbyshire is a resource of national importance, which does not exist to such an extent in most other areas of the country. Furthermore, in the context of the current period of economic growth, it is likely that there will be an increase in demand for crushed rock (limestone) from the Derbyshire area as a result of increased levels of house building and other potential infrastructure projects, such as the high speed rail link (HS2) and a regional rail depot near to East Midlands Airport.

2.1.4 When the policies which are summarised above are taken into account, it can be concluded that there is strong support for the proposed Scheme, as it will help to facilitate the estimated growth in rail freight traffic and associated economic and environmental benefits that this delivers. The proposed Scheme will also help to facilitate the expansion of Dowlow quarry and the potential future expansion of Hindlow quarry as it will allow a greater amount of material to be transported to and from each facility.

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2.2 Consideration of Alternatives

2.2.1 Schedule 1 of the Application Rules states that the following information should be included within an ES:

“…..An outline of the main alternatives studied by the applicant and an indication of the main reason for his choice, taking account of the environmental effects….”

2.2.2 There are a variety of different types of alternative that can potentially be considered at the design stage by an applicant. This can range from alternatives to a proposed Scheme, such as investing in a different mode of transport. If this is not feasible, a range of alternative means of carrying out the preferred Scheme are available for consideration such as alternative sites, routes and designs.

2.2.3 Significant work has been carried out to date relating to the investigation of a wide range of alternatives in order to determine the most appropriate to fulfil the objectives of the proposed Scheme, which are summarised below:

Do-nothing alternative

2.2.4 The do-nothing alternative involves not extending the existing sidings, which means that freight trains travelling between the Quarry Freight Line and the Great Rocks Freight Line would continue to be restricted to a maximum weight of 1,750 tonnes. This option was rejected because it does not support the objective in the 2007 Rail White Paper of increasing the amount of freight that is transported by the rail network. It also does not support the future growth of the Quarries, which has the potential to generate important economic benefits to Buxton and surrounding area. For these reasons, the do nothing alternative was rejected early in the design process.

Strategic alternatives

2.2.5 High level strategic options were considered and rejected on cost and engineering terms as well as potential likely environmental impacts. These options included a consideration of the potential of re-opening the former railway line between Dowlow Quarry and Ashbourne, and potential options for the construction of a new section of railway to connect the two existing Quarry freight lines.

2.2.6 The option to re-open the former railway line would have required significant engineering works in the Peak District National Park. Due to the sensitive nature of the National Park such significant engineering works would have likely created significant environment effects, in addition to the high cost involved in re-constructing a former railway line.

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2.2.7 With respect to the two options that were considered for linking the two Quarry lines, the first was close to Buxton Town Centre, but involved significant engineering challenges due to the fact that the two lines both run on viaducts through the Town Centre. The second option was further east in a more rural setting but was constrained by the elevation of the land and would have required the construction of a combination of deep excavated cuttings and/or tunnels. When the environmental sensitivity of both sites and the extensive nature of the works was taken into consideration it was decided early in the design process not to pursue either option

Alternative designs

2.2.8 The possibility of using the existing Buxton to Edgeley Junction Passenger Line to accommodate the run-around procedure was considered. This would have involved changing part of the existing infrastructure into a two-way line for a short distance and using the other line as the freight run-around. This option was rejected for a number of reasons, including:

• Cost;

• Concerns raised by Northern Rail that it would restrict their future ability to increase passenger trains on the Buxton to Edgeley Junction Passenger Line;

• The disruption to passenger trains whilst it was being constructed; and

• The technical challenges of actually constructing the new sidings due to the elevation of the land.

2.2.9 In summer 2015, two potential track alignments were identified for the extended siding. Option 1 involved a straight, engineered section of track, whilst option 2 was slightly curved and more consistent with the alignment of the existing Buxton to Edgeley Junction Passenger Line. Each member of the EIA team was asked to identify the advantages and disadvantages of each option, and to identify their preference. The feedback was mixed and there was no consensus on which option was preferable from an environmental perspective. For the majority of the environmental topics, there was no significant difference in the anticipated environmental effects associated with both options. Following consideration of other factors e.g. constructability, costs etc, Option 1 was selected.

2.2.1 To help reduce the operational noise effects of the proposed Scheme, the design team considered constructing a 3m acoustic barrier close to the top of the western cutting slope between the new pedestrian

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footbridge and the end of the extended sidings. To protect residents to the north and east of the Site, any acoustic barrier would also have had to wrap around the end of the extended siding and continue close to the top of the eastern facing cutting slope. A noise modelling exercise revealed that at best, the acoustic barrier would only reduce noise at one of the residential receptors by 1.7 Decibel (dB) and in some cases, would increase noise at other receptors due to noise being reflected. When these results were considered alongside the negative landscape and visual effects of any acoustic barrier, the decision was taken to remove it from the proposed Scheme.

2.3 Conclusions

2.3.1 Following a review of the do-nothing option and the potential alternative means of delivering the proposed Scheme, it can be concluded that the proposed Scheme represents the most suitable method to respond to the technical, environmental and commercial constraints that exist on the Site and its immediate surroundings. In addition, the major benefits associated with the proposed Scheme cannot be delivered to the same standards by any of the alternatives that were considered.

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3 SCHEME DESCRIPTION

3.1 The Site

3.1.1 The Site extends to approximately 11.2 hectares (ha) and is located approximately 400m to the north east of Buxton Town Centre within the administrative boundaries of High Peak Borough Council (HPBC) and Derbyshire County Council (DCC). Existing land uses vary across the Site and include the existing sidings and part of the former tip. Neighbouring land uses include the operational railway to the west (Buxton to Edgeley Junction Passenger Line), agriculture to the north, open land to the east and residential properties to the south and south east. It should also be noted that there are established residential areas to the west of the Site on the other side of the operational railway.

3.1.2 The former tip is an area of approximately 4ha of uneven, densely vegetated raised ground on the west side of the Nun Brook valley. It is shown on Ordnance Survey (OS) maps as an open field until at least 1955 and then as a tip between 1958 and 1973. By 1977 it is no longer shown as a tip and it can be assumed that waste tipping has stopped. The former tip was operating before the requirement for licensing and the associated environmental controls. The Environment Agency (EA) and HPBC have limited records of the materials that were placed in the former tip because the activity took place before the introduction of landfill licensing. However, it is known that the fill materials included asbestos containing materials (ACM), particularly in vehicle brake shoes which were historically produced in the local area.

Photograph 3.1: Former tip area, looking eastwards from the existing pedestrian footbridge (source: RSK)

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3.1.3 Vehicular access to the Site is available from Hogshaw Villas Road to the south, and by an existing farm track off the A6 at the north eastern extent of the Site. Hogshaw Villas Road is a quiet cul-de-sac where the width of the carriageway is restricted by on-street parking. At the end of the metalled highway, vehicular access is possible over a small (3.1m wide) bridge over Hogshaw Brook to the open land beyond the current urban boundary.

3.1.4 There are two Public Rights of Ways (PRoW) within the Site, one along the northern boundary (Buxton FP 4), which connects the A6 with a level crossing on the existing Buxton to Edgeley Junction Passenger Line. The second footpath (Buxton FP 1) runs across a footbridge over the Buxton to Edgeley Junction Passenger Line and connects Brown Edge Road with the former tip and the residential area beyond this centred on Nunsfield Road and Glenmoor Road.

3.2 Permanent Works

3.2.1 The proposed capacity improvements will be achieved by extending the existing twin-track sidings by approximately 422m to the north through part of the former tip and an area of agricultural land. Approximately 1.7ha of land is required for the permanent works.

Photograph 3.2: Photomontage of extended siding (source: RSK)

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3.2.2 The southern 210m section of the new sidings requires a cutting through the former tip. Earthworks in this area will include the excavation of drainage lines, excavation of the new cutting and re-profiling of excavated materials and existing soil stockpiles to form landscaped areas. The cutting will be 3m to 4m deep with side slopes of 1 in 2.5 and 1 in 3, making a total width of 25m to 30m. The works will generate a volume of approximately 25,000m³ of material predominantly comprising the former tip materials. With the exception of bulky items it is expected that the majority of the material that is excavated will be kept on Site and reused to re-profile the land to the immediate east. It is proposed that a landform will be created which will be planted with amenity grassland and low level shrubs to provide an area of informal recreation that can be used by the local community.

3.2.3 To maintain public footpath FP 1, a new pedestrian footbridge will be constructed over the proposed new section of track. This will connect with the existing footbridge at the bottom of the steps on one side and provide access to the former tip on the other. FP1 will need to be subject to a minor permanent diversion along the route of the new footbridge staircase, in order to accommodate the alignment of the proposed new footbridge. With the exception of the small diversion, once the proposed Scheme has been constructed footpath FP 1 can be maintained on its existing alignment. However, the footpath will need to be closed for the duration of the construction phase and a temporary diversion put in place..

Photograph 3.3: Photomontage of extended pedestrian footbridge (source: RSK)

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3.3 Temporary Works

3.3.1 To support the construction phase a main compound will be created in the northern part of the Site, which will extend to approximately 12,600m² (180m x 70m) and accommodate car parking (80 spaces), offices, welfare facilities and areas for storing plant, machinery and equipment. The main compound will act as a hub for the construction phase and will be the first point of call for deliveries and Site operatives.

3.3.1 A satellite compound and material storage area will be constructed in the southern part of the Site, which will accommodate welfare facilities and an area where track, sleepers and ballast will be temporarily stored. This area will extend to approximately 7,745m² and will be bounded by 2m high heras-type fencing.

3.3.2 Temporary construction access to the main compound will be provided by using the existing 3.5m wide track which runs from the A6 to the existing level crossing on the Buxton to Edgeley Junction Passenger Line. For the purposes of the temporary use of the existing access track during construction it is proposed to widen the track to 6m between the A6 and the entrance to Brook House Farm using tarmac.

3.3.3 Due to the presence of dry stone walls and existing mature vegetation it is not feasible to widen a short section of the access track between the access to Brook House Farm and the agricultural field to the west. Therefore, any works to this section of the access track will be restricted to resurfacing, using tarmac.

3.3.4 Access over Nun Brook is currently provided by a small stone arched bridge which is in a state of disrepair. Between the bridge and the railway boundary the access track consists of a hardcore surface which is interspersed with grass. It is proposed that a 3.5m wide, tarmac surfaced access track with a number of 6m wide passing places will be constructed within the agricultural field on the existing alignment of the informal track. As the existing bridge over Nun Brook is not strong enough to support construction vehicles, a new temporary bridge will be constructed to the north of the existing structure. This will be 6m wide and will support two-way traffic movements.

3.3.5 Public footpath FP 4 follows the full length of the existing access track between the A6 and the Buxton to Edgeley Junction Passenger Line. To ensure the safety of users of the footpath, a segregated walkway will be provided between the A6 and the access to Brook House Farm.

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3.4 Timescales

3.4.1 Based on the current programme, it is anticipated that construction would commence between spring 2017 and spring 2018 and last for approximately 12-14 months.

3.4.1 Once construction activities are complete the testing of the new extended section of sidings will commence, with operation of the new infrastructure expected to begin from spring 2019 at the latest.

3.4.1 In the context of the location of the Site and underlying ground conditions it is proposed that earthworks are undertaken during the drier months of the year.

3.4.2 The majority of the plant and equipment that is required to support the construction phase will be transported to the Site by road from the A6. However, the new track and the associated sleepers and ballast will arrive by train via the existing sidings.

3.4.3 During periods when the sidings are closed, 24-hour working will be required in order to minimise disruption to the working railway. It should be noted that night-time working on operational railways is standard practice.

3.4.4 Outside of these line closures, standard construction hours will apply, i.e. 07:30 to 18:30 Monday to Friday and 08:00 to 12:30 on Saturday, with 30 minutes for set up/clear up on either side of these times (i.e. 07:00-07:30 and 18:30-19:00). These 30 minute periods will be used for quiet set up at the start of the day and demobilising at the end.

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4 ENVIRONMENTAL IMPACT ASSESSMENT

4.1 Environmental Effects

4.1.1 A summary of the environmental assessments that have been undertaken for the proposed Scheme are presented in the sections below:

4.2 Geology, Soils and Contamination

4.2.1 The Site is in three parts.

• The northern part is an agricultural field on natural ground. The soil is mostly very soft or soft clay derived from the underlying mudstone. The ground is marshy with water flowing in flushes across the field towards Nun Brook;

• The central part is the former tip, which was active in the late 1960s and early 1970s before licensing of waste disposal was introduced. The former tip was formed by land raising on the valley side. It contains a range of domestic and industrial wastes including ash and soil, glass, clinker, plastic, wood, cardboard, textiles, car bodies and parts, domestic appliances and numerous asbestos containing brake shoe liners and off cuts. The former tip is poorly restored with an uneven surface and irregular covering of soil. There are discoloured water seepages from the former tip on the north west, north east and south east sides. Ground investigations have revealed that former tip materials rest on clay over mudstone. Monitoring of groundwater shows levels are mostly close to the base of the former tip materials and there are low concentrations of hydrocarbon and ammonia contamination. Ground gases are being generated in the former tip material at a low rate. The information indicates that much of the tip material has already decomposed; and

• The southern part of the Site is on existing sidings and adjacent former railway land, which until the mid 1970s included sidings and a large engine shed. The land has been raised to form a level area. There is a small area of hydrocarbon contamination close to the line of the proposed new sidings.

4.2.2 Nun Brook flows from north to south to the east of the Site and is fed by springs from Millstone Grit sandstones. It passes under the eastern side of the former tip in a covered channel and then in an open channel past housing and recreational areas towards Buxton.

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4.2.3 The following are receptors which have the potential to be impacted by the proposed Scheme:

• Carboniferous Limestone, which is a Principal Aquifer;

• Groundwater in the former tip;

• Natural soil and weathered mudstone;

• Nun Brook flow and quality;

• The public, including residents and users of public open space;

• Domestic animals and wildlife;

• Construction workers;

• Network Rail workers in the long term; and

• Sensitive areas in the wider environment, including Waterswallows Quarry Site of Special Scientific Interest (SSSI), Topley Pike and Deepdale SSSI, Wye Valley SSSI and Special Area of Conservation (SAC) and South West Peak.

Mitigation

4.2.4 During work in the former tip the area will be an exclusion zone. Only specialist operators will be allowed into the area. The activity will be notified to the Health and Safety Executive and all procedures followed in accordance with the Control of Asbestos Regulations 2012. Controls will be in place to prevent generation of dust. Air monitoring will be carried out adjacent to the working area and at the Site boundary.

4.2.1 Use of clay cover to the tip materials will reduce the risks to the public, neighbours, animals and wildlife from direct contact with tip materials or generation of dust including asbestos fibres.

4.2.2 The installation of landfill gas venting on the east side of the cutting through the former tip will provide protection to railway workers from landfill gas. It will also prevent build up of gas under the clay cover in the new landform.

4.2.3 The clay cover to the former tip materials and the interception of land drainage will reduce the volume of water passing through the former tip material by discharging directly to Nun Brook consequently the risk of contamination of Nun Brook will be reduced.

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4.2.4 Passage of track drainage through an interceptor and through the reed bed or wetland treatment area will reduce the risk of any contaminated water from the historical and new railway sidings entering Nun Brook.

Likely Effects

Construction phase

4.2.5 A small adverse residual effect on the flow of Nun Brook is predicted. This is classified as significant because of the high sensitivity of the surface water receptor. The overall effect, however, is not likely to be more than minor.

Operational phase

4.2.6 There are no significant residual adverse environmental effects during the operational phase other than the small adverse effect on the flow of Nun Brook.

4.2.7 Significant beneficial residual effects include:

• Improvement in the quality of water discharging to Nun Brook due to intercepting water that could have become contaminated;

• Improvement in the quality of water discharging to Nun Brook due to reduced infiltration to the former tip;

• Improvement in the form of the surface of the former tip;

• Reduction in risks to the public using the former tip from asbestos and other hazardous materials; and

• Control of landfill gas from the former tip.

4.3 Ecology

4.3.1 There are 15 designations within 2km of the SIte, including one SAC, (Peak District Dales), three SSSIs (Waterswallows Quarry, Poole’s Cavern & Grin Low Wood and Wye Valley) and eleven Local Wildlife Sites.

4.3.2 The Peak District Dales SAC is of value at the International geographical scale. The Wye Valley SSSI is of value at the National geographical scale. With regards to the statutory designations Peak District Dales SAC and Wye Valley SSSI there are direct hydrological connections to the Site.

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4.3.3 The notable designation in respect of direct effects resulting from the proposed Scheme is the LWS, a site of Local value for its mosaic habitats (grassland, scrub and woodland). In the absence of management, the habitats are succeeding to tall ruderal, resulting in loss of grassland characteristics.

4.3.4 Habitats across the Site comprise a mosaic of semi-neutral grassland, tall ruderal, scrub and woodland, developed over disturbed ground of the former railway sidings and tip. A section to the north of the proposed Scheme is characterised by grazed pasture (tn8). The railway bounds the Site to the west and Nun Brook (tn7) flows in a north to south direction to the west of the proposed Scheme.

4.3.5 The invasive plant species Japanese knotweed is located across the Site.

4.3.6 Key findings of the animal surveys include:

• Bats: habitats throughout the proposed Scheme footprint are used for communing and foraging (there are no confirmed bat roosts). Two poplar trees have been noted as having bat potential;

• Badgers: there are no setts within the proposed Scheme footprint, although badgers are accessing the habitats for commuting and foraging;

• Breeding birds: bird species recorded over four survey visits ranged between 15 and 20. This includes two red listed (Eaton et al, 2009) species; song thrush and starling; and

• Reptiles: confirmed as absent from the railway sidings, although absence cannot be confirmed for the railway embankments. This conclusion relates to the desk study findings, which has confirmed the presence of common lizard in the wider area.

4.3.7 No evidence was confirmed of water-based mammals and due to an absence of ponds within 250m of the proposed Scheme, no surveys have been undertaken for amphibians.

Mitigation

4.3.8 Key elements of mitigation (i.e. specification for habitat creation and management) will be detailed in the Ecological Management Plan (EcMP), which will be adopted for both the construction and operational phase of the proposed Scheme. The Department of Environment Fisheries and Rural Affairs (DEFRA) Biodiversity Offsetting Metric will be used to calculate habitat loss and subsequent habitat creation after construction with any deficit addressed and offset

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through mitigation measures outside of the Site. The Landscape and Ecological Mitigation Plan (Figure F1.11 in Volume III of the ES) is an important part of the EcMP and its commitment to no net loss of biodiversity and ideally a net gain during the operational phase.

Likely Effects

Construction Phase

4.3.9 Significant residual effects during the construction phase relate to temporary and permanent habitat loss associated with the LWS and also habitats outside of the LWS on the former tip and agricultural grasslands. There will also be a loss of breeding bird habitat, resulting in displacement of bird territories.

Operational Phase

4.3.10 No significant residual effects are predicted during the operational phase of the proposed Scheme.

4.4 Traffic and Transport

4.4.1 Non-motorised users have limited provision in the area surrounding the Site due to its semi-rural location, though footways are provided on roads within the immediate area. There is one frequent bus route that passes along the A6.

4.4.2 Review of the existing traffic levels in the area show that traffic experiences some congestion during AM and PM peaks and remains relatively high between the peak periods, though traffic is generally free-flowing. The highest volume of traffic within the study area is recorded along the A6 south of the Site.

4.4.3 Analysis of traffic collision data for the five year period 2010 to 2014 shows that there were a total of 29 incidents that occurred in the study area. Only two of these were recorded as serious with the remaining recorded as slight. No fatalities were recorded.

Mitigation

4.4.4 Mitigation will be primarily through minimising traffic movements where feasible through implementation of a Traffic Management Plan. Construction traffic will be routed via the main A-roads where possible.

4.4.5 A key component of the construction works is that large and bulky materials, such as ballast, railway sleepers and track will be transported to Site by train to the existing sidings. In addition, a large proportion of excavated material will be reused on Site to ensure a balance of cut and fill material. Both of these proposed measures

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avoid a potentially significant number of HGV movements travelling on the local highway network.

4.4.6 During construction a parking area will be provided within the main compound in the northern part of the Site to accommodate all workers’ vehicles. This will ensure that no workers park on the A6 or other local roads.

4.4.7 To mitigate against the use of Hogshaw Villas Road, construction workers will park in the main construction compound and be transported to the satellite compound/material processing area using minibuses to minimise any changes in overall traffic volumes.

4.4.8 During the construction period public footpath FP 1 will be closed and a diversion will be put in place during this time, as illustrated on Figure 1.4 in Volume III of this ES. In addition FP 4 will require a minor diversion alongside the improved access track that will serve the main construction compound, as illustrated in Figure 1.5 in Volume III of the ES.

Likely Effects

Construction Phase

4.4.9 On the basis that construction impacts are relatively short term it is considered that there will be no permanent residual effects. Following the implementation of mitigation measures, the resultant residual effects are considered to be not significant.

Operational Phase

4.4.10 Operational phase effects have not been assessed as any traffic generation associated with the operation phase will be minimal.

4.5 Noise and Vibration

4.5.1 The construction phase of the proposed Scheme will consist of a variety of works which have the potential to give rise to noise and vibration, including:

• Construction noise directly from works on Site e.g. excavation of the cutting through the former tip;

• Construction noise from the use of supporting compounds;

• Construction noise from the footbridge extension;

• Construction vibration;

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• Construction noise from haul road construction; and

• Construction traffic noise

4.5.2 Once the proposed Scheme is operational, alterations to the stopping locations of locomotives as a result of the increased length of the proposed Scheme will cause the noise levels from the proposed Scheme to be different from the existing noise levels. Depending on the change in proximity between the identified receptors and rail noise, the effects of noise may be adverse or beneficial.

4.5.3 The following elements have been scoped into the operational phase assessment:

• Direct changes in noise from the movement of freight trains (locomotives and wagons) onto the extended sidings; and

• Direct changes in noise from the decoupling, repositioning and reattachment of locomotives on the sidings

4.5.4 Baseline noise monitoring was undertaken at a number of monitoring locations around the Site between 23rd February and 8th March 2016. During the installation and removal of unattended monitoring equipment, shorter attended measurements were undertaken. In addition, two one-day monitoring exercises were completed at the Site in May and June 2016 to determine the average duration of locomotive movements in the sidings. This was undertaken by observation from publicly accessible land within the Site.

Mitigation

4.5.5 A Noise & Vibration Management Plan (N&VMP) will be written and agreed with HPBC prior to the works commencing. The N&VMP will include details of the proposed works, predicted noise levels and mitigation, which will consist of best practice measures in order to reduce noise. The following measures will be included within the N&VMP:

• A Section 61 application will be agreed with the Environmental Health Department of HPBC ahead of construction works;

• Site inspections shall include checks to ensure that plant is being operated with any specified acoustic covers in place;

• Excessively noisy plant shall be removed from Site for repair or maintenance. Quieter construction methods will be used, where required and where considered reasonable and feasible;

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• Equipment will be switched off when not in use (including during breaks and down times of more than 30 minutes);

• Where possible, noisy plant should not be used simultaneously and/or close together;

• Equipment and excavation work sites should be oriented, where possible, to reduce noise emissions to sensitive receivers;

• The temporary screening of works where practical and in close proximity to residences; and

• The contractor shall aim to be a proactive and considerate neighbour; any potentially affected residents shall be approached in advance of any potential disturbance and kept informed of work progress. A noise complaint handling procedure will be established and responded to promptly.

4.5.6 The results of the assessment have shown that noise eligibility does not apply in relation to the Noise Insulation Regulations. However, it is considered that providing enhanced glazing and associated ‘in window’ passive ventilation to residences that are predicted to experience a significant effect as a result of the operational phase of the proposed Scheme will provide a degree of noise mitigation.

4.5.7 In addition, improved rear garden fencing, double lapped to a height of 1.8 metres, will be offered to the residences where a significant effect from the proposed Scheme is predicted. This will only provide a benefit to residences where a 1.8 metre of higher solid fence is not already installed.

Likely Effects

Construction phase

4.5.8 No significant noise or vibration residual effects are predicted as a result of the construction phase.

Operational phase

4.5.9 Whilst the proposed glazing, ventilation and garden fencing will reduce the noise effect from the proposed Scheme, this does not affect the results of the assessments that have been undertaken. As such, residual effects from the Site are therefore still considered of major significance. This will affect multiple residences to the west, north-west, north and north-east of the Site.

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4.6 Air Quality

4.6.1 The Air Quality Impact Assessment (AQIA) has been undertaken in accordance with the Institute of Air Quality Management (IAQM) (2014) guidelines. The magnitude of dust generated from different types of construction activities has been evaluated with reference to the sensitivity of the area to assess the overall risk of dust impacts.

4.6.2 The proposed Scheme involves a significant amount of earthworks which has the potential to generate some dust emissions before mitigation measures are implemented. The activities undertaken as part of the proposed Scheme that have the potential to generate dust include:

• Pre-construction phase activities such as construction of the main compound, satellite compound, temporary access track and haul road;

• Realignment of the existing siding to the south;

• Construction of new section through the former tip;

• Northern extension of siding into the agricultural field; and

• Construction of the new footbridge

Mitigation

4.6.3 For the construction phase a Nuisance Management Plan (NMP) will be prepared, which will include the following mitigation measures:

• The monitoring of dust and/or particulate matter (PM10), asbestos and ground gases (including hydrocarbons) at sensitive receptor locations near the construction works;

• Excavation will be undertaken under the full time supervision of a licensed asbestos contractor with continuous damping down of arisings by fine mist spray; and

• Personal air quality monitoring will be undertaken for Site workers

Likely Effects

Construction Phase

4.6.4 Following implementation of the proposed construction phase mitigation measures, the significance of the residual effects is not considered to be significant.

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Operational Phase

4.6.5 Operational air quality effects have not been assessed as any dust or gas emissions generated once the proposed Scheme becomes operational will be negligible.

4.7 Landscape and Visual

4.7.1 The desk study identified that there are no landscape designations within the operational Site boundary. The proposed temporary access track is however located within the north western part of the Fairfield Conservation Area. In addition, the Site is visible from the Special Landscape Area (SLA) located to the immediate north.

4.7.2 The Peak District National Park lies approximately 2km to the east of the Site at its nearest point. However, the Site is not visible from the PDNP because the valley floor location of the proposed Scheme and the screening afforded by the intervening ridgeline of Brown Edge.

4.7.3 The following are key elements of the construction of the proposed Scheme which are of relevance to the landscape and visual assessment:

• Creation of a temporary1 access track from the A6 using part of the existing farm track that runs between the A6 and the entrance to Brook House Farm. Low level lighting will be installed along the length of the access track to support night time and winter working;

• Construction of a main Site compound on agricultural land located to the north of the proposed Scheme and creation of a satellite compound and material storage area located at the southern end of the work area; and

• Construction operations within the southern extents of the Site (within the area associated with the former tip and the extents of the former railway sidings) will require clearance of the majority of vegetation in this area.

4.7.4 The following are key elements of the operation of the proposed Scheme which are relevant to the landscape and visual assessment:

• Extension of the existing twin track sidings to the north through part of the former tip and an area of agricultural land;

1 The Transport and Works Act Order considers the access track as temporary. However, for the purposes of this

assessment it has been assumed that the landowner will wish to retain the temporary access track for his own use

post consent, and therefore the assessment of operational effects and photomontage visualisations consider this scenario as a worst case

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• Creation of a 3-4m deep cutting through the former tip and use of excavated material to re-profile the land to the immediate east of the cutting;

• Creation of a cutting up to 2m deep through agricultural land to the north of the former tip;

• Additional pedestrian footbridge carrying the route of public footpath FP 1 across the extended sidings; and

• Low level bollard lighting along the length of the sidings.

Mitigation

4.7.5 The proposed mitigation measures as illustrated on Figure F1.11 in Volume III of the ES have been incorporated into the proposed Scheme design in order to reduce or remove any potentially significant landscape and visual effects:

• The main Site compound and haul road will be restored to their previous condition immediately following completion of the construction works. This will include a return to grazing of the majority of land surrounding the northern end of the siding;

• A landform will be created within the extents of the former tip, which will be planted with groups of native woodland vegetation to provide an area of informal recreation that can be used by the local community. The landform and planting will contribute in part to screening/integration of the proposed new footbridge and railway cutting into its setting;

• The extent of land associated with the area of former railway sidings will be seeded with a species rich grass mix to establish vegetation within the area of disturbed ground;

• The proposed footbridge will be painted grey to match the existing bridge and to help it blend into the landscape; and

• Native trees and shrubs will be planted in front of the post and wire fence for screening.

Likely Effects

Construction phase

4.7.6 No significant residual landscape effects have been identified during the construction phase.

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4.7.7 A limited number of significant, temporary residual visual effects have been identified as follows:

• Receptors overlooking the works (residential properties along Brown Edge Road and the user of public footpath FP 1);

• Receptors within the Site e.g. users of public footpath FP 4; and

• Receptors where construction would introduce prominent change to the nature of the view across a ‘rural’ landscape (residential properties at Brook House Farm and on Brook House Farm access road, and the users of public footpath FP 4).

Operational phase

4.7.8 Significant, adverse residual effects have been identified at Year 1 for receptors overlooking the proposed works e.g. residential properties along Brown Edge Road and the users of public footpath FP 1.

4.7.9 No significant residual landscape and visual effects have been identified following the establishment of landscape mitigation in the fifteenth year following construction of the proposed Scheme.

4.8 Historic Environment

4.8.1 There are no Scheduled Monuments, Registered Parks and Gardens, or Historic Battlefields within the study area, but there are 4 conservation areas, and 14 listed buildings, which are all grade II.

4.8.2 There are 14 non-designated heritage assets identified on the regional Historic Environment Record within the study area, one of which (possible Roman road) crosses the existing access track from the A6 and is within the Site.

4.8.3 A total of eight non-designated assets are located within the Site. All of these date to either Roman period or the late 19th/20th centuries, listed as follows:

• Buxton and Melandra Roman Road (possible);

• Pumping station shown on 1879 OS mapping;

• Turntable shown on 1898 OS mapping;

• Engine Shed shown on 1898 OS mapping;

• Existing stone bridge over Nun Brook (pre-1841 date);

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• Revetment of tributary of the Nun Brook in Area D (uncertain date);

• Gateposts in dry stone wall alongside railway (1867); and

• Unknown earthwork feature identified on Light Detection and Ranging (LIDAR) data

4.8.4 There is a low overall potential for previously unknown prehistoric period heritage assets to be preserved within the Site.

Mitigation

4.8.5 All the known/potential heritage assets that the assessment has identified that will be physically impacted as part of the proposed Scheme are of negligible heritage significance and preservation by record by archaeological watching brief during construction is recommended.

4.8.6 An archaeological watching brief is recommended over the following specific works activities in order to ‘preserve by record’ any exposed archaeological remains of known heritage assets or unknown heritage assets (possible Roman roadside settlement).

4.8.7 The significance of the earthwork feature that was identified by LIDAR is to be confirmed through pre-construction trial trenching, the methodology for which is defined in a Written Scheme of Investigation (WSI) included at Annex C of Technical Appendix G (Volume II), following consultation with the DCC County Archaeologist.

4.8.8 Depending on the results of this field assessment, a further stage of pre-construction mitigation may be required and would be defined through further consultation with the County Archaeologist.

Likely Effects

Construction Phase

4.8.9 Following the implementation of an agreed programme of mitigation through either preservation in situ or preservation by record there will be no significant residual effects to the heritage significance of the identified baseline as a result of the proposed Scheme.

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Operational Phase

4.8.10 Once the proposed Scheme is operational any potential effects on heritage receptors will be negligible, so this has not been assessed.

4.9 Socioeconomic, Access and Recreation

4.9.1 Those receptors that have been identified as potentially being impacted by the proposed Scheme include:

• Landowners within the Site;

• Local residents;

• Users of community facilities in the local area, including the playing fields, allotments and Buxton and High Peak Golf Club;

• Users of local footpaths and the former tip area;

• Tourists visiting Buxton;

• Employees and job-seekers, both locally and those at Dowlow and Hindlow Quarries; and

• The quarry businesses.

4.9.2 Those resources that have been identified as potentially being impacted by the proposed Scheme include:

• Current farming at the Site;

• Local facilities – the golf club, allotments and playing fields, footpaths; and

• Employment and training opportunities.

4.9.3 The construction works as a whole i.e. the active construction Site, use of the access routes and construction compounds, has potential to result in temporary intermittent disturbance and nuisance to users of local recreational and community facilities and, to a much lesser extent, tourist visitors to Buxton. The works as a whole also have potential for beneficial impacts on employment and associated indirect impacts through increased spend in the local economy. The principal contractor has estimated that a maximum of 50 staff will be needed on a temporary basis to complete the construction phase.

4.9.4 Operation of the proposed Scheme has potential for beneficial economic effects in the Wider Impact Area (WIA). In particular, the operators of Dowlow quarry are predicting that once the extended siding is in place, operations will increase to 1,000 trains of 26 wagons per annum. Current capacity is 1,000 trains of a maximum of 18 wagons per annum. This will safeguard existing local jobs and support the generation of approximately 12 new Full Time Equivalent (FTE) jobs. At present there are no plans to significantly increase lime

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production at Hindlow quarry, although this may change in the future, depending on market conditions.

Mitigation

4.9.5 The principal contractor will be required to follow a Code of Construction Practice (CoCP), which will include measures to minimise potential disruption to local residents and users of local recreational facilities such as the Buxton and High Peak Golf Club and playing fields, through setting procedures to control construction noise and dust generation on Site, and vehicle movements, including timing of deliveries.

4.9.6 In order to mitigate potential impacts to users of public footpath FP 1 and ensure an access route is maintained, a local diversion will be put in place for the duration of the construction works.

4.9.7 Public footpath FP 4 follows the full length of the proposed access track at the northern edge of the Site. In order to maintain pedestrian access and ensure the safety of footpath users, a segregated walkway will be provided between the A6 and the access to Brook House Farm for the duration of the use of access track for the construction works.

Likely Effects

4.9.8 No significant residual effects have been identified for either the construction or operational phases of the proposed Scheme.

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5 CONCLUSION

5.1.1 The proposed Scheme will make a positive contribution to the Peak Forest to London Freight Programme and Network Rail’s wider Strategic Rail Freight Network Programme, as it will support an increase in the amount of material that it is possible to transport by railway. The railway is recognised as being a safer, cleaner and more efficient and reliable way of transporting freight compared to other types of transport such as road. The proposed Scheme will also support the projected increase in demand for crushed rock (limestone) from Dowlow quarry and its associated economic benefits, as it will allow a greater amount of material to be transported across the region by a sustainable mode.

5.1.2 The ES provides a detailed overview of the environmental baseline position and identified the impacts and associated effects of the proposed Scheme on those affected receptors and resources. It has identified that through careful design and implementation of appropriate mitigation measures, significant adverse effects on the environment as a result of the proposed Scheme can be largely avoided. However, there are some adverse effects on the environment which have been predicted during the construction and operational phases, which cannot be completely mitigated, including:

Construction Phase

• Impact on the flow of Nun Brook;

• Loss of designated and non-designated habitat;

• Temporary loss of breeding habitat for birds; and

• Temporary visual intrusion on receptors to the west, north west and north east of the Site e.g. residential properties and the users of the local footpath network.

Operational Phase

• Impact on the flow of Nun Brook;

• Increased noise at a number of residencies to the west, north-west, north and north-east of the Site as a result of idling locomotives and movement under full power on the extended sidings both during the daytime and night-time; and

• Visual intrusion for those receptors overlooking the Site e.g. residential properties on Brown Edge Road, and the users of public footpath FP 1.