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Croxley Rail Link Environmental Statement
Appendix 1A © Mouchel 2011
Appendix 1A Introduction - Request for Screening Decision and Scoping Opinion
http://dmportal/clients/HH/31541/Matters_00000_00099/00001/120511130555.DOC
Croxley Rail Link
Request for an Environmental
Impact Assessment Screening
Decision and Scoping Opinion
11 May 2011
Produced for
Secretary of State for Transport
Prepared by
Mouchel Limited
Export House
Cawsey Way
Woking
Surrey
GU21 6QX
UK
T +44 (0) 1483 731372
F +44 (0) 1483 731003
www.mouchel.com
© Mouchel 2011
1020783http://dmportal/clients/HH/31541/Matters_00000_00099/00001/120511130555.DOC
i
Document Control Sheet
Project Title Croxley Rail Link
Report Title Request for an Environmental Impact Assessment Screening
Decision and Scoping Opinion
Revision Final
Status Issue
Control Date 11 May 2011
Record of Issue
Issue Status Author Date Check Date Authorised Date
1 Draft D Wright 22.03.11 P Reid 24.03.11 P Reid 25.03.11
2 Final D Wright 14.04.11 P Reid 15.04.11 P Reid 15.04.11
3 Final D Wright 14.04.11 R Beaumont 27.04.11 A Dawes 7.05.11
Final D Wright 14.04.11 R Beaumont 11.05.11 A Dawes 11.05.11
Distribution
Organisation Contact Copies
Winckworth Sherwood Paul Irving 1e
Winckworth Sherwood Hazel Anderson 1e
Secretary of State
© Mouchel 2011
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ii
Disclaimer: This report is presented to the Secretary of State for Transport in
respect of the proposed Croxley Rail Link and may not be used or relied on by any
other person or by the client, Hertfordshire County Council, in relation to any other
matters not covered specifically by the scope of this report.
Notwithstanding anything to the contrary contained in the report, Mouchel is obliged
to exercise reasonable skill, care and diligence in the performance of the services
required by the client, Hertfordshire County Council, and Mouchel shall not be liable
except to the extent that it has failed to exercise reasonable skill, care and diligence,
and this report shall be read and construed accordingly.
This report has been prepared by Mouchel. No individual is personally liable in
connection with the preparation of this report. By receiving this report and acting on
it, the client or any other person accepts that no individual is personally liable
whether in contract, tort, for breach of statutory duty or otherwise.
© Mouchel 2011
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iii
Contents
Document Control Sheet ............................................................................................. i
Contents ..................................................................................................................... iii
Figures ......................................................................................................................... v
Tables .......................................................................................................................... vi
Abbreviations ............................................................................................................ vii
1 Introduction ........................................................................................................ 9
2 Description of the Proposed Development .................................................... 11
2.1 The Purpose of the Scheme ............................................................................... 11
2.2 The Nature of the Scheme ................................................................................. 11
2.3 Assessment Area ............................................................................................... 13
3 Potential Environmental Impacts and Proposed Assessments .................... 15
3.1 Legislative Context ............................................................................................. 15
3.2 Previous Studies ................................................................................................ 15
3.3 Air Quality .......................................................................................................... 18
3.4 Cultural Resources and Heritage ....................................................................... 22
3.5 Ecology and Nature Conservation ...................................................................... 23
3.6 Geology, Soils and Contaminated Land ............................................................. 27
3.7 Landscape Character and Visual Context .......................................................... 29
3.8 Noise and Vibration ............................................................................................ 32
3.9 Surface Waters, Groundwater, Flood Risk and Drainage ................................... 35
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iv
3.10 Traffic and Transport .......................................................................................... 39
3.11 Community and Socio-Economic Effects ............................................................ 39
3.12 Cumulative Effects ............................................................................................. 39
3.13 Policies and Plans .............................................................................................. 41
4 Proposed Environmental Statement Structure .............................................. 42
5 References ........................................................................................................ 44
© Mouchel 2011
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Figures
Figure 1 - Croxley Rail Link Route Plan…………………………………………………47
Figure 2 - Croxley Rail link Cultural Heritage and Archaeological Sites……………..48
Figure 3 - Croxley Rail Link Flood Map………………………………………………….49
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Tables
Table 3.1 - Potential Interactions between Environmental Resources and Receptors ........... 16
© Mouchel 2011
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vii
Abbreviations
ADM Advanced Dispersion Modelling
AQMA Air Quality Management Area
BAFB Best and Final Offer Bid
BRE Building Research Establishment
BTO British Trust for Ornithology
CIRIA Construction Industry Research and Information Association
CRN Calculation of Railway Noise
Defra Department of Environment, Food and Rural Affairs
DMRB Design Manual for Roads and Bridges
DoE Department of Environment
EHO Environmental Health Officer
EIA Environmental Impact Assessment
EOI Expression of Interest
ES Environmental Statement
FAQ Frequently Asked Questions
GCN Great Crested Newts
GLVIA Guidelines for Landscape and Visual Impact Assessment
HCC Hertfordshire County Council
IEMA Institute of Environmental Management and Assessment
LAQM Local Air Quality Management
LUL London Underground Limited
MAGIC Multi-Agency Geographic Information for the Countryside
NAQIA National Air Quality Information Archive
© Mouchel 2011
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viii
NBN National Biodiversity Network
NO2 Nitrogen Dioxide
NOx Nitrogen Oxides
NR Network Rail
PM10 Particulate Matter
PPS Planning Policy Statement
PRA Preliminary Risk Assessment
QUARG Quality of Urban Air Review Group
SSSI Site of Special Scientific Interest
TfL Transport for London
TRDC Three Rivers District Council
TWA Transport and Works Act 1992
WBC Watford Borough Council
© Mouchel 2011
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9
1 Introduction
The Croxley Rail Link was first proposed more than 30 years ago to link the Watford
Branch of the London Underground Limited (LUL) Metropolitan Line with Watford
Junction Railway station via the disused Network Rail (NR) Croxley Green Branch
Line. The scheme has for many years been embodied within the relevant structure
and local plans.
The development of the scheme was formerly led by LUL who aimed to promote the
construction of the rail link and operate the resulting service. Preliminary design and
assessment work was undertaken in the late 1990s and early 2000s. However, for a
number of reasons the scheme development did not proceed. In spring 1997 LUL
announced that, although it remained committed to the project, it was unable to
proceed with the scheme on its own and would require funding and assistance from
the local councils and Railtrack (now NR).
Hertfordshire County Council (HCC) subsequently took over the lead in promoting
the proposed scheme with support from LUL, NR, Watford Borough Council (WBC)
and Three Rivers District Council (TRDC).
A decision was taken in July 2009 to re-examine the scheme and design and
assessment work was subsequently commissioned by HCC. HCC is leading the
development of the scheme in its current form and is responsible for managing the
project with the involvement of LUL and NR. Steer Davis Gleave are assisting HCC
to develop the business case and are undertaking a traffic assessment. Mouchel
have been appointed to undertake the engineering design, land referencing,
geotechnical investigation, stakeholder consultation, environmental assessment and
equality impact assessment. Acanthus LW Architects are undertaking the station
outline designs and Winckworth Sherwood are the parliamentary agents.
Work on the various streams progressed until the announcement of the
Comprehensive Spending Review (CSR) in October 2010 when efforts were scaled
back. Following the CSR, the Department for Transport (DfT) invited Expressions of
Interest (EOI) from major scheme promoters to evaluate proposals for schemes
seeking further development support. HCC submitted an EOI in December 2010
and was informed in February 2011 that the scheme had been selected for
advancement to the Development Pool. This pool includes schemes that the DfT will
take forward for further analysis. In association with this, the DfT is seeking
improved funding bids (referred to as a „Best and Final Bid‟ (BAFB)) from Local
Authorities to assist in the selection of schemes that will receive further DfT support.
BAFBs are to be submitted to the DfT by 9 September 2011 and decisions will be
made by the DfT by the end of 2011 on those schemes that will receive a reactivated
„Programme Entry‟ approval.
In conjunction with the funding support initiatives, HCC is also seeking an order
under Part 1 of the Transport and Works Act 1992 (TWA)i to authorise the
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construction of the proposed scheme. Under rule 7 of the Transport and Works
(Applications and Objections Procedure) (England and Wales) Rules 2006 (SI 2006
No. 1466)ii, it is stated that an Environmental Statement (ES) must be provided with
all TWA orders unless the order would: i) not authorise a project of a type mentioned
in Annex I or Annex II of EU Directive 85/337. The Assessment of the Effects of
Certain Public and Private Projects on the Environment as amended by Directive
97/11/EC; or ii) authorise a project covered by Annex II to the Directive but which the
Secretary of State has decided (by means of a „Screening Decision‟) would not have
a significant environmental impact; or iii) authorise a project serving national defence
purposes.
It is understood that at any time prior to the making of a TWA application, a request
may be made to the Secretary of State for a Screening Decision as to whether or not
an Environmental Impact Assessment (EIA) is required. In addition, it is understood
that, under rule 8, an applicant may request that the Secretary of State give a
Scoping Opinion as to the information to be provided in an ES should the scheme be
deemed to require an EIA. This report has therefore been prepared in support of a
combined request for a Screening Decision and a Scoping Opinion in accordance
with TWA rule 8(7).
The objective of this report is firstly to establish whether an EIA is required for the
proposed Croxley Rail Link scheme. Based on a review of the legislative
requirements and the nature of the proposed development, it is the applicant‟s view
that an EIA will be required. If this view is confirmed by the Secretary of State
following a Screening Decision, a further objective of this report is to seek a Scoping
Opinion. To assist in this process, the assessments which the applicant considers
should be undertaken and reported in an ES have been described in Section 3.
These have been identified from a review of known data and, in some cases, site
surveys relating to the existing environment associated with the site and the wider
area, as well as a review of anticipated construction activities and the future
operation of the scheme.
This report includes the following information as required under the TWA rules 7(5)
for a screening request and 8(2) for a scoping request:
a plan identifying the land affected by the proposed scheme (see Figure 1 in
Appendix A);
a brief description of the nature and purpose of the scheme (see Section 2);
and
a brief description of the possible effects on the environment of the works (see
Section 3).
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2 Description of the Proposed Development
2.1 The Purpose of the Scheme
The overall objective of the proposed scheme is to improve the transport
connections from the surrounding areas to Watford Junction, Central London and the
NR network and to reduce the adverse effects of traffic congestion in Watford. With
regard to rail services, passengers to the west of the proposed scheme area are
required to travel south to Central London to access the NR network and passengers
to the east do not currently have ready access to the LUL network. There is currently
no main road network leading directly south from West Watford. This results in road
traffic having to enter Central Watford in order to access southbound routes. In
addition, insufficient east-west public transport services result in greater car
journeys.
The three primary objectives of the scheme are:
To enhance sustainable links to and between residents and employment,
business, education, health and leisure opportunities within Watford and
across Hertfordshire, and to key external attractors, notably North West and
Central London and the National Rail Network, thus reinforcing Watford‟s role
as a key transport hub of London;
To promote economic and housing development by improving public transport
linkages between current and potential employees, Watford town centre and
key development areas of Watford Junction, Watford Business Park/Ascot
Road and the Watford Health Campus; and
To provide a credible alternative to car travel, with inherently lower
environmental impacts per trip, including reduced noise and greenhouse gas
emissions.
2.2 The Nature of the Scheme
The proposed scheme would be constructed in south west Hertfordshire within the
administrative boundaries of Watford Borough Council (WBC) and Three Rivers
District Council (TRDC). Figure 1 in Appendix A shows the route of the proposed
scheme.
The proposed development area is situated in an urban setting, comprising mainly
Victorian and early-Edwardian dwellings with some light industry. The surrounding
area contains several commercial properties and small industrial estates (including
Cinnamond Contracts Limited and the industrial estate to the east of Wiggenhall
Road, ) Watford General Hospital, nine schools (Watford Grammar School for Boys,
St Anthony‟s Roman Catholic Primary School, Westfield Community Technology
College, Chessbrook Education Support Centre, Haines Laurance School, Field
Infant School and Nursery, Field Junior School, Watford Grammar School for Girls
and Central Primary), Watford Football Club at Vicarage Stadium, business park,
recreation grounds (playground next to Watford Road, Riverside Park, Harwoods
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Recreation Ground and Waterfields Recreation Ground), a care home for the elderly
(Chase Care Centre) and allotments.
The Grand Union Canal, the River Gade and the River Colne pass under the
proposed alignment. Hertfordshire Metropolitan Green Belt lies to the western edge
of the proposed scheme and continues along a narrow corridor which follows the
River Gade and the Grand Union Canal. Lairage Land Local Nature Reserve is
adjacent to the proposed scheme to the east of Vicarage Road. The Colne Valley
Linear Park, located to the south of Watford High Street station, is adjacent to the
functional Network Rail line. The Croxley Common Moor Site of Special Scientific
Interest (SSSI), notified under Section 28 of the Wildlife and Countryside Act 1981, is
located approximately 900m to the south west of the proposed scheme.
As shown on Figure 1, the proposed scheme would involve the extension of the LUL
Metropolitan Line to Watford Junction station via the disused Croxley Branch Line
which is currently owned by NR. In order to connect the Metropolitan Line and the
Croxley Branch Line, the construction of a new viaduct would be required south of
the existing Watford station, which is known as Watford Met station. The reinstated
Croxley Branch Line would connect into the existing London Overground DC line to
the south of the existing Watford High Street station and Metropolitan Line trains
would share the line to Watford Junction station.
Key aspects of the scheme include the following:
A new embankment and viaduct of approximately 0.4km in length and ranging
from 9m to 13m in height would connect the existing Metropolitan Line to the
disused Croxley Branch Line.
Two new stations would be constructed: one at Ascot Road with park and ride
facilities which would replace the former Croxley Green station and the second
at Vicarage Road, referred to as Watford General Hospital station which would
replace the former Branch Line Watford West and Watford Stadium stations.
The service would also be served by the existing operational rail stations at
Watford High Street and Watford Junction.
Watford Met station would be closed.
The extended Metropolitan Line service would share the track and station
access with the existing London Overground line services which operate
between Watford Junction and London Euston.
The length of new dual-track railway added to the existing Metropolitan Line
would be approximately 4.5km. If the closure of Watford Met station is
considered, there would, however, be a loss of approximately 1.3km. This
would result in a net increase of operating track length of approximately 3.2km.
Most of the land required for the scheme is already in the ownership of scheme
supporters: NR, TRDC or WBC or HCC itself and only land for the new viaduct
would require acquisition of a limited amount of third party land.
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An additional rolling stock unit would be brought into operation deliver the
extended services.
2.3 Assessment Area
The proposed development area can be divided into four sections, as follows:
Proposed viaduct to link the new scheme with the existing LUL Metropolitan
Line and a new station at Ascot Road to the west of the development area;
Closure of Watford Met station with the line likely to remain open for LUL
operational requirements (e.g. for access to signalling and communications
equipment);
Reinstatement and development of the disused Croxley Branch Line, new
Watford General Hospital station to the west of Vicarage Road and a link to the
existing London Overground DC line to the east of Wiggenhall Road; and
Dual running on the current London Overground DC line through Watford High
Street station to Watford Junction station to the east of the development area.
References to the scheme / development area within this report are made in relation
to the scheme footprint and include the land which will be disturbed during
construction and / or used as a part of the operational scheme. References to the
study area are made in relation to the land surveyed as part of the wider area study,
with specific boundaries set by each specialist discipline assessment team based
upon experience and given the nature of the scheme and thus the potential extent of
impacts.
2.3.1 Viaduct Link with London Underground Limited Metropolitan Line and Ascot Road
Development
To the west, the proposed viaduct to link the existing Metropolitan Line with the
proposed new development and the new station at Ascot Road would require the
acquisition of approximately 0.7ha of land, plus additional temporary land take for
construction. A bridge and embankment structural arrangement would link the
viaduct to the disused rail corridor.
The HCC-owned former waste transfer station on Ascot Road is proposed to be
developed as a car park and is likely to serve as the main construction site
compound for the scheme. Further temporary site compounds may be required to
erect the foundations and/or piling for the viaduct.
Desk-based assessments and site surveys in this area have been or will be
conducted along the scheme development boundary area and, where indicated in
Section 3, beyond the scheme boundary in certain instances where wider
information is required (e.g. ecological surveys, air quality assessments,
archaeological assessments, etc.).
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14
2.3.2 Watford Met Station Closure
As mentioned in the previous section Watford Met station would be closed to
passenger services. The line is likely, however, to remain open to for operational
purposes to access signalling and communications equipment located next to the
station.
2.3.3 Reinstatement of Disused Croxley Branch Line and New Watford Health Campus
Station
The central development area would be confined to the disused rail corridor owned
by NR. Construction in this area is likely to be confined to the rail corridor and would
be serviced by the proposed site compound at Ascot Road. Desk-based
assessments and site surveys in this area have been or will be conducted along the
disused rail corridor and, where indicated in Section 3, beyond the corridor in certain
instances where wider information is required.
2.3.4 Dual Running with Existing London Overground DC Line
The development area to the east of the scheme through Watford High Street station
through to Watford Junction station would be primarily confined to the existing
London Overground rail corridor with the possibility of a requirement for temporary
site compounds during construction. Desk-based assessments and site surveys in
this area have been or will be conducted along the existing rail corridor and, where
indicated in Section 3, beyond the scheme boundary in certain instances where
wider information is required.
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3 Potential Environmental Impacts and Proposed Assessments
3.1 Legislative Context
EU Directive 85/337iii on the Assessment of the Effects of Certain Public and Private
Projects on the Environment, as amended by Directive 97/11/EC, sets out the
requirement for environmental impact assessment to be carried out, before
development consent is granted, for certain types of major project which are judged
likely to have significant environmental effects. Under the Directive, projects are
listed under Annex I and Annex II according to the development activities. Projects
listed in Annex I are subject to an assessment in accordance with Articles 5 to 10 in
all cases and those listed in Annex II are to be determined by the Member States
through a case-by-case examination or thresholds or criteria set by the Member
State. The relevant selection criteria are set out in Annex III of the Directive.
The Transport and Works Act 1992 (TWA) enables orders to be made authorising
the construction and operation of railways, tramways, other guided transport systems
and inland waterways; and works interfering with rights of navigation. The
procedures for making applications for orders under Part 1 of the TWA are contained
in the Transport and Works (Applications and Objections Procedure) (England and
Wales) Rules 2006 (SI 2006 No. 1466) (the Applications Rules) which also
implement the EIA Directive through rule 11 and Schedule 1.
As stated previously in Section 1, as provided in rule 7 of the Applications Rules, an
ES must be provided with all TWA orders unless the order would: i) not authorise a
project of a type mentioned in Annex I or Annex II of EU Directive; or ii) authorise a
project covered by Annex II to the Directive but which the Secretary of State has
decided (by means of a „Screening Decision‟) would not have a significant
environmental impact; or iii) authorise a project serving national defence purposes.
Schedule 1 of the TWA Application rules sets out the type of information to be
included in an ES.
Should the proposed Croxley Rail Link scheme be deemed to fall under the projects
listed in the EIA Annex I or Annex II of the Directive, the objective of this report is to
request a Screening Decision to confirm that an EIA is required and if so, to request
that the Secretary of State give a Scoping Opinion as to the particular information to
be provided in the ES.
3.2 Previous Studies
An EIA was undertaken in 1995 for a rail scheme that was very similar in terms of
alignment to the Croxley Rail Link scheme that is currently being proposed. The
results were presented in an Environmental Statement (ES) entitled Croxley Rail
Link Environmental Statement - Volume 1 - Aspinwall & Company Limitediv. A
further EIA was completed by Mouchel in 2001 and an ES was produced entitled
Croxley Rail Link Environmental Impact Statement - Mouchel Consulting Limitedv.
Some sections of the ES were subsequently revised in 2004. However, for a
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number of reasons the scheme did not proceed and a revised ES was not
completed.
As part of the current assessment, the findings of the previous EIAs that relate to the
current scheme, as well as an evaluation of current data and recent site surveys
have been reviewed to identify potential impacts. Table 3.1 provides an initial
indication of potential interactions between components and activities associated
with the construction and future use of the proposed scheme.
The star ratings of 1-3 provide an initial indication of the potential for interaction that
could result in impact. A rating of one star is indicative of potentially low interaction
and a rating of three of potentially high interaction.
The table is followed by a description of the potential impacts associated with the
various aspects. Areas where assessment is considered to be required are
identified with an outline of the proposed scope of the assessments proposed should
it be confirmed that an EIA is required following the Screening Decision.
Table 3.1 - Potential Interactions between Environmental Resources and Receptors
Environmental Aspects
Air
Qua
lity
Cultu
ral H
eri
tag
e a
nd
Arc
ha
eo
log
ica
l R
eso
urc
es
Eco
log
y a
nd
Natu
re
Con
se
rva
tio
n
Ge
olo
gy,
Soils
an
d
Con
tam
ina
tio
n
La
ndscap
e C
ha
racte
r an
d
Vis
ual C
on
text
Nois
e a
nd
Vib
ratio
n
Su
rfa
ce
Wa
ters
, F
loo
d
Ris
k a
nd
Dra
inag
e
Po
pu
lation
and
Co
mm
unity
Eff
ects
La
nd
Use
Use
of R
esou
rce
s
Cum
ula
tive
Im
pacts
Po
licie
s a
nd
Pla
n
Construction Phase Geotechnical
and
topographical
site
investigations
* ** ** * * * ** *
Site
clearance
including
demolition of
existing rail
infrastructure
(eg.
platforms),
advanced
works and re-
profiling
**
**
***
**
***
***
*
**
*
***
**
*
Earthworks,
ground ** ** *** ** * *** * * * *** *** *
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17
Environmental Aspects
Air
Qu
alit
y
Cu
ltu
ral H
eri
tag
e a
nd
Arc
ha
eo
log
ica
l R
eso
urc
es
Eco
log
y a
nd
Natu
re
Co
nse
rva
tio
n
Ge
olo
gy,
Soils
an
d
Co
nta
min
atio
n
La
ndscap
e C
ha
racte
r an
d
Vis
ual C
on
text
No
ise
an
d V
ibra
tio
n
Su
rfa
ce
Wa
ters
, F
loo
d
Ris
k a
nd
Dra
inag
e
Po
pu
lation
and
Co
mm
unity
Eff
ects
La
nd
Use
Use
of R
esou
rce
s
Cu
mu
lative
Im
pacts
Po
licie
s a
nd
Pla
n
excavations,
laying of
foundations
and
stockpiling
Establishment
of site
compound
and
associated
construction
infrastructure
** * ** * *** ** ** * * * ** *
Strengthening
and widening
of existing
infrastructure
(bridges &
culverts)
* ** ** ** * *** * * * *
Development
of viaduct
infrastructure * * ** ** *** ** * ** * * * *
Movement of
plant and
vehicles ** * * * * *** * * * * *
Landscaping
and
temporary
lighting
* ** * ** * * * * * * *
Operational Phase Rail traffic
operating on
the line * * **
Closure of
Watford Met
station ** ** ***
Disturbance
to local
population * *
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18
Environmental Aspects
Air
Qu
alit
y
Cu
ltu
ral H
eri
tag
e a
nd
Arc
ha
eo
log
ica
l R
eso
urc
es
Eco
log
y a
nd
Natu
re
Co
nse
rva
tio
n
Ge
olo
gy,
Soils
an
d
Co
nta
min
atio
n
La
ndscap
e C
ha
racte
r an
d
Vis
ual C
on
text
No
ise
an
d V
ibra
tio
n
Su
rfa
ce
Wa
ters
, F
loo
d
Ris
k a
nd
Dra
inag
e
Po
pu
lation
and
Co
mm
unity
Eff
ects
La
nd
Use
Use
of R
esou
rce
s
Cu
mu
lative
Im
pacts
Po
licie
s a
nd
Pla
n
during
Watford
Football Club
and Saracens
events at
Vicarage
Road
Stadium
Onsite and
catchment
flooding * *** * *
3.3 Air Quality
Emissions to the atmosphere would be generated from a number of construction and
operational aspects of the scheme. During construction, dust and emissions from
construction plant and vehicles would be emitted. During the operational phase,
local emissions would be generated from traffic movements.
3.3.1 Existing Environment
Background concentrations of the key indicator pollutants nitrogen dioxide (NO2) and
particulates in the form of PM10 in the vicinity of the scheme1 are 22.3 µg/m3 and
20.4 µg/m3, respectively, and are well within current National Air Quality human-
health based annual objective limits of 40 µg/m3 for the opening year (2016). There
are six Air Quality Management Areas (AQMAs) within WBC, three of which have
been identified by the Environmental Health Officer at WBC as being located within
close proximity to the scheme. The AQMAs along Vicarage Road, Pinner Road and
Aldenham Road are within approximately 280, 850 and 900m to the north west and
south east of the proposed scheme, respectively.
WBC‟s Air Quality Progress Report (2008)vi highlights that local air quality monitoring
trends between 1999 and 2007 were static or decreasing and, other than two sites
that are already within an existing Air Quality Management Area, the national
1 Based on data derived from the National Air Quality Information Archive (NAQIA) 2004
estimates at grid reference (X 059500, Y 195500).
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objectives are not being exceeded. The Progress Report also highlighted that there
were no new Part A12 or Part A23 processes authorised in the Borough of Watford
since the 2005 Progress Report. Ten new Part B4 processes were authorised.
However, these were small scale and operating within their permit conditions and
therefore would not have any significant effect on air quality.
3.3.2 Potential Impacts
The proposed scheme is predicted to have a potential impact on the following:
Concentrations of NO2, PM10 and levels of dust deposition/soiling from
construction activities and construction plant in the vicinity of the proposed
development site;
Concentrations of NO2 and PM10 during the operational phase in the vicinity of
the proposed development site due primarily to traffic;
Air quality within the nearby Air Quality Management Area (AQMA); and
Regional emissions of oxides of nitrogen (NOX), PM10 and total carbon (C).
Potential sensitive receptors include residential properties, particularly those located
along Vicarage Road, Pinner Road and Aldenham Road and also within the vicinity
of the new proposed Ascot Road station and car park development, as well as
Watford General Hospital and nearby schools.
3.3.3 Surveys and Assessment
The most significant local impacts of the scheme are likely to be associated with
traffic and as such the Design Manual for Roads and Bridges (DMRB) Volume 11,
Section 3, Part 1 HA207/07 Air Qualityvii would apply. In accordance with this
guidance, a „staged‟ approach to air quality assessment is proposed. This involves
three levels of assessment: Scoping; Simple and Detailed.
The Scoping Level assessment will determine whether changes in traffic associated
with the proposed development are significant in terms of their potential influence on
air quality. It is anticipated that this will be the case (either locally beneficial or
adverse) during construction and operation.
The proximity of the three AQMAs, particularly along Vicarage Road, and the
existence of complex junctions within the study area mean that the minimum work
required is likely to be a Scoping and Detailed Level Assessment.
2 The A1 system is controlled by the Environment Agency under the Pollution Prevention and
Control Regulations
3 The A2 system is Local Authority Integrated Pollution Prevention and Control (LA-IPPC)
4 The Part B system is known as Local Authority Pollution Prevention and Control (LAPPC)
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Local monitoring data is required to verify ADMS Roads dispersion modelling
calculations at the Simple Level as well as at the Detailed Level if this stage of
assessment is required. Based on previous assessments in the area, it is known that
there is insufficient local monitoring data available to conduct model verification. As
such, a six month NO2 diffusion tube monitoring programme was undertaken from
August 2009 to January 2010 in consultation with the Environmental Health Officers
(EHO) at WBC and TRDC.
The proposed approach to assessment has been divided into three distinct tasks as
follows:
3.3.3.1 Scoping Level Assessment
Formal consultation with EHOs at WBC and TRDC to discuss the methodology
for the assessment;
Review of estimated background pollutant concentrations available online at
the National Air Quality Information Archive (NAQIA) to determine existing air
quality in and around the proposed development site;
Desk study to establish the location of any receptors that may be sensitive to
changes in air quality (e.g. schools, hospitals, homes for the elderly, residential
property, etc.);
Review of local industrial sources of air pollution and industrial sensitive
receptors;
Screening of traffic data to identify „affected roads‟ and other locations most
likely to experience a change in air quality; and
Quantification (non-verified) of the proposed development‟s potential road
traffic impacts on local air quality at worst-case receptors, using the DMRB
Screening Assessment methodology and ADMS Roads dispersion model.
3.3.3.2 Simple Level Assessment
Qualitative assessment of the effects of construction impacts on local air
quality based on a review of relevant publications and guidance from the
Building Research Establishment (BRE), the Quality of Urban Air Review
Group (QUARG), Department of Environment (DoE), and the Local Authorities
bordering the area to provide a generic assessment of the effects during
demolition, site clearance and landscaping on levels of dust deposition/soiling
and PM10 concentrations at local sensitive locations;
Verification of the initial ADMS Roads scoping calculations and calculations at
additional „representative‟ locations;
Where necessary, assessment of significance of any potential adverse or
beneficial air quality impacts of the proposed development during the
construction and operation phase and recommendation of suitable
mitigation/enhancement measures that could be applied; and
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Where necessary, assessment of the significance of any predicted residual
impacts which could exist post the implementation of recommended
mitigation/enhancement measures.
It is not anticipated that this assessment will require an evaluation of air quality
impacts on sensitive ecosystems. However, this is currently being reviewed as part
of the initial desk-based study and data gathering exercise.
3.3.3.3 Detailed Level Assessment
This level of assessment is required where:
The Scoping Level assessment indicates that the scheme is within, or will
affect an AQMA; or
The Scoping Level assessment shows Affected Roads, but the situation is too
complex to model with the DMRB empirical spreadsheet model; or
The Scoping Level Assessment calculations (non-verified) indicate an
exceedance of the annual mean National Air Quality Objective5 for NO2 or
PM10; or
The Simple Level assessment calculations (verified) indicate an exceedance of
the annual mean National Air Quality Objective for NO2 or PM10
The tasks required for a Detailed Level Assessment include:
A quantitative assessment of the proposed scheme‟s potential road traffic
impacts on local air quality using Advanced Dispersion Modelling (ADMS-
Roads);
Assessment of significance of any potential adverse or beneficial air quality
impacts of the proposed scheme during the construction and operational
phases and recommendation of suitable mitigation/enhancement measures
that could be applied; and
Assessment of the significance of any predicted residual impacts which could
exist post the implementation of recommended mitigation/enhancement
measures.
It should be noted that the level of assessment required (and outlined above in terms
of „Scoping‟, „Simple‟ or „Detailed‟) will not be determined until traffic data are
received and initial assessment is underway. However, as noted above, due to the
close proximity to AQMAs within the Borough, it is likely that a Detailed Level of
assessment will be required.
5 Policy targets often expressed as a maximum ambient concentration not to be exceeded,
either without exception or with a permitted number of exceedences, within a specified
timescale.
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3.3.4 Guidance on Assessing Emissions from Locomotives
According to the 2009 air quality guidance document „Local Air Quality Management‟
(LAQM.TG.09)viii and the FAQ (2009) „Guidance on Assessing Emissions from
Diesel Locomotives Railway Emissions‟ix, emissions from moving and stationary
rolling stock are not required to be assessed as part of this air quality assessment for
the proposed scheme. This is due to the fact that Watford does not have
background concentrations greater than 25 µg/m3 across the Borough, which has
been deemed as the threshold for which an assessment of emissions is required6. In
addition, since the LUL trains are electric rather than diesel powered, the specific
trigger for assessment defined by the Department of Environment, Food and Rural
Affairs (Defra) as „a high number of diesel locomotives stationary for more than 15
minutes, three times a day‟ is not expected to be an issue.
3.4 Cultural Resources and Heritage
Potential significant effects on the cultural heritage resource relate to possible
disturbance of unknown buried archaeology, scheduled monuments or listed
buildings during construction works, and the potential impact on the setting of listed
buildings and conservation areas during construction and operation.
3.4.1 Existing Environment
The study area encompasses a 200m corridor either side of the scheme
development boundary. The study area was selected to reflect the area over which
the historic environment may change as a result of the proposed scheme and,
although data collection focused on this area, relevant sites outside of this corridor
have also been included (see Figure 2 in Appendix A). Within the study area there
are 27 listed buildings, three conservation areas, 72 known archaeological
monuments and 19 records of archaeological interventions.
3.4.2 Potential Impacts
There is potential for impacts on any below-ground archaeological remains in areas
where it is proposed to undertake intrusive construction activities such as piling.
These include the area surrounding the proposed viaduct and locations along the
length of the disused rail corridor where cuttings or extensive groundworks are
proposed. Piling activities may impact upon archaeological and paleo-environmental
remains located within peat and river terrace gravel deposits. A number of railway
bridges recorded in the Hertfordshire Historic Environment Record such as Ascot
Road and Beggars Bush Lane bridges will be demolished as part of the scheme
proposals.
6 Watford is not included within Table 2 of FAQ (2009) „Guidance on Assessing Emissions
from Railway Locomotives‟ - „Authorities with rail lines with a heavy traffic of diesel passenger
trains where the estimated annual mean background nitrogen dioxide concentration (in 2008)
is greater than 25 µg/m3‟.
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Possible adverse impacts may be caused in relation to listed buildings, existing
stations, bridges, Roman roads, former tracks, a parish boundary, and prehistoric
and/or palaeo-environmental deposits within the River Gade valley, with possible
beneficial impacts upon the setting of Cassiobury Park.
3.4.3 Surveys and Assessment
In order to complete the cultural heritage assessment of the proposed development,
the following key tasks have been or are currently being undertaken:
Review of relevant work on cultural heritage from the previous EIAs and a
report entitled Croxley Rail Link – Archaeological Desk-Based Assessment,
Report No. 268, 2002‟x produced by Network Archaeology Limited Croxley
Archaeological Desk Based Assessment report prepared by Network
Archaeology;
Initial consultation with the County Archaeologist and Conservation Officer to
confirm the scope of the assessment and to obtain any relevant information
they may have concerning the development area;
Collection of baseline data from the following sources:
Local records/museums
Historic Environment Records
National Monument Records
Historic maps and relevant cartographic sources
Relevant documentary records
Rail archives from NR, LUL, Railway Heritage Trust and others
Site walkover of the proposed development area in order to determine if there
are any visible archaeological remains and areas of previous impacts and to
assess if there are any built heritage assets/conservation areas; and
Examine borehole data available for the site and study area to establish
whether there is any archaeological and paleo-environmental evidence.
Further surveys or assessment will be contingent on the findings of the preliminary
desk-based studies and the site walkover. This may include archaeological
monitoring of geotechnical investigations; an archaeological evaluation including
environmental sampling prior to construction; the recording of historic railway
infrastructure/bridges/stations before and/or during development; and the
archaeological monitoring of groundworks.
3.5 Ecology and Nature Conservation
Potential sources of impact on ecology and nature conservation relate to damage or
disturbance to statutory and non-statutory designated sites and habitats, and
damage or disturbance to floral and faunal species populations during construction
and operation of the proposed scheme.
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3.5.1 Existing Environment
The disused rail corridor is currently largely overgrown with dense scrub (albeit with
some open areas incorporated within its length) and provides a „green corridor‟
within the suburban context of Watford. Other areas of semi-natural habitat within
the scheme footprint, but currently residing outside of Network Rail ownership, are
likely to further contribute to this effect.
The rail corridor directly abuts the Lairage Land Local Nature Reserve (LNR) to the
west of Riverside Park and also exhibits potential to support a range of legally
protected and/or ecologically significant faunal species; with the presence of badger
Meles meles, common reptile species, and foraging bats already confirmed from
surveys undertaken in the summer of 2009. The Croxley Common Moor Site of
Special Scientific Interest (SSSI) is located outside the proposed scheme area;
however it is within the 1km corridor study area. It is not currently expected that
there will be any impacts on the SSSI as a result of the proposed scheme.
3.5.2 Potential Impacts
Potential impacts could result from:
Damage/destruction of vegetation within and adjacent to the site (including
within the adjacent LNR), with potential associated impacts on flora and fauna;
and
Impacts upon legally protected and/or ecologically significant species,
including; invertebrates, great crested newts Triturus cristatus, common reptile
species, breeding birds, bats and badgers during construction and operation.
These potential impacts will vary in type and severity between taxa, but may
include loss or degradation of habitat via vegetation clearance or landtake,
severance to commuting or foraging routes, and increased disturbance from
site personnel, and increased noise, dust and light levels.
3.5.3 Surveys and Assessment
A series of desk-based and field surveys were undertaken as part of a detailed
Ecological Impact Assessment based on the Guidelines for Ecological Impact
Assessment in the UK (IEEM, 2006)xi and are described below. Further studies are
proposed to be undertaken to update some information and these are also described
below under the relevant species headings.
3.5.3.1 Desk Studies
The following organisations were contacted to update the previous desk studies prior
to the commencement of field surveys, in order to collate historical biological records
from within the scheme development boundary and a 1km corridor beyond this on
either side:
Local Biological Records Centre (Hertfordshire);
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Records from web-based sources, including those held on the National
Biodiversity Network (NBN) Gateway and Natural England‟s „Nature on the
Map‟ website; and
County/local Biodiversity Action Plans (BAP) where available.
3.5.3.2 Field Surveys
A range of field surveys were undertaken from July 2009 to October 2010 in the
vicinity of the proposed viaduct and along the disused rail corridor following minimal
vegetation clearance to allow further access to this area. These included:
i) Habitats/Floral Communities
An updated Phase 1 Habitat Survey was undertaken along the length of the disused
rail corridors in the optimal survey month of July 2009 (with some additional areas
surveyed in September 2009), following standard methods (Joint Nature
Conservation Committee JNCC, 2007xii). The survey noted the BAP habitats wet
woodland and running water at the site. These are not constraints to development. In
addition, the survey identified the presence of invasive species Japanese knotweed,
Himalayan balsam and Virginia creeper. Specific control or removal measures will be
required for these species in order to prevent their spread.
ii) Invertebrates
All the terrestrial and arboreal habitat types present within the Network Rail holdings
were sampled in August 2009 with additional surveys undertaken in the spring of
2010) using a variety of sampling methods, in reasonable accordance with Drake et
al. (2007)xiii. Methods employed included the standard techniques of sweeping
grasses, rushes, sedges, herbs and foliage, and beating the foliage and branches of
trees and bushes over a beating tray (Kirby, 1992)xiv. Dead wood was examined by
hand and bark removed to reveal bark dwelling species. The site was shown to have
low intrinsic value for invertebrates and effects of the proposals on this group are not
likely to be significant.
iii) Great Crested Newt
Update Habitat Suitability Indices (HSI) were calculated for all accessible
waterbodies lying within 500m of the survey area during July 2009, following the
methodology detailed in Oldham et al. (2000)xv. An assessment of any connective
terrestrial habitat between these waterbodies and the survey site boundary was also
made. HSI values and/or visual assessments of ten such waterbodies were made in
summer 2009, with a single (accessible) waterbody scoring highly and thus requiring
great crested newt population (GCN) surveys were undertaken in spring of 2010
following standard methodology (English Nature, 2001xvi). These surveys showed
that great crested newts were not present.
iv) Common Reptile Species
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Surveys to identify the presence/likely absence of reptile species and to enable
subsequent relative population class size estimations to be made were undertaken
between July and September 2009 in all areas of suitable reptile habitat identified
within the Network Rail holdings. These comprised of both artificial refugia surveys
(following Froglife (1999)xvii and Gent & Gibson (1998xviii)) and incidental visual
inspections. During the refugia surveys, a total of twenty visits were made in order to
accurately assess the reptile population on site (Froglife 1999, Reading 1996xix). The
central area of the proposed scheme, close to the River Colne, supports populations
of slow worms and grass snake. Because of the loss of habitat in this area, a
mitigation scheme for reptiles would be considered within the ES. This may take the
form of a description of a programme for the translocation of reptiles to a suitable
receptor site.
v) Breeding Birds
A field survey was undertaken using the territory mapping technique described in
Bibby et al. (2000)xx during April, May and June 2010 (including three dawn visits to
the site). Field maps were be used to record all bird activity observed using standard
British Trust for Ornithology bird activity codes. Breeding birds are only likely to pose
a constraint to works undertaken during the period March to July inclusive. Should
works need to be undertaken during this time, appropriate measures would be
implemented within a code of construction practice to prevent adverse effects
occurring.
vi) Bat Species
Two dusk bat activity surveys were undertaken in August 2009, following the
standard methodologies described by the Bat Conservation Trust (2007)xxi and
Mitchell-Jones (2004)xxii. In situ Anabat recorders were used between surveys to
further inform the utilisation of the survey area by bat species. Suitability
assessments of any potential roost sites were also undertaken. These surveys
confirmed that bat roosts are not currently present at the site. However, additional
surveys will be undertaken prior to the submission of the ES to confirm that this
remains the case.
vii) Badgers
Field surveys for badgers were undertaken within the within the disused rail corridor
in July 2009 in reasonable accordance with Harris et al. (1989). The survey area was
systematically searched for setts and other signs of badger activity. No badger setts
were found within the disused rail corridor. However, two badger setts were
identified in areas that are likely to be affected by the works: one next to the River
Gade and the other to the west of the River Colne. Further surveys would be
undertaken prior to the submission of the ES to determine sett status and activity to
inform the level of mitigation required.
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3.6 Geology, Soils and Contaminated Land
Potential sources of impact on geology and soils relate to former potentially
contaminative uses within or surrounding the proposed site and their associated risk
to health and safety during the operation and construction of the proposed scheme.
3.6.1 Existing Environment
A Preliminary Risk Assessment (PRA) of the contamination risk was undertaken in
March 2010. In addition, reports commissioned by Mouchel on behalf of HCC
entitled „Supplementary Contaminated Land Investigation, Ascot Road, Croxley‟,
September 2008xxiii by STATS geotechnical consultants and „Ground Investigation –
The Croxley Rail Link – Stage One – Factual Report – Contract No. 936/3256‟, July
2003xxiv by Costain Geotechnical Services were produced.
Based on the preliminary findings of the reviews, a number of areas of concern have
been identified, including:
Made ground is likely to be present at the scheme, associated with both the
active railway line and the now disused Croxley Green Branch Line. Therefore,
there is the potential that contamination may be present which may pose a risk
to human health and controlled waters; and
Two former landfill sites are located adjacent to the proposed scheme at
Riverside Park to the south of the disused railway and at Waterfields
Recreation Ground to the east of the operational DC line. There is a further
area next to the proposed new station at Ascot Road that was a former waste
transfer station. This has been assessed as part of the STATS study. These
are shown on Figure 1.
3.6.2 Potential Impacts
Potential impacts on certain receptor types (human health and controlled waters,
including groundwater) have been identified by conducting a PRA. The PRA was
undertaken to assess the potential for a Source-Pathway-Receptor linkage and the
risk of potential impacts for certain linkages being present.
The PRA identified that the most significant potential impacts to human health would
be from the potential exposure of on-site workers to potentially contaminated made
ground and fly-tipped material.
The PRA also identified the most significant potential impacts to controlled waters
(the underlying major aquifer) from piling and construction works through potentially
contaminated made ground and contaminants associated with the former land use
i.e. former railway land and the disused section of the Croxley Green Branch Line.
As well as the quality of groundwater, surface watercourses may also be affected by
disturbances to these areas.
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3.6.3 Survey and Assessment
The following tasks will be or are currently being undertaken to establish the
presence or likely presence of the above pollutant linkages as well as the risk for
potential impacts and effects as a result of development of the scheme:
Review of previous work including earlier EIAs, STATS and Costain reports;
Collection of baseline data including a review of the following:
o Environment Agency “What‟s in my Back Yard” website;
o Envirocheck/GroundSure Environmental Data and historical maps;
o DoE Industry Profiles;
o MAGIC website;
o Geological maps;
o OS/Landranger maps; and
o Hydrogeological/groundwater vulnerability map (where available).
Review site activities in terms of physical aspects such as topography and
surface cover;
Determination of the geology of the site and surrounding area;
Assessment of hydrogeology of the site and surrounding area including
groundwater; abstractions, pollution incidents relating to groundwater, source
protection zones, etc;
Assessment of hydrology of the site and surrounding area including river
quality, surface water abstractions, discharge consents, pollution incidents
relating to surface water;
Review of history of the site and surrounding area (specifically with regard to
former and present potentially contaminative uses);
Development of a conceptual site model based on the requirements of CLR11
Model Procedures for the Management of Land Contamination, 2006 to identify
potential sources, receptors and pathways of contamination in terms of future
end users, controlled waters, and also to liability and project programme;
Assessment of each source-pathway-receptor pollutant linkage in terms of the
risk that each pollutant linkage poses to the receptor/project in general
accordance with CIRIA guidance document „CIRIA/DETR C552, 2001,
Contaminated Land Risk Assessment, A Guide to Good Practicexxv;
Development of recommendations for ground investigation work if potentially
contaminated sites are located to establish the extent and nature of these; and
Development of guidelines for the handling and disposal of any contaminated
materials.
In addition, contaminated land assessment works will be undertaken in
accordance with Planning Policy Statement 23 Annex 2 Development on Land
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Affected by Contamination. In particular, the level of investigation and detail of
investigation.
3.7 Landscape Character and Visual Context
Potential sources of impact on landscape/townscape character and visual context
relate to new built elements, alterations to the existing urban fabric and use,
vegetation clearance, the operation of trains, and the use of machinery and plant
during construction.
3.7.1 Existing Environment
The townscape of the study area is characterised predominately by the linear
residential streets and light industrial and commercial development, with open green
spaces of the urban fringe landscape associated with the Grand Union Canal and
the River Colne extending into the periphery of the study area.
Development within the residential areas range in date and density but consists
predominantly of Victorian and Edwardian two-storey properties with gardens;
however there more recent blocks of flats and multi-storey apartment developments
as well as new commercial buildings. Along the disused Croxley Green Branch
urban open spaces are located either side of the line and feature a mix of playing
fields, community gardens and infrequently managed areas of scrub or woodland.
The scheme is located within this mostly urban residential context with the majority
of the scheme following the existing disused railway, much of which is within densely
vegetated cutting. This existing section is surrounded by schools, public space,
commercial and industrial development as well as the residential properties.
The western section of the scheme includes a proposed new viaduct passing
through an area of residential and commercial development, crossing over highways,
a children‟s play space, the Grand Union Canal and the River Gade. The eastern
section of the proposed scheme will run on the shared existing track leading into
Watford town centre.
Sensitive elements of the wider surrounding character include the Colne Valley
Linear Park and Cassiobury Park - designated as a Grade II Registered Park and
Garden.
3.7.2 Potential Impacts
The proposed scheme has the potential to alter the existing surrounding
townscape/landscape character and visual context, and to introduce visual impacts
for the surrounding receptors.
The surrounding urban character will be sensitive to change as a result of the
proposed scheme which will have implications on the existing use, appearance,
perception and scale of the area.
While the proposed scheme will re-use the rail line and will not result in major
alterations to the urban fabric, there will be some new elements added. The most
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significant of these new features include a new embankment and viaduct over the
Grand Union Canal and the A412, further urbanising this area and affecting existing
features below including a playground and the canal setting, two new stations at
Ascot Road and Vicarage Road with potential to alter the existing use, access and
appearance of the local neighbourhoods and a new car park facility at Ascot Road.
In general the potential impacts to the local character may be either positive or
negative and will result from:
The scale and form of new built structures, such as the viaduct and new
stations, which may have the potential to prove inappropriate and intrusive in
the context of existing landform, settlement pattern and overall character.
Introduction of new public realm facilities which can contribute to the
regeneration of environments, changes in use or perception and the
establishment of new townscape or landscape characteristics.
Changes in lighting conditions due to new facilities and lighting requirements.
Direct or indirect impacts to landscape and townscape elements, including the
loss or fragmentation of important and distinctive features, such as public
space or existing mature vegetation resulting in changes to available views and
settings, or alterations to the settings of historic / important features or
characteristics.
Introduction of new activity associated with increased pedestrians at new
stations and the associated facilities, such as the station car park at Ascot
Road, which have the potential to contribute to, or detract from, local
townscape character.
Construction activities which have the potential to create temporary additions
to the skyline such as cranes and scaffolding, erection of screens and fences,
clearance or pruning of vegetation, movement of heavy plant on and off site,
provision of lighting and potential night works which can directly change
peoples‟ perception and experience of the landscape or townscape.
Potential visual receptors within the study area range from residential
receptors, users of the public rights of way and public spaces, schools,
employees in the commercial and industrial areas and commuters.
In general, the scheme has the potential to create visual impacts for receptors both
alongside the proposed route and in the wider area as a result of:
New significant structures or buildings introduced within views, for example the
new viaduct within the skyline;
The operation of trains introducing new moving elements within views;
Vegetation clearances opening views of the operational rail line or new
stations;
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New lighting associated with the proposed stations and car parking facilities
resulting in light intrusion or increased light pollution; and
Construction activities introducing temporary visual detractions resulting from
additions to the skyline such as cranes and scaffolding, erection of screens
and fences, clearance or pruning of vegetation, movement of heavy plant on
and off site, provision of lighting and potential night works.
In accordance with the proposed methodology the most sensitive of these visual
receptors are likely to include:
The large number of residential properties overlooking the existing vegetated
disused track, ranging from semi-detached housing to multi-storey apartment
blocks, along Cardiff Road, Stripling Way, Kelmscott Close, Hagden Lane,
Franklin Avenue, Himalayan and Pioneer Ways, Tolpits Close, Sydney Road
and the Gateway, where existing views will be affected by vegetation
clearances, new built and lit elements and the operation of the train line;
The residential properties in the west of the scheme on Watford Road,
Dorrofields Close, Baldwins Lane, Sycamore Road, and Mayfare which will
have partial and direct views of the proposed operational viaduct within the
skyline;
The commercial properties including the pub on Rickmansworth Road and
Cinnamond Contract Limited.
The users of the Grand Union Canal and the national trail alongside it, over
which the new viaduct will pass; and
The users of public recreation space including the children‟s play area
alongside the canal, the Colne Valley Linear Park, and potentially visitors to
Cassiobury Park.
3.7.3 Surveys and Assessment
Further assessment will be undertaken in accordance with nationally recognised
guidance provided within the Guidelines for Landscape and Visual Impact
Assessment (GLVIA), and in accordance with the methodology in DMRB Volume 11,
Section 3, Part 5 Landscape Effectsvii, and the Interim Advice Note 135/10
Landscape and Visual Effects Assessment.
3.7.3.1 Townscape/Landscape Character Effects
There are five key stages to the assessment process:
Recording and analysis of the existing character and visual context of the
receiving environment (the baseline environment);
An appreciation of the nature, forms and features of the outline proposals;
Identification of design and mitigation measures appropriate to the proposed
development and character of the receiving local area;
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An assessment of the magnitude of change likely to result from the
development and the sensitivity of the existing landscape/townscape to
change; and
Evaluation of the significance of the changes identified based on the above
assessment.
The nature and status of physical townscape/landscape characteristics will be
established through a review of existing data sources and consultation with statutory
agencies and relevant local authority departments. Data gathered will be checked
and verified through site surveys, allowing distinctive local character zones to be
refined and the characteristics of these landscape or townscapes to be recorded.
The zones would then be assessed in terms of their quality, value and capacity to
accommodate change as a basis for determining their sensitivity to the form of
development proposed. The evaluation of impacts on the local character zones
would take account of the scheme design proposals including specific mitigation
measures.
3.7.3.2 Visual Effects
The visual impact assessment would involve the adoption of the five stages of
assessment described in above.
Establishment of the existing visual context for the proposed scheme would involve
consideration of the information relating to the existing landscape character
established during the associated baseline assessment, the definition of a zone of
visual influence for the proposed scheme and the identification of receptors and key
views within this visual envelope.
In common with the assessment of townscape/landscape character, the key criteria
used to evaluate visual impacts would involve the identification of the sensitivity of
the receptor and the magnitude of change. In assessing the visual impacts the
location and scale of the proposed development will be considered in individual
views and key viewpoints.
The evaluation of impacts for both townscape/landscape character and visual effects
would take account of the construction and operational phases of the scheme, and
design proposals including specific mitigation measures.
3.8 Noise and Vibration
Potential sources of impact due to noise and vibration relate to the operation of
trains, new stations, associated passenger movements, additional traffic, and the
use of machinery and plant during construction.
3.8.1 Existing Environment
Existing sources of noise and vibration within the area comprise road traffic, limited
industrial activities and trains running on the existing London Overground DC line
route and LUL Metropolitan Line.
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3.8.2 Potential Impacts
Potential sources of noise and vibration associated with the construction and
operation of the proposed scheme would comprise the following:
Construction activities and construction plant;
Additional trains running on the existing track;
Trains running on new track within the disused rail corridor;
Trains running along the new embankments and viaduct that would link the
disused rail corridor with the current LUL Metropolitan Line;
Additional traffic associated with the new station car park at Ascot Road; and
Additional passengers at the new stations, particularly the new Watford Health
Campus Station which would serve Watford Stadium and the new proposed
Watford Health Campus at Watford Hospital.
A number of potentially sensitive sites are located within close proximity of the
proposed scheme including:
Residential properties including those with gardens backing on to the disused
rail corridor (along Hagden Lane and Cardiff Road), in the vicinity of the
proposed viaduct (along Watford Road, Mayfare, Sycamore Road, The
Gateway, Sydney Road) and along to current London Overground DC Line
(along Neal Street, new flats adjacent to Watford High Street station, Queens
Road, Gladstone Road and Woodford Road);
Houseboats, and permanent and temporary housing along Grand Union Canal;
Commercial properties including the industrial estate to the east of Wiggenhall
Road, the pub on Rickmansworth Road, Cinnamond Contract Limited on
Watford Road and Watford General Hospital;
Watford Football Club at Vicarage Road Stadium;
Chase Care Centre on the Gateway;
Schools and nurseries including Central Primary, Chessbrook Education
Support Centre, Laurance Haines , St Anthony‟s Roman Catholic Primary,
Watford Field (Infant & Nursery and Junior), Westfield Community Technology
College and Watford Grammar School for Girls;
Recreation grounds including the playground off Watford Road, Harewoods
Recreation Ground, Riverside Park and Waterfields Recreation Ground; and
Allotments to the west of Vicarage Road
3.8.3 Surveys and Assessment
An assessment following the procedures set out in the Calculation of Rail Noise
(CRN) will be conducted. CRN is the method used to assess eligibility for insulation
of residential property from railway noise under the conditions specified in the Noise
Insulation (Railways and other Guided Transport Systems) Regulations 1996xxvi
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(NIR). These regulations apply to new or improved railways. The assessment will
be undertaken using in-house modelling software, NoiseMap Server Edition, which
implements the CRN procedures.
A review of traffic data pertaining to changes in traffic movements as a result of the
scheme will be undertaken. This will determine the need for any further assessment
following the guidance set out in the DMRB Volume 11, Section 3, part 7 Noise and
Vibrationvii and would reference the Calculation of Road Traffic Noise (CRTN) 1988
as and where appropriate.
Data relating the new anticipated noise emissions from the new stations will be
reviewed and where appropriate potential noise impacts will be assessed using BS
4142 Method for rating industrial noise affecting mixed residential and industrial
noise areas.
The potential impacts of noise and vibration during the construction phase will also
be considered using data available at the time of assessment and in accordance with
BS 5228 Parts 1 and 2xxvii.
In summary the following tasks will be or are being undertaken as part of the
assessment:
Review of documents produced during previous EIAs, including a report
entitled Noise and Vibration Assessment for the Proposed Croxley Rail Linkxxviii
produced by Metro Consulting Limited;
Consultation has been undertaken with the Environmental Health Officers
(EHOS) for both WBC and TRDC to discuss noise complaints, monitoring
locations, noise policies and to agree the methodology for the assessment;
A site walkover to establish suitable locations for day-time (0600-2400 hrs) and
night-time (0000-0600 hrs) noise monitoring in order to establish the existing
noise level has been completed. Twelve monitoring locations were identified
and agreed with the EHOs (including four long term locations and eight short
term locations);
The need for a baseline vibration survey will be determined and undertaken if
necessary;
Review of available traffic data to determine the need for further assessment of
potential traffic-related noise and vibration using the DMRB;
An assessment of noise from new station buildings will be undertaken in
accordance with BS 4142. This is to include noise associated with public
address system and audible warning systems;
Development of a noise model to predict the operational noise levels at nearby
noise-sensitive receptors within 300m from the proposed scheme. Baseline
noise data for the proposed rolling stock (S-class trains) has been obtained
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from LUL and reviewed. The results of the model will allow the significance of
any impact to be determined;
Design of suitable mitigation measures to reduce the predicted noise level to
an acceptable level where required;
Determination of the operational residual impacts of the scheme
Identification of the likelihood of potential qualification for insulation under the
NIR at residential receptors; and
Assessment of construction noise and vibration.
3.9 Surface Waters, Groundwater, Flood Risk and Drainage
Potential sources of impact on surface waters, groundwater sources, flood risk and
drainage relate to changes in the water regime caused by the scheme design,
construction and operational activities.
3.9.1 Existing Environment
The Grand Union Canal, River Gade and River Colne all pass under the proposed
alignment. Two existing rail bridges (part of the disused Croxley Green Branch Line)
span across the River Colne along the eastern segment of the proposed rail track.
The proposed viaduct would span across River Gade and the GUC. The various
components of the existing environment which will define the baseline conditions for
the flood risk, surface water, groundwater and drainage assessments are described
in more detail below.
3.9.1.1 Fluvial Flood Risk
The study area would encompass the extents of the three watercourse catchment
areas, namely for the River Colne, River Gade and the Grand Union Canal that have
the potential to be affected by the proposed development (see Figure 3 in Appendix
A). River Colne falls within the Environment Agency (EA) designated Flood Zone 2
(medium probability, having between a 1 in 100 and 1 in 1000 annual probability of
river flooding (1%-0.1%) or between a 1 in 200 and 1 in 1000 annual probability of
sea flooding (0.5%-0.1%) in any year). River Gade and the Grand Union Canal
(GUC) also fall within EA Flood Zone 2 but the flood plains are restricted to the river
channels. It is to be noted that the flood models for River Gade and the GUC do not
exist.
Flood zone areas without defences have been identified in the region of the
proposed viaduct and in the vicinity of the link between the disused rail corridor and
the existing London Overground DC line.
3.9.1.2 River Water Quality
The EA publishes General Quality Assessment (GQA) data on their website listing
the chemical and biological quality of rivers and canals in England, and chemical
quality data for the River Colne, River Gade and the GUC is available. Each of these
watercourses has Grade A (very good) river quality which indicates that the rivers
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have natural ecosystems and make very good salmonid and cyprinid fisheries. They
may be used for any type of water abstraction including potable water supply.
3.9.1.3 Groundwater Quality
A major portion of the proposed rail route lies on a principal aquifer within Source
Protection Zone (SPZ) I around a public water abstraction. It has very shallow depth
to groundwater ranging between 0 and 18m.
3.9.1.4 Drainage
During a site walk-over survey undertaken in April 2011, few drainage ditches were
noted at the site discharging into River Colne. The walk-over survey did not reveal
any discharge points into River Gade or the GUC. A few disconnected segments of
perforated pipes were also noted across the disused railway line. However, details
on the utility or connectivity of these pipes are not available. A brief look at the
existing utility services in the study area indicates that there is no connectivity
between track drainage system and the surrounding residential/ commercial/
industrial developments.
Consultation with the EA is underway to obtain further clarity on the use of existing
outfall points and the potential location of for new outfalls points..
3.9.2 Potential Impacts
There is potential for increased surface water runoff due to the introduction of track
bed and additional hardstanding at new stations and the car park at Ascot Road.
This has the potential to affect the flowrates and water quality of receiving
watercourses and/or the drainage system. In addition, earthworks could potentially
affect groundwater recharge and storage, and alter groundwater quality and flow
patterns. These changes could potentially increase flood risk both onsite and in the
surrounding catchment area. Each of these potential impacts is discussed in more
detail below.
3.9.2.1 Flood Risk
The proposed widening of the railway track and increased hard standing from the
proposed stations and associated infrastructure (platforms, car park, etc.) will result
in increased runoff and pose a risk of increased runoff into the watercourses. A Level
2 Flood Risk Assessment (FRA) is being undertaken for the entire route in
accordance with PPS25 on Development and Flood Risk to assess the flood risks
from various sources such as rivers, surface water, groundwater, sewers and
artificial sources such as reservoirs and lakes in the vicinity of the site. The
assessment will cover all the components of the proposed scheme including
earthworks (permanent, embankments, cuttings, etc.), bridges, viaduct and stations.
Suitable flood risk mitigation measures will be investigated in conjunction with the
drainage system for the proposed rail route. The results will inform the EIA process.
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3.9.2.2 River Water Quality
The operation of the proposed railway may result in release of grease and/or other
oily substances, metal wear from track and train wheels, and brake dust being
discharged into the watercourses through surface water runoff if not intercepted.
3.9.2.3 Groundwater Quality
There is a highly sensitive principal aquifer in the vicinity of the scheme and as such
surface water discharges into the ground will not be acceptable. Mitigation will be
identified in the EIA to this effect.
The proposed earthworks are largely around the new viaduct, the tie-in at Baldwins
Lane and the existing earthworks along the disused section of line which require
widening / modification to accommodate the proposed twin track. These may
potentially affect groundwater recharge and storage and alter groundwater flow
patterns. In addition, due to relatively high groundwater levels, there is a potential
risk of interaction between the surface water and groundwater sources in the study
area which may impact the flood risk and existing water quality. Release of oily
substances, metals, brake dust, etc have the potential to reach groundwater if not
intercepted. Mitigation will be identified in the EIA to control these potential adverse
impacts.
3.9.2.4 Drainage
There would be increased surface water runoff due to the proposed construction of
the viaduct, widening of the railway to dual track and additional hardstanding area at
the proposed new stations at Watford Health Campus and the new station and can
park at Ascot Road.
3.9.3 Surveys and Assessment
A water quality and drainage desk-based assessment is currently being undertaken
which involves a review of water quality monitoring data from statutory agencies and
information from topographic and geotechnical databases (related to groundwater
and hydrogeology) to establish the existing baseline conditions with respect to the
water environment. A site walkover survey was undertaken in April 2011 to assess
the general conditions at the site, understand the site topography and identify
potential outfall points along the proposed rail route. The assessment will also
involve a review of further data received from the EA, Network Rail and LUL.
The process of impact assessment will cover:
Baseline conditions of water environment – the existing conditions of the water
environment will be evaluated using desk-based studies, data collection from
statutory agencies and site investigations undertaken as part of the scheme
development;
Assessment of impacts – the potential impacts on each of the baseline
conditions for flood risk, water quality (surface water and groundwater) and
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drainage will be assessed for various aspects of the proposed scheme –
earthworks, stations and associated infrastructure, viaduct and bridges;
Mitigation measures – suitable mitigation measures during the construction
and operation phases will be proposed; and
Residual impacts – the potential impacts arising after implementing the
mitigation measures will be evaluated.
Surface water impacts (including surface water runoff, flood risk and surface water
quality) as well as groundwater impacts (including water supply (presence of source
protection zones), water table depths, ground permeability and groundwater quality)
will all be considered.
The following tasks will be or are currently being undertaken:
Review of documents produced during previous EIAs;
Collection of baseline data, including a review of the following:
o Existing water quality data
o Ordnance Survey data
o Existing drainage details
o Proposed drainage design details
o Flood maps
Site walkover to examine the location of surface watercourses and the state
of the current drainage system along the length of the disused railway;
Assessment of the proposed drainage network with particular regard to final
discharge destinations and discharge rates for the runoff;
Assessment of the potential climate change impacts in terms of predicted
future rainfall and flooding will be considered during the design process;
Consultation with the Environment Agency (EA) regarding the requirement for
attenuation measures to maintain the existing discharge rates in the outfalls
and to develop any such mitigation measures to ensure compliance with their
policies;
Assessment of the proposed pollution control measures to ensure that no
water body receives a greater pollutant load than that which occurs under
current conditions;
Development of sustainable methods in the drainage designs;
Review of local drainage ditches on a case by case basis and the
development of appropriate mitigation measures where necessary as the
scheme design evolves; and
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A Flood Risk Assessment has been commissioned as part of the scheme
development and the results will be used to inform the environmental
assessment process.
3.10 Traffic and Transport
A study of the effects on traffic and transport will be undertaken as part of the
assessment.
Reference will be made to a parallel Traffic Impact Assessment which will be
appended to the ES and assessment made of relevant environmental considerations
not covered elsewhere in the EIA (e.g. impacts on air quality and noise). Such
impacts could include access and severance.
3.11 Community and Socio-Economic Effects
The effects of the proposed scheme on local population, community facilities, areas
of interest, and pedestrian and cycle routes will be assessed following the appraisal
of maps and published data and consultation and discussions with stakeholders.
All land uses and community facilities within 250m of the proposed scheme will be
identified. Consideration will also be given to effects of the scheme on Watford
General Hospital, Watford Football Club at Vicarage Stadium, local schools and
recreation grounds.
An Equality Impact Assessment has been commissioned as part of the scheme
development to ensure that the stakeholder consultation process is comprehensive
and inclusive. The results of this assessment will be used to inform the EIA. The
following factors will considered be in the assessment:
Location and usage of public rights of way, community and recreational
facilities;
Nature of the population using or crossing the area with particular emphasis on
vulnerable groups such as children and the elderly;
Severance effects created or relieved by the scheme;
Effects on journey times and distances;
Effects of disturbance, such as noise, on vulnerable receptors, such as schools
and the care home for the elderly (Chase Care Centre); and
Effects of the closure of Watford Met station on the local population.
Details of the community effects will be assessed and the results will be presented in
a chapter for inclusion in the ES. Mitigation measures and residual impacts will also
be identified and details of these will be included in the ES.
3.12 Cumulative Effects
For the purposes of this EIA it is proposed that the following definitions will be
adopted:
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Indirect Impacts: Impacts on the environment, which are not a direct result of
the project, often produced away from or as a result of a complex pathway.
Sometimes referred to as second or third level impacts, or secondary impacts.
For example, visual impact from the use of noise attenuation barriers as a
mitigation measure;
Cumulative Impacts: Impacts that result from incremental changes caused by
other past, present or reasonably foreseeable actions together with the project.
For example: combined effect of individual impacts, e.g. noise, dust and visual
from one development on a particular receptor; and
Impact Interactions: The reactions between impacts whether between the
impacts of just one project or between the impacts of other projects in the area
for which planning permission has been granted. For example: emissions to
air from one project reacting with emissions from an existing development or
overlapping time periods will have many interactive impacts, from land use
issues to construction and operational noise.
The environmental effects from indirect and cumulative impacts and impact
interactions can be significant. The objective of this element of the EIA will be to
identify and focus on the significant impacts. It will be important to ensure that these
impacts are taken into consideration in the decision-making process. Particular
attention will be paid to the Health Campus development at Watford General
Hospital which has been granted planning permission.
There is no agreed or accepted methodology to evaluate indirect and cumulative
impacts and impact interactions. Guidance is provided in ‘European Commission
Guidelines for the Assessment of Indirect and Cumulative Impacts as well as Impact
Interactions, EC DG XI Environment, Nuclear, Safety and Civil Protection, 1999‟.
Based on the guidelines, it is proposed that matrices be developed to evaluate the
impacts and impact interactions.
The matrices will be organised to cross reference the construction and operational
phases of the scheme against environmental elements and sensitive receptors. The
development of the matrices will be dependant upon a number of activities, including
the following:
Consideration and development of a list the activities associated with project;
Identification and development of a list the sensitive resources; and
Identification of cumulative impacts by identifying if a number of different
activities (including those from other developments) impact on a single
resource or receptors.
The most significant development that has been granted planning permission within
the vicinity of the proposed development scheme is the Watford General Hospital
Health Campus development which would extend to the south of the current hospital
and over the railway with an access road over the railway and Cardiff Road. The
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findings of the assessment of the implications of the Health Campus development
programme and any further indirect and cumulative impacts and impact interactions
from other developments that have been granted planning permission will be
presented as a chapter in the ES.
3.13 Policies and Plans
A review of the current environmental policies and plans for HCC, WBC, TRDC, LUL
and NR is being undertaken in light of the potential impacts that are identified and
will inform the EIA along with other relevant local, regional and national planning
policies.
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4 Proposed Environmental Statement Structure
The guidance set out in a Guide to Transport and Works Act Procedures 2006xxix will
has been reviewed to ensure that all environmental aspects are given due
consideration during the assessment and an Environmental Statement (ES) would
be produced in accordance in Annexes 6 and 7 which set out the information to be
included within an ES.
A proposed structure for the ES is shown below. This would include consideration of
the construction and operation of the scheme, as well as a description of mitigating
measures. This structure will be reviewed following receipt of the Screening Decision
and Scoping Opinion.
1. Introduction
1.1 Background
1.2 The Statutory Context
2. Need for the Scheme
3. Project Alternatives
4. The Existing Environment
5. Description of the Proposed Scheme
5.1 Key Components
5.2 Site Access and Traffic Movements
5.3 Design Components
5.4 The Construction Phase
6. Scoping and Introduction to Environmental Assessments
6.1 Scope of the Environmental Impact Assessment
6.2 Format to the Assessment Chapters
7. Air Quality
8. Cultural Heritage and Archaeological Resources
9. Ecology and Nature Conservation
10. Geology, Soils and Contaminated Lands
11. Landscape Character and Visual Context
12. Noise and Vibration
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13. Surface Waters, Flood Risk and Drainage
14. Use of Resources
15. Community Effects
16. Cumulative Effects
17. Policies and Plans
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5 References
i Her Majesty’s Stationary Office (HMSO) (1992). Transport and Works Act. Office of
Public Sector Information (OPSI).
ii Transport and Works (Applications and Objections Procedure) (England and Wales) Rules
2006 (SI 2006 No. 1466). Legislation.gov.uk: The National Archives.
iii Annex I or Annex II of EU Directive 85/337 The Assessment of the Effects of
Certain Public and Private Projects on the Environment.
iv Croxley Rail Link Environmental Statement, Volume 1 (1995). Aspinwall &
Company Limited.
v Croxley Rail Link Environmental Impact Statement (2004). Mouchel Consulting
Limited.
vi Watford Borough Council Air Quality Progress Report (2008).
vii Design Manual for Roads and Bridges (DMRB) Volume 11, Section 3.
viii Air quality guidance document Local Air Quality Management’ (LAQM.TG.09)
(2009).
ix Air quality guidance document ‘Local Air Quality Management’ FAQ (2009)
‘Guidance on Assessing Emissions from Diesel Locomotives Railway Emissions.
x Network Archaeology (2002). Croxley Rail Link – Archaeological Desk-Based
Assessment, Report No. 268.
xi Institute of Ecology and Environmental Management (IEEM) (2006). Guidelines for
Ecological Impact Assessment in the UK (published version 7 July 2006).
xii Joint Nature Conservancy Council (JNCC) (2007). Handbook for Phase 1 Habitat
Survey - A Technique for Environmental Audit. Revised reprint 2003. Peterborough,
UK.
xiii Drake, C.M., Lott, D.A., Alexander, K.N.A. & Webb, J. (2007). Surveying
Terrestrial and Freshwater Invertebrates for Conservation Evaluation. Natural
England Research Report 005.
xiv Kirby, P. (1992). Habitat Management for Invertebrates: A Practical Handbook.
RSPB/JNCC.
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xv Oldham, R.S., Keeble, J., Swann, M.J.S. & Jeffcote, M. (2000). Evaluating the
Suitability of Habitat for the Great Crested Newt (Triturus cristatus). Herpetological
Journal 10 (4), 143-155.
xvi English Nature (2001). Great Crested Newt Mitigation Guidelines. Version: August
2001.
xvii Froglife (1999). Reptile Survey: An Introduction to planning, conducting and
interpreting surveys for snake and lizard conservation. Froglife advice sheet 10.
Froglife, Halesworth.
xviii Gent, T. & Gibson, S. (1998). Herpetofauna Worker’s Manual. JNCC,
Peterborough.
xix Reading, C.J. (1996). Evaluation of Reptile Survey Methodologies. English Nature
Research Report No.200.
xx Bibby, C.J., Burgess, N.D., Hill, D.A. and Mustoe, S.H. (2000). Bird Census
Techniques. 2nd Edition. Academic Press, London.
xxi Bat Conservation Trust (2007). Bat Surveys - Good Practice Guidelines. Bat
Conservation Trust. London.
xxii Mitchell-Jones, A. J. (2004). Bat Mitigation Guidelines. English Nature,
Peterborough.
xxiii Supplementary Contaminated Land Investigation, Ascot Road, Croxley (2008).
xxiv Supplementary Contaminated Land Investigation, Ascot Road, Croxley,
September 2008’ by STATS and Ground Investigation – The Croxley Rail Link –
Stage One – Factual Report – Contract No. 936/3256, July 2003.
xxv CIRIA/DETR C552, (2001), contaminated Land Risk Assessment, A guide to good
practice.
xxvi Her Majesty’s Stationary Office (HMSO), (1996). Noise Insulation (Railways and
other Guided Transport Systems) Regulations. Office of Public Sector Information
(OPSI).
xxvii Her Majesty’s Stationary Office (HMSO), (1996). Noise Insulation (Railways and
other Guided Transport Systems) Regulations. Office of Public Sector Information
(OPSI).
xxviii Consulting Limited ‘Noise and Vibration Assessment for the Proposed Croxley
Rail Link (2009).
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xxix A Guide to Transport and Works Act Procedures 2006.