Environmental Statement Volume 1 Main Statement · Birmingham Eastside Extension Environmental Statement Volume 1: Main Statement MMD-300207-HS30-DOC-0000-0001 October 2016 West Midlands

Environmental Statement Volume 1 Main Statement

Birmingham Eastside Extension

Environmental Statement Volume 1: Main Statement

MMD-300207-HS30-DOC-0000-0001 October 2016

West Midlands Combined Authority

Birmingham Eastside Extension Environmental Statement Volume 1: Main Statement

Revision Date Originator Checker Coordinator Approver Description A October 2016 LM KL CS KL Final for submission

Issue and revision record

Information class: Standard

This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.

We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties.

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.

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Chapter Title Page

Abbreviations i

Glossary iv

1 Introduction 1 1.1 Background _______________________________________________________________________ 1 1.2 The Promoter ______________________________________________________________________ 1 1.3 Development of the Midland Metro ______________________________________________________ 2 1.4 Environmental Impact Assessment (EIA) _________________________________________________ 3 1.5 Requirement for an EIA ______________________________________________________________ 3 1.6 Structure of the Environmental Statement _________________________________________________ 4 1.7 Further Information __________________________________________________________________ 6

2 BEE Description 7 2.1 BEE Route and Scheme Boundary _____________________________________________________ 7 2.2 BEE Context _______________________________________________________________________ 8 2.3 Key Elements of the BEE _____________________________________________________________ 8 2.4 Embedded Mitigation _______________________________________________________________ 13 2.5 BEE Timetable for Delivery __________________________________________________________ 14 2.6 BEE Operation ____________________________________________________________________ 14

3 Need and Alternatives 16 3.1 Introduction _______________________________________________________________________ 16 3.2 Need for the BEE __________________________________________________________________ 16 3.3 Alternative Technology ______________________________________________________________ 19 3.4 Evolution of the BEE________________________________________________________________ 20 3.5 Alternative Design and Location of the BEE Components ___________________________________ 25 3.6 Summary ________________________________________________________________________ 26

4 Plans and Policies 27 4.1 Introduction _______________________________________________________________________ 27 4.2 The Statutory Development Plan ______________________________________________________ 27 4.3 Material Considerations - National Planning Policy Framework (NPPF) (2012) ___________________ 30 4.4 Material Considerations – Emerging Planning Policy _______________________________________ 31 4.5 Material Considerations – Other Policy/Strategy/Guidance Documents _________________________ 34 4.6 Summary ________________________________________________________________________ 40

5 EIA Methodology 41 5.1 Introduction _______________________________________________________________________ 41 5.2 EIA Requirements _________________________________________________________________ 41 5.3 Approach to Technical Assessment ____________________________________________________ 42

Contents

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5.4 Environmental Baseline _____________________________________________________________ 47 5.5 Committed Developments ___________________________________________________________ 48 5.6 Consultation ______________________________________________________________________ 50 5.7 Mitigation Measures ________________________________________________________________ 52 5.8 Assessment of Effects ______________________________________________________________ 52 5.9 Cumulative Effects _________________________________________________________________ 54 5.10 Information Assumptions ____________________________________________________________ 55 5.11 Summary ________________________________________________________________________ 55

6 Construction Strategy 56 6.1 Introduction _______________________________________________________________________ 56 6.2 General Construction Methodology for a Light Rail Transit (LRT) System _______________________ 56 6.3 Indicative Construction Programme ____________________________________________________ 57 6.4 HS2 Construction Programme ________________________________________________________ 62

7 Land Use and Land Take 63 7.1 Introduction _______________________________________________________________________ 63 7.2 Methodology ______________________________________________________________________ 63 7.3 Baseline Information ________________________________________________________________ 64 7.4 Avoidance and Embedded Mitigation ___________________________________________________ 68 7.5 Construction- Likely Significant Effects__________________________________________________ 69 7.6 Operation- Likely Significant Effects ____________________________________________________ 73 7.7 Cumulative Effects _________________________________________________________________ 77 7.8 Summary ________________________________________________________________________ 78

8 Climate Change Resilience 81 8.1 Introduction _______________________________________________________________________ 81 8.2 Methodology ______________________________________________________________________ 81 8.3 Consultation ______________________________________________________________________ 83 8.4 Assumptions and Limitations _________________________________________________________ 83 8.5 Baseline Information ________________________________________________________________ 83 8.6 Embedded Mitigation _______________________________________________________________ 89 8.7 Summary of the CCRA ______________________________________________________________ 95 8.8 Supplementary Mitigation ____________________________________________________________ 96

9 Traffic and Transport 98 9.1 Introduction _______________________________________________________________________ 98 9.2 Methodology ______________________________________________________________________ 98 9.3 Consultation _____________________________________________________________________ 105 9.4 Assumptions and Limitations ________________________________________________________ 106 9.5 Baseline Information _______________________________________________________________ 107 9.6 Embedded Mitigation ______________________________________________________________ 109 9.7 Construction- Likely Significant Effects_________________________________________________ 113 9.8 Operation- Likely Significant Effects ___________________________________________________ 115



9.9 Cumulative Effects ________________________________________________________________ 116 9.10 Summary _______________________________________________________________________ 117

10 Noise and Vibration 118 10.1 Introduction ______________________________________________________________________ 118 10.2 Methodology _____________________________________________________________________ 118 10.3 Consultation with BCC _____________________________________________________________ 145 10.4 Assumptions and Limitations ________________________________________________________ 145 10.5 Baseline Information _______________________________________________________________ 146 10.6 Construction – Likely Significant Effects ________________________________________________ 147 10.7 Operation – Likely Significant Effects __________________________________________________ 152 10.8 Mitigation _______________________________________________________________________ 162 10.9 Cumulative effects ________________________________________________________________ 167 10.10 Summary _______________________________________________________________________ 168

11 Air Quality 170 11.1 Introduction ______________________________________________________________________ 170 11.2 Methodology _____________________________________________________________________ 170 11.3 Consultation _____________________________________________________________________ 179 11.4 Assumptions and Limitations ________________________________________________________ 179 11.5 Baseline Information _______________________________________________________________ 179 11.6 Embedded Mitigation ______________________________________________________________ 180 11.7 Construction- Likely Significant Effects_________________________________________________ 183 11.8 Operation- Likely Significant Effects ___________________________________________________ 183 11.9 Cumulative Effects ________________________________________________________________ 184 11.10 Summary _______________________________________________________________________ 185

12 Greenhouse Gases 186 12.2 Methodology _____________________________________________________________________ 186 12.3 Consultation _____________________________________________________________________ 191 12.4 Assumptions and Limitations ________________________________________________________ 191 12.5 Baseline Information _______________________________________________________________ 192 12.6 Embedded Mitigation ______________________________________________________________ 193 12.7 Construction- Likely Significant Effects_________________________________________________ 194 12.8 Operation- Likely Significant Effects ___________________________________________________ 195 12.9 Cumulative Effects ________________________________________________________________ 196 12.10 Summary _______________________________________________________________________ 197

13 Townscape and Visual Amenity 198 13.1 Introduction ______________________________________________________________________ 198 13.2 Methodology _____________________________________________________________________ 198 13.3 Consultation _____________________________________________________________________ 203 13.4 Assumptions and Limitations ________________________________________________________ 204 13.5 Baseline Information _______________________________________________________________ 204



13.6 Embedded Mitigation ______________________________________________________________ 214 13.7 Construction- Likely Significant Effects_________________________________________________ 215 13.8 Operation- Likely Significant Effects ___________________________________________________ 224 13.9 Cumulative effects ________________________________________________________________ 238 13.10 Cumulative effects ________________________________________________________________ 244 13.11 Conclusion ______________________________________________________________________ 245

14 Historic Environment 248 14.1 Introduction ______________________________________________________________________ 248 14.2 Methodology _____________________________________________________________________ 248 14.3 Consultation _____________________________________________________________________ 254 14.4 Assumptions and Limitations ________________________________________________________ 255 14.5 Baseline Information _______________________________________________________________ 256 14.6 Mitigation Measures _______________________________________________________________ 261 14.7 Additional Measures _______________________________________________________________ 262 14.8 Construction- Likely Significant Effects_________________________________________________ 263 14.9 Operation - Likely Significant Effects __________________________________________________ 264 14.10 Cumulative Effects ________________________________________________________________ 265 14.11 Summary _______________________________________________________________________ 266

15 Soils, Geology and Contaminated Land 269 15.1 Introduction ______________________________________________________________________ 269 15.2 Methodology _____________________________________________________________________ 269 15.3 Consultation _____________________________________________________________________ 275 15.4 Assumptions and Limitations ________________________________________________________ 275 15.5 Baseline Information _______________________________________________________________ 276 15.6 Embedded Mitigation ______________________________________________________________ 278 15.7 Construction- Likely Significant Effects_________________________________________________ 282 15.8 Operation- Likely Significant Effects ___________________________________________________ 288 15.9 Cumulative Effects ________________________________________________________________ 288 15.10 Summary _______________________________________________________________________ 289

16 Water Resources and Land Drainage 290 16.1. Introduction and Flood Risk Context___________________________________________________ 290 16.2. Methodology _____________________________________________________________________ 291 16.3. Consultation _____________________________________________________________________ 293 16.4. Assumptions and Limitations ________________________________________________________ 294 16.5. Baseline Information _______________________________________________________________ 296 16.6. Mitigation Measures _______________________________________________________________ 297 16.7. Construction - Likely Significant Effects ________________________________________________ 299 1.8 Operation - Likely Significant Effects __________________________________________________ 303 16.2 Cumulative Effects ________________________________________________________________ 306 16.3 Summary _______________________________________________________________________ 307

17 Ecology 310



17.1 Introduction ______________________________________________________________________ 310 17.2 Methodology _____________________________________________________________________ 310 17.3 Consultation _____________________________________________________________________ 311 17.4 Assumptions and Limitations ________________________________________________________ 311 17.5 Baseline Information _______________________________________________________________ 312 17.6 Mitigation Measures _______________________________________________________________ 316 17.7 Construction- Likely Significant Effects_________________________________________________ 317 17.8 Operation- Likely Significant Effects ___________________________________________________ 318 17.9 Cumulative Effects ________________________________________________________________ 318 17.10 Summary _______________________________________________________________________ 320

18 Socio-Economics 321 18.1 Introduction ______________________________________________________________________ 321 18.2 Policy, Guidance and Best Practice ___________________________________________________ 321 18.3 Methodology _____________________________________________________________________ 324 18.4 Assumptions and limitations _________________________________________________________ 327 18.5 Baseline Conditions _______________________________________________________________ 327 18.6 Construction - Likely Significant Effects ________________________________________________ 331 18.7 Operation - likely significant effects ___________________________________________________ 344 18.8 Cumulative effects ________________________________________________________________ 348

19 Electromagnetic Fields 350 19.1 Introduction ______________________________________________________________________ 350 19.2 BEE Description __________________________________________________________________ 350 19.3 Methodology _____________________________________________________________________ 351 19.4 Consultation _____________________________________________________________________ 353 19.5 Assumptions and Limitations ________________________________________________________ 354 19.6 Embedded Mitigation ______________________________________________________________ 354 19.7 Construction- Likely Significant Effects_________________________________________________ 354 19.8 Operation- Likely Significant Effects ___________________________________________________ 355 19.9 Cumulative Effects ________________________________________________________________ 356 19.10 Summary _______________________________________________________________________ 357

20 Summary of Significant Environmental Effects 358 20.1 Introduction ______________________________________________________________________ 358 20.2 The Environmental Statement _______________________________________________________ 358 20.3 The BEE Overview ________________________________________________________________ 358 20.4 Environmental Effects Assessment Summary ___________________________________________ 359 20.5 Cumulative Impact ________________________________________________________________ 365

21 References 366



Abbreviation Description

°C degrees Celsius

µg/m3 Micrograms per cubic metre

AADT Annual average daily traffic

AAWT Annual average weekday traffic

AIR Air Information Resource AOD Above ordnance datum

AQAL Air quality assessment level

AQMA Air Quality Management Area

AQS Air Quality Strategy

ARCC Adaptation and Resilience in the Context of Change network

BCC Birmingham City Council

BCCE Birmingham City Centre Extension

BCU Birmingham City University

BDP Birmingham Development Plan

BEE Birmingham Eastside Extension

BGS British Geological Survey

BS British Standard

CAF Construcciones y Auxiliar de Ferrocarriles

CCAAP Climate Change Adaptation Action Plan

CCRA Climate Change Risk Assessment

CEMP Construction Environmental Management Plan

CERC Cambridge Environmental Research Consultants

CIRIA Construction Industry Research and Information Association

CL:AIRE Contaminated Land: Applications in Real Environments

CLR Contaminated Land Report CO2 Carbon dioxide

CRTN Calculation of Road Traffic Noise

CTMP Construction Traffic Management Plan

dB Decibels

dBA Decibel average

DC Direct current

DECC Department of Energy and Climate Change

DEFRA Department for Environment, Food and Rural Affairs

DfT Department for Transport

DM Do-Minimum

DMRB Design Manual for Roads and Bridges

DS Do-Something

EA Environment Agency

EC European Commission

EFT Emissions factor toolkit

Abbreviations

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EIA Environmental impact assessment

EMC Electromagnetic compatibility

EMF Electromagnetic fields

EMI Electromagnetic interference

ES Environmental Statement EU European Union

FRA Flood Risk Assessment

GBS LEP Greater Birmingham and Solihull Local Enterprise Partnership

GHG Greenhouse gas

GI Ground investigation

GLVIA Guidelines for Landscape and Visual Impact Assessment

HDV Heavy duty vehicle

HER Historic environment record

HGV Heavy goods vehicle

HS2 High Speed Rail 2

IAN Interim Advice Note

IAQM Institute of Air Quality Management

ICNIRP International Commission on Non-Ionising Radiation Protection

IEMA Institute of Environmental Management

ktCO2e kilo tonnes of carbon dioxide equivalent

LDV Light duty vehicle

LEPs Local Enterprise Partnerships

LOAEL Lowest Observed Adverse Effect Level

LpAeq Equivalent continuous A-weighted sound pressure level

LpAeq,T Equivalent continuous A-weighted sound pressure level for the time period T LRT Light rail transit

m/s Metres per second

m2 Metres squared

m3 Metres cubed

MAGIC Multi-Agency Geographical Information for the Countryside

mm/s Millimetres per second

mT Milli Telsa

MW Mega Watt

NCA National Character Area

NEC National Exhibition Centre

NO2 Nitrogen dioxide

NOx Nitrogen oxides

NPPF National Planning Policy Framework

NPPG National Planning Practice Guidance

NTS Non-technical summary

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OLE Overhead line equipment

ONS Office for National Statistics

OS Ordnance Survey

PCM Pollution Centre Mapping

PCU Passenger car unit PM Particulate matter

PM10 Particulate matter (with aerodynamic diameter of less than 10 micrometres)

PM2.5 Particulate matter (with aerodynamic diameter of less than 2.5 micrometres)

PPE Personal protective equipment

PPG Planning policy guidance

RAMSAR Wetlands of international importance

RED Radio Equipment Directive

SAC Special Area of Conservation

SDG Steer Davis Gleave

SOAEL Significant Observed Adverse Effect Level

SPA Special Protection Area

SPLs Significant Pollutant Linkages

SPZ Source protection source

STW Severn Trent Water

TA Transport Assessment

TCA Townscape Character Areas

tCO2e tonnes of carbon dioxide equivalent

TORRO Tornado and Storm Research Organisation

TVIA Townscape and visual impact assessment

TWAO Transport and Works Act Order UDP Unitary Development Plan

UK United Kingdom

UKCP09 United Kingdom Climate Projections 2009

UXO Unexploded ordnance

V Volt

VE Visual envelope

WBHE Wednesbury to Brierley Hill Extension

WebTAG Web Transport Analysis Guidance

WFD Water Framework Directive

WHO World Health Organisation

WMCA West Midlands Combined Authority

ZTV Zone of theoretical visibility

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Term Description

Above Ordnance Datum The standard denomination of ground level.

Absolute vibration criteria

Limits (or trigger levels) that identify whether vibration is likely to impact on a person’s activities or the operation of vibration sensitive equipment.

Air Quality Action Plans A plan that must be compiled by a local authority if it declares an air quality management area.

Air quality exceedance Where pollutant concentrations exceed an air quality standard.

Air quality limit value A maximum pollutant concentration to be achieved in the atmosphere, either without exception or with a permitted number of exceedances. Limit values are defined in European Union Directives and implemented in United Kingdom legislation.

Air Quality Management Area If a local authority identifies any locations within its boundaries where the air quality objectives are not likely to be achieved, it must declare the area as an air quality management area. The local authority is subsequently required to put together a local air quality action plan.

Air Quality Objective

Objectives are policy targets generally expressed as a maximum ambient pollutant concentration to be achieved. The objectives are set out in the UK Government’s Air Quality Strategy for the key air pollutants.

Air quality sensitive receptors People, property, species or designated sites for nature conservation that may be at risk from exposure to air pollutants potentially arising as a result of a proposed development.

Air quality standard In this environmental statement, the term ‘air quality standard’ refers to air quality limit values and objectives.

Ambient Noise Totally encompassing sound in a given situation at a given time usually composite of sounds from many sources near and far.

Ambient noise Ambient noise is the total sound in a given situation at a given time usually composed of sound from many sources, near and far.

Ambient sound A description of the all-encompassing sound at a given location and time which will include sound from many sources near and far. Ambient sound can be quantified in terms of the equivalent continuous sound pressure level, LpAeq,T.

Annual average daily traffic An estimate of the average traffic flow over 24 hours at a defined point or segment of road.

Annual average weekday traffic An estimate of the average traffic flow over 24 hours at a defined point or segment of road taken over 5 days, Monday to Friday

At grade On the same level (e.g., when a railway line is on the current ground level).

A-weighting The human ear has a nonlinear frequency response; it is less sensitive at low and high frequencies and most sensitive in the range 1 kHz to 4 kHz (cycles per second). The A-weighting is applied to measured sound pressure levels so that these levels correspond more closely to the subjective response. A-weighted noise levels are often expressed in dB(A).

Baseline Studies The systematic collation of data on the existing environmental conditions (i.e. baseline information) to enable possible environmental changes to be predicted and assessed as part of an environmental impact assessment.

Basic Noise Level The level calculated from traffic data and road characteristics at a distance of 10m from the nearside carriageway edge using CRTN without before corrections for attenuation due to distance, absorption etc. (Department of Transport Welsh Office, 1988).

Biodiversity Action Plan A nationally used programme that addresses threatened species and habitats and seeks to protect and restore biological systems.

Birmingham City Centre Extension Midland Metro extension from Birmingham City Centre to Birmingham New Street

Glossary

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Term Description Station

Birmingham New Street Station The major Birmingham railway station and terminus of Midland Metro Line 1

Carbon Dioxide (CO2) A naturally occurring greenhouse gas that is the product of combustion activities, such as in vehicle engines

Carbon dioxide equivalent A metric measure used to compare the emissions from various greenhouse gases based on their global warming potential.

Catenary system General term used to describe all the overhead line equipment in the rail corridor.

Climate The climate can be described simply as the ‘average weather’, typically looked at over a period of 30 years. It can include temperature, rainfall, snow cover, or any other weather characteristic.

Climate Change A change to the climate caused by the greenhouse gas pollutants effect whereby pollutants, predominantly carbon dioxide, but also methane and others, re-radiate heat in the atmosphere. Human activity is now thought to be accelerating the climate change in addition to the natural climate change variations.

Climate Change Adaptation

Involves adjustments (known as adaptation measures) to natural or human systems in response to actual or expected climatic stimuli or their effects, which moderates harm or exploits beneficial opportunities.

Climate Change Mitigation

Involves adjustments (known as adaptation measures) to natural or human activity on the climate system, primarily though reducing greenhouse gas emissions.

Climate Change Risk Assessment A Government-commissioned assessment of the risks posed to the United Kingdom by the changing climate.

Climate Resilience The capacity for a socio-ecological system to: (1) absorb stresses and maintain function in the face of external stresses imposed upon it by climate change and (2) adapt, reorganise, and evolve into more desirable configurations that improve the sustainability of the system, leaving it better prepared for future climate change impacts.

Code of Construction Practice Sets out the standards and procedures to which a developer or contractor must adhere to in order to manage the potential environmental impacts when undertaking construction.

Committed development A development that has full or outline planning permission, or is allocated in an adopted development plan.

Conservation Area An area designated under Section 69 of the Planning (Listed Buildings and Conservation Areas) Act 1990 as being of special architectural or historic interest and with a character or appearance which is desirable to preserve or enhance.

Construction Environmental Management Plan

A systematic management plan to reduce the impact of the construction phase of the development on the surrounding environment.

Cumulative effects The summation of effects that result from changes caused by a development in conjunction with other past, present or reasonably foreseeable actions. These are referred to as “inter-project” cumulative effects where they refer to the cumulative effect of BEE and other committed developments. Cumulative effects can also be referred to as “intra-project” effects where cumulative effects may arise within the project with different environmental topics and interact in combination.

Decibel(s) The unit of measurement of sound pressure levels and noise levels. The decibel scale is logarithmic rather than linear. The threshold of hearing is zero decibels while, at the other extreme, the threshold of pain is about 130 decibels.

Decibel(s) A-weighted The human ear system does not respond uniformly to sound across the detectable frequency range and consequently instrumentation used to measure sound is weighted to represent the performance of the ear. This is known as the

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Term Description ‘A weighting’ and is written as ‘dB(A)’.

Delay (pedestrians) Change in the 'person-minutes' of the journey times of pedestrians and other non-motorised travellers.

Delay (traffic) An increase in journey time for drivers and passengers due to increased congestion.

Demographic character area Areas used to collect baseline data below community forum area level. The purpose of the demographic character area is to build up a descriptive, contextual profile of local communities (e.g. number of people living in villages, towns, neighbourhoods).

Department for Transport

The Government department responsible for transport issues in the UK (where not devolved).

Diffusion tube Diffusion tubes (samplers) are passive devices used in air quality monitoring to measure weekly or monthly average pollutant concentrations.

Directive Legal obligations imposed on European member states by the European Commission.

Dust All airborne particulate matter.

Earthworks The removal or placement of soils and rocks such as in cuttings, embankments and environmental mitigation, including the in-situ improvement of soils/rocks to achieve the desired properties.

Effect The consequence of the change to the baseline environment, or impact, on the environmental receptor or particular value or sensitivity (see also: ‘impact’).

Electromagnetic field The field of force associated with electric charge in motion, which has both electric and magnetic components and contains electromagnetic energy.

Electromagnetic interference Disturbance that affects an electrical system due to magnetic and electric fields, electromagnetic induction or electromagnetic radiation emitted from an external source.

Embedded mitigation Embedded mitigation are measures that will be provided in order to decrease the magnitude and the significance of the effect of the project on environmental receptors to an acceptable level i.e. those incorporated into the scheme at design stage. An acceptable level is that which is deemed appropriate by relevant legislation, professional judgement and good practice, as well as the view of consultees.

Environmental Impact Assessment A process to systematically assess the potential environmental effects of proposed development. An environmental impact assessment is a legal requirement for certain public and private projects in European Union countries under Directive 2011/92/EU.

Environmental Statement A suite of documents providing the necessary environmental information in respect of an environmental impact assessment undertaken for a proposed development. It must include all information that is reasonably required to assess the potential significant environmental effects.

Equivalent continuous sound pressure level or LpAeq,T

An index used internationally for the assessment of environmental sound impacts. It is defined as the notional unchanging level that would, over a given period of time (T), deliver the same sound energy as the actual time-varying sound over the same period. Hence fluctuating sound levels can be described in terms of an equivalent single Drawing value.

European Union Emissions Trading System

A system designed to reduce greenhouse gas emissions using a cap-and-trade framework.

Flood Zones 1, 2 and 3 A flood zone area classification system devised by the Environment Agency: - Flood Zone 1: land outside the floodplain. There is little or no risk of flooding in this zone;

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Term Description - Flood Zone 2: the area of the floodplain where there is a low to medium flood risk; and - Flood Zone 3: the area of the floodplain where there is a high risk of flooding.

Greenhouse Gas Atmospheric gases such as carbon dioxide, methane, chlorofluorocarbons, nitrous oxide, ozone, and water vapour that absorb and emit infrared radiation emitted by the Earth’s surface, the atmosphere and clouds.

Haul roads Temporary roads provided within a contractor’s site area to allow for the movement of construction material, construction machinery and/or construction labour around the site.

Heritage asset A building, monument, site, place, area or landscape of historic value.

HS2 Curzon Street Station The HS2 Birmingham terminus station at Curzon Street

Inter-scheme effects The environmental effects that may arise from BEE cumulatively with other committed developments.

Intra-scheme effects Considers the effects that arise from the combination of a number of effects through: effects of a different nature at a particular location, at different locations but affecting the same resource, of the same nature at different locations, or through recurrence over a period of time. The combined effect of two effects, which may be non-significant by themselves, on the one receptor can be significant.

LA90 The LA90 is the level exceeded for 90% of the measurement period. It is a measure of the lower levels in the absence of higher level transient events and is commonly used to describe the ambient or background noise.

Leq A-weighted equivalent continuous noise level in decibels

Leq,T index The equivalent continuous sound level of a notional steady sound, which at a given position and over a defined period of time (T) would have the same acoustic energy as the fluctuating noise.

Local Biodiversity Action Plan Strategy and set of objectives produced to protect and celebrate local wildlife.

Made ground Land where natural and undisturbed soils have largely been replaced by man-made or artificial materials. It may be composed of a variety of materials including imported natural soils and rocks with or without residues of industrial processes (such as ash) or demolition material (such as crushed brick or concrete).

Magnitude A combination of scale, extent, and duration of effect.

Main river A river maintained directly by the Environment Agency. They are generally larger arterial watercourses.

Metro or Metro network Add Definition

Midland Metro The Midland metro tram system, including trams and its operation.

Midland Metro Line 1 The tram line from Wolverhampton St Georges to Birmingham new Street Station

Mitigation Measures to avoid, reduce, and possibly remedy significant adverse environmental effects.

Modal shift A shift from one transport type to another, e.g. road travel to rail travel.

Noise Index A measure of noise over a period of time which takes account of the disturbing qualities of noise, and correlates well with average subjective response.

Non-technical summary A report which, in the case of this environmental statement, briefly describes the main points discussed in the environmental statement without the use of technical language.

Offline Not connected or currently in use. Used in engineering in relation to railways, roads, pipelines etc.

Online Connected or currently in use. Used in engineering in relation to railway, roads,

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Term Description pipelines etc.

Ordnance Datum Ordnance Datum refers to the height above mean sea-level, taken from a reference point at Newlyn, Cornwall. This is the national height system for Britain.

Ordnance Survey The national mapping agency for Britain.

Overhead line equipment Electric traction supply wires suspended over the track, providing power supply to trains.

Peak particle velocity The peak particle velocity is the maximum velocity that is recorded during a particular vibration event. It is commonly used to assess the potential for damage to structures due to ground-borne vibration.

PM10 PM10 is any particulate matter with an aerodynamic diameter equal to or less than 10 micrometres.

PM2.5 PM2.5 is any particulate matter with an aerodynamic diameter equal to or less than 2.5 micrometres.

Promoter The organisation promoting the TWA for a project.

Public realm Outdoor areas in towns and cities which are accessible to the public.

Remediation The process of removing a pollution linkage (i.e. by removing one or more of the elements in a source-pathway-receptor linkage) in contaminated land in order to render an acceptable risk. Usually this involves a degree of removal of contaminants and/ or blockage of pathways.

Royal Assent The final step required for any parliamentary Bill to become law.

Scheme Boundary The Scheme Boundary includes land areas that are required for BEE construction and operation, as described in paragraph 2.1.2 and includes the limits of deviation shown on the plans accompanying the application.

Scoping An initial stage in the environmental impact assessment process to determine the nature and potential scale of environmental effects arising as a result of a proposed development, and an assessment of what further studies are required to establish their potential environmental impacts and effects.

Screening The first stage in an environmental impact assessment used to determine if further assessment is necessary.

Severance Used to refer to a change in ease of access for non-motorised users due to, for example, a change in travel distance or travel time or a change in traffic levels on a route that makes it harder for non-motorised users to cross. A reference to severance in this environmental statement does not necessarily imply a route is closed to access.

SPRINT West Midlands rapid transit bus service that connects the

Townscape Physical and social characteristics of the built and unbuilt urban environment and the way in which those characteristics are perceived. The physical characteristics are expressed by the development form of buildings, structures and space, whilst the social characteristics are determined by how the physical characteristics are used and managed.

Trackout

The movement of dust and dirt from the construction/demolition site onto the public road network, where it may be deposited and then re-suspended by vehicles using the network.

Unexploded ordnance Explosives that did not explode when deployed and thus still pose a risk of detonation.

Visual Amenity The value of a particular area or view in terms of what is seen. Visual Envelope Extent of potential visibility to or from a specific area or feature.

WebTag Web based Transport Analysis Guidance. A methodology website (http://www.webtag.org.uk) which originally bought together the Department of

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Term Description Transport’s existing guidance, and is particularly useful for the guidance it gives on determining environmental capital and environmental significance criteria.

Wolverhampton City Centre Metro Extension

Midland Metro extension from Line 1 to Wolverhampton Rail Station

Zone of Influence Area that is affected by the proposed development, for example impacts on local ecology.

Zone of theoretical visibility The likely (or theoretical) extent of visibility of a development, usually shown on a map.

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1.1 Background

1.1.1 The West Midlands Combined Authority (WMCA) proposes to develop an extension to the Midland Metro light rail network from Bull Street/Corporation Street to High Street Deritend in Birmingham. The proposed extension is approximately 1.9km in length that comprises some 1.7km of tramway and 0.2km of road and is known as the Birmingham Eastside Extension (BEE). The WMCA (the Promoter) is applying to the Secretary of State for Transport for an order under the Transport and Works Act 1992 which will provide the necessary powers for the construction, maintenance and operation of the BEE.

1.1.2 This document is the Main Statement (Volume 1) of the Environmental Statement (ES). The ES has been prepared to accompany the BEE Transport and Works Act Order (TWAO) application. A detailed description of the BEE is provided in Chapter 2 and the proposed route of the BEE is shown on drawings MMD-300207-HS29-DRA-0000-0010 to 0017 in ES Volume 2 Technical Appendix A: EIA Drawings.

1.1.3 The BEE ES Main Statement (Volume 1) is supported by a list of technical appendices. The structure of the BEE ES is described in Section 1.6.

1.1.4 The Promoter has been working in partnership with Birmingham City Council (BCC) to develop the BEE proposals since 2010, see Chapter 3 Need and Alternatives. Consultation has also taken place with High Speed 2 Ltd (HS2), landowners and other stakeholders during the evolution of the BEE proposals. Further information on the Promoter and the context of the BEE is described within the remainder of this chapter and information on consultation is detailed in Chapter 5 EIA Methodology.

1.1.5 The need for the BEE is summarised in Chapter 3: Need and Alternatives.

1.2 The Promoter

1.2.1 The Promoter of the BEE is the WMCA. The Promoter was established on 17 June 2016 by an order made by the Secretary of State under the Transport Act 1985, the Local Transport Act 2008, and the Local Democracy, Economic Development and Construction Act 2009 (as amended). The Promoter is the statutory successor to the West Midlands Integrated Transport Authority and the West Midlands Passenger Transport Executive and exercises the statutory functions which were previously vested in those organisations. Transport for West Midlands (TfWM) is the 'executive' body of the Promotor responsible for transport in the West Midlands.

1.2.2 The Promoter and BCC have been working together to ensure the BEE, as well as meeting all Midland Metro requirements, is compliant with BCC’s aspirations and duties as the local authority and highway authority. The Promoter will continue to work with BCC as a constituent authority member of the Promoter to effectively co-ordinate the BEE in decision-

1 Introduction


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making governance processes and also on a project level to implement the BEE as one of the local investment priorities for the Promoter.

1.2.3 Within this ES, references to "the Promoter" mean either the WMCA or the West Midlands Passenger Transport Executive, when used in the context of activities carried out prior to the formal creation of the WMCA in June 2016.

1.3 Development of the Midland Metro

1.3.1 The Midland Metro light rail network serves the West Midlands and has been operating between Birmingham City Centre and Wolverhampton City Centre since May 1999. Midland Metro Line 1 connects Wolverhampton City Centre to Birmingham City Centre via Bilston, Wednesbury, West Bromwich, Handsworth and the Jewellery Quarter. As part of the expansion of the Midland Metro to a network of routes, the Promoter secured TWAO’s for extensions to the network from Wednesbury to Brierley Hill (the Wednesbury to Brierley Hill Extension (WBHE)) in January 2005 and from Birmingham City Centre to Edgbaston (the Birmingham City Centre Extension (BCCE)) in July 2005. The Promoter has secured funding for the BCCE and has constructed the first section from Snow Hill to Birmingham New Street Station. Trams ran between Snow Hill to a new stop on Bull Street from 6 December 2015 and to Birmingham New Street Station from 30 May 2016. See drawing MMD-300207-ED00-DRA-0000-0101 in ES Volume 2 Technical Appendix A: EIA Drawings for the wider proposed Midland Metro network.

1.3.2 Following the securing of a TWAO on 12 May 2016 for a minor variation, works for the construction of the next section of the BCCE from Birmingham New Street Station to Centenary Square are anticipated to commence early in 2017 with Midland Metro services expected to start operating in 2019. The Promoter is also progressing the development of the remaining section of the BCCE between Centenary Square and Edgbaston which is currently anticipated to be constructed from 2019 and operational from 2022.

1.3.3 The Promoter also supports the development and construction of the WBHE using powers authorised by Midland Metro (Wednesbury to Brierley Hill and the Miscellaneous Amendments) Order under the TWA process.

1.3.4 In May 2015, a TWA application for the Wolverhampton City Centre Metro Extension was submitted to the Secretary of State for the proposed extension of Midland Metro Line 1 in Wolverhampton City Centre linking with the bus and rail stations. This proposed extension, when authorised, would also enable services to be extended in the future to Willenhall and Walsall. Notice was made in the London Gazette and this stated that the date of the making of the Order was 21 June 2016.

1.3.5 The Promoter now proposes the BEE to connect Bull Street/Corporation Street and High Street Deritend via the new HS2 station at Curzon Street. The proposed extension will provide


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a public transport connection between Digbeth, Eastside and Birmingham City Centre, linking with HS2 Curzon Street Station in order to realise the full potential for future economic growth in the area and be the first phase of a potential extension of the Midland Metro further east to Birmingham Airport.

1.3.6 Further information on the objectives for BEE along with the evolution of the BEE is provided in Chapter 3: Need and Alternatives.

1.4 Environmental Impact Assessment (EIA)

1.4.1 Environmental Impact Assessment (EIA) is a process that identifies the likely significant environmental effects (both adverse and beneficial) of a proposed development. It ensures that the importance of these effects, and the opportunity for reducing any adverse effects, are properly considered as part of the design development process and are understood by the public, the relevant competent authorities, statutory authorities and other interested parties. EIA assists in decision making so that environmental factors can be given due weight, along with economic or social factors, when applications for development consent are being considered by the relevant authority. EIA also helps developers to prevent, reduce and offset adverse environmental effects and can provide a mechanism to take into account environmental issues during the design of a development.

1.5 Requirement for an EIA

1.5.1 The procedure and requirements for TWAO applications are set out in The TWA (Applications and Objections Procedure) (England and Wales) Rules 2006 (the Rules). Rule 7 provides that an application for a TWAO shall be accompanied by a statement of environmental information unless the Secretary of State has directed otherwise.

1.5.2 The Rule is applicable if the project for which consent is sought is of a type mentioned in Annex I of the EIA Directive, or of a type mentioned in Annex II of the EIA Directive unless, in the case of an Annex II project, the Secretary of State has issued a negative screening opinion under rule 7(13). The list of developments in Annex II includes tramways, elevated and underground railways, suspended lines or similar lines of a particular type, used exclusively or mainly for passenger transport where the area of works exceeds 1 hectare (ha). Accordingly, unless the Secretary of State has issued a negative screening direction, a statement of environmental information is required to be submitted with this TWA application. For BEE, no screening direction was sought.

1.5.3 The Promoter sought a formal Scoping Opinion from the Secretary of State through the submission of a Scoping Report. A copy of the Scoping Report can be found in ES Volume 2 Technical Appendix H. A formal Scoping Opinion was received from the Transport and Works Act Orders Unit on behalf of the Secretary of State on 14 January 2016 and is set out in ES Volume 2 Technical Appendix I. Further details of the Scoping Opinion and how the


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comments from the Secretary of State have been addressed in the ES are listed in Table 5.1 in Chapter 5 EIA Methodology.

1.5.4 During the preparation of the ES, consultation with statutory and regulated agencies/organisations has been carried out. This is summarised in Chapter 5 EIA Methodology and referenced as appropriate in the relevant ES chapter.

1.6 Structure of the Environmental Statement

1.1.1 The Rules require this ES to provide the information specified under Rule 11 and as much of the information specified in Schedule 1 to the Rules as is relevant to the proposed works. This ES comprises three volumes, as presented in Table 1.1:

Volume 1 – Main Statement; Volume 2 – Technical Appendices: these will include technical reports and drawings

that have been referred to in Volume 1 - Main Statement; and Volume 3 - Non-Technical Summary (NTS).

Table 1.1: ES structure

ES Volume Contents

Volume 1- Main Statement Abbreviations

Glossary 1 – Introduction

2 – BEE Description

3 – Need and Alternatives

4 – Policies and Plans

5 – EIA Methodology

6 – Construction Strategy

7– Land Use and Land Take

8 – Climate Change Resilience

9 – Traffic and Transport

10 – Noise and Vibration

11 – Air Quality

12 – Greenhouse Gases

13 – Townscape and Visual Amenity

14 – Historic Environment

15 – Soils, Geology and Contaminated Land

16 – Water Resources and Land Drainage

17 – Ecology

18 – Socio-Economics

19 – Electromagnetic Fields

20 – Summary of Environmental Effects


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ES Volume Contents

21 – References Volume 2- Technical Appendices A- EIA Drawings

B- Urban Design Strategy

C- The Promoter’s Route Options Report

D-Construction Appendices D1- Construction Strategy

D2- CoCP Part 1

E- Committed Development Information

F- EIA Consultation Information

G- Policies and Plans Technical Information

H- Scoping Report

I- EIA Scoping Opinion

J- Land Use and Land Take Technical Information

K- Climate Change Resilience Technical Information

L- Traffic and Transport Appendices

L1- Traffic and Transport Technical Information

L2- Transport Assessment

M- Noise and Vibration Technical Appendices

M1- Noise and Vibration Technical Information

M2- The Promoter’s Noise and Vibration Policy

N- Air Quality Technical Information

O- Greenhouse Gases Technical Information

P- Townscape and Visual Amenity Appendices

P1- Townscape and Visual Amenity Technical Information

P2- Arboricultural Report

Q- Historic Environment Appendices

Q1- Historic Environment Technical Information

Q2- Historic Environment Impact Assessment Tables

Q3- Archaeological Watching Brief

R- Soils, Geology and Contaminated Land Appendices

R1- Geotechnical Desk Study R2- Envirocheck Report (extract)

S- Flood Risk Assessment

T- Ecology Appendices T1- Ecology Technical Information

T2- Preliminary Ecology Appraisal

T3- Bat Activity Report

U Economic Impact Assessment

V- Electromagnetic Fields Technical Information

Volume 3- Non-Technical Summary (NTS)


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1.7 Further Information

1.7.1 The ES may be accessed online at the Promoter’s website: https://westmidlandscombinedauthority.org.uk/

1.7.2 The ES along with all of the TWAO application documentation may also be viewed at the following location:

The Library of Birmingham: Centenary Square Broad Street Birmingham B1 2ND

1.7.3 Opening hours: Monday to Tuesday: 11:00-19:00; and Wednesday to Saturday: 11:00-17:00.

1.7.4 To purchase a hardcopy of the ES NTS or the complete three-volume ES, please contact Customer Services at the following location:

Customer Services Midland Metro Alliance One Victoria Square Birmingham B1 1BD


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https://westmidlandscombinedauthority.org.uk/


2.1 BEE Route and Scheme Boundary

2.1.1 The BEE involves the construction of 1.7km of both on street and off-street twin-tracked tramway and 0.2km of road, and subsequent operation of the tram system. The BEE route starts from the existing section of the BCCE at Bull Street/Corporation Street providing a new link to the proposed HS2 Station at Curzon Street and terminating at High Street Deritend to the east of Birmingham City Centre. The BEE route is shown in drawings MMD-300207-HS29-DRA-0000-0010 to 0017 (ES Volume 2 Technical Appendix A: EIA Drawings). The drawing MMD-300207-ED00-DRA-0000-0101 in Technical Appendix A shows the location of the BEE in relation to the Midland Metro.

2.1.2 The BEE route commences at the junction with BCCE at the junction of Bull Street and Corporation Street running southeast along Bull Street. The route then crosses the southern end of Dale End and runs into New Meeting Street via an area of land that is currently occupied by buildings on Kings Parade, Dale End which will need to be demolished.

2.1.3 The route then continues northeast along Albert Street, where there will be a tram stop, crosses Moor Street Queensway and continues as segregated track just in front of the Hotel LaTour and along Park Street passing the edge of Eastside City Park. The route then turns south across a grassed area, and then into New Canal Street to connect with the proposed HS2 Curzon Street Station where there will be a second tram stop. The route then joins the existing highway as a shared track with other road traffic running south along New Canal Street, with a tram stop just north of Bordesley Street and then continues into Meriden Street as a shared track. The route then turns eastwards onto Digbeth and then High Street Deritend where the tram will be segregated from other traffic. From here, the BEE will run in the centre of the carriageway and terminate on High Street Deritend at a stop located between Rea Street and Floodgate Street. The track will be constructed as far as the junction with Heath Mill Lane to allow for a tram turnback and lay over facility. Associated highway works will continue as far as just past the junction with Adderley Street.

2.1.4 For the purpose of this TWAO application, the Scheme Boundary is shown on drawings MMD-300207-HS30-DRA-0000-1001 and 300207-HS30-DRA-0000-1002 (ES Volume 2 Technical Appendix A: EIA Drawings). The area within the Scheme Boundary measures approximately 12 ha and comprises both areas of permanent and temporary land take, and buildings required for Overhead Line Equipment (OLE) fixings that will be required in order to construct, maintain and operate the BEE. Further information on the land take is detailed in this chapter, Section 2.3).

2.1.5 Information related to the construction methodology and construction phasing is detailed in Chapter 6: Construction Strategy.

2 BEE Description


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2.2 BEE Context

2.2.1 The BEE route will run through the Digbeth and the Eastside areas. BCC has longstanding plans for further investment and regeneration of Digbeth and the Eastside areas and these are reflected in the emerging Birmingham Development Plan, Big City Plan and Curzon and Smithfield Masterplans. They involve maximising the benefits arising from improved connectivity and investment in HS2 and associated commercial, retail and residential developments.

2.2.2 The BEE route passes through a part of Birmingham that has a strong connection to industry and commerce and so has an urban character made up of warehouses and other commercial buildings. However, some of these have been converted to alternative uses including small studio offices, arts spaces and apartments. The BEE route runs along Digbeth and High Street Deritend which is a busy dual carriageway. This road is a main route for buses connecting the city centre to the south and east of the city including routes along and off the A4540 Inner Ring Road as well as routes along the A45 towards Birmingham International Airport and the National Exhibition Centre (NEC).

2.2.3 The BEE will run past major redevelopment sites including the proposed HS2 Curzon Street Station. The HS2 hybrid Bill which authorises construction of the railway and the station is expected to receive Royal Assent in December 2016. Further information as to the assumptions made on the development timescale of HS2 and the proposed HS2 Curzon Street Station and other major redevelopments relevant to the BEE are described in Chapter 5 EIA Methodology.

2.3 Key Elements of the BEE

Tram stops

2.3.1 The BEE comprises four street level tram stops: Albert Street as shown on drawing MMD-300207-HS29-DRA-0000-0011. New Canal Street interface with HS2 Curzon Street Station; as shown on drawing

MMD-300207-HS29-DRA-0000-0013; Meriden Street as shown on drawing MMD-300207-HS29-DRA-0000-0014; and High Street Deritend (terminus) as shown on drawing MMD-300207-HS29-DRA-0000-

0016.

Catenary-free and overhead line equipment

2.3.2 For the purpose of this ES, the BEE is assumed to be a combination of sections with OLE and without OLE (i.e. catenary-free). On catenary-free sections, the trams will be powered by batteries located on the tram roof that are recharged by OLE along other sections of the route. As catenary-free sections do not require OLE there is no need for infrastructure works


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associated with attaching overhead lines to free-standing poles or buildings. This will limit the impact on the heritage assets and also enables the BEE to run underneath the proposed HS2 Curzon Street Station and Network Rail bridges, without the constraints of OLE.

2.3.3 The BEE will comprise the following sections: the section from the junction at Bull Street and Corporation Street to the Albert Street

tram stop would use OLE; the section from the Albert Street tram stop to the High Street Deritend terminus would

be catenary-free; and the section from the High Street Deritend terminus to the tram turnback and layover

facility would use OLE.

Segregated and shared track

2.3.4 The BEE tram vehicles will run on both segregated and shared track. Segregated track is where the trams are separated from all other road traffic, shared track is where trams operate on a section of track alongside either general traffic or specific types of traffic, for example only buses.

2.3.5 The key track arrangements for the BEE are identified in Table 2.1:

Table 2.1: Track arrangements

Section (west to east) Track arrangements

Bull Street/Corporation Street to Dale End Eastbound trams- segregated track Westbound trams- shared track

Dale End to Moor Street Queensway Shared track

Moor Street Queensway to Fazeley Street junction Segregated track (including two small sections of shared track)

Fazeley Street junction to High Street Deritend Shared track (including an eastbound section of segregated track)

High Street Deritend to turn back and layover facility at the junction with Heath Mill Lane

Segregated track (including two small sections of shared track)

Power infrastructure

2.3.6 An underground track paralleling hut will be located on the corner of Bull Street and Corporation Street. The hut is required to reduce the voltage drop in the conductor rails and will measure approximately 4m (length) x 7m (width) with a 1.5m2 cover for access.

2.3.7 An electricity substation will be located to the east of Meriden Street, south of the Meriden Street tram stop. The substation building will measure approximately 15m (length) x 7m (width) x 3m (height).


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2.3.8 Cabinets containing electrical equipment will be required along the route. Each stop will require a number of cabinets for communications and power. Four locations have been identified, with up to three cabinets at each location, as shown on drawings MMD-300207-HS29-DRA-0000-0010 to 0017:

to the north of Albert Street tram stop; near to New Canal Street tram stop, adjacent to the HS2 Curzon Street Station

building; to the east of Meriden Street tram stop; and on the corner of High Street Deritend and Rea Street, near to High Street Deritend

terminus.

2.3.9 As well as these cabinets located near each tram stop, additional cabinets will be required along the route for highway lighting and signalling.

2.3.10 The number of OLE building fixings and support poles for sections of the BEE route that require OLE infrastructure has not yet been finalised, Therefore, for the purposes of this ES, a worse-case scenario for the number of fixings and poles has been assumed. The section between the junction at Bull Street and Corporation Street to the Albert Street tram stop is assumed to require 14 building fixings and 17 poles, assumed to be up to 30m apart. The section between the High Street Deritend terminus and the tram turnback and layover is assumed to require 11 poles assumed to be up to 30m apart. The number of OLE poles along the catenary sections of the BEE will be reduced by suspending the contact wires from building fixings. Wherever possible, building fixings will be used to minimise visual clutter and the OLE will be combined with street lighting columns along the catenary sections of the BEE. Due to the catenary-free sections of the route not requiring overhead cables, parallel feeder cables will need to be installed below ground between the substation location and the adjacent catenary sections of the BEE.

Lighting, drainage, utilities and services

2.3.11 It is assumed that during detailed design of the BEE, lighting throughout the route will be reviewed and upgraded as required to suit the urban design requirements and ensure current highway lighting standards are met.

2.3.12 Amendments to the existing drainage system will be required throughout the BEE to provide highway and track drainage, as the tram rails will collect water. Generally this will consist of standard highway drainage features such as gullies or combined kerb drainage as required. No attenuation of water will be required except for the area of new paving as the BEE passes over the current grassed area between Moor Street Queensway and Fazeley Street. Here, an attenuation tank will be required to account for the increased impermeable area caused by paving over the grassed area. This attenuation will likely be combined with similar systems that will be required by HS2 during the design process.


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2.3.13 A period of time will be required before the main construction works to divert existing services away from the route of the BEE as required to allow the construction of the tracks and installation of the required power and communications cabling for the BEE.

Highway works

2.3.14 As the majority of the BEE route is located on either shared or segregated street running, the tracks will be installed alongside standard highway construction activities. These activities include realignment of existing kerb lines and junction arrangements including associated earthworks and resurfacing to highways and footways (hard landscaping works).

2.3.15 Modifications to existing traffic signals and installation of new signals will also be required. Where shared with traffic, tram signals are integrated into traffic signals. Where segregated, trams will get their own signal poles, which will be connected to adjacent highway signals as required at each junction.

2.3.16 Highway works will also include accommodation works, such as installation of retaining walls, modification to existing boundary walls and infilling the existing ramp on the corner of Bull Street and Corporation Street.

Public realm

2.3.17 The BEE includes an Urban Design Strategy, which outlines the principles for soft landscaping, street furniture and hard materials that will be incorporated into the urban realm (see ES Volume 2 Technical Appendix B).

2.3.18 The Urban Design Strategy forms part of the embedded mitigation measures as described in Section 2.4 below.

Land take and demolition

2.3.19 In order to construct and operate the BEE, third party land is required on a permanent and temporary basis. All the land that is required is within the Scheme Boundary, shown on drawing MMD-300207-HS35-DRA-0000-1001 and MMD-300207-HS35-DRA-0000-1002 (ES Volume 2 Technical Appendix A: EIA Drawings). The required land take is discussed in detail in Chapter 7 Land Use and Land Take, and is summarised below.

2.3.20 Permanent land take will be required for construction of the tramway and platforms, installation of the substation and other associated infrastructure and soft and hard landscaping.

2.3.21 In order to construct the BEE, a number of buildings will need to be fully demolished, these are as follows:


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1-7 Kings Parade, Dale End which is occupied by TSB, MS Cosmetics, Pound Palace, The Money Shop, Cash Generator and McDonalds; and

The former South and City College, Fusion Centre, High Street Deritend.

2.3.22 The demolition of 1-7 Kings Parade, Dale End will require permanent land take in order to enable the BEE route to pass from Dale End to New Meeting Street. The demolition of the former South and City College, Fusion Centre will require permanent land take for the southwest corner of the building as the land will be required to accommodate the BEE alignment and adjacent highway and footway.

2.3.23 Temporary land take will be required for the three construction compounds and for the majority of the former South and City College Fusion Centre which is outside of the permanent land take required to accommodate the BEE alignment and adjacent highway and footway. This temporary land is required to facilitate demolition of the building. Temporary land take for construction works will also be required at certain locations adjacent to the permanent land take. Areas that this temporary land take applies to is either side of the majority of the BEE route between Moor Street Queensway and Fazeley Street, along the eastern side of Meriden Street north of Bordesley Street, the western side of the Meriden Street and Coventry Street junction, and either side of the River Rea road bridge.

2.3.24 Rights to attach OLE to buildings will also be required. These buildings are located either side of the BEE route between the Bull Street and Corporation Street junction and Moor Street Queensway.

Integration with HS2

2.3.25 The HS2 hybrid Bill is assumed to receive Royal Assent in December 2016. Its development will include construction starting in early 2017 and it will be operational by 2026/27.

2.3.26 The BEE will pass through HS2 Curzon Street Station with the New Canal Street tram stop being located within the station building footprint.

2.3.27 For the purposes of the EIA, it has been assumed that the HS2 Curzon Street Station will form part of the environmental baseline against which the BEE will be assessed. Additional information on HS2 Curzon Street Station can be found in Chapter 5 Methodology and ES Volume 2 Technical Appendix E: Committed and Baseline Developments.

Tram vehicles

2.3.28 Each tram supplied by Construcciones y Auxiliar de Ferrocarriles (CAF) for use on the BEE will measure approximately 2.7m in width and 33m in length, and each will be made up of five sections with four points of articulation.


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2.3.29 The trams will be powered by OLE where present on the route. Elsewhere, batteries will be located on the tram roofs that are recharged as the tram travels through areas with OLE.

2.4 Embedded Mitigation

2.4.1 As part of the evolution of the design of the BEE, mitigation measures have been incorporated into the scheme design. These embedded mitigation measures are intended to ‘design out’ any potentially significant adverse environmental effects and are considered as an integral scheme element and as such form part of the BEE design.

2.4.2 General design environmental mitigation that has been incorporated into the BEE includes: use of a catenary-free system from Albert Street tram stop to High Street Deritend

terminus (approximately 67% of the alignment) to reduce the visual impact of the BEE on the conservation areas that it is, in part, located in and nearby listed buildings (see Chapter 14: Historic Environment);

the appropriate siting of lineside equipment so as to limit any potential electro-magnetic interference (see Chapter 19 Electromagnetic Fields); and

the development of an Urban Design Strategy (see ES Volume 2 Technical Appendix B). The Urban Design Strategy has been developed in consultation with BCC and is intended to provide guidance to inform the design of the BEE that aligns with BCC’s current aspirations. The key design principles outlined in the Urban Design Strategy include:

– a simplification of paving with the use of grassed surface within the tram tracks outside Hotel LaTour and East Side City Park;

– HS2 surface materials to be integrated with the urban realm associated with the BEE; – careful siting of transformers, cabinets and other electrical equipment with combined

OLE poles and lighting columns to reduce clutter of street furniture; – a temporary pocket park (temporary until future development proposals come forward)

to be constructed on the corner of Dale End and Albert Street on land left vacant by building demolition required to construct the BEE; and

– tree planting where feasible along the BEE route, excluding areas where planting would interfere with the OLE or within the conservation areas where street trees are not a traditional feature.

2.4.3 Information on the iterative design changes that have taken place throughout the EIA process can be found in Chapter 3: Need and Alternatives.

2.4.4 Embedded mitigation measures relating to the construction and operational phases of the BEE are described, where appropriate, throughout the ES and in particular, in the following sections within the environmental topic chapters:

Climate Change Resilience – Chapter 8, Section 8.6. Traffic and Transport – Chapter 9, Section 9.6;


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Noise and Vibration – Chapter 10, Section 10.6; Air Quality- Chapter 11, Section 11.6; Greenhouse Gases - Chapter 12, Section 12.6; Townscape and Visual Amenity - Chapter 13, Section 13.6; Historic Environment – Chapter 14, Section 14.6; Soils, Geology and Contaminated Land - Chapter 15, Section 15.6; Water Resources and Land Drainage - Chapter 16, Section 16.6; Ecology – Chapter 17, Section 17.6; Socio-Economics - Chapter 18, Section 18.6; and Electromagnetic Fields - Chapter 19, Section 19.6.

2.4.5 In addition, embedded mitigation measures relating to the construction phase will be adopted by the construction contractor and are set out in the Code of Construction Practice (CoCP). This forms part of the ES, see ES Volume 2 Technical Appendix D2. Further information about the CoCP is provided in Chapter 6: Construction Strategy. Delivery of the embedded mitigation will be secured through the terms of the TWAO and the associated planning conditions.

2.5 BEE Timetable for Delivery

2.5.1 An indicative timetable for the delivery of the BEE is provided in Table 2.2. It is assumed that construction of the BEE will take approximately two years. The BEE is currently anticipated to be operational in 2022.

Table 2.2: Indicative timetable for the delivery of the BEE

Activity Target period

BEE TWAO application submission Mid/late 2016

Secretary of State’s decision (anticipated) 2017/2018

Discharge of BEE TWAO planning conditions 2018 onwards

BEE construction 2020 – 2021

BEE commissioning, testing and operation 2022

2.5.2 Further details of the construction requirements and programme of the BEE are provided in Chapter 6 Construction Strategy that forms part of this scheme description.

2.6 BEE Operation

2.6.1 It is expected that the BEE infrastructure will be regularly maintained/repaired and remain operational for at least 60 years.

2.6.2 The operational hours of the BEE are assumed to be: Monday to Wednesday inclusive from 06:00 to 01:00; and Thursday to Sunday inclusive from 06.00 to 03.00.


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2.6.3 The frequency of tram services are assumed to be: between 06:00 and 19:59, ten trams per hour; and after 20:00, four trams per hour.

2.6.4 There will be no regular maintenance trams operating on the BEE. The only tram that will operate outside of these hours will be the occasional 'ice-breaker' tram which will run prior to the first tram service during snowy conditions.


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3.1 Introduction

3.1.1 This chapter considers the need for the BEE, its design evolution and the main alternatives studied by the Applicant along with an indication of the main reasons for its choice, taking into account the environmental effects.

3.1.2 The main alternatives considered by the Promoter are: alternative technology; alternative BEE route; and alternative BEE design (including components).

3.1.3 Further information on the alternative BEE route considered and the associated consultation carried out is detailed within ES Volume 2 Technical Appendix C: Route Options Report.

3.2 Need for the BEE

3.2.1 The strategic need for the BEE is set out in detail in the Promoter’s Business and Strategic Case (ES Volume 2 Technical Appendix U). The history of the development of the BEE route is set out in the BEE Options Report (ES Volume 2 Technical Appendix C).

3.2.2 As stated in the Business and Strategic Case, the introduction of HS2 to Birmingham and the proposed development of Eastside and Digbeth will stimulate new travel demand for the area, a trend that is set to increase in the future. To realise the full potential for future economic growth within these areas, high quality public transport services providing connections will be needed between Eastside, the proposed HS2 Curzon Street Station, Birmingham City Centre, and the surrounding area. The current public transport network does not achieve this and BEE aims to provide the transport solution. Similarly, the current transport network does not provide a sufficient cross city link to and from Digbeth for the significant population centres north of Birmingham and in the Black Country.

3.2.3 Access to Eastside and Digbeth for commuters, tourists, leisure travellers and business travellers is also currently restricted due to the lack of a local rail link. For example, the train goes through Digbeth to Bordersley, buses are radial from specific interchanges within the city centre and don't really go across city, especially in the south.

3.2.4 Transport infrastructure is crucial to the success of the cultural, commercial and social facilities on offer. The area has the potential to significantly enhance the economic growth of this area of Birmingham. However, this potential will not be realised without appropriate and efficient high quality transport links that BEE will provide (see Policies 6.19 and 6.21 of the UDP and Draft Policies GA1.2, GA1.4, TP37 and TP40 of the emerging BDP). Commuters, residents, business travellers and tourists will all require access to the area following the proposed redevelopment, yet the current transport provision will not satisfactorily cater for the growing demand.

3 Need and Alternatives


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3.2.5 The poor connectivity between Eastside and the rest of the city centre, including key existing and proposed strategic rail interchanges is a barrier to growth. If people are to work, live and visit Eastside and Digbeth, the rest of Birmingham and the West Midlands region needs to be easily accessible by public transport. Without extending the Midland Metro network rather than implementing alternatives such as dedicated bus link, there is a risk that HS2 and the area’s development will not fulfil the economic benefits anticipated. The BEE is therefore needed to fulfil the full potential of the economic benefits.

3.2.6 Strategic plans and polices that are relevant to the BEE are discussed in Chapter 4: Plans and Policies. In summary, the BEE is supported by a number of the saved policies of the UDP and the emerging BDP , Big City Plan, Birmingham Curzon HS2 Masterplan (BCC, 2015) and the West Midlands Local Transport Plan. These plans seek to improve connectivity to the city centre and support the improved prosperity and regeneration of Eastside. As established by these policy documents, the BEE is a key component for improving public transport connectivity between the city centre, HS2 and Eastside. It also provides the opportunity for a future extension of the BEE to an interchange with the existing transport hub at Birmingham International Rail Station, comprising bus, taxi and heavy rail, which could move people closer to the airport and then on to the National Exhibition Centre (NEC) and the HS2 Interchange Station.

3.2.7 The UDP and emerging BDP recognise the importance of improved public transport infrastructure and its contribution to assisting regeneration, social and environmental benefits. Hence both current and emerging local development plan policies support the need for further extensions to the Midland Metro network. The UDP at its time of drafting did not take into account the possibility of new national and international rail links through HS2, however, it did recognise the need to improve connectivity (Policy 6.31). In addition, Policy 6.34 confirms the promotion of a network of routes from the city centre that will be complimentary to the rail network. The UDP also references further connections either by Sprint bus or Midland Metro, with Birmingham Airport and the NEC via the A45; Hagley Road to Quinton or Halesowen, with possible extensions including to Eastside.

3.2.8 Policy GA1.4 in the emerging BDP states that measures to improve accessibility to and within the city centre, including integration of public transport, will be supported. Plan 5 within the BDP provides the City Centre Spatial Strategy which identifies a Midland Metro extension from Bull Street / Corporation Street to the proposed HS2 terminus in Eastside.

3.2.9 The Big City Plan identifies both Eastside and Digbeth as key areas for regeneration activity with HS2 and Midland Metro providing an opportunity to unlock development opportunities and link the areas into the city centre. The Birmingham Curzon HS2 Masterplan further supports the broader transport strategy so as to provide safe, attractive, direct and convenient access to east Birmingham and north Solihull with Midland Metro assisting in the transformation of access for these communities, alongside HS2 stations at Curzon Street and the Birmingham Interchange Station at Birmingham Airport.


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3.2.10 The Government’s Growth Deal announcement on 7 July 2014 (TWA application documents) includes funding for the Greater Birmingham and Solihull Local Enterprise Partnership (GBS LEP) for an extension of the Midland Metro from Bull Street / Corporation Street junction to Eastside, serving the new HS2 station at Curzon Street and onwards through Digbeth. The BEE has been developed in the context of this GBS LEP Strategy for Growth. The BEE is also included in the Combined Authority Devolution Deal announced by the Chancellor of the Exchequer in December 2015.

3.2.11 The introduction of HS2 to Birmingham, together with the regeneration proposals of Eastside and Digbeth, will stimulate and increase new travel demand within the local and regional areas. A high quality public transport connection between the proposed HS2 station at Curzon Street and Birmingham City Centre and its surrounding area is crucial to the economic success of these areas (as evidenced through Policies 6.21 and 6.33 of the UDP, draft Policies GA1.2, GA1.4, TP37 and TP40 of the emerging BDP, the draft Birmingham Smithfield Masterplan, West Midlands LTP, Birmingham Curzon HS2 Masterplan, Birmingham Big City Plan and the document entitle Towards a World Class Integrated Transport Network). The BEE would provide a local link in Eastside and Digbeth for existing and potential commuters, tourists, leisure travellers and business travellers.

3.2.12 The Promoter has the following project objectives for the BEE: to connect HS2 Curzon Street Station with the wider Birmingham City Centre area; to maximise interchange opportunities with the existing bus and coach stations and

existing railway stations at Birmingham New Street, Moor Street and Snow Hill, whilst minimising impacts to other road users, including local bus services;

to provide for future rapid public transport connections to East Birmingham via Bordesley Green and North Solihull;

to provide significant economic benefits, helping to improve business efficiency in the area;

to avoid impact on freight movements in the West Midlands; to link key developments in Eastside and Digbeth with Birmingham City Centre and the

wider region, and facilitating the growth proposed in the Big City Plan and Birmingham Curzon HS2 Masterplan;

to encourage interaction between Birmingham businesses and stimulate growth; to provide new and improved public transport links for Eastside and Digbeth, enabling

businesses to access important national and international markets, supporting growth within the Birmingham City Centre Enterprise Zone and reinforcing the economic momentum of the area;

to reduce journey times between Eastside and Birmingham City Centre; to provide opportunities for modal shift from cars to Midland Metro, helping reduce

congestion and bringing opportunities for improving walking and cycling; and to provide high-quality public transport links between key population, education and

employment centres in the city and wider region in order to open up access to the jobs created in the Birmingham City Centre Enterprise Zone.


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3.3 Alternative Technology

3.3.1 A high level feasibility study was undertaken in 2013 to investigate alternative transport technologies to link Birmingham New Street Station and HS2 Curzon Street Station. Seven alternative transport technologies were considered; automated people mover (cable-hauled), cable car, dedicated taxi or shuttle bus, direct heavy rail link, monorail, personal rapid transit and travellator.

3.3.2 Each transport technology was assessed against a multi-criteria framework addressing themes of suitability, acceptability including environmental considerations, and deliverability.

3.3.3 The work concluded that whilst each alternative transport technology would deliver benefits through providing additional comfortable transfer between the stations and a journey time saving in all cases (with the exception of the dedicated bus shuttle) there are significant deliverability challenges and implications for the introduction of visual, noise and vibration impacts and property loss. Therefore, the applicant considered that the tram was the most appropriate scheme in this location.

3.3.4 The Midland Metro route connecting BCCE with HS2 Curzon Street Station was initially intended to be completely reliant on OLE poles/wires, which would be consistent with the design for BCCE and Line 1.

3.3.5 However, following development of the BEE and technological advancements within the light rail industry, the final route of the BEE, that is the subject of this EIA, is able to consist of both catenary and catenary-free sections (see Chapter 2 BEE Description for details of these systems). Design iterations to the BEE, particularly during the EIA, have confirmed the benefits of adopting a catenary-free system particularly along Meriden Street and in the vicinity of and through the proposed HS2 Curzon Street Station. A catenary-free system along these sections would reduce uncertainties regarding the interaction of BEE with the HS2 Curzon Street Station development (as the need to have certainty as to where OLE would be fixed is removed), avoid any potentially negative EMI effects on Network Rail’s assets in the vicinity of BEE, and avoid land take, EMI, or building fixing issues on Meriden Street.

3.3.6 A catenary-free system also has the benefit of a lower visual impact than the presence of poles and wires associated with a catenary system. The use of catenary-free system outside Hotel LaTour, adjacent to Park Street Gardens and through the conservation areas will reduce the impact on these sensitive areas. Catenary free was therefore selected at the sections adjacent to the proposed HS2 Curzon Street Station to reduce environmental effects, and in addition the area near the Network Rail bridge at the New Canal Street stop as this would reduce clearance issues below the structure. New Canal Street and Meriden Street was also identified as catenary free owing to lack of suitable locations for building fixings in this area. This would avoid the use of OLE poles in an already narrow street, therefore reduce visual impacts.


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3.4 Evolution of the BEE

Overview of development phases

3.4.1 The provision of a Midland Metro route through to the east side of Birmingham City Centre was first considered in the 1980s. The key phases of its development to the confirmation of the BEE route being submitted for a TWAO are set out in Table 3.1.

3.4.2 Details of the development of the BEE are provided in the Route Options Report (ES Volume 2 Technical Appendix C), and is also summarised within the Consultation Report that forms part of the BEE TWAO application.

Table 3.1: Summary of the phases for the development of the Midland Metro route through the east side of Birmingham City Centre

Date Phase Name

1980s / 1990s Phase 1 Midland Metro Parliamentary Acts

1999 Phase 2 Bite Sized Chunks Initiative / Review

2000 Phase 3 High Volume Corridors

2002 - 2004 Phase 4 Airport Route - route options

2004 - 2008 Phase 5 Phases 2A and 2B and Further Route Development / Options and Birmingham City Centre Loop

2010 - 2013 Phase 6 Mode / route appraisal in the light of HS2 Curzon Street station and DfT Guidance

2013 - 2014 Phase 7 Development of the Midland Metro HS2 Link

February/March 2014

Phase 8 Bull Street to New Canal Street Route Options - Consultation

October 2014 – December 2014

Phase 9 New Canal Street to Adderley Street Route Options – Consultation

Source: Route Options Report, WMCA, 2016

Alternative routes considered

3.4.3 Alternative BEE routes considered are identified in the following sections. Further details and plans, and a description of the Scheme development in Phases 1 to 7 of Table 3.1 are provided in ES Volume 2 Technical Appendix C: Route Options Report.

Bull Street to New Canal Street initial route options

3.4.4 An extensive Bull Street to New Canal Street route optioneering exercise was carried out to establish an optimum route linking BCCE with the proposed HS2 Curzon Street Station. All route options considered two tram stops, to primarily serve both entrances of the proposed HS2 Curzon Street Station. The options considered are summarised in Table 3.2.


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3.4.5 As part of this optioneering exercise a high level environmental analysis of the seven route options identified had been undertaken based on an approach consistent with WebTAG1. The environmental appraisal undertaken for the route options is included in the Route Options Report (ES Volume 2 Technical Appendix C). A drawing showing the seven options is given on page 21 of Appendix 3 of the Route Options Report.

Table 3.2: Summary of Bull Street to New Canal Street route options initially considered

Option Description

Option 1 This option would run from Bull Street to High Street, Carrs Lane, Moor Street Queensway, Park Street and Curzon Street in the vicinity of HS2 Curzon Street Station.

Option 2 This option would run along the southern edge of the Martineau Galleries re development and on Albert Street. It would then follow Moor Street Queensway towards Curzon Street in the vicinity of HS2 Curzon Street Station, similar to Option 1.

Option 3

This option would start at the Bull Street/Corporation Street junction and run through the Martineau Galleries Phase 2 redevelopment. It would then run on Moor Street Queensway before terminating at the Millennium Point opposite HS2 Curzon Street Station.

Option 4 This option would start at Bull Street and run through the northern part of the Martineau Galleries redevelopment. It would then follow Priory Queensway, Masshouse Lane and Park Street before terminating at Millennium Point opposite HS2 Curzon Street Station.

Option 5 Option 5 would run in front of the Wesleyan Building. It would then turn towards Priory Queensway to follow a route similar to Option 4.

Option 6 This option would start at New Street/Corporation Street, continuing along New Street and High Street before either joining Option 1 into Carrs Lane or continuing on to pass through the proposed Martineau Galleries Phase 2 redevelopment

Option 7 Option 7 is comprised of an eastbound track along the line of Option 2 and a westbound track along the line of Option 1.

Source: Route Options Report, The Promoter, 2016

3.4.6 In addition to the options identified in in Table 3.2, a possible link via Smallbrook Queensway to the second entrance of Birmingham New Street Station was also considered but was not part of the detailed option assessment that was carried out. This was because the route was considered as a possible “add-on” to each of the seven options considered, rather than an option on its own as it did not directly link to the HS2 Curzon Street station. Providing a terminus outside the entrance to New Street Station on Smallbrook Queensway would also have had implications on the newly created public area outside New Street Station. It was also considered by the Promotor that New Street Station was already served by the BCCE, and a second stop was not required.

1.1.1 The results of the appraisal of the seven options that included environmental appraisal, presented above was a preference for Option 1 (along Bull Street – High Street – Carrs Lane)

1 WebTAG (Web-based Transport Analysis Guidance) is the Department for Transports guidance and software tools on transport modelling and appraisal methods applicable to public transport. These facilitate the appraisal and development of transport interventions, enabling analysts to build evidence to support business case development, to inform investment funding decisions. Further information can be found at https://www.gov.uk/guidance/transport-analysis-guidance-webtag


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and Option 2 (along Bull Street Albert Street/New Meeting Street), as these two options had the fewest negative impacts and the greatest overall benefits. The benefits of these options were that they were a more direct route that would cost less and also have less effect on the existing bus services. In terms of environmental issues, Route Option 1 and Route Option 2 were judged to only have minor negative effects on noise and townscape (for Route Option 2) and noise and geo-environmental (for Route Option 1), whereas other options were judged to have a wider range of negative environmental impacts that included noise, townscape, and geo-environmental, see page 13 and 14 of Appendix 3 of the Route Options Report, ES Volume 2 Technical Appendix C, that gives a summary of the environmental issues of each option.

3.4.7 For the above main reasons, and also taking into account the environmental effects, Route Option 1 and Route Option 2 were therefore taken forward in the design and consultation process for further development. The route options are presented on a map in Appendix 4 of the Route Options Report, ES Volume 2 Technical Appendix C.

3.4.8 Option 3, was also considered a desirable option, but was discounted as it was considered too heavily dependent on third party timescales and so was not taken forward to consultation. Other options had major negative impacts (relating to engineering and operational issues) and high cost, or were less direct routes. The ‘spur’ along Smallbrook Queensway was also discounted as the additional cost would provide little benefit to the scheme. Further details of the route options selection process is discussed in the Route Options Report (ES Volume 2 Appendix C).

Route options presented for consultation

3.4.9 Public consultation on the options for the first part of the Midland Metro link was carried out. This provided public views on the two route options, indicated the degree of support for a Metro Midland route to Eastside, and enabled the Promoter to confirm a preferred Midland Metro route option to the proposed HS2 Curzon Street Station.

3.4.10 Route Option 1 and Option 2 (Table 3.2) were presented at public consultation over four weeks from 27 February to 28 March 2014 (see Appendix 4 of the Route Options Report). Of the two route options consulted, option 2 received more positive comments from respondents. Key themes of the positive responses for option 2 were the directness of the route, lower cost and a lesser impact on existing modes of transport and offering the potential for redevelopment within the city centre.

3.4.11 Following this consultation, Option 2 was taken forward as the preferred route. This was due to public preference for this route as well as engineering issues such as Option 2 having a lower impact on existing bus services on Carrs Lane and being a more direct route that would not impact on the existing heavy rail tunnels from Moor Street Station, which are thought to be very shallow in the area of the junction between Carrs Lane and Moor Street Queensway. The main reasons for the choice of Option 2 as the preferred option were due to Option 2


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delivering lower costs, faster journey times, less potential for journey delays and fewer impacts on the local highway and bus networks. In terms of environmental issues that were taken into account, Option 2 was judged to only have minor negative effects on noise and townscape, whereas the route option 1 was judged to have minor negative environmental impacts that included noise and geo-environmental issues. See page 13 and 14 of Appendix 3 of the Route Options Report (ES Volume 2 Technical Appendix C), which gives a summary of the environmental issues of each option.

3.4.12 Work also continued to confirm the route alignment through the existing buildings on Dale End including consultation with the developers of the site. An option was considered that passes through the existing McDonalds building and adjacent building (currently The Money Shop) on Dale End. A further option was investigated that retained these buildings and instead passes through the building to the south of McDonalds (currently BetFred). The latter option was discounted as it required the removal of the further buildings on New Meeting Street and would lead to a more tortuous route alignment through the area in engineering terms. In addition, the route would take the alignment very close to the existing servicing areas for Dorothy Perkins and Travelodge.

New Canal Street to terminus route options

3.4.13 Following the consultation exercise for the first section of the BEE route (i.e. up to HS2 Curzon Street Station) in February/March 2014, development of an extended route to Adderley Street which included a Park and Ride facility was undertaken.

3.4.14 The initial route ran along New Canal Street, Fazeley Street and Liverpool Street before terminating on Adderley Street. This route alignment was included in the Curzon Street Masterplan.

3.4.15 Responses to the Curzon Street Masterplan consultation had been generally supportive of a Midland Metro route. In response to stakeholder comments, the Promoter also investigated a route option along New Canal Street and High Street Deritend. This option also terminated on Adderley Street. Details of consultation are provided in the Consultation Report submitted with the TWA application.

3.4.16 Following the development of the High Street route option, this and the option along Fazeley Street (Table 3.3 below). Both options terminated at Adderley Street and included three tram stops. Further details of the consultation on these two options, including the location plan, are provided in the Route Options Report in ES Volume 2 Technical Appendix C.

3.4.17 Comments received during consultation, including any preference expressed by consultees, were considered along with technical work to establish the full costs, impacts and benefits of both options.


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Table 3.3: Route options

Option Description

Fazeley Street

The route would run along Fazeley Street from the junction with New Canal Street. It would turn onto Liverpool Street, where a stop would be located close to the junction with Great Barr Street and Heath Mill Lane. The route would continue into Adderley Street where it would terminate.

High Street Deritend

The route would run southwards along New Canal Street before running onto Meriden Street and turning left onto High Street Deritend. The route would operate along the centre of High Street Deritend, with a stop located close to the junction with Milk Street serving Digbeth Coach Station and the Custard Factory. The route would continue into Adderley Street where it would terminate.

3.4.18 As reported in the Route Options Report (ES Volume 2 Technical Appendix C), the High Street Deritend route was identified as the preferred route by 94% of the respondents. Respondents had commented on the incorporation of specific locations along the route through the eastside of Birmingham and on the route choice being a stimulus for economic regeneration. Further detail of the consultation responses is provided in the Consultation Report that forms part of the BEE TWAO submission.

3.4.19 Following this consultation the High Street Deritend route was confirmed as the route to be taken forward. This is due in part to the overwhelming public preference for this route and was considered to best serve the needs of the area, in connecting to existing popular destinations such as Birmingham Coach Station, South and City College Birmingham Digbeth campus and the Custard Factory. Given the current industrial nature of the Fazeley Street route, it was felt that whilst locating the BEE on Fazeley Street could help regenerate the area, the benefits of a Midland Metro system would not be realised for several years. Existing on street parking along Fazeley Street would also have to be removed, having a potential impact on the area. The choice of the High Street Deritend route would still aid regeneration of the Eastside area whilst serving current destinations and other known developments such Smithfield Court, Connaught Square and Typhoo Wharf. These developments would not be so directly served by a route along Fazeley Street.

3.4.20 As part of the development of Options 1 and 2, numerous arrangements of the terminus stop on Adderley Street were developed. These all required land take to provide an off-street terminus facility that would allow Adderley Street to remain open to general traffic, as requested by BCC.

3.4.21 In the development of the East Birmingham Solihull, the route is expected to run further along Adderley Street, and as such, the terminus facility would not be required and the Metro could run with traffic As such the route was shortened to terminate on High Street Deritend to avoid this required land acquisition.


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Meriden Street tram stop

3.4.22 During the time following the decision to make the High Street Deritend route the preferred route option, a tram stop was added on Meriden Street as BCC were keen for this to support regeneration as part of the Curzon Street. The distances between the New Canal Street tram stop serving the proposed HS2 station and the High Street Deritend tram stop were sufficient to accommodate an additional stop so this was included within the BEE scheme.

3.4.23 Initially the route was developed such that the tram stop would be located either side of the junction between Meriden Street and Bordesley Street. However, as this location led to the demolition of existing buildings, and further to discussion with affected landowners, the final design position locates both platforms to the north of the junction with Bordesley Street. This reduces land take to an area which is currently used for private pay and display car parking.

3.5 Alternative Design and Location of the BEE Components

3.5.1 The development of the design of the BEE preferred route has benefited from discussions with statutory bodies, regulatory agencies and other stakeholders. These include BCC, the Environment Agency, Natural England, Historic England and Severn Trent Water, amongst others as part of the EIA process scoping opinion; see ES Volume 2 Appendix I. Appendices 5 and 7 of the Route Options report provide the public consultation reports. Full details of the consultation on BEE are provided in the Promotor’s Consultation Report submitted with the TWA application. The design, including location of the BEE components, has changed during the EIA process as a result of consultation with stakeholders to improve the design and minimise environmental effects as illustrated by the following design considerations:

moving a tram stop from a location outside Hotel LaTour to Albert Street in to better serve the proposed HS2 station and future developments in the immediate vicinity of Albert Street;

moving the BEE terminus from Adderley Street to High Street Deritend, in order to avoid additional land acquisition in Adderley Street and property demolition;

advanced archaeological watching brief to be undertaken during the ground investigation (GI) at EIA stage, in order to avoid/minimise any potential for negative impacts on buried archaeology and minimise delays to the construction programme;

no OLE fixings are proposed on listed buildings, in order to avoid any potential for impact on the heritage assets and their settings, this was possible as poles can be accommodated within the route corridor;

Meriden Street tram stop platforms have been moved north of the junction with Bordesley Street in order to avoid the need for demolishing buildings on Meriden Street;

the number of construction compounds initially being considered has been reduced from seven to three, in order to reduce any potential for negative environmental effects;

the BEE alignment along High Street Deritend has been amended with the provision of a central reserve between the opposing tram tracks, in order to provide a safer


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environment for all road users (pedestrians, tram users, vehicles). In addition, at the eastern end of the BEE route, a kerbed area has been formed to allow for tram overrun to be accommodated;

the location of the substation has been moved from its original location on Meriden Street, north of Bordesley Viaduct to south of the viaduct so as to avoid the need to demolish any buildings on Meriden Street; and

advance warning to the tram operator and the public on visual display boards via tannoys to be provided at High Street Deritend tram stop in case of disruption to tram services.

3.6 Summary

3.6.1 The BEE route (subject of this EIA and TWA application) is considered to be the best means of meeting the Government’s Growth Deal announcement. It is also consistent with the GBS LEP’s Strategy for Growth. Strategic policies and plans relevant to the BEE are discussed in Chapter 4: Polices and Plans. See Policies 6.19, 6.21 and 6.33 of the UDP and Draft Policies GA1.2, GA1.4, TP37 and TP40 of the emerging BDP.

3.6.2 The BEE also delivers the best solution to meeting the need for the project and will aim to deliver the project objectives as described in Chapter 2.

3.6.3 In the development of the alignment of the BEE, alternatives in terms of its route alignment, design and technology have also been considered. The preferred option, as described in the scheme description and accompanying engineering drawings, is the subject of this EIA and the TWAO application.


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4.1 Introduction

4.1.1 This chapter considers the extent to which the principle of the BEE is consistent with the relevant national and local planning, regeneration and transport policies.

4.1.2 This chapter should be read in conjunction with ES Volume 2 Technical Appendix G Technical Information: Policies and Plans, which details further information on the policies and plans discussed.

4.2 The Statutory Development Plan

4.2.1 The Statutory Development Plan for Birmingham comprises the ‘saved’ (or retained) policies of the Birmingham Unitary Development Plan (UDP) (2005) only.

4.2.2 The saved UDP policies were adopted prior to the publication of the National Planning Policy Framework (NPPF) (2012). The current UDP policies continue to carry weight in planning decisions but only insofar as they are consistent with the NPPF policies.

4.2.3 Birmingham City Council (BCC) is preparing a new strategic plan to replace a number of the 2005 saved UDP policies. The Pre-Submission Birmingham Development Plan ('BDP') examination hearings took place in October and November 2014 and the Planning Inspector published interim findings in January 2015. These interim findings resulted in BCC undertaking additional work on the emerging plan in relation to housing numbers and the Sustainability Appraisal.

4.2.4 The Inspector issued a schedule of Proposed Main Modifications which were necessary for the plan to be ‘sound’ in July 2015. These were subject to public consultation between the 17 August 2015 and the 12 October 2015.

4.2.5 The Planning Inspectorate issued BCC with the BDP examination Inspector’s final report and main modifications on 11 March 2016. The report concluded that subject to modifications being made, the plan is sound, satisfying the requirements of Section 20(5) of the Planning and Compulsory Purchase 2005 Act and providing an appropriate basis for the planning of the BCC administrative area.

4.2.6 On 26 May 2016 the Secretary of State issued a direction under Section 21A of the Planning and Compulsory Purchase Act 2004 (inserted by section 145(5) of the Housing and Planning Act 2016) to BCC not to take any step in connection with the adoption of the BDP. The direction will remain in force until it is withdrawn by the Secretary of State or the Secretary of State gives a direction under Section 21 of the 2004 Act in relation to the Birmingham Development Plan 2031.

4 Plans and Policies


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4.2.7 The reason for the issuing of the direction principally relates to the proposal for 6000 new homes on Green Belt land in Sutton Coldfield known as the Langley Sustainable Urban Extension, along with other matters related to the Plan.

4.2.8 In accordance with Paragraph 216 Annex 1 of the National Planning Policy Framework (2012) significant weight can be given to the BDP as it is a high level of preparedness, and the outstanding objection, which has resulted in the direction referred to in Paragraph 4.2.6, does not relate to the relevant policies to the BEE, which are discussed further in Section 4.5 of this Chapter.

Birmingham Unitary Development Plan (2005)

4.2.9 The Birmingham UDP supports Birmingham’s continued central role within the West Midlands Region and that there will be continued emphasis on economic revitalisation, urban and social regeneration and environmental quality, based around a sustainable pattern of development. It recognises the significance of Birmingham city centre and confirms BCC’s commitment to promote Birmingham as a major international city. Policy 2.23 states that the Birmingham city centre must be encouraged to develop and prosper by taking opportunities and addressing current weaknesses.

4.2.10 Policy 6.19 provides a commitment to the expansion of the Midlands Metro light rail network in corridors not well served by heavy rail to improve accessibility and regeneration. It supports the integration of transport modes where possible through the provision of interchange facilities.

4.2.11 Policy 6.21 outlines that there is continuing need to improve public transport facilities and Policy 6.33 supports the development of a modern light rail/rapid transit system that is complimentary to the existing heavy rail network which would further BCC’s strategy for economic and urban regeneration.

4.2.12 Policy 6.34 confirms that it is intended to promote a network of routes from the city centre which will be complimentary to the rail network. Policy 6.34A states that consideration will be given to further connections with Birmingham Airport and the National Exhibition Centre (NEC) via the A45; Hagley Road to Quinton or Halesowen, with possible spurs including to Birmingham Eastside.

4.2.13 The UDP Proposals Map identifies the route of the Birmingham City Centre Extension between Snow Hill, New Street and Five Ways (Policy 15.18). A possible further extension northwards from the junction of Bull Street and Corporation Street towards Old Square and then eastwards along Priory Queensway and northwards along Jennens Road, following the removal of Masshouse Circus, is also identified. A possible extension from Bull Street to Priory Queensway is also shown. Moor Street Queensway is also identified as a potential Midland Metro route, as well as a focus for the rationalisation of bus circulation within the city


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centre as a means of improving the pedestrian environment. The UDP Proposal Map does not however include a route to Eastside or the BEE route alignment that is the subject of this TWAO.

4.2.14 Policy 6.36 of the UDP relates to details of light rail/light rapid transit proposals that are brought forward. In accordance with the criteria contained in Policy 6.36 the BEE ensures that where applicable: large scale demolition is not involved other than where there is a clear planning gain to the

wider community; street running is provided where appropriate to help provide improved penetration of the

light rail/light rapid transit system in key areas. This may include existing or new pedestrian areas. Appropriate mitigation measures will be taken where possible, as established throughout this ES, to alleviate any adverse environmental impacts, particularly in sensitive areas;

when necessary land required for light rail/light rapid transport will be protected from other development through the use of temporary possession and compulsory acquisition powers granted through the TWAO;

compatible development adjacent to light rail/light rapid transit will be supported; and appropriate environmental impact statements are prepared to accompany them.

4.2.15 Given the funding context of the BEE, it is has not been necessary for developers to contribute to the cost of construction, as suggested by policy 6.36.

4.2.16 The BEE route passes through an area of land allocated for Mixed Use Development by Policy 15.32 (Martineau Galleries). The policy states that the Regional Shopping Centre will be strongly supported and states that the development (allocation reference M24) will add to the overall provision of retail floorspace in the city centre with opportunities for provision of additional specialist retailing that will be encouraged in appropriate locations. The policy also acknowledges that environmental improvements, including pedestrianisation, could assist this process, alongside the redevelopment of the Bull Ring Shopping Centre (since completed).

4.2.17 The BEE involves the demolition of properties on the corner of Albert Street and Dale End. Once demolished this land will be used partly as new highway and in the short term for areas of public realm / hard and soft landscaping. In the longer term the land either side of the BEE alignment is anticipated to come forward for redevelopment as part of the long term proposals for redevelopment as part of the Martineau Galleries proposals, which will bring a planning gain to the wider community. The demolition of the properties will facilitate the BEE. The BEE route also runs past land allocations at Millennium Point (allocation reference M5) and Parcel Force Deport (allocation reference M6) at Curzon Street. Allocation M5 relates to the Digbeth Millennium Quarter which includes the Millennium Point development centred on Curzon Street and this scheme has been completed and is operational. Policy 15.19 outlines that opportunities exist for new developments including mixed uses within the area exploiting its prime accessibility and industrial heritage. Allocation M6 relates to the redevelopment of the


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Parcel Force Depot which is to be brought forward as a location for the proposed HS2 Curzon Street Station as outlined in the emerging BDP and Curzon HS2 Masterplan (2014).

4.2.18 The BEE route runs along High Street Deritend which is the subject of land allocation reference C23. Policy 15.62 outlines that this route is a major arterial route into Birmingham City Centre providing access from the NEC and Birmingham Airport. Development should reflect the historic character of the road and respect its curvilinear form.

4.2.19 The Birmingham UDP contains further policies to protect and improve environmental quality. Chapters 8 to 19 provide further details of the planning policies relating to climate resilience, traffic and transport, noise and vibration, air quality, greenhouse gases, townscape and visual amenity, historic environment, soils, geology and contaminated land, water resources and land drainage, ecology and biodiversity, socio-economics and electromagnetic fields.

4.3 Material Considerations - National Planning Policy Framework (NPPF) (2012)

4.3.1 The NPPF highlights the economic, social and environmental roles of the planning system and its contribution towards a strong, responsive and competitive economy; strong, vibrant and healthy communities; and the protection of the natural, built and historic environment. These objectives are seen as being mutually dependent and to be pursued in an integrated way.

4.3.2 Paragraph 17 of the NPPF identifies 12 core land use planning principles, these include promoting the vitality of urban areas, reducing pollution and actively managing patterns of growth to make the fullest possible use of public transport, walking and cycling.

4.3.3 Section 1 aims to help build a strong, competitive economy and states that planning policies should recognise and seek to address potential barriers to investment, including a lack of infrastructure (of which light rail is one example). Section 2 is relevant insofar as it states that Local Plans should recognise that town centres are at the heart of communities, and pursue policies to support their viability and vitality. Section 4 promotes sustainable transport and its role in facilitating sustainable development and contributing to wider sustainability and health objectives.

4.3.4 Annex 2: Glossary of the NPPF defines sustainable transport modes as any efficient, safe and accessible means of transport with an overall low impact on the environment. These modes include walking and cycling, low and ultra-low emission vehicles, car sharing and public transport. Light rail is a form of public transport with a low impact on the environment and is therefore classified as a sustainable transport mode and is in accordance with related policies contained in the NPPF.


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4.3.5 The remaining parts of the NPPF set out the policies requiring good design (Section 7), promotion of healthy communities (Section 8), as well as the conservation and enhancement of the natural environment (Section 11) and the historic environment (Section 12), which includes the setting of heritage assets.

4.3.6 Chapters 8 to 19provide further details of those paragraphs of the NPPF (relating to traffic and transport, noise and vibration, air quality, greenhouse gases, townscape and visual amenity, historic environment, soils, geology and contaminated land, water resources and land drainage, ecology and biodiversity, socio-economics and electromagnetic fields) that are relevant to the BEE.

4.4 Material Considerations – Emerging Planning Policy

The Pre-Submission Birmingham Development Plan (2013)

4.4.1 The emerging BDP will set out the statutory framework to guide decisions on development and regeneration in Birmingham up to 2031. It will set out how and where new homes, jobs, services and infrastructure will be delivered and the type of places and environments that will be created. The Plan will cover the whole administrative area of the city.

4.4.2 Subject to modifications being made, the Inspector’s final report issued on 11 March 2016 following the examination concluded that the BDP is sound. However, on 26 May 2016 the Secretary of State issued a direction under Section 21A of the Planning and Compulsory Purchase Act 2004 (inserted by section 145(5) of the Housing and Planning Act 2016) to BCC not to take any step in connection with the adoption of the Birmingham Development Plan 2031.

4.4.3 The direction will remain in force until it is withdrawn by the Secretary of State or the Secretary of State gives a direction under Section 21 of the 2004 Act in relation to the BDP. The reason for issuing of the direction principally relates to the proposal for 6000 new homes on Green Belt land in Sutton Coldfield known as the Langley Sustainable Urban Extension and other matters related to the Plan.

4.4.4 In accordance with Paragraph 216 Annex 1 of the NPPF (2012) significant weight can be given to the BDP as it is at an advanced stage of the preparation process and the direction has been issued in relation to unrelated policies to the BEE.

4.4.5 Draft Policy PG2 confirms that Birmingham will be promoted as an international city supporting development, investment and other initiatives that raise Birmingham City’s profile and strengthen its position nationally and internationally.

4.4.6 Draft Policy GA1.1 states that Birmingham city centre will continue to be promoted as the focus for retail, office, residential and leisure activity.


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4.4.7 Draft Policy GA1.2 relates to growth and areas of wider change. The policy outlines that the ongoing regeneration of Eastside (of which the BEE is located within) will enable the city centre core to expand eastwards and will require well designed mixed use developments including offices, technology, residential, learning and leisure. It outlines that any proposals for a HS2 station will need to be integrated into the area creating a world class arrival experience with enhanced connectivity to surrounding areas including Digbeth and the city centre core.

4.4.8 Draft Policy GA1.3 confirms that new development must support and strengthen the distinctive character of the areas surrounding the city centre core raising its overall quality, offer and accessibility. Birmingham city centre is considered to be formed by seven Quarters with the Core at its heart. The policy outlines that within each quarter varying degrees of change are proposed that relate to the overarching objectives of delivering ambitious growth whilst supporting the distinctive characteristics, communities and environmental assets of each area. The BEE is located within the following quarters: The City Centre Core - providing an exceptional visitor and retail experience with a

diverse range of uses set within a high quality environment; Digbeth - creating a thriving creative and cultural hub with a high quality, exciting and

easily accessible environment; and Eastside – maximising its role as an area for learning and technology realising its

extensive development opportunities and the integration of any proposals for HS2 station.

4.4.9 Draft Policy GA1.4 relates to connectivity and measures to improve accessibility to and within the city centre will be supported, including the integration of public transport.

4.4.10 Plan 5 within the BDP provides the city centre Spatial Strategy which identifies a Midland Metro extension from Bull Street/Corporation Street to the HS2 terminus in Eastside which is in line with the BEE. The BDP also captures the sites within the city centre Enterprise Zone and Other Major Development Sites which will be brought forward for development within the plan period. The sites which could potentially be impacted by the BEE are as follows: City Centre Enterprise Zone Sites: Major Sites:

– 6 – Southern Gateway. City Centre Enterprise Zones Sites (Digbeth):

– 12 – Typhoo Wharf; – 15 – Custard Factory Extension; – 16 – Smithfield Court; and – 17 – Connaught Square.

City Centre Enterprise Zone Sites (Eastside): – 22 – Curzon Park; and – 23 – City Park Gate.

Other Major Development Sites: – 28 – Martineau Galleries.


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4.4.11 The impact of the BEE on future land use patterns is considered further in Chapter 7 Land Use and Land Take, and the extent to which the above developments have been taken into account within this ES is explained in Chapter 5 EIA Methodology.

4.4.12 Draft Policy TP37 provides support for the development of a sustainable, high quality, integrated transport system, where the most sustainable mode choices also offer the most convenient means of travel. It states that the delivery of a sustainable transport network will require, amongst other things: improved choice by developing and improving public transport, cycling and walking

networks; the facilitation of modes of transport that reduce carbon emissions and improve air quality; reduction in the negative impact of road traffic, for example, congestion and road

accidents; working with partners to support and promote sustainable modes and low emission travel

choices; ensuring that land use planning decisions support and promote sustainable travel; and building maintaining and managing the transport network in a way that reduces carbon

dioxide (CO2), addresses air quality problems and minimises transport’s impact on the environment.

4.4.13 Draft Policy TP40 relates to Midland Metro and bus rapid transit. It states that the development and extension of Midland Metro/bus rapid transit to facilitate improvement/enhancement in the public transport offer on key corridors and to facilitate access to development and employment will be supported. In particular it supports: an extension of the Midland Metro network from New Street to Centenary Square; bus rapid transit routes from Birmingham city centre along Walsall Road and Hagley

Road; and a rapid transit link between Birmingham City Centre and Birmingham Airport and the

proposed HS2 interchange station in Solihull.

4.4.14 The BEE is supported through Draft Policy TP40 which supports the development and extension of Midland Metro schemes to facilitate improvement / enhancement in the public transport offer on key corridors within Birmingham. The BEE will provide a Midland Metro extension which will integrate with the proposed HS2 terminus and link Birmingham City Centre with Eastside and High Street Deritend, with potential for a further extension to Birmingham Airport in accordance with Draft Policy TP40.

4.4.15 The emerging BDP contains further policies to protect and improve environmental quality. Further information on the planning policies relating to traffic and transport, noise and vibration, air quality, greenhouse gases, townscape and visual amenity, historic environment, soils, geology and contaminated land, water resources and land drainage, socio-economics and electromagnetic fields, can be found in Chapters 8-19.


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Birmingham Smithfield Masterplan (Draft) (March 2016)

4.4.16 Birmingham Smithfield / Southern Gateway is a key development site in the city centre covering 14 ha of land that includes the wholesale markets and lies adjacent to the BEE alignment.. An emerging Birmingham Smithfield Masterplan (March 2016) was prepared by BCC to maximise the opportunity of the site. Public consultation on the document was undertaken between March 2016 and May 2016. It is scheduled to be finalised in 2016 and will be used to inform decisions on future development and investment in the area.

4.4.17 The masterplan outlines a vision to create a distinctive place, with high quality architecture, public spaces and squares and a dynamic new residential neighbourhood, that is reconnected to the wider city through new streets, public transport and pedestrian and cycle routes. The masterplan confirms that an integrated public transport (including metro, bus and sprint) will run through the site in dedicated public corridors providing people with quick and efficient ways of getting around the area and linking to the wider city and beyond. The BEE will support the Smithfield scheme by running adjacent to the development site, improving wider public transport links to the area. It also provides the opportunity for further extension through the site via a dedicated route for the Midland Metro as currently identified in the masterplan and this delivery would be dependent upon BEE.

4.5 Material Considerations – Other Policy/Strategy/Guidance Documents

West Midlands Local Transport Plan (2011 – 2026)

4.5.1 The West Midlands Local Transport Plan (LTP) 2011 – 2026 is a statutory document that sets out the transport strategy and policies for the West Midlands Metropolitan Area to 2026, including an Implementation Plan for the first five years (2011 – 2016). It focuses on providing sustainable travel and transport choices in the West Midlands and improved connectivity within and between centres.

4.5.2 The BEE is not referred to in the Implementation Plan (2011 – 2016) or the Local Transport Strategy (LTS) (to 2026) – the component parts of the LTP.

4.5.3 The LTS however provides support for key cross boundary principles and policies. The provision of Midland Metro Extensions in Birmingham City Centre and new rapid transit lines in other appropriate high volume corridors are seen as key challenges for the region. The development of these transport systems is considered vital to underpinning private sector led growth and economic regeneration; tackling climate change; improving health; personal security and safety; improving equality of opportunity; and enhancing wellbeing; quality of life and quality of the local environment.

4.5.4 The LTP contains a number of themes and policies that the BEE will positively contribute to in achieving the outputs that the plan is seeking to attain. A summary of the relevant long term


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themes to as stated in the LTP are provided below along with an overview of the ‘Priorities for Action that the BEE will contribute to achieving:

Regeneration, thriving centres, corridors and gateways: – The BEE will make a positive contribution to achieving the theme through delivery of

the following ‘Priorities for Action’: – alignment of Strategic Transport Corridors with Impact Investment Locations and

other regeneration policy designations; – ensuring that the benefits of HS2 are maximised for the whole of the Metropolitan

Area, and the wider region, through ensuring maximised connectivity within the local transport network; and

– development of a transport infrastructure that supports access to Birmingham Airport/NEC and improved connectivity as part of the regeneration of North Solihull/East Birmingham.

– delivery of improvements in environmental quality, a sustainable and functional public realm, and locally distinctive centres.

Modal transfer and the creation of sustainable travel patterns: – The theme identifies that smart routes and an emerging rail and rapid transit network

will help maximise the effectiveness of the highways network and meet the bulk of new travel demand arising from increased economic activity. The BEE will contribute to achieving the theme through the provision of an extension from Bull Street to High Street Deritend via the proposed HS2 terminus.

A rail and rapid transit network ‘Backbone for Development’: – The LTP identifies that rail and rapid transit has a number of functions that include the

accommodation of the bulk of increased demand for travel arising from increased economic and housing growth, through high capacity, rapid fixed links between centres and regeneration areas in busy, high volume corridors. A further function is to maximise accessibility to HS2 stations and a developing Birmingham Airport/NEC, broadening the benefits to the whole of the Metropolitan Area. The BEE will make a positive contribution to achieving the theme through delivery of the following ‘Priorities for Action’: – identifying future Metropolitan Area rapid transit development and delivery

priorities; and – rapid transit network development in regeneration corridors serving significant

economic development areas and centres, particularly Coventry. Improved local accessibility and connectivity: – The LTP identifies that effective local public transport provides vital connections for

people to access jobs, skills, services and shops and will be pursued, which includes through developing the rail and rapid transit network for longer journeys. The BEE will enhance the public transport infrastructure in the city through an extension of the existing Midland Metro from Bull Street to High Street Deritend via the proposed HS2 terminus.

Effective and reliable transport integration: – The LTP identified a number of ‘ Priorities for Action’ of which the BEE will contribute

towards, which includes:


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– improving interchange facilities at Midland Metro, rail and bus stations to enhance access, including rail park and ride provision and expansion. The BEE will provide access to the proposed HS2 terminus as identified in the Birmingham Curzon HS2 Masterplan.

Birmingham Curzon HS2 Masterplan – Masterplan for Growth (2014)

4.5.5 The Birmingham Curzon HS2 Masterplan identifies opportunities and sets out the approach to future development, building upon the work of BCC's Eastside Masterplan and the Birmingham Big City Plan. It is a document that was consulted upon by BCC and serves as its vision and framework for the future development of the HS2 city centre terminus and the wider regeneration of Eastside, Digbeth and the eastern fringe of the city centre core.

4.5.6 The Masterplan area covers 141 ha and is bound to the east by the Ring Road (A4540 Dartmouth and Watery Lane Middleway) and to the south by the B4100 (Digbeth and High Street Deritend) and High Street Bordesley. The Aston University campus adjoins the northern boundary on Jennens Road, with High Street and Corporation Street forming the western boundary with the city centre core.

4.5.7 The Masterplan outlines how HS2 will accelerate the growth potential of Birmingham City Centre with Birmingham HS2 Curzon Station at the heart of the expansion into the Eastside and Digbeth areas. HS2 will provide a number of benefits to the city centre and in order that the potential to be maximised and the associated growth delivered, the Masterplan identifies ‘5 Big Moves’ needed as part of the delivery of the station to create wider economic impact.

4.5.8 One of the ‘5 Big Moves’ identified is an extension to the Midland Metro, with an integrated stop to be provided at New Canal Street that will provide HS2 travellers with fast and efficient connections to the wider city centre, with additional stops transforming connections and boosting the regeneration potential of Digbeth.

4.5.9 The Masterplan proposes the integration of Birmingham HS2 Curzon Street Station with Midland Metro and Sprint bus services with an interchange stop on New Canal Street. The design of the station and viaduct structure should ensure that there is sufficient platform width for Midland Metro and Sprint bus passengers. It is proposed in the Masterplan to close New Canal Street from Curzon Street to Fazeley Street to general vehicular traffic allowing some taxi access but principally becoming a route for Midland Metro and Sprint bus services only.

4.5.10 In Section 4 of the Masterplan, relating to connectivity, an extension of the Midland Metro is supported between the city centre and Adderley Street via New Canal Street and High Street Deritend as shown on Plan 15 of the document. The route via Bull Street will improve public transport connections across the city centre and will provide a connection to the proposed HS2 station.


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4.5.11 The BEE is in accordance with the adopted Birmingham HS2 Curzon Masterplan which identifies an extension of the Midland Metro from Bull Street to the proposed HS2 terminus improving public transport connections across the city centre. It provides support for the extension of the Midland Metro between the city centre and Adderley Street via New Canal Street and High Street Deritend as shown on Plan 15 of the document. It should however be noted that the supporting text in the masterplan refers to an extension via Fazeley Street through to Adderley Street. It is our understanding that this is an error in the wording of the policy document and does not reflect the supporting plans contained within the HS2 Curzon Masterplan which reflect the BEE scheme and broad stop locations.

Big City Plan – City Centre Masterplan (2011)

4.5.12 The Big City Plan aims to deliver transformational change in Birmingham City Centre. It sets out further proposals to expand the city centre core to accommodate greater levels of economic and cultural activity, whilst supporting and strengthening the distinctive character of the surrounding areas, improving connections and raising their overall quality. The Big City Plan identifies both Eastside and Digbeth as key areas for regeneration activity with HS2 providing an opportunity to unlock development opportunities and link the area with the city centre. The BEE will provide public transport connections to support the regeneration activity within Eastside and Digbeth with the city centre, particularly in relation to HS2. Additional information to the Big City Plan relating to HS2 is discussed above in relation to the Birmingham Curzon HS2 Masterplan.

4.5.13 A key objective within the Big City Plan is that of a ‘connected city’ which provides an effective and attractive public transport system with an efficient highway network, to complement the major investments within Birmingham. The document confirms that the focus for the future of public transport will include the delivery of high quality Rapid Transit Routes into and around the city centre. The BEE will complement this objective of the Big City Plan and further information is discussed above in relation to the Birmingham Curzon HS2 Masterplan.

Greater Birmingham and Solihull Local Enterprise Partnership Strategic Economic Plan (March 2014)

4.5.14 The Greater Birmingham and Solihull Strategic Economic Plan (March 2014) confirms that the arrival of HS2 provides unparalleled opportunities to transform the area, with catalytic effects for the wider region and UK. It outlines that there are five ‘game changers’ that are fundamental to the plan, of which the BEE will contribute positively to the following:

Game-Changer 1 - Birmingham Curzon: delivery of truly international station, accessible via an extended Midland Metro, and enjoying improved public realm and world-class connectivity. The BEE will provide Midland Metro services to Birmingham Curzon Street Station in accordance with the Plan;

Game-Changer 2 - UK Central and the Interchange: creating a world class international gateway with outstanding local, regional and national connectivity, and


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unlocking the growth potential of a unique concentration of strategic economic assets. The BEE will improve connectivity throughout the area in accordance with the Plan; and

Game-Changer 3 - HS2 Connectivity Package: delivery of a £2 billion package of infrastructure investments across the West Midlands, doubling the economic impact of HS2. This includes a series of Midland Metro investments such as the BEE that will improve local connections with high speed rail stations.

4.5.15 The Strategic Economic Plan confirms that a key priority project is the extension of the Midland Metro to Eastside.

Greater Birmingham and Solihull Local Enterprise Partnership - The Midlands HS2 Growth Strategy (July 2015)

4.5.16 The Midlands HS2 Growth Strategy sets out the opportunities that arrival of HS2 affords the region. It aims to leverage the benefits delivered by HS2 to drive local growth on a nationally significant scale over and above the construction of HS2, through targeted packages of interventions that are tailored to the local context.

4.5.17 The Strategy confirms that a key aspect will be the integration of the Birmingham Curzon Street Station area into the city centre, connecting it with the existing economic assets and ensuring the HS2 terminus station is itself fully integrated and fully accessible to the surrounding area, which includes the extension of the Midland Metro tram network. The BEE will assist with integrating the Curzon area with the city centre, and will also facilitate future extensions through East Birmingham and North Solihull and out to Birmingham Airport and Interchange in Solihull in accordance with the Strategy.

Centro: HS2 Unlocking the Benefits West Midlands Connectivity Package (2015)

4.5.18 The HS2 West Midlands Connectivity Package seeks to capture and maximise the distribution of HS2’s potential benefits across the region. It will improve regional and local links to HS2 and encourage sustainable growth. The package will maximise connectivity and seek to remove barriers to growth, and as part of this identified new rapid transit line connections linking up Brierley Hill and Wednesbury and the onto HS2 via Metro Line 1 and Birmingham Ccity Centre extensions. The BEE will provide connections to HS2 and the Metro Eastside Extension is identified as one of the schemes in the local connectivity package.

Centro: Towards a World Class Integrated Transport Network (April 2013)

4.5.19 Towards a World Class Integrated Transport Network sets out the long term vision and strategy framework which will help transform the transport system serving the West Midlands. The document confirms that the vision for the Midland Metro is to provide key targeted corridors, within the rail and rapid transit network, with a high capacity, rapid form of public transport. It confirms that the Midland Metro will provide important connections across central


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Birmingham and have a key role serving demand in some of Birmingham’s main arterial corridors. This includes the provision of a Midland Metro extension to HS2 Curzon Street.

Digbeth, Deritend and Bordesley High Streets (Digbeth/Deritend) Conservation Character Appraisal and Supplementary Planning Policies (2009)

4.5.20 Digbeth, Deritend and Bordesley High Streets (Digbeth/Deritend) Conservation Area contains important remnants of Birmingham’s medieval townscape, dating from the 12th to 15th Centuries. It is also significant as an inner city industrial quarter with a good range of industrial and commercial buildings dating from the 19th to 20th Centuries and provides a major focus for regeneration.

4.5.21 The purpose of the supplementary planning policies document is to preserve or enhance the character or appearance of Digbeth, Deritend and Bordesley High Streets (Digbeth/Deritend) Conservation Area. In order to maintain and reinforce this special character the policies are intended to guide and manage the significant level of change anticipated for the area through the promotion of good new design which responds sensitively to historic context. New development will be encouraged to complement the established character of the area while reflecting its own time and function. The effect of these policies on the BEE is considered in Chapter 14: Historic Environment.

Warwick Bar Conservation Area Character Appraisal and Supplementary Planning Policies (2008)

4.5.22 Warwick Bar Conservation Area has a special architectural and historic character of local and regional significance. The canalside quarter, with its surviving industrial heritage, makes a unique contribution to the quality and interest of Birmingham’s wider city centre area and offers a number of opportunities for regeneration.

4.5.23 The purpose of the supplementary planning policies document is to preserve or enhance the character or appearance of Warwick Bar Conservation Area. In order to maintain and reinforce the special character the policies are intended to guide and manage the significant level of change anticipated for the area through the promotion of good new design which responds sensitively to historic context. New development will be encouraged to complement the established character of the area while reflecting its own time and function. The effect of these policies on the BEE is considered in Chapter 14: Historic Environment.


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4.6 Summary

4.6.1 The BEE is consistent with the national and local strategic planning, transport and regeneration policies for Birmingham, as set out in the NPPF, adopted Local Plan, LTP and emerging BDP.


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5.1 Introduction

5.1.1 This section describes the general EIA methodology. Environmental topic-specific assessment methodologies are identified in Chapters 7 to 19 and, where appropriate, described in further detail in the relevant technical reports in ES Volume 2.

5.2 EIA Requirements

5.2.1 Although there is no standard format for an ES, Rule 11 of the Rules (SI 2006/1466, TWA Rules, 2006) specifies that an ES submitted with a TWAO application must include:

a description of the project comprising information on the site, design and size of the proposed works;

a description of the measures proposed to be taken in order to avoid, reduce and, if possible, remedy any significant adverse effects on the environment of the proposed works;

the data required to identify and assess the main effects which the proposed works are likely to have on the environment;

an outline of the main alternatives to the proposed works studied by the applicant and an indication of the main reason for his choice, taking into account the environmental effects; and

a non-technical summary of the information provided under sub-paragraphs (a) to (d).

5.2.2 Rule 11 also provides that the ES must also include so much of the information specified in Schedule 1 to the Rules as is relevant to the proposed works. This comprises: 1. a description of the proposed project, including in particular:

a) a description of the physical characteristics of all the works covered by the application and the land-use requirements during the construction and operational phases;

b) a description of the main characteristics of the production processes, for instance, nature and quantity of the materials used; and

c) an estimate, by type and quantity, of expected residues and emissions (water, air and soil pollution, noise, vibration, light, heat, radiation and any others) resulting from the operation of the proposed project.

2. an outline of the main alternatives studied by the applicant and an indication of the main reasons for his choice, taking into account the environmental effects.

3. a description of the aspects of the environment likely to be significantly affected by the proposed project, including, in particular, population, fauna, flora, soil, water, air, climatic factors, material assets, including the architectural and archaeological heritage, landscape and the inter-relationship between the above factors.

4. a description of the likely significant effects of the proposed project on the environment, which should cover the direct effects and any indirect, secondary, cumulative, short-term, medium-term and long-term, permanent and temporary, positive and negative effects of the project, resulting from:

a) the existence of the project;

5 EIA Methodology


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b) the use of natural resources; c) the emission of pollutants, the creation of nuisances and the elimination of waste; and d) the description by the applicant of the forecasting methods used to assess the effects

on the environment. 5. a description of the measures envisaged to prevent, reduce and where possible remedy

any significant adverse effects on the environment. 6. a non-technical summary of the information provided under paragraphs 1 to 5. 7. an indication of any difficulties (technical deficiencies or lack of know-how) encountered

by the developer in compiling the required information.

5.2.3 Although not yet transposed into UK legislation, the BEE EIA has regard to the new EIA Directive (2014/52/EU) during the assessment of the BEE. Additional topics that may be required to be considered in an EIA that are applicable to the BEE, i.e. climate change and human health, are detailed within the relevant chapters of this ES: climate change - the likely effects of climate change on the BEE and its ability to react

to them are considered in Chapter 8: Climate Change Resilience; and human health - the likely effects on human health are considered in Chapter 11: Air

Quality, Chapter 10: Noise and Vibration, Chapter 18: Socio-Economics, and Chapter 19: Electromagnetic Fields.

5.2.4 Following the Scoping Opinion given by the Secretary of State on 14 January 2016 (ES Volume 2 Technical Appendix I), the technical scope of the BEE EIA includes the following: Policies and Plans; Land Use and Land Take; Climate Change Resilience; Traffic and Transport; Noise and Vibration; Air Quality; Greenhouse Gases; Townscape and Visual Amenity; Historic Environment; Soils, Geology and Contaminated Land; Water Resources and Land Drainage; Ecology; Socio-Economics; and Electromagnetic Fields.

5.3 Approach to Technical Assessment

5.3.1 The BEE EIA technical scope has been determined based on the Scoping Opinion (ES Volume 2 Technical Appendix I) provided by the Secretary of State and influenced by the scoping comments provided by the consultees, as set out in section 5.6 Consultation, below.


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5.3.2 Each technical chapter (Chapters 7 to 19) presents a general approach to the environmental assessment, which includes the following information: general scope (spatial/temporal) of assessments; relevant guidance and best practice followed; consultation undertaken during EIA; assumptions used and limitations encountered in the EIA; environmental baseline information; mitigation measures incorporated at design stage; assessment of effects during construction and operation; and cumulative effects assessment.

5.3.3 Each technical chapter refers to the relevant current legislation, government policies and regulations, good practice, professional institutes’ guidance and industry requirements. Where applicable, reference is made to the relevant Promoter environmental policies.

5.3.4 The ES also contains detailed assessment of baseline information, embedded mitigation design measures and predicted effects. The individual assessment methodologies and impact prediction techniques used for each of the technical assessments are detailed within each technical chapter (Chapters 7 to 19) and/or the corresponding technical appendix (Technical Appendices J to V in ES Volume 2).

Spatial scope

5.3.5 The spatial (geographic) scope of the ES comprises the following areas: the area within the Scheme Boundary for the BEE – this includes the footprint of the

tram alignment, associated OLE and temporary/permanent diversions of highways and rights of way, and the Limits of Deviation (LoD) for these works, and any land take (either permanent or temporary) that may be required during the construction and operational phases and buildings required for the fixing of OLE; and

areas beyond the LoD where environmental impacts could occur - each individual technical chapter identifies its specific study area for impact assessment.

5.3.6 Drawings MMD-300207-HS30-DRA-0000-1001 and MMD-300207-HS30-DRA-0000-1002 in ES Volume 2 Technical Appendix A: EIA Drawings show the full extent of the Scheme Boundary for the BEE that includes the LOD, land to be temporarily used and also land with rights to attach equipment to buildings.

Temporal scope

5.3.7 The EIA has assessed any potential for construction and operational impacts arising from the BEE. The temporal scope of this EIA, based on the high level construction programme (Table 2.2) is assumed to be: Q1 2020 – Q4 2021 – the BEE construction activities; and


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2022 – the BEE commissioning, testing and operational.

5.3.8 The BEE is expected to operate for at least 60 years. Once built, it will be regularly repaired and maintained to ensure its operation is safe, reliable and efficient. In view of the relatively long lifespan of the BEE, decommissioning is not considered relevant to the EIA. As such, this ES does not discuss the decommissioning of the BEE.

Assessment scenarios for the traffic model

5.3.9 Two assessment scenarios have been used for the purposes of the traffic model which informs the BEE EIA: ‘Do-Minimum’ (DM) scenario; and ‘Do-Something’ (DS) scenario.

5.3.10 These two assessment scenarios are required for the traffic model, in order to establish the future environmental baseline (the DM scenario) against which the likely impacts that are attributable to the BEE (the DS scenario) can be identified. The two scenarios are defined in the traffic model that provides the input data for the Noise, Air Quality and Greenhouse Gases chapters of this ES. The environmental topics noise, air quality and greenhouse gases are known as “transport-dependent” topics, as the assessment of them relies on the outputs of the traffic model.

5.3.11 A list of transport schemes that underpin the BCC traffic model (SATURN) are shown in Table 5.1. Both the DM and DS scenarios are based on traffic data provided by Steer Davies Gleave (SDG) that has been agreed with BCC. Further information on the traffic model is provided in ES Chapter 9 Traffic and Transport and the full Transport Assessment (TA) is provided in ES Volume 2 Technical Appendix L2.

5.3.12 The year 2021 has been used for the base year for the traffic model, as it is based on best available traffic data and information measured in the year 2011 and reflects the nearest temporal position to the opening year of the BEE, 2022. This approach has been consulted upon with BCC as its traffic model is defined in these years. The year 2031 has been used to model a comparison in the year ten years after opening.

DM scenario

5.3.13 The DM scenario represents a predicted situation with regards to development proposals and traffic characteristics (committed and funded transport schemes) at the time of the proposed introduction of BEE but without the BEE being implemented. The DM scenario consists of the following network changes from the 2011 base year in the traffic model: anticipated public transport network changes (including Midland Metro Line 1 extension

to New Street (BCCE), bus network changes and an increased frequency of stopping trains between Coventry and Wolverhampton);

committed and funded transport schemes (Table 5.1);


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HS2 network changes in place prior to opening in 2026; and committed developments planned for Birmingham City Centre (Table 5.2).

5.3.14 In summary, the DM scenario is defined as:

DM scenario= committed developments and committed and funded transport schemes but without the BEE

5.3.15 The committed and funded transport schemes that are included in the traffic model are identified in Table 5.1. The other committed and baseline developments that are also included in the traffic model are identified in Table 5.2. In table 5.1, in columns three (year 2021) and four (year 2031) a tick indicates that the model includes the traffic data arising from committed and funded transport schemes, as it is assumed that these schemes would be implemented by these assessment dates. The list of schemes and developments in Table 5.1 and Table 5.2 is relevant to the assessment of the BEE effects on the following technical chapters: Traffic and Transport: Chapter 9; Noise and Vibration: Chapter 10; Air Quality: Chapter 11; and Greenhouse Gases: Chapter 12.

Table 5.1: Committed and funded transport schemes for transport assessment in DM and DS scenarios

Scheme Description 2021 2031 City centre schemes Eastside Improvements at junction of Cardigan Street/Jennens Road

Birmingham City Centre Interchange

Moor Street Queensway two-way for all traffic, modifications to junctions on Carrs Lane, Albert Street, Old Square, James Watt Queensway, Newton Street, Masshouse Lane, Lower Bull Street.

Holloway Circus

Left-slips on Holloway Head and Smallbrook Queensway and signalisation of Bristol Street approach

Metro to New Street (BCCE)

Modifications to Colmore Circus Queensway and Corporation Street.

Paradise Circus

Re-arrangement of Paradise Circus Gyratory.

Broad St/ Paradise Circus

Broad Street Public Transport only at the junction with Paradise Circus

Birmingham Gateway

New station car park arrangements. Access to car park at Navigation Street closed (egress only) and signalised access/egress on Hill Street.

Bath Row / Cregoe Street

Signalisation of priority junction.

Navigation Street Link

Link road between Navigation Street and Holliday Street. This is a complementary measure for the PT only movement from/ to Centenary Square.

Ring road schemes Bordesley Circus

Partial signalisation of roundabout with half-hamburger arrangement.


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Scheme Description 2021 2031 Haden Circus

Signalisation of roundabout, with half- hamburger arrangement including provision of slip road between Belgrave Middleway and Highgate Middleway.

Ashted Circus

Signalisation of junction

HS2 scheme network changes Park Street Closed between Masshouse Lane and Bordesley Street

New Canal Street

One-way southbound between HS2 Taxi access on Curzon Street and Banbury Street

Fazeley Street

Stopped up, north of New Bartholomew street

Banbury Street

Stopped up, south of New Canal Street

Moor Street Queensway

Moor St Queensway bus only between Carrs Lane and Albert. X

HS2 mitigation schemes Cardigan Street / Curzon Street

Signalisation of priority junction X

Curzon Circle

Provision of left-slips from Curzon Street to Lawley Middleway and from Vauxhall Road to Lawley Middleway, as well as additional lanes on approaches to signalised junction.

X

Garrison Circus

Replacement of roundabout with signalised junction, including provision of left-slips from Watery Lane Middleway to Great Barr Street, Watery Lane Middleway to Garrison Lane and from Garrison Lane to Watery Lane Middleway.

X

Southern Gateway early works As above Ladywell Walk Closed to Traffic As above Improved junction to provide single phase pedestrian crossings at

Smallbrook Queensway/Hill Street

As above Junction changes on other roads including Thorpe Street, Sherlock Street and Barford Street

Source: SDG 2016 Forecasting Assumptions

DS scenario

5.3.16 The DS scenario represents the predicted future scenario in which the BEE (including the associated highway network changes) is implemented. The DS scenario includes all committed and funded transport schemes as shown in Table 5.1 and committed developments (Table 5.2) and with the BEE in place. The DS scenario consists of the following network changes from the 2011 base year in the traffic model:

anticipated public transport network changes (including Midland Metro Line 1 extension to New Street (BCCE), bus network changes and an increased frequency of stopping trains between Coventry and Wolverhampton);

committed and funded transport schemes (Table 5.1); HS2 network changes in place prior to opening in 2026; committed and baseline developments planned for Birmingham City Centre (Table

5.2); and


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the BEE and associated highway network changes.

5.3.17 In summary, the DS scenario is defined as:

DS scenario = committed developments and committed and funded transport schemes with the BEE

5.4 Environmental Baseline

5.4.1 Environmental impacts are described in terms of the extent of change to the baseline environment. For this EIA, this baseline is taken to mean the environmental conditions that are predicted to be the case at key points in the BEE’s development that include construction and operation.

5.4.2 The baseline environment has been identified by a number of means, including: undertaking environmental surveys, through computer modelling, and by review of third party documentation. Where there is a lack of detailed information regarding the development status of the committed developments, the EIA approach has adopted assumptions in relation to timing of the developments; table 5.2 details these assumptions.

5.4.3 Environmental baseline information collected during the EIA process has been projected forward to predict the environmental baseline prevalent during the construction and operational stages of the BEE. The environmental baseline for each environmental topic is described in the individual technical chapters. For this EIA, the assessment years are:

construction in year 2020; and operation in year 2022.

5.4.4 As required by paragraph 7 of Schedule 1 of the 2006 Rules, where there are technical difficulties in compiling the required information, these are identified in the assumptions and limitations within each topic chapter of this ES.

5.4.5 For the purposes of this EIA, two of the identified committed developments have been included in the environmental baseline against which both the construction and operation of the BEE have been assessed. These two committed developments are HS2 Curzon Street Station and Masshouse mixed-use scheme. The rationale for the inclusion of these developments within the environmental baseline in 2020 and 2022 has been based on the information available, discussions with BCC and by exercising professional judgement as detailed in Table 5.2.

5.4.6 Relevant resources and receptors have been identified for each environmental topic and an appropriate baseline determined in respect of these. Resources are defined as the biophysical feature or item of “environmental capital” such as elements of landscape or heritage value, watercourses or dwellings. For the purpose of the EIA, ‘receptor’ is defined as a component of


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the natural or built environment (such as a human being, water, air, a building or a plant) affected by an impact of the construction and/or operation of a proposed development.

5.4.7 A description of the baseline information is provided in the ES, which also includes the following: sources of information used; methodology used for any additional survey or modelling work if required; extent of specialist consultation with external stakeholders where relevant; any assumptions and limitations pertaining to the baseline information or to the

collation process; and the spatial extent of the study area.

5.5 Committed Developments

Committed developments identification process

5.5.1 An initial list of committed developments was compiled following a review of allocations within the UDP and the emerging BDP and examination of the BCC planning register for major developments that had planning permission. As a result of this exercise, the following 13 developments were identified: 1. Masshouse- development has planning permission; 2. Exchange Square (Phase 1) - development has planning permission; 3. Exchange Square (Phase 2) - development has planning permission; 4. HS2 Curzon Street Station- development has a hybrid Bill application that is subject to

approval; 5. Bull Ring Trading Estate- development has planning permission; 6. Beorma Quarter (Phase 2 and 3) - development has planning permission; 7. City Park Gate, development has planning permission and part of development is

operational 8. Martineau Galleries- development allocated within UDP; 9. Typhoo Wharf- development allocated within emerging BDP; 10. Smithfield Court- development allocated within emerging BDP; 11. Southern Gateway- development allocated within emerging BDP; 12. Connaught Square- development allocated within emerging BDP; and 13. Custard Factory Extension- development allocated within emerging BDP.

It was considered that there was insufficient detail available for developments that were allocated within planning policy but did not have the benefit of planning permission for it to be feasible to include them within the cumulative assessment. Based on this, developments 8 to 13, listed above, were removed from the initial list. In addition, development 7, City Park Gate, has planning permission with some development phases already operational however the phases that may come forward in the future are proposed for land that is to be occupied by HS2 and as such this development was also removed from the initial list.


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5.5.2 The shortened list, containing developments 1 to 6, was then provided to BCC for comment. BCC subsequently advised that the committed development list was appropriate for the EIA with the only exception being the addition of Smithfield a mixed-use development, which should also be considered as a committed development. A copy of this correspondence is located in ES Volume 2 Technical Appendix F: EIA Consultation Information.

5.5.3 The committed developments that have been used for the EIA process assessment of cumulative effects is shown in Table 5.2 and are identified in drawing MMD-300207-HS30-DRA-0000-0011 in ES Volume 2 Technical Appendix A: EIA Drawings. As described in Section 5.4 above, development 1, Masshouse and development 4, HS2 Curzon Street have been assumed to be considered in the environmental baseline.

Table 5.2: Committed developments

Ref

Development site BCC planning permission ref

Assumed development status at 2020

Assumed development status at 2022

Relevant to cumulative effect assessment?

1 Exchange Square (Phase 1) Ref: 2016/02326/PA

Construction assumed to commence whilst the BEE is under construction

Completed and occupied

Yes – only in 2020

2 Exchange Square (Phase 2) Ref: 2016/02326/PA




3 Bull Ring Trading Estate Ref: 2011/05085/PA




4 Beorma Quarter (Phases 2 and 3) Ref: 2015/06678/PA




5 Smithfield


Under construction

Yes – in 2020 and 2022

5.5.4 The committed developments identified in Table 5.2 are relevant to all the environmental topic chapters in the ES. The committed developments are relevant as they may generate cumulative impacts when combined with the BEE, which need to be assessed.


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Baseline development – HS2 Curzon Street Station

5.5.5 Of particular relevance to the BEE is the presence of HS2 Curzon Street Station which is proposed to interface with the BEE at New Canal Street tram stop.

5.5.6 HS2 Curzon Street Station is being treated as forming part of the baseline environment for the assessment of both construction and operation of the BEE. It therefore will not be assessed in the cumulative effects assessment of each environmental topic.

5.5.7 The HS2 Hybrid Bill is assumed to receive Royal Assent in December 2016. Its development is assumed to be phased over a 10-year period, with enabling works/construction starting in Q1/Q2 2017, and be operational in 2026/27. Relevant information on the HS2 Curzon Street Station (including its expected delivery timetable, footprint and construction programme) has been obtained from the HS2 ES2, that was produced as part of the High-Speed Rail (London – West Midlands) hybrid Bill deposited in Parliament in 2013 (see ES Volume 2 Technical Appendix E: Committed and Baseline Developments).

5.5.8 The HS2 scheme is split up into a number of community forum areas (CFAs), of which CFA26, which extends from HS2 Curzon Street Station 5.7km east to Washwood Heath, is relevant to the BEE EIA.

5.5.9 HS2’s indicative construction programme for CFA26 details construction activities associated with key areas of works within the CFA. As the CFA extends approximately 5km east of the BEE Scheme Boundary, the HS2 construction programme has been examined in order to extract activities that are within approximately 1.5km of the Scheme Boundary. The extracted construction programme and the relevant drawings that identify the corresponding areas of works are contained within ES Volume 2 Technical Appendix E: Committed and Baseline Developments.

5.5.10 An indicative programme of the BEE is presented in Chapter 6 Construction Strategy, Table 6.1. In view of the HS2 indicative construction programme, for the purposes of this ES it has been assumed that the construction of HS2 Curzon Street Station will overlap with the BEE construction and operation.

5.6 Consultation

5.6.1 Formal consultation with the following organisations was undertaken by the Department for Transport (DfT) prior to providing the Promoter with a Scoping Opinion for the BEE: BCC; The Environment Agency; Natural England;

2 Based London-West Midlands Environmental Statement, CFA26 Washwood Heath to Curzon Street, ES 3.2.1.26 Nov 2013


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Historic England; and Canal and River Trust.

5.6.2 Comments were provided by BCC, The Environment Agency and Natural England at scoping stage; Historic England and the Canal and River Trust had not provided any views at scoping stage. The key issues identified by the consultees during scoping stage are summarised in Table 5.3 and referred as appropriate in the relevant ES chapters. A copy of the Scoping Opinion and the accompanying responses is provided in ES Volume 2 Appendix 2I.

Table 5.3: Scoping opinion addressed in the ES

Consultee Scoping opinion requirement Addressed in ES

BCC Assessment of the impact of increased lighting on bats and nesting birds. Consideration of the potential for incorporating green infrastructure. Evaluation of the mature trees that may be lost. Consideration of the impact on archaeological interest at a former burial ground at Park Street Gardens, pre-historic archaeology at Park Street and New Canal Street and the Medieval settlement at Digbeth and Deritend.

Chapter 17: Ecology. Chapter 13: Townscape and Visual Amenity. Chapter 14: Historic Environment.

The Environment Agency Assessment should take into account any development framework for the Southern Gateway regeneration area.

Chapter 16: Water Resources and Land Drainage.

Natural England No specific requirement, consultee was satisfied with the scope provided in the Scoping Report.

N/A

5.6.3 EIA good practice encourages early project consultation in order to aid the assessment of likely environmental effects. Through this iterative assessment process, opportunities for sharing relevant environmental information and for addressing specific concerns relating to the project can then be taken.

5.6.4 In preparing the BEE ES, a number of published documents and websites have also been used. These have been appropriately referenced in the relevant chapters. In addition to consultation under the scoping stage, this ES has also benefitted from further consultation undertaken with the key statutory bodies during the impact assessment stage as identified in Table 5.4, and referenced as appropriate in the relevant ES chapters and in ES Volume 2 Technical Appendix F: EIA Consultation Information.

Table 5.4: Key statutory bodies consulted as part of the EIA process

Name of organisation ES Volume 1 chapters

BCC 4 – Policies and Plans 7 - Land use and Land Take


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Name of organisation ES Volume 1 chapters 9 – Traffic and Transport 10 – Noise and Vibration

Environment Agency 16 – Water Resources and Land Drainage

Severn Trent Water 16 – Water Resources and Land Drainage

Canal and River Trust 16 – Water Resources and Land Drainage Historic England 14 – Historic Environment (no response)

Natural England 17 – Ecology

5.7 Mitigation Measures

5.7.1 The description of mitigation measures in this section covers all aspects of mitigation referred to in paragraph 5 of Schedule 1 of the Rules. Mitigation measures in this context means a description of the measures envisaged to prevent, reduce and where possible remedy any significant adverse effects on the environment.

5.7.2 The EIA for the BEE is an iterative process, providing opportunities to, where possible, ‘design out’ any potentially adverse environmental effects. Design measures already incorporated into the BEE are highlighted in ES Chapter 2, and described as appropriate in the relevant environmental topic chapter.

5.7.3 Where any potentially significant adverse environmental effects cannot be effectively ‘designed out’, mitigation measures have been recommended as part of the EIA and incorporated into the BEE The approach to mitigation follows the standard mitigation hierarchy, i.e. avoid impacts on the environment, reduce impacts that cannot be avoided, and then offset any impacts through the delivery of mitigation (remediation)/compensation measures.

5.7.4 This EIA has assessed the likely significant environmental effects arising from the BEE following the incorporation of all mitigation measures into the BEE, including those environmental management control measures in the Code of Construction Practice.

5.8 Assessment of Effects

5.8.1 In order to provide a consistent approach to the presentation of effects, the following terminology is used throughout the ES: adverse - detrimental or negative effect to an environmental resource or receptor; neutral - no significant effect to an environmental resource or receptor; and beneficial - advantageous or positive effect to an environmental resource or receptor.

5.8.2 Predicted effects are classified according to the following scale unless otherwise prescribed by particular technical assessment published guidance: negligible - imperceptible effect;


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minor - slight, very short or highly localised effect; moderate - limited effect (by magnitude, duration, reversibility, value and sensitivity of

receptor) which may be considered significant; and major - considerable effect (by magnitude, duration, reversibility, value and sensitivity

of receptor) which may be more than of a local significance or lead to a breach of a recognised environmental threshold, policy, legislation or standard).

5.8.3 The likely significant effects on the environment arising from BEE are described in the environmental topic chapters of this ES. The forecasting methods used (paragraph 4 of Schedule 1 to the Rules) and the direct and indirect, secondary, cumulative, short-term, medium-term and long-term, permanent and temporary, positive and negative effects are also described in the environmental topic chapters of this ES. These are defined as follows:

direct effects – effects which are likely to arise from activities which form an integral part of the scheme (e.g. any additional land take and new infrastructure);

indirect effects – effects which are likely to arise from activities not explicitly forming part of the project (e.g. potential noise changes due to an increase or decrease in road traffic flows on existing roads resulting from the operation of the BEE );

secondary effects – effects which arise as a result of an initial effect of the BEE; permanent effects – effects which are likely to result from an irreversible change to the

baseline environment or which persist for the foreseeable future, and occur during construction or operation stages;

temporary effects - effects which are likely to persist for a limited period only and occur mainly during construction;

positive effects – effects which are likely to have a beneficial influence on receptors and resources; and

negative effects – effects which are likely to have an adverse influence on receptors and resources.

5.8.4 The EIA Directive requires that the ES reports the likely significant effects of the works on the environment. There is no statutory definition of what constitutes a significant effect. The primary purpose of identifying the significant effects of a proposal is to inform the decision maker so that a balanced decision in respect of the development can be reached. On this basis, and in accordance with established EIA practice, for the purposes of this EIA, a significant effect is considered to be an impact that, in isolation or in combination with others, should in the opinion of the EIA team be taken into account in the decision-making process.

5.8.5 EIA is an iterative process. If preliminary assessment findings indicate there is potential for a significant environmental effect, appropriate mitigation measure(s) have been identified. The BEE ES reports the assessment of environmental effects arising from a potential impact/change to environmental receptors following the application of appropriate mitigation measures identified within the technical ES chapter.

5.8.6 The significance of an effect is determined and judged in a unique way for each environmental topic. In broad terms, it can be described as a combination of the magnitude of the change to


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the baseline conditions that can be attributed to the BEE and the value or sensitivity of the resource or the receptor affected.

5.8.7 Definitions of significance levels for each environmental topic area assessed within this ES are provided in the individual environmental topic chapters. In general, effects defined as moderate or above are considered to be significant for the purpose of the EIA.

5.9 Cumulative Effects

5.9.1 Schedule 1 to the Rules (information to be included in environmental statements) states that the ES should include "a description of the likely significant effects of the proposed project on the environment, which should cover the direct effects and any indirect, secondary, cumulative, short-term, medium-term and long-term, permanent and temporary, positive and negative effects of the project" (emphasis added). The consideration of cumulative effects is therefore an integral part of undertaking an EIA. It plays an important role in determining the full likelihood of significant environment effects that may arise from the BEE.

5.9.2 Cumulative effects can occur in two ways as a result of development activities: Intra-Scheme cumulative effects; and Inter-Scheme cumulative effects.

Intra-scheme cumulative effects

5.9.3 Intra-scheme effects (i.e. within the BEE) may arise from two or more scheme-related effects combining to produce a significant effect. The Institute of Environmental Management and Assessment (IEMA) describes intra-scheme cumulative effects as effects that would… “occur between different environmental topics within the same proposal, as a result of the development’s direct effects”.3

5.9.4 Any intra-scheme effects identified through the EIA are reported within the relevant environmental topic chapter.

Inter-scheme cumulative effects

5.9.5 For the purpose of this EIA, inter-scheme cumulative effects are defined as effects of the BEE when considered in conjunction with those effects arising from the committed developments identified as such in Tables 5.1 and 5.2. Any inter-scheme effects identified through the EIA are reported within the appropriate environmental topic chapter.

3IEMA, 2011, The State of Environmental Practice in the UK, section 6.4


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5.10 Information Assumptions

5.10.1 Third party information/data received from published sources for the purposes of this EIA is assumed to be correct. Assumptions that are more discipline-specific are referred to in the relevant ES chapters.

5.11 Summary

5.11.1 An EIA has been undertaken that complies with the requirements of the EIA Directive and TWA Rules. Results of the EIA are provided in the relevant ES chapters in Volume 1, and where appropriate, are supported by more technical information in ES Volume 2.


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6.1 Introduction

6.1.1 An indicative construction strategy has been developed for the purpose of this EIA in order to inform the assessment of the likely significant effects deriving from the construction of the BEE. Further details of the construction methodology are contained in ES Volume 2 Technical Appendix D1: Construction Strategy. It is anticipated that the construction strategy will be reviewed and refined as the BEE progresses into detailed design.

6.1.2 This construction strategy provides the principles (including phasing and programming) of the construction works that will form the basis of the construction contractor’s contract specifications. The construction contractor will be expected to adopt the contract specifications when delivering the BEE.

6.2 General Construction Methodology for a Light Rail Transit (LRT) System

6.2.1 The construction methods described below are based on the experience of the BCCE and other similar light rail transit (LRT) projects. Therefore, they should be considered as indicative at this stage, and sufficient to undertake the EIA. The final method of working, including the phasing and programming of works, will be determined by the Promoter.

6.2.2 Before the main work of installing the BEE infrastructure can start, preliminary works such as the diversion of public utilities and roads will need to take place. Utilities diversions will be required throughout the BEE and will involve the excavation of new trenches for water pipes, sewers, electricity and communications cables, and gas pipes.

6.2.3 Certain public utilities running within the swept path of the tram track will need to be relocated to minimise future disruption to Midland Metro services during their maintenance and in the event of failure. However, it may not be necessary or possible to relocate all apparatus on street-running sections of the tram due to the restricted space on footpaths, verges or car parking bays. Where this is the case, it may be necessary to lower and protect the utility services from damage caused by vibration or increased load resulting from the operation of Midland Metro. Diversion of utilities in advance of the main construction works may take place in order to minimise the construction time for the BEE.

6.2.4 At this stage in the BEE design process, the condition of subgrade material located below the surface in areas where tram track will be laid is not known. However, it is expected that excavation of material to a depth of around 1m will be required along the majority of the track alignment. Once excavation works have been completed, track drainage will be installed. The type of drainage required will vary depending on the position of the track and the foundation of the track. In areas of poor soil, engineering fill or 'capping material' may be needed to provide a firm foundation for the track. This will be compacted using vibratory rollers prior to the positioning of reinforcement mesh used in the construction of a reinforced concrete base slab.

6 Construction Strategy


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The base slab will then be cast by pouring concrete onto the reinforcement mesh, which will provide the foundation for the rails.

6.2.5 The rails will then be clipped to the top of the base slab, levelled into position and continuously welded together. The rails will be pre-encapsulated with a rubber-like polymer, to enable bonding between the rail and concrete slab. This polymer also assists in reducing vibration and stray current from the BEE. A second layer of concrete will then be poured around the rails to a level that allows for road surfacing to be placed. Road surfacing is then laid around the rails. New kerbs, parking bays and base supports for OLE poles (where required) may be constructed concurrently, where there is enough space to construct the concrete base slab.

6.2.6 Alterations to the existing highway will also be required in some areas to accommodate the BEE. This will include:

provision of minor traffic flow alterations; widening of roads; closure of pedestrian subways; realignment of footways; re-arrangement of lane layouts; limiting of traffic movements at intersections; repairing and surfacing works; and removal and installation of pedestrian crossings.

6.2.7 These works may entail the excavation of soil and/or pavement, relaying of a formation base and/or casting of a reinforced concrete slab as described above, and resurfacing with asphalt. Existing road markings will be removed and new markings added.

6.2.8 Track construction will be followed by OLE installation along the catenary sections of the BEE. The approximate spacing between OLE fixings and/or poles will be 30m depending on the speed and gradient of the track. Additional supports may be needed at highway junctions and closer spacing of poles or fixings will be required on bends. The number of OLE poles along the catenary sections of the BEE can be reduced by suspending the contact wires from building fixings; this can be particularly advantageous where space is limited. Although the fixings and/or poles may be erected during track construction, the contact wires will not be suspended until the end of the works. Where possible, building fixings will be used to minimise visual clutter. Where possible, the OLE will be combined with street lighting columns along the catenary sections of the BEE.

6.3 Indicative Construction Programme

6.3.1 It is currently anticipated that the delivery of the BEE will be phased over a period of approximately 24 months, to include: enabling works, demolition, and construction activities.


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Construction (including enabling works) is anticipated to commence in 2020. Service diversions will have taken place prior to 2020.

6.3.2 Demolition of third party properties at the following locations will be required for the development of the BEE:

1-7 Kings Parade, Dale End which is occupied by TSB, MS Cosmetics, Pound Palace, The Money Shop, Cash Generator and McDonalds; and

Former South and City College, Fusion Centre, High Street Deritend.

6.3.3 The method for constructing and laying both the on-street and off–street tram track for the BEE is broadly similar to that for constructing the on-street BCCE, which will include the following key activities:

excavation of material for track formation; installation of track drainage; formation and compaction of track foundation; installation of rails; formation of road surfacing; provision of kerbs and base supports for OLE poles – for sections containing OLE only; construction of tracks; installation of OLE and building fixtures where required – for sections containing OLE

only; and excavation of foundations for, and installation of, a substation.

6.3.4 An indicative construction programme has been prepared and presented in Table 6.1 below. It is envisaged that construction will be undertaken in five work stages that would overlap and a final completion stage for testing and commissioning. The general approach to sequencing of the works has been to minimise the number of traffic management changes affecting road users and frontages. As the BEE progresses into detailed design, the programme will be updated.

Table 6.1: BEE indicative construction programme

Work stage Key elements

1 The section of tramway that extends from the tie in to the BCCE on Corporation Street to the intersection with Moor Street Queensway. Key works to comprise: • widening of Bull Street and Corporation Street carriageways to accommodate the tram and

off-line bus stops; • filling in of the subway on the outbound side, installation of the track paralleling hut and

construction of a retaining wall; • construction of a signalised delta junction with the operational BCCE route (suspension of

BCCE services will be required during tie-in works); • demolition of 1-7 Kings Parade, Dale End; • highway works in New Meeting Street and Albert Street; • installation of power and communication cabinets; • installation of OLE poles or building fixings;


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Work stage Key elements

• new twin track throughout the section; and • Albert Street tram stop platforms to the east of Moor Street Queensway.

2 The section of tramway that extends across Moor Street Queensway. Key works to comprise: • new twin track throughout the section; and • installation of a signalised junction.

3 The section of tramway that extends between Moor Street Queensway and the junction of New Canal Street and Fazeley Street and is largely off-street. Key works to comprise: • new twin track offline from Moor Street Queensway to New Canal Street; • new twin track on-street in New Canal Street including the Fazeley Street junction; • installation of power and communication cabinets; and • New Canal Street tram stop platforms on New Canal Street to interface with HS2.

4 The section of tramway that extends between New Canal Street and Meriden Street from the junction with Fazeley Street to just north of the junction with High Street Deritend. Key works to comprise: • new twin track throughout the section; • Meriden Street tram stop platforms; • substation installation on Meriden Street; • installation of power and communication cabinets; • demolition of the former South and City College Fusion Centre building on High Street

Deritend.

5 The section of tramway that extends between High Street Deritend from the junction with Meriden Street eastwards to the junction with Heath Mill Lane: Key works comprise: • highway widening/realignment to accommodate the tram; • new twin track throughout the section; • structural works to the River Rea over bridge; • installation of power and communication cabinets; • installation of OLE poles or building fixings; • High Street Deritend tram stop platform close to the junction with Milk Street; and • associated highway works up to the junction with Adderley Street.

Proposed working hours

6.3.5 Construction hours are assumed to be 0700-1900 during weekdays and 0700-1300 on Saturdays. Some night-time working will be required to reduce unnecessary disruption to road users during day-time hours. Any work outside of the standard hours will be agreed in advance with BCC. This work will usually be activities which disrupt businesses, such as resurfacing in front of doorways and accesses, or work to traffic sensitive areas where agreement for daytime traffic management or road closures cannot be reached.

6.3.6 Construction will be suspended over the Christmas period (i.e. mid/late November to mid-January) during each year of construction to comply with BCC requirements. Based on the shutdown period during 2015/16, no work will be allowed in the City Centre area, up to and


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including Moor Street Queensway, and along Park Street. However, Park Street may already be closed due to the construction of HS2. New Canal Street, Meriden Street, Digbeth and High Street Deritend will be subject to restrictions on work that restrict the carriageways in any way, although some works may be allowed subject to agreement with BCC. Further stoppages may be required for other major events in the city centre. Whilst the total numbers of events are unknown at this stage, the management of these events during construction will be discussed with BCC prior to their occurrence.

Construction traffic movements

6.3.7 Table 6.2 provides estimates of the likely number of one-way construction Heavy Goods Vehicles (HGVs) and one-way construction workers vehicle movements. The data presented in Table 6.2 is an estimate of a realistic worse-case scenario for construction, based on Mott MacDonald’s experience of other similar schemes. It is expected that construction vehicle movements will be reviewed/refined along with the indicated construction programme during detailed design.

Table 6.2: Indicative construction related traffic

Work stage Location 2020 2021 2022

Approximate number of additional one-way HGV journeys

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1

1 Corporation Street to Moor Street Queensway

705 730 119 0 160 338 150 25

2 Moor Street Queensway 0 70 76 0 0 0 55 5

3 Moor Street Queensway to New Canal Street

61 139 631 179 133 85 57 35

4 New Canal Street to High Street Deritend

621 440 165 137 155 134 124 140

5 High Street Deritend 135 289 252 20 314 123 110 85

Total number of additional one-way HGV journeys

1522 1668 1243 336 762 680 496 290

Approximate number of additional one-way construction worker journeys

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1

1-5 Site compounds 750 1950 1950 1650 1950 1950 1950 1650 110

1 Corporation Street to Moor Street Queensway

475 1452 615 0 472 1423 1100 125

2 Moor Street Queensway 0 200 385 0 0 0 385 25

3 Moor Street Queensway to New Canal Street

443 1268 1760 2055 1909 1120 460 175

4 New Canal Street to High Street Deritend

667 1664 751 1110 696 550 625 75

5 High Street Deritend 450 1140 750 100 405 1040 775 500

Total number of additional one-way construction worker journeys

2785 7674 6211 4915 5432 6083 5295 2550 110


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Construction compounds

6.3.8 There will be three principal construction compounds. These compounds are positioned for easy access to the main areas of work and to minimise the number of traffic movements associated with the construction phase. The compounds will be located at the following sites (see Drawing MMD-300207-HS35-DRA-0000-0001in ES Volume 2 Technical Appendix A: EIA Drawings):

existing BCCE construction compound to the northwest corner of Albert Street and Moor Street Queensway;

land on the south east corner of the junction of New Canal Street and Fazeley Street; and

land on the southwest corner of the junction at Adderley Street and New Bond Street.

Code of Construction Practice (CoCP)

6.3.9 The Code of Construction Practice (CoCP) is a document that has been prepared and will be agreed with BCC to minimise/control any likely harm to the environment and human beings arising from construction activities. It has been based on previous experience from other recent Midland Metro schemes; the BCCE, the Centenary Square Extension and the Wolverhampton Extension. The CoCP Part 1 sets out the construction contractor’s general obligations with respect to the impact of construction activities on local residents, businesses, the general public and the surroundings in the vicinity of the works. It applies to the construction phase and is in addition to statutory regulations and other contractual requirements. The CoCP Part 1 is located in ES Volume 2 Technical Appendix D2. At a later stage the construction contractor will be required to expand on the CoCP Part 1 into a CoCP Part 2. CoCP Part 2 is likely to include more site specific information to demonstrate how the requirements of the CoCP will be complied with at specific locations. Details of how materials will be delivered or removed from the construction compounds will be considered by the construction contractor in the development of the CoCP Part 2.

6.3.10 The draft planning conditions submitted with the TWAO application require compliance with the provisions of CoCP Parts 1 and the later Part 2. It is anticipated that this will be included as one of the conditions attached to the deemed planning permission that the Promoter is seeking for the BEE.

Maintenance

6.3.11 There will be no regular maintenance trams operating on the BEE. The only tram that will be operating outside of the normal hours may be the occasional 'ice-breaker' tram which will run prior to the first tram service during snowy conditions whose frequency would depend on the severity of the weather.


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6.4 HS2 Construction Programme

6.4.1 The construction of the infrastructure for HS2 is assumed to commence in 2017 and be commissioned by 2026/2027. Construction is therefore expected to be ongoing throughout the construction of the BEE. This will apply particularly to the HS2 Curzon Street Station, viaduct structures, utility diversions and access infrastructure. Information on the HS2 construction programme can be found in ES Volume 2 Technical Appendix E: Committed Developments. It is assumed that the HS2 construction programme will be adhered to, therefore the construction of HS2 will be on site well in advance of the BEE and the management of traffic for construction to the east and south of Moor Street will already be well established. Traffic management proposals for the BEE will align with that already in place for HS2, and particular consideration will need to be given to maintaining access for the construction of both projects. The consideration of HS2 construction traffic is discussed in Chapter 9: Traffic and Transport.


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7.1 Introduction

7.1.1 This Chapter identifies the land use and land take arising from the BEE, including the requirements for temporary and permanent land take during its construction and operation. In particular it contains supplementary information about the existing baseline, changes to land use arising from the BEE, and future land use patterns identified in current and emerging planning policy.

7.1.2 The construction and operation of the BEE has the potential to give rise to the following impacts: permanent impacts (i.e. land and properties acquired and/or demolished to accommodate

the route alignment); and the temporary use of land for worksites and access during construction, and the disruption

of movements in and out of buildings.

7.1.3 This chapter should be read in conjunction with the accompanying plans and Scheme Boundary as set out in ES Volume 2 Technical Appendix J and drawings MMD-300207-HS30-DRA-0000-0701 to MMD-300207-HS30-DRA-0000-0707 contained in ES Volume 2 Technical Appendix A: EIA Drawings.

7.2 Methodology

7.2.1 The assessment of land use and land take has identified the impacts of the BEE having regard to the existing baseline conditions.

7.2.2 The assessment of land use and land take has been based on: A walkover survey of the BEE alignment to identify existing patters of land use: a review of the Land and Works Composite Plans accompanying the TWAO application

for the BEE; a review of the relevant planning policy documents and discussions with the relevant BCC

officers regarding planning matters applicable to the BEE and to confirm the list of committed developments and transport schemes relevant to the TWAO application; and

a desktop search of BCC’s planning application records to obtain background information on the relevant committed developments in the vicinity of the proposed development.

7.2.3 The assessment has considered both the temporary (i.e. restricted to the construction phase) and permanent (i.e. ongoing during operation) impacts associated with the construction of the BEE on land use and land take.

7.2.4 In terms of assessing the impacts of BEE on patterns of land use this has involved identifying the existing land uses alongside the route via inspection of the Works and Land plans contained in ES Volume 2 Technical Appendix A: EIA Drawings and a walkover survey carried out in August 2016. The walkover survey has enabled the existing pattern of land uses to be

7 Land Use and Land Take


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identified and the results of which are shown on the plans contained in ES Volume 2 Technical Appendix A: EIA Drawings. The patterns of land use once the BEE is constructed and operational is derived from the list of committed developments and development plan allocations as described in further detail below. The potential future patterns of land use assuming the BEE has been constructed and operational is shown on the plans in ES Volume 2 Technical Appendix A: EIA Drawings.

7.2.5 In terms of the approach on land take, we have identified the extent of land that will be affected by other developments once construction commences on the BEE. This is based upon the ‘Do Something’ baseline scenario which assumes the land take associated with the development of Masshouse and HS2. In terms of identifying the temporary and permanent effects of the BEE on land take, reference has been made to the Works and Land Plans contained in ES Volume 2 Technical Appendix A: EIA Drawings.

7.3 Baseline Information

Existing Patterns of Land use

7.3.1 The land within the Scheme Boundary of the BEE TWAO application is located within Birmingham City Centre and falls entirely within the administrative boundary of BCC. The existing patterns of land use are shown on drawings MMD-300207-HS30-DRA-0000-0701 to MMD-300207-HS30-DRA-0000-0707 in ES Volume 2 Technical Appendix A: EIA Drawings and are described in further detail below.

7.3.2 The extent of the land required for the BEE TWAO covers the City Centre Core, Eastside and Digbeth areas as defined through the emerging BDP (BCC, 2015) and the non-statutory adopted Birmingham Big City Plan (BCC, 2011). The pattern of land uses present alongside and within the BEE are shown on drawings MMD-300207-HS30-DRA-0000-0701 to MMD-300207-HS30-DRA-0000-0707 in ES Volume 2 Technical Appendix A: EIA Drawings, but summarised below in relation to the identified Works on the Land and Works Plans:

Work 1

7.3.3 Surrounding uses at this stage include the existing Midland Metro at Bull Street. Current use predominantly comprises of mixed retail uses at Martineau Place located at Corporation Street and at Bull Street. Additional uses also include a mixture of financial and professional office space, as well as car parking off Dale End. There is no evidence that there is any residential use of the land over which Work 1 will be constructed.

Work 2

7.3.4 The land over which this Work will be carried out consists of multiple vacant land spaces currently being used as temporary car parking. Hotel LaTour located off Moor Street


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Queensway and the Masshouse Apartments at Masshouse Lane include a mixture of residential and retail uses. The area between Park Street and New Canal Street, at present, includes open space. On New Canal Street is situated further car parking, and a public house (The Woodman).

Work 3

7.3.5 Surrounding land uses contained within this Work currently include commercial and retail uses along New Canal Street and Meriden Street. Some of the buildings along New Canal Street are currently vacant and derelict with area being predominantly used for car parking. Additional uses include assembly and leisure with Digbeth Hall as well as storage and distribution uses. A large vacant building (previously City and South College), currently sits at the junction of Meriden Street and Deritend High Street.

Work 4

Surrounding land uses within this Work Stage include a host of commercial, educational and retail units along Deritend High Street and minor residential use is apparent at the junction of Rea Street and Deritend High Street above the existing residential units. Future residential use is currently planned at Connaught Square at the corner of Rea Street and Deritend High Street. The area is also includes Birmingham Coach Station, South and City College Digbeth Campus buildings and the mixed community, workspace, leisure and retail development at the Custard Factory.

Future Land Use Patterns

7.3.6 In order to identify the patterns of a review of the UDP (2005) and emerging BDP has been undertaken, along with other considerations including the Birmingham Big City Plan (2011), Birmingham Curzon HS2 Masterplan (2015) and information relating to the Birmingham Enterprise Zone. A desktop search for developments that have the benefit of a current or extant planning permission have also been identified. These developments have then formed the basis of the Committed Developments for the purposes of identifying and assessing the cumulative impacts. However, for the purposes of this Chapter other developments that are contained within the current and emerging Birmingham Plan have been considered and shown on the Future Land Use Plans contained in Appendix G. Set out below is a summary of the key development sites and allocations in the current and emerging Birmingham Plan and associated Area Action Plans (AAP). The results of the search on current and extant planning permissions are also discussed below and how these relate to the list of Committed Developments.

Birmingham Unitary Development Plan (2005)

7.3.7 With regards to the UDP, the BEE route will pass through an area of land allocated for Mixed Use Development by allocation M24 and Policy 15.32, referred to as Martineau Galleries. The


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Policy states that the Regional Shopping Centre will be strongly supported and that the development will add to the overall provision of retail floorspace in Birmingham City Centre, with opportunities for provision of additional specialist retailing which will be encouraged in appropriate locations. The policy acknowledges that environmental improvements, including pedestrianisation should assist the process of supporting the regional shopping centre.

7.3.8 The BEE route also runs past the land allocations at Millennium Point (allocation reference M5) and the former Parcel Force Deport (allocation reference M6) at Curzon Street. Allocation M5 relates to the Digbeth Millennium Quarter which includes the Millennium Point development centred on Curzon Street. Policy 15.19 outlines that opportunities exist for new developments including mixed uses within the area exploiting its prime accessibility and industrial heritage. Allocation M6 relates to the redevelopment of the Parcel Force Depot which is understood, through a review of emerging policy, to be brought forward as a location for the proposed HS2 Curzon Street Station terminus.

7.3.9 The BEE route runs along High Street Deritend which is the subject of land allocation reference C23. Policy 15.62 provides that further bulky goods retailing is appropriate on this route and that such development would be consistent with the development of the road as a major arterial route into the city centre providing access from the National Exhibition Centre (NEC) and Birmingham Airport. Development should reflect the historic character of the road and respect its curvilinear form.

The Emerging Birmingham Development Plan Pre-Submission Version (As Amended) (2013)

7.3.10 Plan 5 within the BDP provides the City Centre Spatial Strategy which identifies a Metro extension from Bull Street/Corporation Street to the HS2 terminus in Eastside which is in line with the BEE. Draft Policy GA1.2 relates to growth and areas of wider change. The policy outlines that the ongoing regeneration of Eastside (in which area the BEE is located) will enable the City Centre Core to expand eastwards and will require well designed mixed use developments including office, technology, residential, learning and leisure. It outlines that any proposals for a HS2 station will need to be integrated into the area creating a world class arrival experience with enhanced connectivity to surrounding areas including Digbeth and the City Centre Core.

7.3.11 The BDP also captures the sites within the City Centre Enterprise Zone and Other Major Development Sites which will be brought forward for development within the plan period. The sites that could potentially be impacted by the BEE are as follows (reference numbers refer to the City Centre Enterprise Zone): City Centre Enterprise Zone Sites: Major Sites;

– 6 – Southern Gateway; City Centre Enterprise Zones Sites: Digbeth:

– 12 – Typhoo Wharf; – 15 – Custard Factory Extension; – 16 – Smithfield Court;


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– 17 – Connaught Square; City Centre Enterprise Zone Sites: Eastside:

– 22 – Curzon Park; – 23 – City Park Gate;

Other Major Development Site; and Martineau Galleries.

7.3.12 Chapter 5 (EIA Methodology) and the section below explains how these potential schemes have been taken into account for the purposes of this assessment.

Committed Developments

7.3.13 Further to this consideration of policy allocations for development, a search of BCC’s planning records was undertaken to identify any planning permissions that could be implemented along the BEE route and other relevant development proposals. The search focussed upon applications to BCC for planning permission or reserved matters approval for major developments, rather than applications for change of use, listed buildings or advertisement consent that, when submitted in isolation are typically associated with minor works.

7.3.14 The identification of the ‘committed developments’, that is developments that have been granted planning permission but have either not yet been constructed or are undergoing construction, was supplemented by the planning policy review summarised above, and discussions with BCC and a record of the results is set out in Table 7.1 below. The location of these sites and land parcels in relation to the BEE are shown on drawing MMD-300207-HS30-DRA-0000-0011 in ES Volume 2 Technical Appendix A: EIA Drawings.

7.3.15 It is assumed that for the purposes of assessment that Masshouse (Plot 3) which is subject to an extant planning consent and is currently under construction will be occupied when works commence on the BEE. It is also assumed that the land identified for HS2 Curzon Street Station and associated works will have been acquired and enabling works commenced. Hence both of these are included within the baseline assessment and so are excluded from the list of Committed Developments in table 7.1 below.

7.3.16 The following ‘committed developments’ have been identified as relevant to the BEE and a summary of their planning status is provided below:

Summary of the development status of the committed developments

Table 7.1: Committed developments

Development site Proposed use Site area

Current construction status Planning status

Exchange Square (Phase 1)

Mixed Use 43,326 sq.m Not started Planning permission: 2016/02326/PA. Policy M29 (Birmingham


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Development site Proposed use Site area

Current construction status Planning status

UDP). Development Site/Wider Area of Change (Plan 5) (Emerging BDP). Enterprise Zone (10).


Mixed Use 17,971 sq.m Not started Planning permission: 2016/02326/PA. Policy M29 (Birmingham UDP). Development Site/Wider Area of Change (Plan 5) (Emerging BDP). Enterprise Zone (10).

Bull Ring Trading Estate

Mixed Use 47,137 sq.m Not started Planning permission: 2011/05085/PA.

Beorma Quarter (Phase 2 and 3)

Mixed Use 45,614 sq.m Not started Planning permission: 2015/06678/PA. Development Site/Wider Area of Change (Plan 5) (Emerging BDP) Enterprise Zone

Smithfield / Southern Gateway

Mixed Use 22 ha Not started Development Site / Wider Area of Change (Plan 5) (Emerging BDP).

Further details of the status of each of the respective committed development and the impacts of the BEE, both temporarily and permanently, are set out in Chapter 5 EIA Methodology.

7.4 Avoidance and Embedded Mitigation

Avoidance

7.4.1 The process of route selection has been influenced by the patterns of existing and proposed land uses and where possible has sought to minimise the impact on buildings and land. This has included the consideration of alternative route alignments and refinements to the preferred route. The detail of these alternative routes and refinements to the ‘reference design’ are set out in Chapter 3 Need and Alternatives. An assessment of how the BEE, defined by the Scheme Boundary and the potential temporary and permanent land take, will impact on patterns of land use and affect key development sites to varying degrees is set out in further detail below.


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Mitigation

7.4.2 The following embedded mitigation measures have been incorporated into the BEE so as to minimise impacts on land use and property and maximise the regeneration and accessibility benefits of the BEE. These include the following: careful selection of tram stops to maximise linkage to HS2, established retail and

commercial developments and proposed key development sites; high quality tram infrastructure to complement existing and proposed developments; improvements to surface finishes within the highway and the laying out of new areas of

new hard and soft landscape areas and creation of new areas public realm; alterations to existing buildings and structures to ensure safe access to the tramway; and alterations to ground levels to ensure a high level of accessibility between the tramway

and existing and proposed developments.

7.4.3 Whilst the above mitigation measures will be the subject of a detailed design process they can be secured via conditions attached to the Deemed Planning Consent and the proposed list of draft conditions are set out in the TWAO Application.

7.5 Construction- Likely Significant Effects

Temporary effects

7.5.1 Temporary effects on land use and land take arising from the construction phase of BEE are likely to include the potential following impacts:

noise and dust emissions from construction machinery and transport activities; occupation of land for construction sites and compounds; diversion of traffic road closures and changes to parking arrangements, environmental

effects arising from construction traffic; and erection of site hoardings.

7.5.2 In terms of the specific temporary effects of BEE on land use patterns these principally relate to the presence of construction equipment, hoardings and associated noise, dust and potential disturbance associated with the construction phase of the BEE. In relation to the various works sections the potential temporary effects have been identified as follows:-

Work 1

7.5.3 The temporary effects of construction of BEE in this Work include noise, dust and closure or semi closure of the highway and footways outside existing retail and commercial premises on Corporation Street and Lower Bull Street. The demolition of properties on the Corner of Albert Street (Land Plots 14-19) will result in potential noise and dust impacts on adjoining retail and commercial properties.


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Work 2

7.5.4 The temporary effects of construction of BEE in this Work Stage include noise, dust on the future occupiers of Masshouse (Plot 3). Temporary closure of Moor Street Queensway and associated diversion of bus services and private vehicles. Cumulative construction impacts associated with HS2 Curzon Street Station. There is the potential for noise, dust and disturbance to Hotel LaTour and the occupiers of the apartment building at Masshouse.

Work 3

7.5.5 These works principally impact on alterations to the existing highway at New Canal Street to its junction with High Street Deritend at Digbeth. This is likely to involve some noise, dust and disturbance to existing commercial properties alongside the alignment. Temporary land is required to construct the proposed Meriden Street tram stop on land off New Canal Street. (Land Plots 58, 61 and 62)

Work 4

7.5.6 The works again relate to the alteration to the alteration of the highway to enable the construction of the tramway and associated infrastructure. The adjoining land uses are principally commercial, retail and leisure uses and so there is the potential for noise, dust and disturbance arising from the construction activities. However, there is potential for noise and disturbance impacts associated with the construction of the BEE to impact on the current occupiers of the residential development on land to the corner of Rea Street and High St Deritend and future occupiers of the Connaught Square development that fronts High Street Deritend.


7.5.7 Consideration has also been given to the potential temporary effects of BEE on the identified ‘Committed Developments’ alongside the route alignment. These are dealt with in part above but for completeness are considered in further detail below in Table 7.2.

Table 7.2: Temporary impacts on committed developments from the BEE construction

Development site

Development status during BEE construction (Q1 2020-Q4 2021)

Temporary impact

Commentary on potential environmental effects


Under construction Construction assumed to be underway by 2020. Reserved matters approval was granted in 2016. Under construction is considered the realistic

Yes Potential cumulative noise, dust and disturbance arising from the construction of the BEE.


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Development site

Development status during BEE construction (Q1 2020-Q4 2021)

Temporary impact

Commentary on potential environmental effects

worst case scenario.


Under construction Construction assumed to be underway by 2020. Reserved matters approval was granted in 2016. Under construction is considered the realistic worst case scenario.


Bull Ring Trading Estate

Under construction Construction assumed to be underway by 2020. Extended time to implement outline permission was granted in 2011. Application for approval of reserved matter(s) to be made by 2016. Under construction is considered the realistic worst case scenario.

No

Potential cumulative noise, dust and disturbance arising from the construction of the BEE.

Beorma Quarter (Phase 2 and 3)

Under construction Construction assumed to be underway by 2020. Full planning permission was granted in 2015 so would expire by 2020 if construction has not begun. Under construction is considered the realistic worst case scenario. NB Phase 1 (Adagio apart-hotel and innovation centre on Allison St is complete)

No Potential cumulative noise, dust and disturbance arising from the construction of the BEE.

Smithfield Court Under construction Construction assumed to be underway by 2020. Development is not yet in the planning system. The only information on the development is within emerging policy.



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Summary of Likely Temporary Effects

7.5.8 As set out above, the likely temporary effects arising from the construction of BEE on patterns of land use are principally related to noise, dust and disturbance from the construction of the tramway and associated infrastructure. These impacts will be of a temporary nature and with the control measures identified in the CoCP such as the control of working hours and careful programming to take account of sensitive receptor, the significance of these effects can be minimised. Such measures may need to be considered in particular for the following sensitive receptors:-

occupiers of Plots 8, 21 and 22; future occupiers of Masshouse Plot 3; Hotel LaTour; and Masshouse Apartments;

7.5.9 Set out in Table 7.3 is a summary of the likely temporary effects from the works of the BEE.

Table 7.3: Summary of Temporary Works

Land Description Land Parcel No. Area Works Description

Work 1

Corporation Street and Lower Bull Street

11-16 1507m^2 Potential noise and dust impacts on adjoining retail and commercial properties.

Work 2

Moor Street Queensway 30 115 sqm

Temporary closure of Moor Street Queensway and associated diversion of bus services and private vehicles. Cumulative construction impacts associated with Hs2 Curzon Street Station. Potential for noise, dust and disturbance to Hotel LaTour and the occupiers of the Masshouse apartment building.

Work 3

Meriden Street 75, 76, 77, 78 & 79

3146sqm Alterations to existing highway at Meriden Street to its junction with High Street Deritend, Digbeth. This is likely to involve some noise, dust and disturbance to existing commercial properties alongside the alignment. Temporary land will be required to construct the proposed tramstop.

Work 4

Rea Street, High Street Deritend, Connaught Square

84 & 86 530sqm Potential for noise, dust, and disturbance to surrounding commercial, retail and leisure uses. Potential for noise and disturbance impacts associated with the construction of the BEE to impact on the current occupiers of the residential development on land corner of Rea Street and High St Deritend and future occupiers of the Connaught Square


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Land Description Land Parcel No. Area Works Description Development.

Residual Impacts

7.5.10 It is proposed that the likely temporary effects will be minimised though appropriate working practices and controlled via approval of the BEE CoCP by BCC which is the subject of a planning condition as set out in the BEE TWA Order application. With these mitigation measures in place the overall impact on land use and land take is deemed to be not significant.

7.6 Operation- Likely Significant Effects

Permanent effects

7.6.1 The following potential permanent effects on land use and land take are likely to arise as a result of the operation of BEE : permanent alterations to the highway and associated access to properties; creation of new areas of highway; demolition of existing properties and assumptions around temporary use and long term

development; land take to enable construction of the tramway, stops and sub stations; the operation of the tramway on potential sensitive receptors in terms of potential noise

and vibration; and loss of open space land and assumptions about HS2 development.

7.6.2 In terms of the specific permanent effects of BEE on land use patterns and land take these have been identified as follows:-

Work 1

7.6.3 The permanent effects of operation of BEE in this Work Stage include alterations to pedestrian access arrangements to the currently vacant commercial properties at the corner of Corporation Street and Bull Street (Land Parcel 4 and 6) through works to the infilling of the ramp and associated structures.

7.6.4 Existing footways and areas of highway will be improved in Bull Street and Albert Street including the laying out of new areas of high quality hard paving and street furniture. Retail and commercial properties will benefit from access to the Metro Stop on Albert Street.


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7.6.5 Demolition of properties on the corner of Albert Street and Dale End (Land Parcels 11-16) resulting in the loss of approximately 1507 sqm of a mixture of retail, commercial and office floorspace, as shown in the Works and Land Plans in the TWA application documents Once demolished this land will be used partly as new highway and in the short term for areas of public realm/hard and soft landscaping. In the longer term the land either side of the tramway is anticipated to come forward for redevelopment as part of the long term proposals for redevelopment by Martineau Galleries.

7.6.6 There is no evidence of existing or proposed developments in this work stage that are deemed to be sensitive receptors in terms of potential impacts of noise and vibration from the operation of the tramway.

Work 2

7.6.7 The likely permanent effects of operation of BEE in this Work Stage include the loss of surface car park land (Land Parcels 35 and 39) that will be utilised for the operational tramway. It is assumed that the areas of open space (Land Parcels 43, 47 and 48) will already be lost to the HS2 Curzon Street Station development and that adequate land will be set aside as part of that development to enable construction and operation of the tramway. New areas of high quality hard and soft landscaping will be provided alongside the tram route.

7.6.8 The tramway will pass adjacent to the Masshouse Plot 3 development and so there is the potential for noise and vibration impacts from the operation of the tramway as this will be principally residential use once occupied.

7.6.9 The tramway will pass close to Hotel LaTour and works include the alteration to their drop off access point and the reconfiguration of the highway to enable the relocation of bus stops and shelters.

Work 3

7.6.10 For Work 3 the principal impact on land use and land take is the land required to enable the construction of the tram stop on New Canal Street. The position of the proposed Stop has been agreed with the landowner so as to provide access to the proposed Typhoo Wharf Development. This land (Land Parcels 58, 61 and 62) is identified for a future mixed use development but the previous planning consent has now expired. The extent of third party land to enable the construction of the Stop extends to some approximately 664sqm and so will result in the loss of some potential commercial/employment floor space. Further land (Land Parcels 68 and 69) is also required to facilitate the construction of the substation. This land is currently used for a mixture of surface car parking and access / circulation / service areas associated with commercial units.

7.6.11 Demolition or alteration of buildings to facilitate demolition at the corner of Meriden Street and High Street Deritend, Digbeth (Land Parcels 75, 76, 77, 78 and 79) is also necessary to


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enable the operation of the tramway. The extent of demolition and land take extends to approximately 1578sqm of commercial property (Land Parcels 78 & 79). It is understood that the surplus land not required for operation of the tramway will be subject to future development.

7.6.12 There are no existing or proposed developments in this work stage that are deemed to be sensitive receptors in terms of potential impacts of noise and vibration from the operation of the tramway.

Work 4

7.6.13 The permanent works principally involve the operation of the tramway within the existing highway on High Street Deritend, Digbeth. The pattern of land use remains unchanged but it is proposed that footways and areas of highway and associated side roads will be modified including the laying of new hard and soft landscape works.

7.6.14 The tramway will pass adjacent to the residential apartments next to Birmingham Coach Station located above mixed retail and commercial space at the junction of Rea Street and Deritend High Street so there is the potential for noise and vibration impacts from the operation of the tramway.


7.6.15 The following likely permanent effects of the BEE have been identified as having potential impacts on Committed Developments and land use.

beneficial effects as proposed tram stops provide connectivity to existing and new developments;

support regeneration in the area of the committed developments; noise and vibration from operation of the tramway; access to highways and car parks; maintenance and works to buildings due to the presence of OLE; and setting impacts to heritage assets through introduction of the tramway infrastructure.

7.6.16 Set out below in Table 7.4 is an assessment of the likely permanent effects on the respective committed development sites arising from the operation of the BEE.

Table 7.4: Permanent impacts on committed development sites from operation of the BEE

Development site Permanent impact

Exchange Square (Phase 1) No

Exchange Square (Phase 2) No

Bull Ring Trading Estate No

Beorma Quarter (Phase 2 and 3) No

Southern Gateway / Smithfield No


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Summary of Permanent Effects

7.6.17 The range of potential permanent effects of the BEE include the change of use of land and buildings to create the new operational tramway, associated infrastructure such as stops, shelters, platforms, electrical equipment and sub stations. The BEE results in the permanent change of use of land and land take at the following locations:-

7.6.18 Set out below in Table 7.5 is a summary of the likely permanent effects from the works of the BEE.

Table 7.5: Summary of Permanent effects on Land Parcels


Work 1

Corner of Corporation Street and Lower Bull Street

4 & 6 258 sqm

Alterations to pedestrian access arrangements to commercial properties at the corner of Corporation Street and Lower Bull Street through works to the infilling of the ramp and associated structures.

Corner of Albert Street and Lower Bull Street

11-16 1507 sqm

Demolition of properties on the corner of Albert Street and Lower Bull Street to use land as new highway. In the short term for areas of public realm/hard and soft landscaping.

Work 2

Temporary Surface Car Park Land

35 & 39 1035sqm

Loss of temporary car park that will be utilised for the operational tramway.

Area of Open Space 43, 47 & 48 6690sqm

Assumed that open space will be lost to the HS2 Curzon Street Station development and that adequate land will be set aside to enable construction and operation of the tramway. New hard and soft landscaping areas will be provided alongside the tram route.

Work 3 New Canal Street 58, 61 & 62 664

sqm Land required to enable the construction of tracks and tram stop. Positioning of the proposed stop has been agreed with the landowner so as to provide access to the proposed Typhoo Wharf development.

Commercial Land (96-98 Coventry Street)

68 & 69 2701sqm

Land required to facilitate the construction of the proposed substation.

Corner of Meriden Street and High Street Deritend

78 & 79 1578sqm

Demolition of buildings is necessary to enable the operation of the tramway. The extent of demolition and land take is extends to 1578sqm of commercial property and is intended that surplus land not required for operation of the tramway will be subject to future development.

Work 4


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None

7.6.19 As identified in Table 7.5 above, the operation of the BEE will result in the loss of existing retail and commercial floorspace, albeit this is limited to a small number of locations where it is not possible to accommodate the alignment of the tramway without affecting third party land. The optioneering exercise has sought to avoid and minimise, where possible the need to take third party land and associated demolition of buildings and structures, but the scheme does lead to some effects on land take. The extent of this permanent land take is considered to have a moderate adverse effect that is considered to be significant.

7.6.20 Some of this land take relates to sites that have been identified in the current and emerging development plans for redevelopment and TFWM has actively engaged with landowners and the planning authority to ensure the best integration of the tramway into the respective development sites. This includes developments at Masshouse, Thypoo Wharf and Smithfield along with the extensive dialogue and joint working with the promoters of Hs2. Whilst the operation of the tramway will have permanent effects on these development sites in terms of land take, there are the associated benefits that arise to these developments from the improved connectivity and accessibility to the light rail network and linkages to Hs2 and the heavy rail network. Where demolition takes place and no redevelopment of the surplus land takes place in the short term, it is proposed that works are carried to either the affected buildings or land to ensure they are of a satisfactory visual appearance. These mitigation measures are proposed to be controlled and secured through planning conditions as set out in the Deemed Consent.

7.6.21 Further details on the future pattern of land use are also shown in drawings MMD-300207-HS30-DRA-0000-0701 to MMD-300207-HS30-DRA-0000-0707 in ES Volume 2 Appendix J.


7.7.1 Based on the assumptions set out in Tables 7.2 to 7.4 and the Committed Developments shown on drawing MMD-300207-HS30-DRA-0000-0011, the following cumulative effects and respect to committed land use and land take have been identified.

Temporary Cumulative Effects

7.7.2 The temporary cumulative effect of these developments is the increased level of construction activity in the City Centre and the potential for an intensification of noise, dust and disturbance on existing businesses and occupiers. There is also the cumulative impact and pressure on the use of temporary land for construction compounds, traffic diversions and diversion of statutory undertakers equipment.


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Permanent Cumulative Effects

7.7.3 In terms of the permanent cumulative effects on land use and land take these principally arise from the additional land that will be developed out as part of the Committed Developments. With HS2 and Masshouse Plot 3 included in the baseline which are significant developments in their own right with HS2 taking land that is currently used as open space and Masshouse Plot 3 as temporary surface car parking, following demolition of the existing college building on the corner of Meriden Street and High Street Deritend (Land Parcel 78 and 79) by BEE, the Smithfield Court development can then come forward introducing circa 22,300sqm of mixed use floorspace. The development at the Bull Ring Trading Estate located off High Street Deritend may also come forward resulting in the introduction of 47,137sqm of mixed use floorspace.

7.7.4 There are also more longstanding development proposals that may come forward over and above the Committed Developments and these are shown in ES Volume 2 Appendix J. These include the following:-

Martineau Galleries; Typhoo Wharf; Smithfield Court; Connaught Square; and Custard Factory.

7.7.5 In particular, the development known as Martineau Galleries may come forward once BEE is operational and so the land that is identified as future public realm could then be redeveloped for mixed uses to include retail, residential and leisure. This would benefit from the close proximity of the tram stop at Albert Street.

7.7.6 Land at New Canal Street known as Typhoo Wharf may also come forward a for a mixed use development and whilst some permanent land take is required for the construction and operation of BEE, it would benefit from the close proximity of the tram stop.

7.7.7 Whilst not directly affected by the construction or operation of BEE developments at Connaught Square and The Custard Factory will introduce a further mix of uses including more residential properties that will benefit from the High Street Deritend tram stop.

7.8 Summary

7.8.1 This Chapter identifies the land use and land take arising from the BEE, including the requirements for temporary and permanent land take during its construction and operation. In particular it contains supplementary information about the existing baseline, changes to land use arising from the BEE, and future land use patterns identified in current and emerging planning policy.


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7.8.2 The construction and operation of the BEE has the potential to give rise to the following impacts: permanent impacts (i.e. land and properties acquired and/or demolished to accommodate

the route alignment); and the temporary use of land for worksites and access during construction, and the disruption

of movements in and out of buildings.

7.8.3 In terms of the temporary effects of BEE on land use and land take, these are limited principally to the temporary use of land for construction purposes and in particular, use of land for construction compounds and the storage of materials. The land that is affected for these purposes is summarised above in Table 7.3.

7.8.4 However, this land is limited in nature and will be restored to its current condition and then made available for future development proposals.

7.8.5 The other effects relate to the construction activities on existing businesses and residential occupiers in terms of noise, dust and disturbance. However, these effects will be temporary in nature and will be subject to control through the Code of Construction Practice.

7.8.6 There is some permanent land take associated with BEE but this is deemed to be necessary for the construction and operation of the tramway. The extent of permanent land to be taken is summarised in Table 5 above.

7.8.7 Whilst some retail and commercial floorspace will be lost as a result of buildings being demolished and the construction of the tramway at the corner of Lower Bull Street Dale End and Albert Street, the residual land will be made good and subject to hard and soft landscape works. In the longer term the residual land that will be available for public realm can then come forward for redevelopment as part of the wider Martineau Galleries development. This would benefit from the close proximity of the tram stop at Albert Street.

7.8.8 Land off New Canal Street north of the junction with Bordesley Street will be taken to enable the construction and operation of BEE. However, in the longer term the wider land holding will come forward as part of the Typhoo Wharf development and would benefit from the close proximity of the tram stop.

7.8.9 The demolition of the existing building on the corner of Meriden Street and High Street Deritend (Land Parcels 78 and 79) by BEE, the Smithfield Court development can then come forward introducing circa 22,300 sqm of mixed use floorspace. The development at the Bull Ring Trading Estate located off High Street Deritend may also come forward resulting in the introduction of 47,136 sqm of floorspace for a mixture of uses.

7.8.10 Whilst not directly affected by the construction or operation of BEE developments at Connaught Square and The Custard Factory will introduce a further mix of uses including more residential properties.


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7.8.11 As set out above and illustrated on the drawings in ES Volume 2 Appendix J, BEE will result in the pattern of land use changing, and most notably at the locations where land take is greatest. However, the proposed alignment of BEE has been the subject of an extensive optioneering process and consultation with key stakeholders including Birmingham City Council, HS2 and private landowners. BEE does not preclude however, and in some cases enables the ability for the identified Committed Developments and other future development proposals to come forward in line with published and emerging development plan policy and aligns for the anticipated pattern of land use by Birmingham City Council. For those sites potential development sites that are affected, minimises the extent of land take so that some form of development can come forward in the future.

7.8.12 In parallel to this is the overall support in Development Plan Policy for the extension of Midland Metro to the Airport via Eastside and Digbeth. BEE also seeks to deliver the improved connectivity that the Big City Plan and Emerging Local Plan which will benefit local businesses, residents and visitors to the City Centre. This in turn supports the ongoing regeneration of Eastside and compliments the opportunities that HS2 will deliver.

7.8.13 The operation of the BEE will result in the loss of existing retail and commercial floorspace, albeit this is limited to a small number of locations where it is not possible to accommodate the alignment of the tramway without affecting third party land. The scheme does lead to some effects on land take and the extent of this permanent land take is considered to have a moderate adverse effect that is considered to be significant.


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8.1 Introduction

8.1.1 This chapter should be read in conjunction with ES Volume 2 Technical Appendix K: Climate Resilience Technical Information.

8.1.2 In general, decisions made during the design process for infrastructure shapes the resilience of these systems in the future The EIA process has an important role in ensuring that future developments respond to the issue of climate change and that the developments do not exacerbate the effects of climate change on the environment, society or the economy. As part of the EIA, a Climate Change Risk Assessment (CCRA) is undertaken in accordance with the requirements of the Scoping Opinion and Scoping Report to address climate resilience issues. The CCRA has evaluated the design and identified climate change adaptation measures which form part of the BEE, and therefore contribute towards its resilience.

8.1.3 The assessment methodology and process adopted aims to provide a robust assessment of climate change issues relating to the BEE. Further information is contained in the ES Volume 2 Technical Appendix K: Climate Resilience Technical Information. The consideration of climate change issues in the EIA process is consistent with best practice and is in line with the recent revision to the European EIA Directive (2014/52/EU), which provides that, where relevant to the specific characteristics of a particular project, the environmental impact assessment report (the Environmental Statement) shall include a description of the likely significant effects of the project on the environment resulting from the impact of the project on climate (for example the nature and magnitude of greenhouse gas emissions) and the vulnerability of the project to climate change. This will become a requirement in the UK during 2017 as a result of the expected implementation of the revised EIA Directive.

8.1.4 The findings of the CCRA summarised in this chapter provide an assessment of the expected performance of the BEE components under current climate conditions and projected future climate change to demonstrate the climate resilience. The term climate resilience is defined in the glossary of terms. Informed by these findings, the impact of the BEE on wider receptor vulnerability and capacity to adapt to climate change is also considered and, where appropriate, is integrated into the specific environmental topic chapters of the ES). It should be noted that the impact of the BEE on climate is addressed in Chapter 12 Greenhouse Gases.

8.2 Methodology

Legislation, guidance and best practice

8.2.1 Climate resilience and climate change adaptation is fast becoming an established issue in EIA policy and practice; and organisational and planning policies. This is in response to legislative and regulatory drivers, but also in response to the nature of the risks and associated costs

8 Climate Change Resilience


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presented to projects. The revised EU EIA Directive (2014/52/EU) strengthens provisions in relation to climate change and must be transposed into UK regulation by May 2017.

8.2.2 The consideration of climate resilience as part of the EIA process is, therefore, not currently a legal requirement in the UK. The intention of the Climate Change Resilience chapter is rather to demonstrate and respond to the Promoter’s strategy commitment to embedding climate change resilience over the next five years through planning and asset management, and to the need to integrate this issue as part of the design considerations. There is no formal methodology for CCRA, and therefore the methodology applied in this assessment has been developed by Mott MacDonald in consideration of the following: : The Climate Change Act 2008;National Planning Policy Framework (NPPF) (2012); BCC Climate Change Adaptation Action Plan (CCAAP) 2012+; The Promoter’s Environmental Strategy and Delivery Plan (2014); The Institute of Environmental Management and Assessment (IEMA) Guidance on

Integrating Climate Change Assessment within EIA (2015); and The (unadopted) revised European EIA Directive (2014/52/EU).

8.2.3 Further information on all of the above legislation, guidance and best practice, and a more detailed methodology for this section can be found in ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information.

Approach

8.2.4 The CCRA has been undertaken to identify and appraise significant climate risks to the BEE in support of the determination of long-term climate resilience. The primary structural features, known as key elements of the BEE are described in Chapter 2: BEE Description and comprise the tram stops, the overhead line equipment (OLE), the tram track, the power infrastructure and the trams themselves. This section outlines the approach for this assessment. The CCRA methodology developed for this assessment by Mott MacDonald included: scoping of climate resilience issues (see the Scoping Report in ES Volume 2 Technical

Appendix H) and the above method applied to develop a climate characterisation, and the determination of an evolving climate baseline;

appraisal of climate risks to the BEE and its long-term climate resilience; appraisal of the impact of the BEE on wider vulnerability and capacity to adapt to climate

change; and the development of climate change adaptation measures to improve climate resilience of

the BEE, where necessary.

8.2.5 The scope of the assessment and assessment criteria are set out in ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information.


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8.3 Consultation

8.3.1 The EIA Scoping Report (ES Volume 2 Technical Appendix H) scoped in climate resilience. The Scoping Opinion (ES Volume 2 Technical Appendix I) agreed that the scope of the EIA as presented in the Scoping Report was appropriate, with no explicit requirements for consultation set out for the CCRA method. This CCRA has been undertaken in accordance with the proposal in the Scoping Report and is not a legal requirement for EIAs in the UK.

8.3.2 The technical specialists undertaking the various environmental assessments for this EIA along with the BEE design team have been consulted regarding their interpretation of the impacts of a changing climate on the BEE proposals.

8.4 Assumptions and Limitations

8.4.1 This assessment is based on an observational climate data set and identification of the dominant direction of change from the accompanying UKCP09 projections (Murphy et al, 2009) applying the high carbon emissions scenario. The high emissions scenario was selected because it reflects best practice and it depicts the current trajectory of emissions and ensures that the BEE is rigorously tested against a plausible climate outcome. UKCP09 projections are probabilistic and percentiles are presented with the scenarios to reflect the uncertainty associated with them. Modelled data for the future are not predictions of climate, but simulations of future climate under a range of hypothetical emissions scenarios. There is a level of uncertainty associated with the future direction of change of some climate variables, and this has been managed through adoption of a worst case approach and reference to the IEMA (2015) Guidance on Integrating Climate Change Assessment within the EIA, as described in the respective sub-section of the Baseline Information (Section 8.5).

8.4.2 Any further research, analysis or decision-making should take account of the accuracies and uncertainties associated with climate projections. It is also important to note that the analysis is based on chosen observed data, the results of climate model ensemble experiments and a selected range of existing climate change research and literature at the time. Any future decision-making based on this analysis should consider the range of literature, evidence and research available and any recent developments in these.

8.4.3 The determination of resilience has been undertaken under the assumption that current UK based design standards will be adhered to where detailed design information is unavailable at the time of assessment.


8.5.1 This section sets out the current and future climate characterisation, based on the scoping of the key climate variables for the sector summarised in the first sub-section below.


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Key climate impacts for the sector

8.5.2 Along with other national infrastructure, light rail infrastructure is vulnerable to the effects of climate change. Unmanaged, the consequences could include: a deterioration in network/asset integrity and functionality; increased maintenance liability; increased disruption to users, affecting journey reliability and safety; and increased risks to rail users and operational staff.

8.5.3 As set out in the Scoping Report (ES Volume 2 Technical Appendix H), the following climate variables were considered in this assessment to have the potential to do harm to the infrastructure and assets associated with the BEE are :high temperature extremes (heat and drought); low temperature extremes (cold / ice); precipitation extremes (including heavy and prolonged rainfall, thunderstorms, lightning

and hail, fog, and snow); wind storms and strong winds; and insolation (solar irradiation).

8.5.4 The following sub-sections set out the current conditions, records of significant impacts in the locality, and projected future changes for each of these variables together with the potential effects, and the risk and resilience ratings. For detailed information and justification of the use of data, and the assessment criteria (including risk scoring), refer to ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information. Consideration of the impact of the BEE on wider vulnerability has been scoped out as the potential effects are not significant. Any impact to run-off effects is dealt with by the assessment of flood risk to the BEE as detailed in the Flood Risk Assessment (ES Volume 2 Technical Appendix S) and to the landscape in Chapter 13: Townscape and Visual Amenity.

High temperature extremes

8.5.5 Based on observational data from the most representative meteorological station, Halesowen Climate Station (1987-2003), July and August are observed as the warmest months, with an average daily maximum temperature of 21.8°C in both months. The absolute maximum temperature recorded at the Halesowen Climate Station during this period was 34.7°C (August).

8.5.6 Future projections on the direction of change for the maximum daily summer temperatures and temperature on the warmest day, against the current climate show a high degree of certainty in the projections that temperatures will increase over time. As a result, the impacts associated with high temperature extremes and heatwaves are expected to become more frequent and severe.


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8.5.7 The assessment of the current and future level of risk from high temperature extremes and drought4 to light rail infrastructure is set out in Table 8.1. The assessment criteria, including the scoring system identified in Table 8.1 used to evaluate the climate risk are detailed in ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information.

Table 8.1: Level of climate risk: high temperature extremes and drought

Climate variable

Impact Current probability

Current risk

Future probability

Future risk

High temperature extremes

Structural damage (4) Seasonally (4) High (16) Increase – Very likely (4)

High (16)

Minor operational loss (2) Medium (8) Medium (8)

Drought Structural damage (4) Seasonally (4) High (16) Increase – About as likely as not (3.5)

High (14)

Minor operational loss (2) Medium (8) Low / Medium (7)

Low temperature extremes

8.5.8 Based on observed data from the Halesowen Climate Station (1987-2003), January and February are observed as the coldest months, with an average daily minimum temperature of 1.4°C in both months. The absolute minimum temperature recorded at the Halesowen climate station during this period was -13.0oC (January). Although, the lowest recorded temperature for the Midlands region since 1961 was -25.2°C, recorded at Shawbury Climate Station on 13 December 1981 (Met Office, 2016). Cold extremes of this magnitude have, however, not been experienced in the recent climatological records.

8.5.9 Future projections on the direction of change for the average daily minimum winter temperature and temperatures on the ‘coldest night’ as against the current climate show a projected increase in temperatures. It is, however, important to note that temperatures on the ‘coldest night’ will remain below freezing for all scenarios into the 2080s.

8.5.10 The assessment of the current and future level of risk from low temperature extremes to light rail infrastructure is set out in Table 8.2. The assessment criteria including the scoring system identified in Table 8.2 used to evaluate the climate risk, is detailed in ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information.

4 As projections suggest more rain in winter and less in summer with variety over the other two seasons.


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Table 8.2: Level of climate risk: low temperature extremes

Climate variable Impact Current probability

Current risk

Future probability

Future risk

Low temperature extremes

Structural damage (4)

Seasonally (4) High (16) Increase - Very unlikely (2.5)

Medium (9)

Minor operational loss (2)

Medium (8)

Low (5)

Precipitation extremes

Heavy and prolonged rainfall

8.5.11 Based on observational data from the Halesowen Climate Station (1987-2003), precipitation has monthly variations, with monthly averages of 48.0mm in March to 86.0mm in October, with a tendency for a winter bias. Summer precipitation occurs over a fewer number of days but with greater intensity due to heavier precipitation events or summer thunderstorms. The wettest day recorded at the Halesowen Climate Station (1987-2003) was 72.7mm, and occurred in the month of September.

8.5.12 Projected changes in precipitation patterns are uncertain. Annual autumn and spring precipitation is more likely to increase than not (33% to 66% probability) but the strength in this direction of change is weak. The direction of change in winter (increase) and summer (decrease) precipitation is stronger.

8.5.13 Although the uncertainty associated with future changes in heavy precipitation events cannot be quantified due to a lack of appropriate data, it is generally believed to be high. The full range of likely outcomes therefore ought to be considered, in particular the higher end of the ‘likely’ range of future wettest day precipitation, which would result in record levels of rainfall.

Thunderstorms, lightning and hail

8.5.14 Localised convective activity in the atmosphere is responsible for heavy summer downpours and thunderstorms (Transport Scotland, 2016). Whilst thunderstorms can occur at any time of year, they are most likely to occur from May to September, reaching their peak in July and August, although the eastern areas are among the most prone in the UK. High intensity rainfall is frequently associated with summer showers and thunderstorms, with rates of 100 mm/hr or more being possible for short periods. Based on observational data from the Halesowen Climate Station (1987-2003), the average number of days that thunder was heard was 10.1 days annually. No other thunderstorm data was provided by the Met Office, however a number of events have been recorded across Birmingham (see ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information). There are no available reliable data on projected future likelihood of thunderstorms, lightning or hail (UKCP09, 2014) and therefore no projections for these climate variables have been assessed. However, lightning and hail is assumed to increase if convective activity increases.


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Fog

8.5.15 Based on observational data from the Halesowen Climate Station (1987-2003), the average number of days with fog at 09:00 was 14.8 days annually. Fog reduces visibility which can cause issues such as tram drivers being unable to read signals. Responses to address this include slower travelling speeds to allow drivers better visibility.

8.5.16 UKCP09 projections indicate a reduction in the number of days of fog in southern Britain. A reduction in fog days of up to 22% is projected in the West Midlands annually, with greatest reductions projected in summer (up to -69% fewer fog days) (UKCP09, 2010). Therefore, fog is not expected to become an increasing problem with climate change. It is therefore assumed that design standards account for this existing risk. No further data was analysed in this assessment.

Snow

8.5.17 Based on observational data from the Halesowen Climate Station (1987-2003), the average number of days with snow/sleet falling was 18.2 days annually, with no days recorded between the months of June to October (inclusive). The average number of days with snow lying at 09:00 recorded at the Halesowen Climate Station during this period was 6.5 days annually, with no days recorded between the months of May to October (inclusive). The projected warming will significantly reduce snowfall, despite projected increases in winter precipitation (see paragraph 8.5.12), due to a substantial shift from snow to rain. Snow days are projected to reduce by 70% to 80% in winter and 80% to 90% in spring in the 2080s.

Summary of risk for precipitations extremes

8.5.18 The assessment of the current and future level of risk from precipitation extremes to light rail infrastructure is set out in Table 8.3. The assessment criteria used to evaluate the climate risk, including the scoring system identified in Table 8.3, is detailed in ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information.

Table 8.3: Level of climate risk: precipitation extremes

Climate variable Impact

Current probability Current risk Future probability Future risk

Heavy and prolonged rainfall


Frequently throughout the year (5)

Medium (10) Increase – About as likely as not (4)

Medium (8)


Medium (10) Medium (8)

Thunderstorms and lightening

Structural damage (4)

Seasonally (4)

High (16) No projection data, however, lightning can be assumed to increase if convective activity (heavy intense rainfall) increases.

High n data)


Medium (8) Medium (no data)


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Climate variable Impact

Current probability Current risk Future probability Future risk

Fog Minor operational loss (2)

Seasonally (4)

Medium (8) Decrease – About as likely as not (3.5)

Low (7)

Snow Minor operational loss (2)

Seasonally (4)

Medium (8) Increase - Unlikely (2)

Low (4)

Wind storms and strong winds

8.5.19 Based on observational data from the Halesowen Climate Station (1987-2003), the average number of days with gales (defined as 34 knots for 10 minutes) was 1.6 days annually, with a peak in the month of January. The record gust in the region was 99 knots (183kilometres per hour (kph)), while in Birmingham itself gusts of 150-209 kph were recorded by the Met Office and the Tornado and Storm Research Organisation (TORRO) during the 2005 tornado. Extreme weather is rare but Birmingham has been known to experience tornados, with the largest recorded on 28 July 2005, causing extensive damage estimated at £40million (TORRO, 2015).

8.5.20 Probabilistic projections of wind speed show projected change in average wind speed across the West Midlands region of between -0.4m/s to 0.2m/s (0.8 knots to 0.4 knots) by the 2050s UKCP09, 2010). There is however relatively high uncertainty in these projections (UK Climate Projections, 2010).5

8.5.21 The assessment of the current and future level of risk from wind storms and strong winds to associated light rail infrastructure is set out in Table 8.4. The assessment criteria including the scoring system identified in Table 8.4, used to evaluate the climate risk, is detailed in ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information.

Table 8.4: Level of climate risk: wind storms and strong winds

Impact type

Impact Current probability Current risk Future probability

Future risk

Structural Structural damage (3) Frequently throughout

the year (5)

High (15) Increase – About as likely as not (4)

Medium (12)

Operational Minor operational loss Medium (10) Medium (8)

5 The projected changes in wind speed are derived principally from ensembles of perturbed variants of the Met Office Hadley Centre (HadCM3) model. These show a variety of changes, due to a spread of forced responses to increased greenhouse gas concentrations, augmented considerably by natural climate variability. The forced changes are influenced by several factors, and vary between different ensemble members. There is little evidence of a consistent response in surface wind speed over the UK. The spread due to uncertainties in the forced response is typically larger in winter than in summer, but is always smaller than the spread due to natural variability. These combined factors provide much of the total uncertainty in the projections. Where the changes show a small shift in the balance of probabilities towards lower or higher wind speeds, this arises from the net impact of a variety of physical mechanisms captured in the HadCM3 ensembles and in a small ensemble of 12 international climate models used to complement the sampling of model uncertainties achieved via the HadCM3 simulations. However, these shifts are always small in the context of the observed climatological mean wind speed.


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Impact type


Future risk

(2)

Insolation (solar irradiation)

8.5.22 Based on observational data from the Halesowen Climate Station (1987-2003), July and August were recorded to have the highest monthly average hours of sunshine, with 207 hours and 196 hours respectively. External elements of the BEE exposed to sunlight will get hot, which may impact their performance, for instance in the case of electronic equipment, or may cause glare to tram drivers. There is unlikely to be a significant change from current climate conditions as there is limited change projected in future cloud cover (Adaptation and Resilience in the Context of Change (ARCC) Network, 2016). It is therefore assumed that design standards account for this existing risk. Further insolation data was not obtained. Table 8.5 outlines the assessment of current and future level of risk. The assessment criteria, including the scoring system identified in Table 8.5 used to evaluate the climate risk is detailed in ES Volume 2 Technical Appendix K: Climate Change Resilience Technical Information.

8.5.23 Even though the single impact of insolation may not change in the future, hotter temperatures will exacerbate radiative warming. No technical impacts are anticipated as the entire BEE route will be embedded track-form (i.e. surrounded by concrete).

Table 8.5: Level of climate risk: insolation

Impact type


Future risk

Structural Minor operational loss (2) Frequently throughout

the year (5)

Medium (10)

No change

Medium (10)

Operational Minor operational loss (2)

Medium (10) Medium (10)


8.6.1 The term ‘mitigation’ in the climate change arena means reducing the emissions of carbon, which is covered in Chapter 12: Greenhouse Gases. Due to the use of this terminology for the purposes of EIAs, the term mitigation has been applied in this chapter to mean ‘adaptation’ responses, which identify whether or not the BEE is resilient to climate change. The term climate change adaptation is described in the glossary of terms.

8.6.2 The following tabulated assessment (see Table 8.6) of the BEE’s climate change resilience considers the climate risks, the potential impacts, and the mitigation measures incorporated into the BEE (see Chapter 2: BEE Description) as part of the iterative design process, and


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best practice construction/operation methods to determine a current resilience score for each primary structural feature of the BEE.

8.6.3 The types of mitigation measures are divided into the following categories: infrastructural resilience - measures included as part of the BEE design and

construction activities; and operational resilience - controls imposed on operation of the BEE.


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Table 8.6: Potential climate risk on construction (temporary effects only - anticipated period 2020 - 2022) and resilience rating with mitigation.

Primary feature Climate risk (current) Potential impact Incorporated mitigation actions

Resilience rating (with mitigation)

Con

stru

ctio

n ac

tiviti

es

Extreme weather events (high temperatures, heavy and prolonged rainfall, thunderstorms and snow, wind storms and strong winds).

Delay to construction programme, health and safety issues, damage to stored materials, material dispersal and potential to exacerbate any contamination issues.

The CoCP requires the development of and adherence to a Construction Environmental Management Plan which should take into account current climatic risks and procedures needed in the event of a significant event (infrastructural).

High

Table 8.7: Potential climate risk on operation (temporary and permanent effects) and resilience rating with mitigation.

Primary feature

Climate risk (current and future) Potential impacts Incorporated mitigation actions

Resilience rating (with embedded mitigation)

Ligh

t rai

l inf

rast

ruct

ure

and

as

soci

ated

infra

stru

ctur

e

Increase in temperature (average and extremes).

Negative impact on track integrity and train system components (including signals and communications assets) under periods of extreme temperatures.

Application of the current light rail standards provides adequate resilience to the higher temperatures expected. This is because buckling of rails is only an issue on ballasted track sections, similar to heavy rail. The BEE route will be will be an embedded trackform (i.e. surrounded by concrete) so buckling should not be a problem, and due to travel speeds of 48 kph or less along the whole route speed restrictions are not required.

Planting proposals to include carefully selected hardy species which are tolerant to high and low temperatures (see ES Volume 2 Technical Appendix B: Urban Design Strategy) (infrastructural); and

Regular maintenance of rail surfaces and drainage in accordance with the Promoter’s standard maintenance regimes and to identify any damage (operational).

High

91 MMD/300207/HS30/DOC/0000/0001/B October 2016 http://pims01/pims/llisapi.dll?func=ll&objId=2091979543&objAction=browse&viewType=1


Primary feature



Increase in precipitation extremes (heavy and prolonged rainfall, thunderstorms and snow)

Heavy precipitation and snow causing a range of issues such as: flooding, track and signal failure, snow causing damage to inside of carriages, negative impacts to users.

The location of tracks, and the associated infrastructure have been proposed as being sited in areas that are not vulnerable to surface flooding, providing drainage infrastructure is adequately maintained (see the Flood Risk Assessment, ES Volume 2 Technical Appendix S) (infrastructural);

Proposed high level drainage strategy including drainage of the BEE alignment. The drainage strategy, which forms part of the Flood Risk Assessment (see ES Volume 2 Technical Appendix S) includes the proposal for an attenuation tank within the area around the proposed HS2 Curzon Street Station to contain additional surface water;

Where necessary, surge protection devices will be included on incoming low voltage power supplies to buildings, trams stops and line side equipment housings to minimise damage caused by lightning strike;

Fitment of covers and heat retainers where required on critical assets to increase resilience of points in periods of severe cold temperatures or snow;

Regular maintenance of rail in accordance with the Promoter’s standard maintenance regimes to identify any damage (operational); and

Active use of operational management of rail infrastructure, such as rail closures and notifications to users and staff, to provide a high degree of climate resilience (operational).

Medium

Increase (as likely as not) in extreme wind storms and strong winds

Damage to rail features, vegetation and foreign object incursion on the track. Negative impacts to users.

Planting proposals to include carefully selected hardy species which are tolerant to adverse weather conditions (see ES Volume 2 Technical Appendix B: Urban Design Strategy) (infrastructural);

Planting proposals will meet the Highways Act 1980 regarding the cutting or felling of trees etc. that overhang or are a danger to roads or footpaths (see ES Volume 2 Technical Appendix B: Urban Design Strategy) (infrastructural and operational); and

Regular inspection and maintenance of infrastructural features will be provided to ensure continued resilience in accordance with the manufacturer’s guidance (operational).

Medium



Primary feature



On-

stre

et tr

am v

ehic

les

Increase in temperature (average and extremes)

Increasing number of warm days and high temperature extremes causing negative impacts to users (staff and passengers) in the inside of carriages.

Driver and passenger experience during predicted periods of temperature extremes to be integrated into the future selection of tram vehicles in accordance with current design standards to provide adequate resilience to higher and lower UK temperatures expected (infrastructural);

Regular inspection and maintenance of tram heating and cooling equipment will be provided to ensure continued resilience in accordance with the manufacturer’s guidance (operational); and

Passenger experience to be monitored and managed during periods of extreme temperature, including use of notice boards in shelters to inform users of impacts to the service (operational);

High


Heavy precipitation / snow causing damage to inside of carriages, negative impacts to users.

Regular inspection and maintenance of trams will be provided to ensure continued resilience in accordance with the Promoter’s standard maintenance regimes to identify any damage (operational);and

Ensure appropriate emergency procedures are in place for periods of high precipitation, including monitoring of Met Office weather warnings, early warning notification to staff and users, and clear protocol for response (operational.)

High

Uncertain but increase as likely as not in extreme wind storms and strong winds

Damage to trams during storage and operation, negative impacts to users.

Regular inspection and maintenance of trams will be provided to ensure continued resilience in accordance with the Promoter’s ’s standard maintenance regimes to identify any damage (operational); and

Use of notice boards in shelters to inform users of impacts to the service (operational).

Medium

Ove

rhea

d lin

e eq

uipm

ent (

OLE

) an

d O

LE-fr

ee s

yste

m s

ubje

ct to

de

sign

feas

ibilit

y


Negative impact to OLE cables under periods of extreme temperatures.

Regular inspection and maintenance of OLE will be provided to ensure continued resilience in accordance with the manufacturer’s guidance (operational).

High

Increase in precipitation extremes ((heavy and prolonged rainfall, thunderstorms and snow)

Extreme precipitation and thunderstorms or a combination of snow and high gales (which can cause ice accretion on the lines) causing disturbance to transport electronic infrastructures, signalling etc.

Regular inspection and maintenance of OLE will be provided to ensure continued resilience in accordance with the Promoter’s standard maintenance regimes to identify any damage (operational).

High



Primary feature



Uncertain but increase as likely as not in extreme wind storms and strong winds

Damage to OLE from winds and wind storms, faults or disturbance to electronic infrastructures and signalling etc. caused by cloud-to-ground lightning, vegetation and foreign object incursion on the OLE, negative impacts to maintenance staff.

Planting proposals to include carefully selected hardy species which are tolerant to adverse weather conditions (see ES Volume 2 Technical Appendix B – Urban Design Strategy) (infrastructural); and

Regular inspection and maintenance of OLE will be provided to ensure continued resilience in accordance with the Promoters standard maintenance regimes to identify any damage (operational).

High

One

sub

stat

ion


Faults to electronic equipment in substation under periods of extreme temperatures.

Regular inspection and maintenance of substation will be provided to ensure continued resilience in accordance with the manufacturer’s guidance (operational); and

Depots (e.g. existing depot) temperature controlled (operational).

High


Faults which can cause disturbance to electronic infrastructures, signalling etc. and load needs, and access / egress to substation

For the proposed substation at the junction between Meriden Street and Bordesley Street, the proposed site is located outside Flood Zone 2 and Flood Zone 3 based on the current EA flood mapping. Understanding that with a climate change allowance of 50%, the existing Flood Zone 2 and Flood Zone 3 may be extended and could cover the proposed substation location. Should this be confirmed with any updated information at the next stage of the project, the substation structure will be elevated above the projected flood level retaining the void below as flood storage should the future flood mapping show that the site is within Flood Zone 3 (infrastructural);

Regular inspection and maintenance of substation will be provided to ensure continued resilience in accordance with the Promoter’s standard maintenance regimes to identify any damage (operational).

High

Uncertain but increase as likely as not in extreme weather (wind storms and strong winds)

Damage to substation from winds and wind storms caused by cloud-to-ground lightning, vegetation and foreign object incursion on the substation, negative impacts to maintenance staff.

Regular inspection and maintenance of substation will be provided to ensure continued resilience in accordance with the Promoter’s standard maintenance regimes to identify any damage (operational); and

Staff trained to use and supplied with appropriate equipment, e.g. seasonal personal protective equipment (PPE) (operational).

High


Birmingham Eastside Extension Technical Information: Environmental Statement Volume 1: Main Statement

8.7 Summary of the CCRA

8.7.1 This section provides the summary of the CCRA and the residual position after mitigation has been applied. As proposed in the Scoping Report, this CCRA has appraised the primary climate risks to the BEE and its long-term climate resilience. The assessment identified a number of potential risks characterised at various levels to the primary structural and operational features of light rail infrastructure (Table 8.8).

Table 8.8: Level of climate risk

Climate variable Detailed description Impact type Current risk Future risk

High temperature extremes High temperature event Structural High High

Operational Medium Medium

Drought Structural High High

Operational Medium Low/Medium

Low temperature extremes Cold Structural High High

Operational Medium Low

Precipitation extremes Heavy and prolonged rainfall

Structural Medium Medium


Thunderstorms and lightning

Structural High High

Operational High Medium

Fog Structural Medium Medium


Snow and ice Structural Medium Low


Insolation (solar irradiation) Structural Medium Medium


Wind storms and strong winds Structural High Medium


8.7.2 As shown in Table 8.8 above, there are some climate risks that are judged to be high. However, a high level of resilience is anticipated for the majority of primary structural features of BEE. There are three areas of medium resilience highlighted in relation to structural elements due to their vulnerability to precipitation and high winds.

8.7.3 Table 8.9 summarises the assessed level of climate resilience afforded by the construction and structural features of BEE.

Table 8.9: Level of climate resilience

BEE feature Climate risk variable Impact type Resilience

Construction Extreme weather

Structural High

Operational High

MMD/300207/HS30/DOC/0000/1035 August 2016 http://pims01/pims/llisapi.dll?func=ll&objId=2090139417&objAction=viewheader

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BEE feature Climate risk variable Impact type Resilience

Light rail infrastructure – twin-tracked tramline approximately 1.7km in length

Temperature extremes Structural High

Operational High

Precipitation extremes (heavy and prolonged rainfall)

Structural Medium

Operational High

Extreme weather Structural Medium

Operational High

On-street tram vehicles running on shared and segregated tracks


Operational High


Structural High

Operational High

Extreme weather

Structural Medium

Operational High

Use of overhead line equipment (OLE) and OLE-free system subject to design feasibility


Operational High


Structural High

Operational High

Extreme weather

Structural High

Operational High

One substation Temperature extremes Structural High

Operational High


Structural High

Operational High

Extreme weather Structural High

Operational High

8.7.4 Following the above review of risks and levels of resilience, it is considered that no additional climate change adaptation measures are required over and above those already embedded within the scheme design.

8.8 Supplementary Mitigation

8.8.1 It is recommended that during the detailed design stage consideration is given to the potential impact of the future climate conditions on the lifetime and appropriateness of the equipment selected for each of the primary features of the BEE. It is assumed that detailed consideration


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will be given to the drainage strategy of the BEE in accordance with the recommendations of the Flood Risk Assessment (ES Volume 2 Technical Appendix S) to ensure resilience from future changes in precipitation.


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9.1 Introduction

9.1.1 This chapter assesses the likely impact of the BEE upon traffic and transport, in particular the impact of the BEE upon the highway network, the public transport network, active modes (walking/cycling) and road safety.

9.1.2 The aim of the assessment was to identify key road links and their associated receptors including pedestrians, cyclists and sensitive groups such as children and the elderly, within the designated study area and to assess which locations could be impacted by changes in traffic and transport, including flow and composition.

9.1.3 This chapter summarises the significant effects likely to be associated with the construction and operation phases of the BEE and should be read in conjunction with ES Volume 2 Technical Appendix L1: Traffic and Transport Technical Information:. A Transport Assessment (ES Volume 2 Technical Appendix L2) has been undertaken, the findings of which have been used to support this EIA.

9.2 Methodology


9.2.1 This section describes the key legislation, policy and best practice applicable to traffic and transport. A more detailed review of international, national, regional and local legislation, policy and best practice is presented in ES Volume 2 Technical Appendix L1: Traffic and Transport Technical Information.

9.2.2 The following legislation, policy and standards are relevant to the traffic and transport assessment of the BEE: National policy:

– National Planning Policy Framework, (2012) (including National Planning Practice Guidance);

– ‘Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen,’ (2011); and

– ‘Future of Transport – A network for 2030,’ 2004. Regional policy:

– West Midlands Strategic Transport Plan: Movement for Growth (2015); – West Midlands Combined Authority – Strategic Economic Plan (2016); – West Midlands Local Transport Plan (2011); – The Midlands HS2 Growth Strategy (2015): – Greater Birmingham and Solihull Local Enterprise Partnership, Strategic Economic

Plan (2014); – Greater Birmingham and Solihull Local Enterprise Partnership, Birmingham City

Centre Enterprise Zone, Investment Plan 2013/2014 – 2022/2023 (2014); and

9 Traffic and Transport


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– Towards a World Class Integrated Transport Network (2013. Local policy:

– Birmingham Development Plan (2031); – Big City Plan (2010): – Birmingham Connected White Paper (2014): – Curzon Street HS2 Masterplan (2015); and – Birmingham Smithfield Masterplan (2016).

9.2.3 The traffic and transport assessment has taken account of the current best practice guidance which includes: Guidelines for the Environmental Assessment of Road Traffic, Institute of Environmental

Assessment (now the Institute of Environmental Management and Assessment – IEMA) 1993; and

Design Manual for Roads and Bridges (DMRB).

Technical scope

9.2.4 Two main scenarios have been assessed for the 2021 Opening Year and 2031 Future Year: Do-Minimum – this includes all future committed development and transport schemes but

without the BEE; and Do-Something – as above but with the BEE operational.

Birmingham City Centre traffic model

9.2.5 A comprehensive traffic modelling exercise has been undertaken by Steer Davis Gleave using BCCs existing SATURN traffic model, in order to assess the impacts of the BEE on the wider strategic road network.

9.2.6 Outputs from the traffic model were provided for the AM and PM peak hours for the following scenarios: 2011 Base Year; 2021 Opening Year Do-Minimum; 2021 Opening Year Do-Something; 2031 Future Year Do-Minimum; and 2031 Future Year Do-Something.

Calculation of daily and weekday traffic

9.2.7 The AM and PM traffic flows from the traffic model were converted to Annual Average Weekday Traffic (AAWT) and Annual Average Daily Traffic (AADT) flows for use within the assessment. This process is detailed in ES Volume 2 Technical Appendix L1: Traffic and Transport Technical Information.


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9.2.8 The approach used follows that also used to assess the Centenary Square Extension Midland Metro route from Birmingham New Street Station to Centenary Square.

Spatial scope

9.2.9 The study area for the assessment aligns with the study area used in the TA (ES Volume 2 Technical Appendix L2). BCC, as the local planning and highway authority, has been involved in the derivation of the extent of the study area and with the methodology adopted.

9.2.10 The study area includes: existing and potential (i.e. committed schemes) transport infrastructure that is directly

affected by the BEE route; and transport infrastructure remote from the BEE where potential impacts are forecast e.g.

remote highway junctions and parking areas. This has been agreed with BCC.

Impacts

9.2.11 Guidelines for the Environmental Assessment of Road Traffic (IEMA,1993) lists the following environmental impacts relevant to transport that should be considered as part of a traffic and transport assessment: severance; driver delay; pedestrian delay; pedestrian amenity; fear and intimidation; accidents and safety; and hazardous loads.

9.2.12 All of the above have been included in this assessment apart from hazardous loads, which, as stated in the Scoping Report (ES Volume 2 Technical Appendix H), will be excluded as such traffic is not expected to be generated during construction and operation of the BEE.

9.2.13 Definitions of the environmental impacts relevant to transport and how they are assessed is detailed in ES Volume 2 Technical Appendix L1.

Traffic and transport receptors

9.2.14 Categories of receptor sensitivity have been defined from the list of affected groups and special interests set out in the IEMA guidelines, as follows: people at home; people in work places; sensitive groups including children, the elderly and disabled; sensitive locations e.g. hospitals, churches, schools, historical buildings;


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people walking; people cycling; open spaces, recreational sites, shopping areas; sites of ecological/nature conservation value; and sites of tourist/visitor attraction.

9.2.15 Categories of receptor sensitivity have been defined from the principles set out in the Guidelines for the Environmental Assessment of Road Traffic (IEMA, 1993), and include the following: the need to identify particular groups which may be sensitive to changes in traffic

conditions including children, the elderly and disabled; the list of affected groups and special interests set out in the guidance; and the identification of links or locations where it is felt that specific environmental problems

may occur. Such locations “… would include accident blackspots, conservation areas, hospitals, links with high pedestrian flows etc.”

9.2.16 The following receptors and their corresponding sensitivity, which are to be used to inform this assessment, have been defined from the principles set out in the IEMA guidelines. These are shown below: links or locations containing “High” sensitivity receptors include:

– schools, colleges and other educational institutions; – hospitals, surgeries and clinics; – retirement/care homes for the elderly or infirm; – roads used by pedestrians with no footways; – links with high pedestrian flows; – accident blackspots; and – conservation areas.

links or locations containing “Medium” sensitivity receptors include: – parks and recreation areas; – shopping areas; – area containing a combination of residential and office amenity; and – links used by pedestrians with narrow footways.

links or locations containing “Low” sensitivity receptors include: – open space; – tourist/visitor attractions; – historical buildings; – churches; – light industrial areas; and – bus only links.

9.2.17 The BEE route has been divided up into short link sections for the purpose of this assessment. Using reasoned professional judgement, which has been informed by site visits, and background data including pedestrian surveys and collision analysis, each link had been assigned a level of sensitivity based on the receptors within it as identified above. Where a


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combination of receptors has been identified on each link, the value of sensitivity for the whole link is based on the receptor with the highest sensitivity. This ensures that the assessment is based on a realistic worst case scenario.

9.2.18 Using baseline information set out above, the route has been broken down into short link sections within which the existing baseline receptors relevant to the individual link have been identified and are listed in. The sensitivity of these receptors, which is defined within Table 9.1 have been assessed based on IEMA guidance as detailed within ES Volume 2 Technical Appendix L1: Traffic and Transport Technical Information.

Table 9.1: Assessment of receptor sensitivity along the BEE route

Link No.

Link name Key receptors on link Overall sensitivity

Online links (along route alignment) 1 Lower Bull Street Retail area with high pedestrian footfall High

2 Albert Street (DM) / new alignment (DS)

Through route, access to NCP Car Park, pedestrian footways

Low

3 Moor Street Queensway (between Albert Street and Masshouse Lane)

Main road, pedestrian footways/crossings, collision cluster

High

4 Moor Street Queensway (between Albert Street and Carrs Lane)

Main road, pedestrian footways/crossings, collision cluster

High

5 New Canal Street to Curzon Street Park, leisure with pedestrian crossing Medium 6 New Canal Street (north of junction

with Fazeley Street) Park, leisure with pedestrian crossing Medium

7 New Canal Street (south of junction with Fazeley Street)

Light industrial area Low

8 New Canal Street (north of junction with Bordesley Street)


9 Meriden Street (between Bordesley Street and Coventry Street)


10 Meriden Street (north of Digbeth B4100)


11 Digbeth B4100 (east of Meriden Street)

Retail frontages, college, wide trafficked street, pedestrian footways/crossings

High

12 Digbeth B4100 (west of Rea Street ) Retail frontages, wide trafficked street, bus stops, pedestrian footways

Medium

13 High St Deritend (west of Milk Street) Retail frontages, wide trafficked street, pedestrian footways

Medium

14 High St Deritend (east of Milk Street) College, wide trafficked street, pedestrian footways

High

15 High Street Deritend (east of Floodgate Street)

Wide trafficked street, bus stops and pedestrian footways/crossings

Low

16 High Street Deritend (east of Heath Mill Lane)

Retail frontages, wide trafficked street, pedestrian footways

Medium

17 High Street Deritend (east of Alcester Street)

Retail frontages, wide trafficked street, pedestrian footways/crossings

Medium


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Link No.


18 High Street Deritend (east of Adderley Street)

Light industrial, car garages, wide trafficked street, pedestrian footways

Low

19 Pedestrian area outside Hotel LaTour (new Bus Interchange)

Pedestrian area with high pedestrian footfall High

Minor and offline links 25 Carrs Lane and High Street Retail area with high pedestrian footfall High

26 Dale End Retail area with high pedestrian footfall High

27 Moor Street Queensway (between Masshouse Lane and Park Street)

Main road with junction identified as accident blackspot

High

28 Priory Queensway Main road (bus only) Low

29 A47 Jennens Road Main road with junction identified as having a collision cluster

High

30 B4114 James Watt Queensway Main road with junction identified as having a collision cluster

High

31 B4114 Park Street Main road with junction identified as having a collision cluster

High

32 Masshouse Lane Wide trafficked street, pedestrian footways Low

50 Fazeley Street (east of junction with New Canal Street)


51 Fazeley Street (west of junction with New Canal Street)


52 Bordesley Street (east of junction with New Canal Street)


53 Bordesley Street (west of junction with New Canal Street)


54 Coventry Street (east of Meriden Street)


55 Coventry Street (west of Meriden Street)


33 Digbeth (B4100) / Moat Lane Gyratory Retail frontages, wide trafficked gyratory Medium

34 Oxford Street (directly off Digbeth B4100)

College and light industrial Low

35 Rea Street (directly off Digbeth B4100)

Access to Birmingham Coach Station – through route

Low

36 Milk Street (directly off High Street Deritend)


37 Floodgate Street (directly off High Street Deritend)

College and light industrial High

38 Heath Mill Lane (directly off High Street Deritend)

Retail frontages, office, leisure Medium

39 Alcester Street (directly off High Street Deritend)

Residential, light industrial and offices Medium

40 Adderley Street (directly off High Street Deritend)



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Link No.


41A Great Barr Street (at Heath Mill Lane / Liverpool Street junction)


41B Liverpool Street (at Heath Mill Lane / Liverpool Street junction)


41C Heath Mill Lane (at Heath Mill Lane / Liverpool Street junction)


41D Fazeley Street (at Heath Mill Lane / Liverpool Street junction)


9.2.19 The list detailed in Table 9.1 has been developed over a period of time as the BEE design has progressed and as a result the numbering of links is not in numerical order. The numbering of the links has no resemblance to the importance of these links, and is used for reference purposes only.

Assessment criteria

9.2.20 This section summarises the assessment criteria against which the impact of the BEE and subsequent effects were assessed.

9.2.21 Impact categories, specific to traffic and transport were identified as part of this assessment and the potential level of magnitude associated with these impacts was defined, for both adverse and beneficial scenarios, related to the BEE. This was evaluated by how much the BEE was likely to, either beneficially or adversely, impact on the receptors present in each link. The impact was then assigned based on the definitions in ES Volume 2 Technical Appendix L1: Traffic and Transport Technical Information to ascertain the overall effect of the BEE on key assets related to traffic and transport, and to allow comparison with the other environmental impacts within the EIA, the magnitude of impact was cross referenced with the value of the asset.

Magnitude of impact

9.2.22 Magnitude of impact categories, specific to transport and transport, were identified as part of this assessment and the potential level of magnitude associated with each impact following the introduction of the BEE was defined. Consideration was also given to whether any identified impacts had a magnitude which was adverse, beneficial or neutral as part of this assessment.

9.2.23 Based upon IEMA guidance, the following categories for magnitude of impact have been assumed: Major (>60%); Moderate (30% - 60%); Minor (10% - 30%);


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Negligible (0% - 10%); and No change (0%).

9.2.24 Where the magnitude of impact falls on one of the boundary (e.g. 30%), a worst case will be assumed (therefore if 30%, the magnitude of impact will be moderate).

9.2.25 Where no quantifiable data is available to allow an assessment of percentage change, an approach of using reasoned professional judgement has been applied in order to establish what the magnitude of impact could be. This has been of particular relevance to the assessment of impacts related to accidents and safety.

Assessing significance

9.2.26 To ascertain the effect of the BEE on traffic and transport on receptors within the study area, the magnitude of impact was cross referenced with the sensitivity of the receptors present in each link being assessed, see Table 9.2. The levels of assessment shaded in grey below are considered to be significant effects.

Table 9.2: Definition of significance

Sensitivity of receptor

Negligible Low Medium High

Mag

nitu

de o

f Im

pact

(D

egre

e of

Cha

nge)

ad

vers

e, b

enef

icia

l or

neut

ral

No Change No change No change No change No change

Negligible Minor Minor Minor Minor Minor Minor Minor Minor Minor

Moderate Minor Minor Moderate* Moderate* / major*

Major Minor Moderate* Major* / moderate*

Severe* / major*

Note: * represents effects considered to be significant

9.3 Consultation

9.3.1 The scope of the traffic and transport assessment is consistent with that outlined in the EIA Scoping Report (ES Volume 2 Technical Appendix H). The Scoping Opinion (ES Volume 2 Technical Appendix I) subsequently agreed that the scope of the EIA as presented in the Scoping Report was appropriate. This was confirmed via email correspondence with BCC Access and Development Transportation Services on the 30 December 2015 (see ES Volume 2 Technical Appendix F: EIA Consultation Information).

9.3.2 In addition to the consultation on the Scoping Report with BCC, further discussions took place during the development of the TA. These discussions enabled junction designs, which mitigated any potential negative impacts on road users and pedestrians, to be developed and


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agreed with BCC. This consultation has been of further benefit to the development of the assessment of traffic and transport, and ensured that embedded mitigation measures have been incorporated into the BEE design.


9.4.1 This section summarises the assumptions and limitations that have informed the assessment of impacts resulting from the introduction of the BEE. Full details of the assumptions and limitations can be found in the ES Volume 2 Technical Appendix L1: Traffic and Transport Technical Information.

Assumptions

9.4.2 The following assumptions have been made with regard to the construction of the BEE: construction traffic methodology –The Promoter to review with BCC, however is likely to

include prioritisation of maintaining access where possible; construction programme – anticipated to be phased over a period of 24 months and is to

include enabling works, demolition and construction activities; construction traffic – BEE construction traffic will generally be of low volumes along most

of the BEE route; and construction of HS2 Curzon Street Station – the construction of the infrastructure for HS2

is expected to commence in 2017 for completion in 2026, ongoing throughout the construction of the BEE. Traffic management proposals for the BEE will have to fit in with that already in place for the HS2 development, and particular consideration will need to be given to maintaining access to existing businesses and properties during the construction of both developments.

9.4.3 The following assumptions have been made with regard to the operation of the BEE and agreed with BCC: committed developments - the traffic modelling for the Do-Minimum scenario in 2021 and

2031 ensures that forecast traffic flows include new development, and their associated trip generation. As a result of this, the consideration of potential impacts associated with the operation of the BEE take into account traffic generation from committed developments.

Limitations

9.4.4 The following limitations have been noted as being relevant to this assessment: opening year – the traffic and transport assessment is based on a 2021 opening year,

however the BEE programme forecasts a 2022 opening year: – This is due to the SATURN model being based on PRISM, which has a 2011 base

year and 2021/2031 future years.


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SATURN model – SDG provided SATURN model outputs for Birmingham City Centre, acknowledging the following (see ES Volume 2 Technical Appendix F: EIA Consultation Information): – “The zonal system and network detail of the strategic SATURN model means that

locations of the entry/ exit points of the traffic onto the network cannot be represented at the level of detail required for the junction modelling.”

– “In addition the level of diversion away from High Street Deritend as a result of the Metro is likely to be currently overestimated in the SATURN model. This is particularly the case given that the signal timings and junction layouts are based on the initial designs which are currently being refined as part of the current task. The final design will address many of these issues including optimising the signal offsets to ensure that the traffic flows along High Street Deritend as efficiently as possible.”

to ensure the SATURN data better represented actual traffic flows it was agreed with BCC for the purpose of the TA that a method which sought to incorporate the SATURN future year scenarios with observed traffic flows should be used where possible. The methodology used to derive the ‘hybrid’ traffic flows is detailed in Section 6.4.2 of the TA (ES Volume 2 Technical Appendix L2). The ‘hybrid’ traffic flows have been used where available for the purpose of this assessment.

9.4.5 Section 1.3 of the ES Volume 2 Technical Appendix L1: Traffic and Transport Technical Information details how these limitations have been addressed to ensure that robust data has been used to inform this assessment.


9.5.1 This section summarises the baseline conditions against which the impact of the BEE was assessed. A full description of baseline conditions, including details of the existing road network, can be found in the ES Volume 2 Technical Appendix L1: Technical Information Traffic and Transport.

Existing pedestrian amenity

9.5.2 Pedestrians within the study area can make use of existing signalised crossing facilities which are provided at key locations and support the movement of people along pedestrian desire lines.

9.5.3 Around the Moor Street Queensway/Albert Street junction there is a good pedestrian environment with wide pathways and signalised pedestrian crossings. This allows for the safe management of pedestrians. There are further pedestrian crossings located along Moor Street Queensway at the Carrs Lane, Masshouse Lane and Jennens Road junctions.


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9.5.4 There are pedestrian footways on all arms of the New Canal Street/Fazeley Street junction. The junction is signalised for vehicles, although there are no pedestrian crossing phases. Dropped-kerbs provide pedestrian crossing facilities at this junction.

9.5.5 At the New Canal Street/Bordesley Street junction dropped-kerbs are provided for pedestrians, with right of way for cyclists travelling on the highway in a north / south direction. At the New Canal Street/Coventry Street junction dropped-kerbs are provided for pedestrians,

9.5.6 There are also signalised pedestrian crossing points with central refuges across High Street Deritend and Digbeth (B4100).

Existing cycle amenity

9.5.7 Within much of the study area bus lanes are designated for both bus and cycle routes, with specific cycle lanes being available along the route such as on Bull Street between New Meeting Street and Albert Street.

9.5.8 For a more detailed description of existing cycle amenity, see the TA in ES Volume 2 Technical Appendix L2 (TA Chapter 11 for a description and TA Appendix K for a drawing).

Existing public transport

9.5.9 The highway network between Corporation Street and Eastside Park forms a vital part of Birmingham’s bus network. The BCCE runs on Upper Bull Street and Corporation Street (south) via a signalised delta junction with Lower Bull Street and Corporation Street (north). Lower Bull Street is a designated bus lane (northbound), with three bus stands located along its length (with a total capacity for five buses). Buses access Lower Bull Street via High Street (Carrs Lane) and Dale End (Albert Street).

9.5.10 Furthermore, Moor Street Queensway is designated as one of six bus interchanges in Birmingham City Centre. There are also designated bus lanes along the length of Moor Street Queensway leading to and from Priory Queensway and Masshouse Lane.

9.5.11 Along the length of Digbeth and High Street Deritend there are designated bus and cycle lanes, with several bus stops in either direction. This is a major route for buses in and out of the Birmingham City Centre with over 100 buses per hour using the route in peak periods.

9.5.12 Birmingham Coach Station is located along Digbeth at the Mill Lane junction. Current access to the Birmingham Coach Station is from Bradford Street. Coaches exit the coach station site on Rea Street at an exit-only junction. A passenger drop-off point and taxi rank are located along Mill Lane (a one-way road with access from Bradford Street and exit on Digbeth).


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Existing accidents and safety

9.5.13 The assessment considers the formal accident record over the five year period up to 31 December 2015 and includes the online and offline junctions.

9.5.14 The accident history of the study area is shown in Table 9.3.

Table 9.3: BEE study area accident history

Date Fatal Serious Slight Total

1 January 2011 to 31 December 2011 0 6 15 21





Total 0 21 110 131

9.5.15 In total, there were 131 collisions over the five year period, and whilst there were no fatalities, 21 of the collisions were serious.

9.5.16 Specific collision clusters were identified at the Moor Street Queensway/Park Street junction as well as along Moor Street Queensway near its junction with Albert Street.


9.6.1 Likely impacts as a result of the development of the BEE will be minimised through the adoption of embedded mitigation measures. Embedded mitigation measures are those included as part of the proposed development design.

9.6.2 The following section demonstrates embedded mitigation measures aimed at minimising likely significant adverse impacts.

Construction phase

9.6.3 Impacts associated with construction traffic will be mitigated by following good working practices. This will be secured via the CoCP, and will be set out in a Construction Strategy and Construction Traffic Management Plan (CTMP, required under the CoCP) that will be produced by the appointed construction contractor and agreed with BCC. The CTMP will specify practices for construction traffic such as identifying access routes for construction vehicles, any timing restrictions and providing appropriate signage.


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9.6.4 In planning the construction through the area, careful consideration will be needed to ensure that the works cause the minimum disruption to pedestrians, shoppers, residents and commercial activity.

9.6.5 If diversions are required, then the following principles will be followed: keep to a single diversion to be maintained throughout entire construction period, as far as

practicable with minor changes as required. Changes should be kept to a minimum; agree diversions with the Traffic Manager and consult with other key stakeholders (e.g.

cycling groups and disabled groups); and provide advance warning and notification.

9.6.6 The works will also constitute an interruption to the ability of the pedestrian public to move freely around the affected sections of the route. The city centre end of the BEE route in particular has a high pedestrian footfall, and measures will be implemented to maintain pedestrian circulation by the shortest and simplest reasonable route.

9.6.7 In developing a strategy for when closures or diversions will be undertaken, the construction contractor will pursue the following hierarchy: maintain cycle and pedestrian routes on or close to the existing alignment; and install any permanent alternative cycle route in advance of the main construction works.

9.6.8 Management of pedestrians will be a key issue in the construction of the works. The western end of the BEE route in particular is in close proximity to busy pedestrian crossing points and bus stop locations. There are also major pedestrian flows along the footways of Bull Street, High Street, Moor Street Queensway and High Street Deritend.

9.6.9 Temporary pedestrian facilities (including footways and signalised crossings) will be implemented during the construction phase. As a result of this provision of temporary facilities it is not anticipated that any excessive pedestrian delay will be introduced. The provision of temporary facilities has been assumed to be on a like for like basis, with existing formalised pedestrian crossing facilities being replaced with an equivalent temporary solution (i.e. controlled by lights).

9.6.10 The construction contractor will follow the principles set out in the CTMP which seeks to minimise disruption to pedestrians and other transport mode users. This will need to be agreed with BCC before being implemented.

Operational phase

Highway

9.6.11 Junction capacity assessments were undertaken on initial scheme designs which resulted in several junctions operating over capacity. As a result of this, mitigation measures were proposed which sought to alleviate the capacity issues at the online junctions. It was


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concluded that all online junction in all Do Something scenarios worked with a Practical Reserve Capacity of over 0.0%.

9.6.12 Furthermore, the of the offline junctions identified three of the four junctions operate within capacity in all Do Something scenarios. The Heath Mill Lane / Liverpool Street offline junction operates over capacity in the 2021 DS AM scenario (with proposed mitigation of adjusted signalling).

Public transport

9.6.13 The BEE has direct interaction with a range of bus stops and bus services along the route. The inclusion of a Bus Interchange as part of the BEE will enable linkages between Metro, existing bus services (some of which will route via the Bus Interchange) and the proposed SPRINT scheme (a bus rapid transit scheme with a stop located within the proposed Bus Interchange). Following discussions with Transport for West Midlands, the following embedded mitigation measures have been included as part of the BEE proposals: bus stops MS13 and MS14 on Moor Street Queensway are to be relocated to the Bus

Interchange (outside Hotel LaTour on a currently pedestrianised area) and bus stop MS9 is to be relocated to bus stop MS10 (currently disused). Bus services will not be negatively affected by these changes;

bus services using Park Street (south of the PA1 bus stop) will be diverted via Masshouse Lane and Moor Street Queensway as part of the HS2 proposal, where Park Street will be closed to general traffic. Once the BEE is operational, bus stop PA1 will be relocated to the Bus Interchange. Further services that operate on Park Street may also operate through the Bus Interchange;

bus stop provision on Lower Bull Street is to be reduced from kerb-space for five buses to three (although the three existing shelters are to remain). Bus services will not be affected as bus stop BS16 can be utilised for the excess capacity;

all bus stops are to be retained along Digbeth (B4100), High Street Deritend and on the Moat Lane Gyratory; and

bus lanes along Digbeth (B4100) and High Street Deritend are to be removed, reducing the vehicular traffic lanes from 3 to 2. Traffic model outputs though show an overall reduction in traffic in the 2021 and 2031 scenarios along this section in comparison to the 2015 Base Year.

9.6.14 Full details, including drawings, of these proposals are contained within Chapter 7 of the Transport Assessment (ES Volume 2 Technical Appendix L2).

9.6.15 Where bus stops are impacted by BEE, provision has been sought elsewhere, and where service routes are impacted, diversions have been proposed that have been developed in consultation with TfWM.


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9.6.16 A full assessment of proposed bus services and bus re-routing due to the scheme development is shown in Chapter 7 of the Transport Assessment (ES Volume 2 Technical Appendix L2).

Pedestrians and Cyclists

9.6.17 All formal pedestrian crossings are being maintained or provided within revised junction arrangements along the proposed route as part of the embedded mitigation for the BEE, it is not considered likely that pedestrian delay will be introduced or exacerbated within the study area in the Do-Something scenario.

9.6.18 Using indicative thresholds set out within IEMA guidance, that significant changes in pedestrian amenity can be attributed to changes in traffic flow and its lorry component where it is halved or doubled, changes in 24 hour AADT total flow have been considered to inform this assessment.

9.6.19 Tables 1.21 and 1.22 in ES Volume 2 Technical Appendix L1 show the links which have been identified to have total traffic flow changes of +/- 50% between the Do-Minimum and Do-Something scenarios (2021 and 2031). Four assessed locations experience a ‘major beneficial’ impact as a result of the implementation of the BEE, and one assessed location has a ‘major adverse’ impact (Link 34 – Oxford Street, directly off Digbeth B4100). Oxford Street has been assessed to contain low sensitivity receptors.

9.6.20 In terms of cycling, measures will be adopted in line with cycling proposals as outlined below and developed in consultation with BCC. These measures would serve to minimise effects on cyclists.

9.6.21 Existing cycle lanes and designated on-road routes are located along the much of the route corridor and within the outlined study area. The majority of cycle infrastructure is to remain when BEE is operational, with some additional features added. The proposed cycle infrastructure is summarised below: Existing contraflow cycle lane along Bull Street to become marked cycle lane on two-way

street; Following routing of track alignment along Bull Street, cyclists will have option of turning

left onto Dale End (current BCC advisory unsigned cycle route) or continuing onto the new alignment (a proposed marked cycle route);

Along Moor Street Queensway there is an existing signed cycle route within the bus lanes. This is to remain as part of the BEE proposals. Proposed crossing points for cyclists are to be provided at the Moor Street Queensway / Albert Street junction;

A proposed two-way advisory cycle route (unsigned) is to be constructed between the Moor Street Queensway / Albert Street junction and the New Canal Street / Fazeley Street junction. This follows the tram track alignment;

Both New Canal Street and Meriden Street are advisory on road cycle routes. The implementation of the tram network along these roads will result in space being restricted,


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and therefore the current advisory cycle route is to be abandoned. However, designated and non-designated cycle routes are available within the vicinity to the tram network along New Canal Street and Meriden Street. The signed cycle route on Fazeley Street is to remain, and unsigned cycle routes along Bordesley Street, Oxford Street, Coventry Street, Milk Street and Barn Street can be utilised by cyclists; and

Along Digbeth (B4100) and High Street Deritend (from the Moat Lane gyratory to the junction with Adderley Street) the current cycle route within the bus lanes are to be abandoned (in both directions). This is due to the removal of the bus lanes. There are several existing signed and unsigned advisory cycle routes within the vicinity of the cycle lanes to be removed, which can be utilised by cyclists in the area.

Overall, the majority of cycle infrastructure will remain when the tram becomes operational. Where routes become unavailable, solutions have been identified to maintain cycle links.


Temporary effects

9.7.1 The full assessment of the temporary effects associated with the construction phase is located in ES Volume 2 Technical Appendix L1. Conclusions show that there are no likely significant adverse or beneficial temporary effects on any receptors within the study area during the construction of the BEE.

9.7.2 The majority of the BEE construction works will be typical of regular highway and utility maintenance activities resulting in short term and localised impacts along the BEE alignment. The construction is split into Work stages that are associated with the construction process; this can be seen in Table 1.14 of ES Volume 2 Technical Appendix L1.

9.7.3 Table 1.15 of ES Volume 2 Technical Appendix L1 shows the forecast percentage impact of construction on the local highway network compared with 2021 Do-Minimum (DM) traffic flows. The low levels of forecast construction traffic associated with each stage of the construction process will not contribute to changes or relief to existing severance for pedestrian receptors within the study area.

9.7.4 During the construction of the BEE, temporary pedestrian facilities including footways and formalised crossing facilities will be provided in line with the Equality Act (2010) and construction best practise.

9.7.5 The provision of temporary facilities, including footways and formalised crossing facilities, will ensure that no excessive delay for pedestrians will be introduced. The provision of temporary facilities will be assumed to be on a like for like basis, with existing formalised pedestrian crossing facilities being replaced with an equivalent temporary solution (i.e. controlled by lights). Whilst it is likely that the temporary facilities may be located away from the original


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provision, it is unlikely that their placing will increase pedestrian journey times or distances to levels which would have a detrimental impact on pedestrian receptors.

9.7.6 During construction efforts will be made in line with the CoCP and CTMP to maintain cycle routes and install any permanent cycle routes in advance of the main construction works. If diversions are required then these will be agreed with key stakeholders, including BCC and cycling groups.

9.7.7 Using indicative thresholds set out within IEMA guidance, that significant changes in pedestrian amenity can be attributed to changes in traffic flow and its lorry component where it is halved or doubled, it is not considered likely that pedestrian amenity will be adversely affected by temporary changes in traffic flows and it composition during the construction period.

9.7.8 Changes in traffic flow as a result of the BEE construction process are not anticipated to have an adverse or beneficial impact on links within the study in relation to pedestrian’s experience of fear and intimidation. Changes in Average Annual Daily Traffic (AADT) flow will be negligible during the construction and that the negligible increase in HGVs within the study area will not cause excessive change in traffic flow composition which could contribute to new or additional experience of fear and intimidation for pedestrian receptors.

9.7.9 Whilst no specific detailed junction modelling has been undertaken to assess the impact of construction traffic on individual junctions, the increases in traffic flow associated with construction activities identified in Table 1.15 of ES Volume 2 Technical Appendix L1 are considered to be negligible and would be unlikely to have an impact on the capacity of each junction and their associated performance and driver delay.

9.7.9.1 Furthermore, the use of conventional construction techniques is likely to produce significant congestion traffic re-routing and possible congestion, and special construction methods may have to be adopted to could be investigated to minimise disruption (e.g. out of hours working and temporary closure / possession coupled with the use of prefabricated track elements may provide one solution). All practical methods of construction for the major junctions will need to be considered, and congestion assessed both at the junction and within the wider highway network.

9.7.10 The introduction of low levels of additional construction traffic within the study is also not anticipated to have a detrimental impact on road safety or to have the potential to contribute to higher levels of collisions which could have an effect on pedestrian, sensitive group and cyclist receptors.

Permanent effects

9.7.11 Construction traffic impacts are temporary in nature and limited to the construction phase.


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9.7.12 This assessment has concluded that there are no likely significant adverse or beneficial permanent effects on any receptors within the study area during the construction of the BEE.


Temporary effects

9.8.1 No temporary effects are anticipated during the operational phase due to the permanent nature of changes to the highway to accommodate the BEE and the provision of permanent new facilities including pedestrian crossings and footways.

Permanent effects

9.8.2 Whilst mitigation measures have been sought, the assessment in ES Volume 2 Technical Appendix L1 has concluded that some receptors located at ‘online’ junctions will experience significant adverse effects associated with driver delay during the operation of the BEE.

9.8.3 For the purpose of this assessment arms at junctions which report operational capacity in excess of 85% (Degree of Saturation, DoS) have been assessed to be close to or over capacity. This is due to the fact delay begins to increase exponentially once the DoS exceeds 85% (see Transport for London Modelling Principles 2.6.1.4, 2010).

9.8.4 The following junctions have been assessed to have at least one arm reporting operational capacity in excess of 85% in the Do-Minimum scenario (either 2021 or 2031): New Canal Street / Bordesley Street; High Street Deritend / Alcester Street; Moor Street Queensway / Masshouse Lane; and Heath Mill Lane / Liverpool Street.

9.8.5 The following junctions have been assessed to have at least one arm reporting operational capacity in excess of 85% in the Do-Something scenario (either 2021 or 2031): High Street Deritend / Alcester Street; and Heath Mill Lane / Liverpool Street.

9.8.6 The following assessed links (roads) experience a DoS >85% following the introduction of BEE, and the receptors will include those persons present on the links or those accessing sensitive locations in the surrounding area: Link 17 – High Street Deritend (east of Alcester Street).

9.8.7 Junction capacity assessment results in ES Volume 2 Technical Appendix L2 though show all online junctions to work within capacity in overall terms in the DS scenario (practical reserve capacity of over 0.0%). The offline junction at Heath Mill Lane / Liverpool Street operates over capacity in the 2021 AM DS scenario (PRC -7.6%).


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9.8.8 In regard to severance and fear and intimidation, the assessments in ES Volume 2 Technical Appendix L1 concludes that pedestrian receptors on the following links will experience significant beneficial effects (as a result of changes in their experience of severance and fear and intimidation) during the operation of the BEE: Link 5 – New Canal Street to Curzon Street; Link 6 – New Canal Street (north of junction with Fazeley Street); Link 14 – High Street Deritend (east of Milk Street); Link 16 – High Street Deritend (east of Heath Mill Lane); Link 26 – Dale End; Link 36 – Milk Street (directly off High Street Deritend); Link 38 – Heath Mill Lane (directly off High Street Deritend); and Link 51 – Fazeley Street (west of junction with New Canal Street).

9.8.9 The relief of severance and fear and intimidation has been attributed to reductions in average traffic flow or the composition of traffic, with an associated reduction in Heavy Duty Vehicles on the road.


Inter-scheme

Cumulative effects during the BEE construction

9.9.1 During BEE construction in 2020, it is assumed that the committed developments Exchange Square (Phases 1 and 2), Bull Ring Trading Estate, Beorma Quarter (Phases 2 and 3), and Smithfield will be under construction.

9.9.2 It has been assumed that the construction of these additional schemes will be carried out in line with best practice, and will involve construction contractors producing Construction Traffic Management Plans (CTMP) which will reduce the potential impacts of additional construction traffic on the surrounding area during this period. As such it is not anticipated that there will be any inter-scheme traffic and transport cumulative effects during the construction phase of the BEE.

Cumulative effects during the BEE operation

9.9.3 As committed developments are included within the traffic model, the potential inter-scheme cumulative effects during the operational phase of the BEE have already been considered in the assessment, the results of which are detailed in Section 9.8.


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Intra-scheme

9.9.4 Relevant intra-scheme cumulative impacts include the impact of traffic on noise and local air quality. These potential impacts are discussed in Chapter 10: Noise and Vibration and Chapter 11: Air Quality.

9.10 Summary

9.10.1 The traffic and transport impacts associated with the introduction of the BEE would be temporary in nature during the construction period and permanent during the operation of the BEE. The majority of significant effects are assessed to be beneficial as a result of reductions in traffic flow along certain sections of the BEE route that would reduce the levels of fear and intimidation or perception of severance which is experienced by pedestrians within the study area.


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10.1 Introduction

10.1.1 This chapter presents the assessment of the likely noise and vibration impacts of the BEE during both the construction and operational phases. It identifies whether any adverse or significant adverse noise or vibration impacts are likely to occur as a result of the BEE, and describes the measures that will be taken to mitigate these effects.

10.1.2 This chapter describes the methods used to assess the noise and vibration impacts, legislative frameworks, policy guidance, industry best practice, the baseline conditions currently representative of the area around the site and those noise-sensitive receptors potentially affected by the direct and indirect impacts likely to arise from the proposed development.

10.1.3 The chapter is supported by ES Volume 2 Technical Appendix M1 Technical Information: Noise and Vibration which contains further technical details and supporting information.

10.2 Methodology

European legislation

10.2.1 The noise and vibration assessment involved the evaluation of noise and vibration conditions at sensitive receptor locations using both measured and predictive techniques and includes both construction and operational noise and vibration. This section sets out the documents and guidelines that were used to undertake the noise and vibration assessment.

10.2.2 European Union Directives The objectives of European Noise Directive 2002/49/EC more commonly known as the Environmental Noise Directive (END) are: to determine the noise exposure of the population through noise mapping; to make information available on environmental noise to the public; and to establish action plans based on the mapping results to reduce levels where necessary

and to preserve environmental noise quality where it is good.

10.2.3 The END is implemented in the UK by the Environmental Noise (England) Regulations.

National legislation

The Environmental Noise Regulations

10.2.4 The Environmental Noise (England) Regulations 2006 (amended 2010) implement the END and require that strategic noise maps showing daytime, evening and night-time noise levels are produced by the competent authority for large urban areas (called 'agglomerations'), major roads, major railways and airports. The strategic noise maps identify the noisiest and quietest areas. Noise action plans describe how environmental noise is to be managed so that the

10 Noise and Vibration


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noise levels do not increase and that quiet areas are preserved. The Noise Action Plan Covering the West Midlands Agglomeration (DEFRA) was formally adopted in March 2010.

Noise Insulation (Railways and Other Guided Systems) Regulations

10.2.5 Under the Noise Insulation (Railways and Other Guided Systems) Regulations, 1996, the Promoter has a duty to provide noise insulation for eligible properties affected by airborne noise due to the operation of new, additional or altered railways. Eligibility is tested within six months after the scheme opening and is based on the prediction of railway noise using the Department of Transport technical memorandum Calculation of Railway Noise (CRN) which is discussed in paragraph 10.2.32.

10.2.6 The criteria to be used to assess eligibility for insulation under the regulations are: the daytime airborne noise level6 of 68dB Leq,18hr applying to the period 06:00 to midnight,

measured or predicted 1m in front of any eligible facade of the property due to noise from the new or altered railway;

the night-time noise level of 63dB Leq,6hr applying to the period midnight to 06:00, measured or predicted 1m in front of any eligible facade of the property due to the new or altered railway; and

the noise level (daytime or night-time) due to the new or altered railway exceeds the respective prevailing noise level by at least 1dB.

10.2.7 The regulations only apply to airborne noise, and do not cover: noise from stationary trains; general noise from station activity; noise from shunting; perceptible vibration; or audible ground borne noise.

Control of Pollution Act 1974

10.2.8 Local authorities have statutory controls on noise and vibration. Local authorities may impose conditions on how construction work should be carried out to control noise under Section 60 of the Control of Pollution Act 1974. Alternatively, a developer may obtain prior consent for the works by setting out the detail of the measures that will be applied to control noise under Section 61 of the Act.

Environmental Protection Act

10.2.9 The Environmental Protection Act, 1990 places a duty on local authorities to serve abatement notices where noise from premises, vehicles or machinery is judged to constitute a statutory

6 A number of metrics are used to describe noise levels in guidance and legislation. A description of the parameters used in this assessment is given in section 10.2.82.


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nuisance. Compliance with these controls is required although the requirements fall outside the planning system. Statutory noise nuisance laws do not apply to noise from road or rail traffic (DEFRA, 2015) but construction noise, public address systems and substation noise are not exempt.

National policy and guidance

National Planning Policy Framework

10.2.10 The National Planning Policy Framework (NPPF) came into force in March 2012.

10.2.11 The NPPF states that: “the planning system should contribute to and enhance the natural and local environment by: ...preventing both new and existing development from contributing to or being put at unacceptable risk from, or being adversely affected by unacceptable levels of soil, air, water or noise pollution or land instability.”

10.2.12 The NPPF also states that: “Planning policies and decisions should aim to: avoid noise from giving rise to significant adverse impacts on health and quality of life as a

result of new development; mitigate and reduce to a minimum other adverse impacts on health and quality of life

arising from noise from new development, including through the use of conditions; recognise that development will often create some noise and existing businesses wanting

to develop in continuance of their business should not have unreasonable restrictions placed on them because of changes in nearby land uses since they were established;

identify and protect areas of tranquillity which have remained relatively undisturbed by noise and are prized for their recreational and amenity value for this reason; and

mitigate and reduce to a minimum other adverse impacts on health and quality of life arising from noise from new development, including through the use of conditions.”

10.2.13 In describing the factors that influence whether noise could be a concern the NPPF states that “In cases where existing noise sensitive locations already experience high noise levels, a development that is expected to cause even a small increase in the overall noise level may result in a significant adverse effect occurring even though little to no change in behaviour would be likely to occur.” Although no definition is provided on what constitutes a “small increase” other guidance often identifies 1dB as the smallest perceptible increase in noise.

Noise Policy Statement for England

10.2.14 The Noise Policy Statement for England (NPSE) was issued by DEFRA in 2010. Its purpose is to promote "good health and a good quality of life through the effective management of noise within the context of Government policy on sustainable development." The three main aims are to:


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"avoid significant adverse impacts on health and quality of life from environmental, neighbour and neighbourhood noise within the context of Government policy on sustainable development;

mitigate and minimise adverse impacts on health and quality of life from environmental, neighbour and neighbourhood noise within the context of Government policy on sustainable development, and

where possible, contribute to the improvement of health and quality of life through the effective management and control of environmental, neighbour and neighbourhood noise within the context of Government policy on sustainable development."

10.2.15 There are no pre-defined criteria for these adverse and significant adverse impacts as it is acknowledged that they will be different for different sources, different receptors and at different times.

National Policy Statement for National Networks

10.2.16 The National Policy Statement for National Networks (NPSNN) sets out the need for Government’s policies to deliver development of nationally significant infrastructure projects in England. The document provides planning guidance for promoters of nationally significant infrastructure projects on the road and rail networks, and the basis for the examination by the Examining Authority and decisions by the Secretary of State. This is included here as it is considered relevant to the TWA application for BEE although it is formally applicable to Development Consent Orders.

10.2.17 The National Policy Statement states that due regard must be given to the relevant sections of the NPSE (paragraph 10.2.14), the NPPF (paragraph 10.2.10) and the Government’s associated planning guidance on noise (paragraph 10.2.18).

National Planning Practice Guidance

10.2.18 National Planning Practice Guidance (NPPG) is the web-resource launched in 2014 by the Department for Communities and Local Government. It provides guidance in a “usable and accessible way” enabling information that was previously only published in separate documents to be found quickly and simply.

10.2.19 NPPG advises that “noise needs to be considered when new developments may create noise”. It states that noise can override other planning concerns but that “neither the NPSE nor the NPPF expects noise to be considered in isolation, separately from the economic, social and other environmental dimensions of [a] proposed development.”

10.2.20 It also advises that: “local planning authorities’ plan-making and decision taking should take account of the acoustic environment and in doing so consider: whether or not a significant adverse effect is occurring or likely to occur; whether or not an adverse effect is occurring or likely to occur, and


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whether or not a good standard of amenity can be achieved.

10.2.21 In line with the Explanatory Note of the NPSE, this would include identifying whether the overall effect of the noise exposure (including the impact during construction wherever applicable) is, or would be, above or below the significant observed adverse effect level and the lowest observed adverse effect level for the given situation.”

10.2.22 It defines the significant observed adverse effect level (SOAEL) as “the level of noise exposure above which significant adverse effects on health and quality of life occur” and the lowest observed adverse effect level (LOAEL) as “the level of noise exposure above which adverse effects on health and quality of life can be detected.”

10.2.23 The guidance expands on adverse effect levels by stating “noise has no adverse effect so long as the exposure is such that it does not cause any change in behaviour or attitude. The noise can slightly affect the acoustic character of an area but not to the extent that there is a perceived change in quality of life. If the noise exposure is at this level no specific measures are required.” However, as the exposure increases it exceeds the LOAEL threshold and may lead to changes in behaviour and attitude such as “having to turn up the volume on the television or needing to speak more loudly to be heard.”

10.2.24 Above LOAEL “consideration needs to be given to mitigating and minimising those effects.” Increasing noise exposure further leads to exceeding the SOAEL threshold. At this level “noise causes a material change in behaviour such as keeping windows closed for most of the time or avoiding certain activities during periods when the noise is present.” For exposure above SOAEL “the planning process should be used to avoid this effect occurring, by use of appropriate mitigation such as by altering the design and layout.”

10.2.25 The noise and vibration levels used for LOAEL and SOAEL in this assessment are defined in paragraphs 10.2.124 to 10.2.134, below.

10.2.26 The guidance continues to state that at “the highest extreme, noise exposure would cause extensive and sustained changes in behaviour without an ability to mitigate the effect of noise. The impacts on health and quality of life are such that regardless of the benefits of the activity causing the noise, this situation should be prevented from occurring.”

IEMA Guidelines for Environmental Noise Impact Assessment

10.2.27 The Institute of Environmental Management and Assessment (IEMA) Guidelines for Environmental Noise Assessment provide guidance on noise assessment in the EIA context. The guidelines define key methodologies used within the noise impact assessment process, and provide advice on their limitations. They are relevant to all scales of the BEE. In the context of this assessment, the IEMA guidelines have been used to inform the definition of receptor sensitivity and the relation between magnitude of impact and significance of effect of noise changes upon those receptors.


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10.2.28 The guidelines explain that as noise levels generally vary with time, a considerable effort has been devoted to the development of noise metrics to characterise a noise climate as a readily-understood single-Drawing description. However, the guidelines point out that although many of the adverse effects of noise increase with noise level, whichever metric is used, the precise exposure-response relationships are still the subject of research. Moreover, the guidance points out the dose-response curves represent typical responses and not the response of any particular individual.

10.2.29 The guidance sets out a generic cause-effect model for the behavioural reaction to noise in three levels. First level: noise disturbs activity by causing distraction or interference. Such effects may

be classified as “detection, distraction, speech interference, disruption of work or mental activity and sleep disturbance;”

Second level: response is “annoyance;” and Third level: “overt reaction, including complaints.”

10.2.30 There is generally no point at which noise is “acceptable” or equally “intolerable”. There is no step change in response to noise and some people will “remain highly annoyed [by noise] despite the fact that they are exposed to relatively low noise levels.”

10.2.31 The guidance notes that while many dose-response relationships are based on steady states, research indicates that “relatively higher levels of disturbance are experienced in the short-term immediately after a change in noise has occurred.” The guidance also provides useful terminology definitions for noise impact assessments that have been adopted within this assessment: noise impact is the difference in the acoustic environment before and after

implementation of the proposals, and may be an increase or a decrease; noise effect is the consequence of the noise impact such as the degree of annoyance and

is therefore dependent on both the receptor and its sensitivity, and may be negative or positive; and

significance of effect is the evaluation of the noise effect and the decision on whether or not the noise impact is significant.

Calculation of Railway Noise

10.2.32 The Calculation of Railway Noise (CRN) sets out the method to be used for calculating noise from railways and other guided transport systems. In this assessment, CRN has been used to calculate noise from trams and noise from mainline railways.

10.2.33 The calculation methodology takes account of the train/tram type, its speed and service frequency, and environmental factors such as the distance from the track to receptors, ground and air absorption, diffraction around barriers and façade reflections.


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10.2.34 CRN has been used to calculate mainline train noise and noise associated with the proposed HS2 Curzon Street Station within the study area, and noise from trams along the BEE route.

10.2.35 The noise from trams is the predominant direct operational noise impact considered in this assessment. The noise from mainline trains (along with road traffic) contributes to the ambient noise.

Calculation of Road Traffic Noise

10.2.36 Calculation of Road Traffic Noise (CRTN) provides procedures for predicting noise levels at sensitive receptors for a given flow of road traffic.

10.2.37 The calculation methodology takes account of the volume of traffic, its speed and the mix of cars and heavy vehicles, the road surface type, and environmental factors such as the distance from the road to receptors, ground and air absorption, diffraction around barriers and façade reflections.

10.2.38 In this assessment CRTN has been used to calculate the noise due to road traffic (cars, lorries and buses, but not trams) as these contribute to the context of the noise from the BEE.

10.2.39 The noise from road traffic is the predominant indirect operational noise impact considered in this assessment. Noise from road traffic (along with mainline trains) contributes to the ambient noise against which the direct and indirect impacts of the BEE have been calculated.

The Design Manual for Roads and Bridges

10.2.40 The Design Manual for Roads and Bridges (DMRB) Volume 11, Section 3, Part 7; HD213/11

describes a methodology for the assessment Noise and Vibration impacts from road projects in the UK. A method for assessment of both long and short-term impacts is provided. Table 10.1, below, shows that DMRB describes a short-term change in noise levels (noise impact) of 1dB or more as non-negligible but raises this to 3dB for the long-term. It should be noted that the NPPF makes an exception for locations that are already subject to high noise levels as discussed in paragraph 10.2.13: for these locations even a small increase in noise may result in a significant adverse effect and for the purposes of this assessment a small increase is defined as an increase of 1dB and applies in both the short-term and the long-term.

Table 10.1: Classification of magnitude of short and long-term noise impacts due to changes in road traffic noise

Magnitude of impact Noise change [dB]

Short-term Long-term

No change 0 0

Negligible 0.1 to 0.9 0.1 to 2.9

Minor 1 to 2.9 3 to 4.9


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Magnitude of impact Noise change [dB]

Moderate 3 to 4.9 5 to 9.9 Major 5+ 10+

UK Tram Guidance

10.2.41 A series of documents have been produced (DeltaRail, 2007) as an outcome of a study into the environmental noise and vibration issues for the tram and light rail industry in the UK. The documents include: Phase 1a, peer review of existing and proposed schemes; Phase 1b, peer review of existing noise and vibration legislation, standards and

guidelines; Phase 2a, systems and component guidance on acceptable levels of noise and vibration; Phase 2b report 1, best practice guidance noise and vibration generation standards and

monitoring; and Phase 2b report 2, best practice guidance design and specification for minimum noise and

vibration impact mitigation and avoidance of emerging problems during operation.

10.2.42 The phase 2a report describes the following elements of tram systems as responsible for operational noise and vibration emission: wheel-rail interaction: the rolling noise from trams is caused by vibration excitation of the

wheels and rails by the combined roughness at their interface. Rolling noise is generated as the wheels, rails and track-form radiate noise in response to the vibration excitation. Noise and vibration are also produced at discontinuities in the track such as at rail joints, switches and crossings;

curving noise is produced at curves of small radius and includes curve squeal which is predominantly high frequency tones or lower frequency components, sometimes called “graunching”;

traction equipment including particularly gears and fans, compressors and friction brake; electrical control equipment includes items such as inverters, thyristors and choppers that

can produce both tonal noise at low frequencies (a hum) and at high frequencies (a whistle) at either constant or variable pitch;

bells, horns and audible warning devices: while these are necessary to alert road users and track workers they may also be a source of disturbance for residents in the vicinity of the tracks;

public address systems either located at stations and stops or on board the tram can cause annoyance;

air conditioning and ventilation systems can emit fan noise and turbulent air noise; and substations and trackside cabinets may emit noise that is similar to the on-board electrical

control equipment described above.

10.2.43 Although some of the noise and vibration specifications given in the Phase 2b report have been superseded by Government policy such as the NPPF (paragraph 10.2.10) and the


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NPSE (paragraph 10.2.14), the mitigation measures to control noise and vibration are still valid and appropriate.

The World Health Organization Guidelines for Community Noise

10.2.44 The World Health Organization (WHO) Guidelines for Community Noise, 19997 are intended to guide the long-term management of community noise to help meet the WHO’s core objective of “the attainment by all peoples of the highest possible levels of health.” They set out various recommended noise guide values for specific activities.

10.2.45 The guidelines state that to “protect the majority of people from being seriously annoyed during the daytime, the outdoor sound level from steady, continuous noise should not exceed 55 dB Leq on balconies, terraces and in outdoor living areas. To protect the majority of people from being moderately annoyed during the daytime, the outdoor sound level should not exceed 50 dB Leq. Where it is practical and feasible, the lower outdoor sound level should be considered the maximum desirable sound level for new development.”

World Health Organization Night Noise Guidelines for Europe

10.2.46 The WHO Night Noise Guidelines for Europe, 20098 reviewed available evidence of health effects of night-time noise across Europe, and derived health-based guideline values. For levels of Lnight,outside between 30dB and 40dB the guidance states that a number of effects on sleep are observed including “body movements, awakening, self-reported sleep disturbance, arousals. The intensity of the effect depends on the nature of the source and the number of events. Vulnerable groups (for example children, the chronically ill and the elderly) are more susceptible. However, even in the worst cases the effects seem modest. Lnight,outside of 40 dB is equivalent to the lowest observed adverse effect (LOAEL) for night noise.”

10.2.47 The guidelines state that an interim target (IT) of 55dB Lnight,outside is recommended “in the situations where the achievement of night noise guidelines is not feasible in the short run for various reasons. It should be emphasized that IT is not a health-based limit value by itself. Vulnerable groups cannot be protected at this level. Therefore, it should be considered only as a feasibility-based intermediate target which can be temporarily considered by policy-makers for exceptional local situations.”


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British Standard 4142: Methods for rating and assessing industrial and commercial sound

10.2.48 British Standard (BS) 4142:2014 can be used for assessing the effect of sound from mechanical services and plant on people at residential properties. The method compares the difference between ‘rating level’ of the new sound, with the ‘background level’ at the receptor position.

10.2.49 The level of sound from a proposed plant item, the ‘rating level’, is predicted in terms of dB Leq, and compared to the existing background noise level, in terms of dB L90. If the sound source is impulsive, intermittent, has a specific sound features characteristic or tonal in nature, then the ‘rating level’ includes a number of appropriate cumulative penalties up to a maximum of +18dB, although in practice penalties are likely to range from 0 to 10dB.

10.2.50 BS4142:2014 provides the following guidance based on the difference obtained by subtracting the rating level from the background level: typically, the greater this difference, the greater the magnitude of the impact; a difference of around +10dB or more is likely to be an indication of a significant adverse

impact, depending on the context; a difference of around +5dB is likely to be an indication of an adverse impact, depending

on the context; and the lower the rating level is relative to the measured background sound level, the less

likely it is that the specific sound will have an adverse impact or significant adverse impact. Where the rating level does not exceed the background sound level, this is an indication of the specific sound source having a low impact, depending on the context.

10.2.51 BS4142 has been used to assess the noise from the substations in this assessment.

British Standard 6472: Guide to evaluation of human exposure to vibration in buildings: vibration sources other than blasting

10.2.52 BS 6472-1:2008 provides guidance on predicting human response to vibration in buildings together with advice on measurement methods to be employed. Methods of assessing continuous, intermittent and impulsive vibration are included in the standard.

10.2.53 The standard describes how to determine the Vibration Dose Value (VDV) from frequency-weighted vibration measurements. The VDV (10.2.114) is used to estimate the probability of adverse comment which might be expected from human beings experiencing vibration in buildings.

10.2.54 BS 6472 has been used to define LOAEL and SOAEL for operational vibration from the trams.


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British Standard 5228 Code of practice for noise and vibration control on construction and open sites – Part 1: Noise

10.2.55 BS 5228-1 provides a methodology for predicting noise levels generated by fixed and mobile plant used in a range of typical construction operations. The standard includes a database of noise levels at a reference distance of 10m from the source and a simple noise propagation model that can be used to make allowances for effects such as source-receiver distances, ground properties and utilisation time.

10.2.56 BS 5228-1 has been used to assess noise from all construction phases of the BEE and to define the LOAEL and SOAEL for construction noise.

BS 5228 Code of construction practice for noise and vibration control on construction and open sites – Part 2: Vibration

10.2.57 BS 5228-2 provides guidance on the effect of vibration and the likelihood it will cause complaint and cosmetic damage to buildings. The assessment of vibration impacts arising due to the BEE has been carried out in accordance with this standard.

10.2.58 BS 5228-2 has been used to assess vibration from all construction phases of the BEE and to define the LOAEL and SOAEL for construction vibration.

Regional and local policy

The Promoter’s noise and vibration policy

10.2.59 The Promoter’s noise and vibration policy, 2014 (see ES Volume 2 Technical Appendix M2) addresses the design and operation of future extensions to the Midland Metro network. The policy adopts the principles of Planning Policy Guidance Note 2, together with legislation, national policies and guidance and commits to contributing to sustainable development through considering social, ethical and community factors in addition to economic and environmental viability.

10.2.60 The policy states that The Promoter will strive to produce noise at levels below the Noise Insulation Regulations limits that are set out in paragraph 10.2.5. It also states that noise mitigation will be considered when free-field noise levels exceed: 55dB Leq day-time (06:00 to midnight); and 45dB Leq night-time (midnight to 06:00).

10.2.61 An additional criterion is specified in the policy for maximum noise levels at night-time (midnight to 06:00) to avoid sleep disturbance. The specified level is: 82dB Lmax,slow up to six times per hour at night.

10.2.62 The policy sets out the criteria for mitigation as follows:


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Increase of less than 3dB – no mitigation required; and Increase of more than 3dB – mitigation will be “considered on a case by case basis, with

increasing priority for greater noise increases.”

10.2.63 The policy states that mitigation measures will be implemented using best practicable means including reference to local conditions, technical and financial issues and safety.

10.2.64 The policy also sets out criteria for track-forms to be designed using best practicable means to control vibration. The vibration criteria, that have also been used to define LOAEL in this assessment, are expressed in terms of the VDV levels as: 0.4 m/s1.75 daytime (06:00 to midnight); and 0.2 m/s1.75 night-time (midnight to 06:00).

10.2.65 Ground-borne noise criteria are also presented in the policy which states that best practicable means will be used to keep within Lmax,slow levels that are dependent on building type as follows9:: 25dB – theatres and concert halls; 30dB – TV and recording studios; 35dB – places of worship, courts, libraries, lecture theatres; and 40dB – dwellings, schools, hospitals.

10.2.66 The policy commits to a maintenance programme, particularly the wheel and rail surfaces and to noise and vibration monitoring for extensions. It also states that notice of potentially noisy maintenance activity will be given to the local authority and affected residents.

10.2.67 The policy states that lift-over crossings that can reduce noise and vibration will be installed at noise and vibration sensitive locations where turn-back or crossovers are required.

Birmingham City Council Environmental Protection Unit Response to Planning Consultation Note, 1 Noise and Vibration 2016

10.2.68 This Birmingham City Council (BCC) Environmental Protection Unit (EPU) Response to Planning Consultation Note, 1 Noise and Vibration (2016) document highlights the relevant planning policies with regard to noise and vibration matters in the BCC Core Strategy. It sets out noise and vibration guidance in the context of NPPF and the NNPSE. The document provides general guidance to BCC Environmental Protection Officers when consulting planning applications and making recommendation on planning conditions relating to noise and vibration.

10.2.69 The guidance states:

9Although not given in the noise and vibration policy, a value of 45dB is considered appropriate as a ground-borne noise limit offices and commercial premises


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“Where proposals are expected to have no observed effect then [the EPU] will not object on noise grounds;”

“Where proposals are predicted to have an adverse impact then EPU recommendations will be based on the context of each application; and”

“Where proposals are expected to have a significant adverse impact then [the EPU] department will recommend the application is refused.”

10.2.70 The BCC guidance is thus very closely aligned with the objectives of the NPPF(paragraph 10.2.10) and the NPSE.

10.2.71 The guidance also presents tables for the values of LOAEL and SOAEL for façades under a range of circumstances: adverse effect levels for new noise sensitive development are given for general

environmental noise, road and rail traffic. The LOAEL value is 55dB Leq,16h for daytime (07:00 to 23:00) and 50dB for night-time (23:00 to 07:00). The SOAEL value is 72dB Leq,16h for daytime and 67dB for night-time; and

adverse effect levels for industrial and commercial noise at new noise sensitive developments are based on the difference between the rating level of the new noise source, Lr, and the background noise, Lbg. The LOAEL value is Lr ~ Lbg during the hours of operation of the source and 55dB LF,max during the evening/night (from 19:00 to 07:00) and the SOAEL value is Lr ~ Lbg+10dB at all times.

10.2.72 LOAEL and SOAEL values for the introduction of trams are not specified in the guidance so the values of LOAEL and SOAEL for new noise sensitive development subject to general environmental noise from road traffic and rail traffic have been used to define LOAEL and SOAEL for operational noise in this assessment.

Methodology

10.2.73 A range of modelling techniques, supplemented with measurements where appropriate, has been used to calculate construction and operational noise and vibration in this assessment; in every case the most appropriate calculation and evaluation methodology has been applied. A summary of the calculation procedures applied is given in Table 10.2, below, which also shows where the calculation method is discussed in this chapter and the significance criteria that have been applied to each impact type within this assessment.

Table 10.2: Calculation method summary

Impact type Calculation method Significance criteria

Construction noise BS5228-1 (10.2.55) Table 10.9

Construction vibration BS5228-2 (10.2.57) Table 10.10

Operational noise (road and rail traffic, and trams)

CRTN, CRN (10.2.36, 10.2.34) Table 10.11

Tram pass-by noise (night-time) Direct measurement existing trams The Promoter’s noise and


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Impact type Calculation method Significance criteria (discussed in appendix) vibration policy (10.2.61)

Tram ground-borne noise FTA method (discussed in appendix) The Promoter’s noise and vibration policy (10.2.65)

Operational noise (substation) BS4142 and measurements (10.2.48) Table 10.13

Operational vibration (tram) Measurements Table 10.12

10.2.74 The operational noise impacts of the BEE are classified in this assessment as direct or indirect (Table 10.3). The direct impacts are due to the emissions from the track and trams, and electrical substation and are predominantly close to the BEE route. The indirect impacts are the noise increases or decreases due to changes in traffic flow when the BEE is operational. The study area for the operational noise impacts is described below.

Table 10.3: Operational noise impact classification

Impact type Principal source(s)

Direct Track, tram, substation

Indirect Changes in road traffic volumes, speeds and mix (% heavy vehicles)

Operational noise study area

10.2.75 The study area for operational noise is defined using a methodology adapted from DMRB (10.2.40) using roads that are affected by the BEE. An affected road is one in which there is an increase in day-time flow of at least 25% or a reduction of 20% (corresponding to 1dB) in the opening year and where the flow exceeds 50 vehicles per hour in either the opening year or in the design year. The roads subject to a change in flow are determined from traffic data (paragraph 10.2.76).

10.2.76 The traffic data represents the flows (volume and speed) on all roads in the vicinity of the BEE including cars, lorries and buses but excluding trams. It represents AADT (annual average daily traffic) and AAWT (annual average week-day traffic) data and is derived from a combination of the 2015 observations and 2011/2021/2031 traffic data. It reflects all changes in traffic flows that are anticipated through growth and development (including HS2 Curzon Street Station). The data comprises the flows for Do-Something and Do-Minimum (i.e. with and without the BEE respectively) for the years 2021 to represent the anticipated opening year of the BEE and 2031 to represent a future design year (see Chapter 5: EIA Methodology for further information).

10.2.77 The study area boundary is 100m from all affected roads – this is an area that has been selected to ensure that it captures all receptors that are likely to be subject to a change of 1dB or more in the opening year (10.2.75). It includes the whole of the BEE route and many surrounding roads. The study area boundary is shown in Figure 10.1 below and it is noted that it is predominantly in a region that is approximately 1.2km by 0.7km with a small number of isolated additional roads. The study area contains 5,796 residential receptors and 6,304 non-


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residential receptors. Further details of the study area boundary in relation to the noise assessment are given in the noise drawings contained in ES Volume 2 Technical Appendix M1 Noise and Vibration Technical Information.

Figure 10.1: Operational noise study area

Construction noise and vibration assessment

10.2.78 Construction noise and vibration have been assessed for a range of receptors that are close to the BEE alignment where construction activity will take place. This is a much smaller area than the study area for operational noise considered in paragraph 10.2.75. Details about these receptors and the distance to the BEE centre line from the nearest façade are given in Table 10.4.

10.2.79 The sample was selected to cover the nearest receptors over the extent of the BEE. Where several receptors were located a similar distances from the construction works these were condensed and deemed to be representative of the other receptors in that area.

10.2.80 Positions were chosen based on their location (generally the nearest as more sensitive) relative to the BEE and also based on where the baseline noise measurements (Section 10.5, below) were carried out.


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Table 10.4: Receptor locations and distance from the BEE alignment

Receptor Nature of use Distance [m]

Staybridge Hotel 44 - 80 Corporation Street (R1) Hotel 62

84 Bull Street (R2) Offices 25

The Priory Rooms, 40 Bull Street (R3) Offices 65

Birmingham Civil Justice Centre (R4) Offices/court rooms 29

57 High Street (R5) Offices 30

Albert street Offices (R6) Offices 35

Travelodge - Carrs Lane (R7) Hotel 46

St Michael's Church, Moor Street (R8) Church/Place of Worship 22

Hotel LaTour/Albert Street (R9) Hotel 15

2 Mass House Lane (R10) Residential Receptor 22

15 Bartholomew Row/Birmingham Uni (R11) Education/College 61

Student Accommodation, 250 Jennens Rd (R12) Residential Receptor 71

The Woodman, New Canal Street (R13) Office/Public House/Residential Receptor

45

Curzon Street Station, New Canal Street (R14) Unknown 60

Digbeth Hall, 117 New Canal Street (R15) Venue 7

New Bartholomew Street (R16) Offices 48

8A Bordesley Street (R17) Residential Receptor 84

17 New Canal Street (R18) Residential Receptor 6

90 Meriden Street (R19) Residential Receptor 9

6 Coventry Street (R20) Venue 20

99 Coventry Street (R21) Residential Receptor 7

South City College - Fusion centre, High Street (R22) Education/College 9

82-84 Digbeth (R23) Residential Receptor 6

South City Collee Fusion 2 Centre (R24) Education/College 20

Bus Station, Digbeth (R25) Offices/Bus Station 16

90 Digbeth (R26) Residential Receptor 16




Birmingham College - Digbeth Campus (R30) Education/College 18


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Calculation methods and indices

10.2.81 The assessment of construction and operational noise, and construction and operational vibration, are each considered separately.

Metrics and indices

10.2.82 In this assessment, noise is expressed in terms that include both ambient levels and changes in noise level from the existing baseline (noise impacts – see paragraph 10.2.31). The metrics used include: L10, the A-weighted10 sound level in decibels11 (dB) that is exceeded 10% of the time

which is used widely as the standard index for traffic noise; L90, sound level that is exceeded 90% of the time which is used widely as the standard

index for background noise; Leq which is the equivalent continuous sound level that has the same A-weighted acoustic

energy as a fluctuating noise; Lmax which is the maximum sound pressure level measured over a given period; Lnight,outside which is the free-field Leq for the night-time; Lbg the background noise level (equivalent to L90) used in assessment of substation noise;

and Lr the rating level used in the assessment of substation noise.

10.2.83 L10, L90 and Leq are associated with periods of time such as the 18 hours of daytime (from 06:00 to midnight) so are usually denoted with nomenclature that includes the A-weighting and the time period as in LA10,18h.

10.2.84 In this assessment all dB values are A-weighted unless specified otherwise and so the A suffix has been omitted12. A further metric used for night-time noise assessment is Lnight,outside; this is Leq,8h for the night-time period from 23:00 to 07:00. Unless stated otherwise all the noise values in this assessment are free-field levels representing the noise levels that are unaffected by reflections in close proximity to reflecting surfaces such as buildings but they do include the effects of topography, and all highway and railway cuttings and embankments. In some cases noise values are expressed as façade levels – these are typically 2 to 3dB higher than free-field levels because they include the reflection of noise close to the façade of a building that faces the noise source.

10 A-weighting compensates for the relatively low sensitivity of human hearing to low and very high frequencies and A-weighted sound levels are usually expressed in dB(A) or in dB if the A-weighting is already implied.

11 Decibels are the units used for sound pressure levels. The decibel scale is logarithmic (rather than linear). The threshold of human hearing is approximately 0dB(A) and the threshold of pain is approximately 130dB(A). In practice these levels are seldom experienced and typical levels lie in the range 30dB(A) for the night-time level in a quiet bedroom and 90dB(A) for the kerbside of a busy street.

12 Some of the metrics (such as Lmax, L10, and L90 but not Leq) also involve specification of a sound meter time constant which may be F for fast (the assumed default where not specified) or S for slow.


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10.2.85 The IEMA guidelines (paragraph 10.2.27) state that “the use of standard noise indicators may fail to reveal adequately the actual noise impact” of a project. In particular, the guidance points out that changes in noise character may require the use of additional metrics to fully characterise the impact and significance of the new noise source particularly if, say, a source of transient noise is introduced into an environment that is dominated by steady-noise or vice-versa. For most receptors the operational noise associated with direct impacts from the BEE will be predominantly due to the passage of trams travelling along the BEE route. The operational noise associated with indirect impacts is due to changes in traffic volume, mix and speed. The sources producing both direct and indirect impacts are therefore somewhat similar to the existing noise character for central Birmingham.

10.2.86 The CRN (paragraph 10.2.34) procedures calculate Leq values while the CRTN (paragraph 10.2.36) procedures calculate L10 from which Leq may be calculated using established conversion formulae from the Transport Research Laboratory (2002). However, there is no robust equivalent calculation procedure for other indices such as Lmax (the maximum transient sound level) or L90 so these cannot be computed from tram, rail or traffic data.

10.2.87 Ground-borne vibration can be assessed in terms of peak particle velocity (PPV) which has units of mm/s. The low frequency of this vibration means that it is not audible but can be felt when at higher levels, but still well below the levels needed to produce cosmetic damage in buildings.

10.2.88 The effect of building vibration on the people within is assessed using the VDV as defined in BS6472 (10.2.52). The VDV is cumulative (increases in value with duration) and has the unit of m.s-1.75.

Noise from construction activities

10.2.89 BS 5228-1 (paragraph 10.2.55) does not define strict criteria to determine the significance of noise impacts although examples of how limits of acceptability have been applied historically and some examples of assessing significance are provided in the standard: Example Method 2 - 5 dB(A) change (Annexe E 'Significance of Noise Effects' Section E.3.3 of ES Volume 2 Technical Appendix M1: Noise and Vibration Technical Information) has been adopted for the assessment of effects at sensitive receptors as the approach considers the expected changes in ambient noise levels and better reflects conventional environmental impact assessment methodologies compared with the use of fixed or absolute noise limits.

10.2.90 Noise levels generated by construction activities are deemed to be potentially significant if the total noise (pre-construction baseline noise plus construction noise) exceeds the pre-construction baseline noise by 5dB or more, subject to lower cut-off values from the site alone of 65dB Leq (daytime), 55dB Leq (evening) and 45dB Leq (night-time) from construction noise alone, for a duration of one month or more, unless works of a shorter duration are likely to result in significant effect.


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10.2.91 The daytime period is defined in BS5228-1 as 07:00 to 19:00, the evening period as 19:00 to 23:00 and the night-time period as 23:00 to 07:00.

10.2.92 The standard also includes examples of thresholds to determine the eligibility for noise insulation and temporary rehousing. For weekday construction activity between 08:00 and 18:00 the noise level threshold is 75dBLeq,10h for construction lasting one month or more.

10.2.93 The criteria used to assess the significance of construction noise are set out in Table 10.9.

Construction traffic

10.2.94 Construction traffic including both material deliveries and staff access using the existing road network is evaluated based upon its likely contribution to increase in the overall traffic flows on approach routes. An increase in traffic flow of 25% would be required to increase noise levels by 1dB - the lowest change perceptible in the short-term (paragraph 10.2.40).

Construction vibration

10.2.95 In general, vibration arising from construction activities is ground-borne and, for example, in the case of typical earthworks activities, may be generated by operations such as ground compaction, piling and the movement of vehicles over irregular surfaces. While it is generally recognised that it is not realistic to undertake a detailed prediction and assessment of construction vibration as it is a complex subject that comprises of many factors, indicative values may be obtained using the empirical formulae in BS5228-2 (paragraph 10.2.57).

10.2.96 BS 5228-2 also provides guidance on the effect of ground-borne vibration and the likelihood that this will cause complaint and the onset of cosmetic damage to buildings. The standard does not indicate whether particular levels of vibration are significant.

10.2.97 However, the standard does provide the following guidance on effects: at a vibration level of 0.14mm/s “vibration might be just perceptible in the most sensitive

situations for most vibration frequencies associated with construction”; at a vibration level of 0.3mm/s “vibration might be just perceptible in residential

environments”; at a vibration level of 1.0mm/s “it is likely that vibration in residential environments will

cause complaint, but can be tolerated if prior warning and explanation has been given to residents”; and

at a vibration level of 10mm/s “vibration is likely to be intolerable for any more than a very brief exposure to this level in most building environments.”

10.2.98 The criteria used to assess the significance of construction vibration are set out in Table 10.10.


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Operational noise

10.2.99 The assessment of operational noise and vibration impacts considers the conditions in the year of the BEE opening, 2021, and in the BEE design year, 2031. The design year is the 10th year after the opening year as this is considered to represent the time when operation of the BEE will reach a stable peak and therefore any associated adverse impacts will have greater magnitude.

10.2.100 This assessment is based on the following operational scenarios: Do minimum opening year (DMOY) 2021 – normal growth flows on all traffic routes in the

year of opening (inclusive of all committed development traffic flows) and without the operation of the BEE route;

Do something opening year (DSOY) 2021 - normal growth flows on all traffic routes in the year of opening (inclusive of all committed development traffic and the BEE traffic flows) and the operation of the BEE route; and

Do something design year (DSDY) 2031 - normal growth flows on all traffic routes 10 years after opening (inclusive of all committed development traffic and the BEE traffic flows) and the operation of the BEE.

10.2.101 The assessment compares noise levels as follows: DSOY compared with DMOY – this includes both direct and indirect impacts associated

with the BEE for the opening year; DSDY compared with DMOY – this includes both direct and indirect impacts and shows

the long-term effect of noise changes for normal growth and the BEE for the design year; and

DMOY combined with BEE tram noise compared with DMOY – this includes all direct operational effects in the opening year but excludes indirect effects such as those due to traffic flow changes. It therefore shows the direct impact of the tram on the existing ambient noise without the indirect effects such as those due to traffic flow changes

10.2.102 Operational noise from the tram has been calculated using acoustic noise modelling software CadnaA which applies the procedures of the CRN methodology (paragraph 10.2.32) although corrections have been applied to address differences between the acoustical characteristics of trams and mainline train noise. Differences include operation at much slower speed and the closer proximity of receptors to the BEE alignment. The CRN calculations are based on measurements of noise from the Urbos 3 tram on the existing Midland Metro network. Noise data includes tram operation at a range of speeds.

10.2.103 Tram noise has been calculated for typical average weekdays with operational frequency shown in Table 10.5 below.


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Table 10.5: BEE tram operational frequencies

Time Period

Maximum number of trams operating per hour

Monday to Wednesday Thursday to Saturday Sunday

06:00 – 20:00 10 10 10

20:00 – 01:00 4 - -

20:00 – 03:00 - 4 4

10.2.104 Road noise has been calculated using CRTN (paragraph 10.2.36) for AAWT traffic data (paragraph 10.2.76) in accordance with the methodology set out in DMRB (paragraph 10.2.40) with computations carried out using CadnaA.

10.2.105 Noise levels from mainline railways have been derived from the England Noise Map Viewer13 by (Extrium, 2016). Three routes have been included: Birmingham Moor Street Station to Bordesley Station, Birmingham New Street Station to Adderley Park Station, and Birmingham New Street Station to Duddeston Station. CRN (paragraph 10.2.86) has then been used to model the railways so that the sound pressure levels are equivalent to those presented in the strategic noise map. Noise levels for HS2 have been derived from the HS2 environmental statement (HS2, 2013). The railway noise calculations have also been carried out using CadnaA.

10.2.106 The do-minimum and do-something scenarios include all committed and funded transport schemes including all HS2 network changes in place prior to its opening, see Chapter 5: EIA Methodology for further information.

10.2.107 Ordnance Survey address-point data has been used to locate residential receptors. Where multi-occupancy of buildings has been identified by the data, the nearest point of the façade of that building has been used in the calculations. This may have overestimated impacts in some cases as it is more likely that residential units would be evenly distributed, with some having greater screening from traffic noise sources than others. Building use has been identified for each address point, and has been summarised as residential or other.

10.2.108 The topography in the noise model for all calculations has been derived from 2m XY LiDAR data with a height resolution of ±1.0m. Height information from the scheme drawings has been used in conjunction with the baseline topography for all the noise calculations.

10.2.109 The criteria used to assess the significance of road traffic and tram noise are set out in Table 10.11.

13 Noise levels modelled on a 10 m grid at a receptor height of 4 m above ground as an outcome of the strategic noise mapping exercise undertaken by Defra in 2012 to meet the requirements of the Environmental Noise Directive (10.2.2) and the Environmental Noise (England) Regulations 2006 (10.2.4).


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10.2.110 The impact of individual tram pass-bys is not be fully described by the use of weekday daytime average noise levels. Therefore, in addition to considering the impact in terms of average noise levels, the short-term noise impacts during the pass-by of an individual tram are considered using maximum pass-by noise levels i.e. the Lmax descriptor. This is likely to be of greater relevance in the hours of operation after 18:00 and before 06:00 when baseline traffic noise levels reduce and when people are more likely to be at home.

10.2.111 The calculated values have been used to assess the risk of non-compliance with the Promoter’s noise and vibration policy criteria for maximum noise levels in the night-time (10.2.61).

10.2.112 Ground-borne noise has been estimated using a method described in the technical appendix. The estimated values have been used to assess the risk of non-compliance with the Promoter’s noise and vibration policy criteria for ground-borne noise (paragraph 10.2.65).

Operational vibration

10.2.113 Tram movements cause vibration impacts which may affect adjacent sensitive receptors. This has been assessed in terms of potential could lead to damage to building structure and cause annoyance to people within a building.

10.2.114 VDV (paragraph 10.2.88) has been used to assess the likelihood of adverse impacts from the BEE to the nearby receptors inside a building. BS6472-1 (paragraph 10.2.52) provides guidance on determining the VDV through measurement, and an alternative approach where the VDV can be estimated based on short-term acceleration measurements of repeating or continuous vibration events.

10.2.115 The procedure for calculating operational vibration is described in the technical appendix.

10.2.116 BS6472-1 states that the VDV defines a relationship that yields a consistent assessment of continuous, intermittent, occasional and impulsive vibration and correlates well with subjective human response to vibration. The standard provides a guide on the range of VDV which might result in various probabilities of adverse comment in residential building as set out in Table 10.6 below.

Table 10.6: BS6472 vibration criteria (VDV) showing the probability of adverse comment in residential buildings

Place and time Low probability of adverse comment VDV [m/s1.75]*

Adverse comment possible VDV [m/s1.75]

Adverse comment probable VDV [m/s1.75]#

Residential buildings 16h day

0.2 to 0.4 0.4 to 0.8 0.8 to 1.6

Residential 0.1 to 0.2 0.2 to 0.4 0.4 to 0.8


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Place and time Low probability of adverse comment VDV [m/s1.75]*

Adverse comment possible VDV [m/s1.75]

Adverse comment probable VDV [m/s1.75]#

buildings 8h night

*below this range adverse comment is not expected. #above this range adverse comment is very likely.

10.2.117 The criteria used to assess the significance of tram vibration in this assessment, informed by the Promoter’s noise and vibration policy (10.2.59) and Table 10.6 are set out in Table 10.12.

Assessment of value/sensitivity

10.2.118 Noise affects people in a number of different ways. This may include factors such as annoyance and sleep disturbance, enjoyment of quiet spaces, ability to communicate with others, ability to concentrate at home or at work, participation in social and community activities. As a consequence, it is not appropriate to consider a single criterion when assessing the value of an existing noise environment.

10.2.119 Table 10.7 sets out classes of sensitive receptors that are considered in this assessment and Table 10.8 sets out criteria to be used in determining the sensitivity of a receptor. In this assessment the variation in the sensitivity of receptors in terms of noise and vibration impact is taken into account by applying different scales to classify magnitude of impact (e.g. by using different scales for daytime and night-time) rather than by varying the assignment of sensitivity to specific types of receptors.

Table 10.7: Noise and vibration resources and receptors

Resource / receptor Description

Dwellings Houses and any other building in residential use such as public houses, hotels etc.

Commercial premises Shops, offices etc.

Community facilities Libraries, public halls, sports centres, theatres, concert halls, places of worship etc.

Recreational facilities Amenity areas, footpaths, sports grounds etc.

Educational establishments

Schools, university campus etc.

Designated sites If relevant, environmentally sensitive areas and buildings sensitive to the effect of noise and vibration.

Other Any other premises highly sensitive to noise and vibration such as laboratories etc.

Table 10.8: Sensitivity criteria

Sensitivity Criteria

High Receptors where occupants or activities are particularly susceptible to noise. Examples include: Residences, quiet outdoor areas used for recreation, conference facilities, auditoria/studios, schools in daytime, hotels, hospitals/residential care homes and religious institutions e.g. churches or mosques.


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Sensitivity Criteria

Medium Receptors moderately sensitive to noise, where it may cause some distraction or disturbance. Examples include: offices, restaurants and sports grounds where spectator noise is not a normal part of the event and where quiet conditions are necessary (e.g. golf or tennis).

Low Receptors where distraction or disturbance from noise is minimal. Examples include: residences and other buildings not occupied during working hours, factories and working environments with existing high noise levels and sports grounds where spectator noise is a normal part of the event.

10.2.120 Many of the receptors that would be affected by noise and vibration impacts from the BEE are residential dwellings and these receptors have the highest sensitivity. This assessment and the significance criteria therefore focus on these receptors.

10.2.121 The quantitative assessment of construction noise has been carried out for the receptors listed Table 10.4 that have a high sensitivity. The quantitative assessment of operational noise has been carried out for all receptors classified as either residential or non-residential applying the same significance criteria for adverse and significant adverse effects to both classifications.

Significance criteria

LOAEL and SOAEL values

10.2.122 Environmental assessment regulations and the NPPF (paragraph 10.2.10) require that the assessment considers the significance of effects on noise sensitive receptors resulting from predicted noise impacts. LOAEL and SOAEL, introduced by NPSE (paragraph 10.2.14) and applied in NPPG (paragraph 10.2.18), have been defined for the BEE based upon noise insulation threshold levels (10.2.5), WHO guidance (paragraphs 10.2.44, 10.2.46), the Promoter’s noise and vibration policy (10.2.59), BCC policy statement and guidance (paragraph 10.2.68), BS 6472 (paragraph 10.2.52) and, for construction noise and vibration, guidance from BS5228 Parts 1 and 2 (paragraphs 10.2.55, 10.2.57).

10.2.123 The following sections set out LOAEL and SOAEL for each of the noise and vibration impacts described above. It should be noted that, where necessary, the daytime period base has been modified to 18 hours to align with the CRTN (paragraph 10.2.36) assessment methodology.

LOAEL and SOAEL for construction noise

10.2.124 LOAEL for construction noise is considered to be an external free-field level of 65dB Leq,T from the site alone during daytime consistent with the lower cut-off value (daytime) of BS5228-1 example method 2 (paragraph 10.2.89).


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10.2.125 LOAEL for construction noise is considered to be a free-field level of 45dB Leq,T from the site alone during the night-time consistent with the lower cut-off value (night-time) of BS5228-1 example method 2 (paragraph 10.2.89).

10.2.126 SOAEL for construction noise is derived from BS5228 Part 1 and is the noise insulation trigger level of 75dB Leq,10h for a 10-hour construction activity daytime (paragraph 10.2.92).

10.2.127 SOAEL for night-time construction noise is based upon the WHO Night Noise Guidelines for Europe proposed Interim Target Level of 55dB Lnight,outside (paragraph 10.2.47).

10.2.128 LOAEL and SOAEL thresholds for construction noise are summarised in Table 10.9, below.

Table 10.9: LOAEL and SOAEL thresholds for construction noise

Time period Adverse effect level Free field noise level Criteria/guidance

Day LOAEL 65dB Leq,T BS5228-1 lower cut-off value example method 2 daytime

Day SOAEL 75dB Leq,T BS5228-1 noise insulation trigger threshold

Night LOAEL 45dB Leq,T BS5228-1 lower cut-off value example method 2 night-time

Night SOAEL 55dB Lnight, outside WHO Interim Target Level

LOAEL and SOAEL for construction vibration

10.2.129 LOAEL for construction vibration is considered to be a PPV of 0.3mm/s. This is considered by BS5228-2 (paragraph 10.2.97) to be just perceptible in residential environments.

10.2.130 SOAEL for construction vibration is considered to be a PPV of 1.0 mm/s. This is the threshold for vibration that is likely to cause complaint in BS5228-2 (10.2.97).

10.2.131 LOAEL and SOAEL thresholds for construction vibration are summarised in Table 10.10, below. Note there is no daytime/night-time dependency.

Table 10.10: LOAEL and SOAEL thresholds for construction vibration

Adverse effect level PPV level [mm/s] Criteria / guidance

LOAEL 0.3 BS5228 Part 2

SOAEL 1.0 BS5228 Part 2


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LOAEL and SOAEL for operational noise

10.2.132 LOAEL and SOAEL values at the façade of new noise sensitive development subject to tram noise, general environmental noise, road traffic and rail traffic are defined as the BCC policy statement and guidance (paragraph 10.2.68). These values are applied in this assessment for operational noise and are given in Table 10.11.

Table 10.11: LOAEL and SOAEL thresholds for operational noise

Time period Adverse effect Level Façade noise level Criteria/guidance

Day LOAEL 55dB Leq,16hr BCC policy statement and guidance, daytime

Day SOAEL 72dB Leq,16hr BCC policy statement and guidance, daytime

Night LOAEL 50dB Leq,8hr BCC policy statement and guidance, night-time

Night SOAEL 67dB Leq,8hr BCC policy statement and guidance, night-time

LOAEL and SOAEL for operational vibration

10.2.133 The LOAEL values for tram vibration are based on the VDV values given in the West Midland Combined Authority noise and vibration policy (paragraph 10.2.59) which are numerically the same as the upper bound of the range of values given in BS6472, Table 10.6, for a low probability of adverse comment. The SOAEL values are given by lower bound of the range of values given in BS6472 for adverse comment probable (Table 10.6)

Table 10.12: LOAEL and SOAEL thresholds for tram vibration

Time period

Adverse effect level VDV Criteria/guidance

Day LOAEL 0.4 m/s1.75 The Promoter’s policy/BS6472 low probability of adverse comment

Day SOAEL 0.8 m/s1.75 The Promoter’s policy/BS6472 low probability of adverse comment

Night LOAEL 0.2 m/s1.75 BS6472 lower bound of adverse comment probable

Night SOAEL 0.4 m/s1.75 BS6472 lower bound of adverse comment probable

LOAEL and SOAEL for substation noise

10.2.134 LOAEL and SOAEL for substation noise in the daytime are determined by reference to the BCC policy statement and guidance for noise of an industrial nature (paragraph 10.2.68). The criteria for SOAEL are similar to the criteria in BS4142 for a significant adverse impact (paragraph 10.2.48). The night-time noise criteria are derived from the WHO sleep disturbance criteria for LOAEL and WHO Interim Target level for SOAEL.


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Table 10.13: LOAEL and SOAEL thresholds for substation noise

Time period Adverse effect level Free field noise level Criteria/guidance

Day LOAEL Rating level = background

BCC policy for industrial noise, daytime

Day SOAEL Rating level = background + 10dB

BCC policy for industrial noise, daytime

Night LOAEL 40 dB Lnight, outside WHO sleep disturbance threshold

Night SOAEL 55 dB Lnight, outside WHO Interim Target Level

Significance criteria

10.2.135 The NPPF (paragraph 10.2.10) and NPSE (paragraph 10.2.14) aims are to avoid significant adverse impacts and mitigate adverse impacts. However, simply breaching the LOAEL and SOAEL thresholds do not form adequate significance noise criteria because: Receptors that are already above SOAEL may nevertheless be subject to minor,

moderate or major impacts but would not be classified as subject to significant adverse impact as the threshold for SOAEL would not be crossed;

Similarly receptors that are already above LOAEL may be subject to minor, moderate or major impacts that while insufficient to cross SOAEL would otherwise not be classified as subject to adverse impact; and

Receptors may cross the LOAEL or SOAEL thresholds with a negligible impact when initially only just below the threshold whereas it is customary for the increase in noise levels to pass a minimum threshold such as the 1dB increase set out in the Noise Insulation Regulations, the 5dB increase set out in BS5228 and the 1dB and 3dB increases set out for the short-term and long-term respectively in DMRB (paragraph 10.2.40).

10.2.136 Therefore, for the assessment of construction noise from the BEE: a significant adverse impact is one for which total noise (pre-construction baseline noise

plus construction noise) exceeds the pre-construction baseline noise by 5dB or more, and where SOAEL (Table 10.9) is exceeded; and

an adverse impact is one for which total noise (pre-construction baseline noise plus construction noise) exceeds the pre-construction baseline noise by 5dB or more, and where LOAEL (Table 10.9) is exceeded but SOAEL is not exceeded.

10.2.137 For the assessment of operational noise from the BEE: a significant adverse impact is one for which noise level changes by at least 1 dB and

where SOAEL (Table 10.11) is exceeded. This reflects the NPPF interpretation of significant adverse effects as set out in paragraph 10.2.13; and

an adverse impact is one for which the noise level changes have a minor, moderate or major impact in accordance with Table 10.1 and where LOAEL (Table 10.11) is exceeded but SOAEL is not exceeded. This also means that different criteria apply in the short-term


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and the long-term. In the short-term a non-negligible noise impact is a change of 1 dB or more, whereas in the long-term a non-negligible noise impact is a change of 3dB or more in accordance with DMRB.

10.2.138 The situation for vibration is simpler than for noise as it is assumed that existing vibration levels are significantly less than the threshold criteria. An adverse impact is one in which LOAEL is exceeded and a significant adverse impact is one in which SOAEL is exceeded.

10.3 Consultation with BCC

The Planning and Regeneration department of BCC was contacted by email and provided with an outline of the proposed methodology for the noise and vibration assessment. BCC acknowledged that the proposed methodology was appropriate. The only concern expressed by BCC was a need to establish appropriate conditions to attach to the deemed planning consent (as has been applied to other extensions of the Midland Metro network). See ES Volume 2 Technical Appendix F: EIA Consultation Information for further details. BCC has been consulted on the noise aspects of the Draft Planning Conditions that will be submitted with the TWA application. The conditions include the requirement that the BEE shall be designed and operated in accordance with the Midland Metro Extension Noise and Vibration Policy February 2014 (or any subsequent version).


10.4.1 The assumptions made in the assessment and the limitations that these impose are discussed in this section.

10.4.2 Precise information on the type, quantity, location and utilisation of plant and equipment to be used during the construction phase is not available at this stage and will be dependent on the working methods of the appointed contractors. However, to undertake the assessment, an inventory of plant and corresponding noise emissions has been developed from the Construction Strategy (ES Volume 2 Technical Appendix D1) based on the main types of activities required to implement the works. The assessment identifies the phases and locations of the works where there are risks of potential significant adverse effects.

10.4.3 The calculations for operational noise assume that: the CRN and CRTN methodologies that have been applied throughout are generally

expected to represent a moderate down-wind worst case noise levels; calculation distances from any source to any receiver have been limited to 2km. That is,

no source can contribute to noise levels more than 2km from that source; the ground between the noise sources in the proposed track line and receptors is

assumed to have a ground absorption parameter of zero (CRTN) indicating an estimate that the proportion of acoustically absorbing ground between sources and receptors is 100% hard ground over the study area;


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noise from stationary trams is insignificant in comparison with moving trams; and all receptors are 4m above the ground corresponding to a typical first floor window, which

is a conventional assumption for environmental noise assessments.

10.4.4 The traffic flow data used in this assessment is described in (paragraph 10.2.76) – clearly any inaccuracies in traffic flows will have a direct impact on both the baseline and predicted noise levels within the study area although it is worth noting that an error of 20% in traffic flow would produce an error of less than 1dB.

10.4.5 Other factors that may influence the accuracy of noise level prediction over long distances include meteorological conditions (particularly wind speed and direction) and atmospheric absorption, the accuracy and precision of relief data, ground obstructions and building height data, and noise source levels. The influence of many of these factors increases with distance from the source so is unlikely to be large for the study area for the BEE where dominant sources are predominantly close to receptors.

10.4.6 The indices used in the LOAEL and SOAEL operational noise criteria are not the L10 indices that have been computed directly from the traffic data by applying CRTN within the modelling software. The conversions that have been applied for these are derived from standard highway noise calculation methodology (paragraph 10.2.86) and are subject to error when flows do not exactly correspond with the datasets used in the development of these procedures.


10.5.1 Many of the adverse effect criteria and the IEMA guidelines refer to changes in noise level in addition to the noise level at receptors during construction and operation of the BEE. The baseline existing ambient noise levels have been established for the study area using both noise surveys and on calculations using environmental noise prediction software.

Noise survey

10.5.2 Background noise surveys were carried out in November 2015, and January, April and June 2016 at locations in the vicinity of the BEE route. Full details of this survey are set out in ES Volume 2 Technical Appendix M1: Noise and Vibration Technical Information.

10.5.3 The survey showed that in the vicinity of the BEE, Leq (average) noise levels were between 57dB and 75dB in the daytime and between 48dB and 65dB at night. L90 (background noise) values were between 51dB and 66dB in the daytime and between 45dB and 52dB at night. Higher noise levels were recorded in proximity to heavily trafficked routes such as High Street Deritend and lower noise levels were recorded on less busy roads such as Meriden Street.


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Baseline noise calculation

10.5.4 A limitation of the noise survey data described in paragraph 10.5.1 is that it can only represent the noise climate at the locations of the sound meter and at the time of the measurements which may have been made under atypical conditions despite precautions to ensure that conditions were normal. The use of a validated acoustic model overcomes some of these difficulties enabling noise levels to be calculated for the entire study area (both to produce noise contours and to predict the noise levels at sensitive receptors) in a systematic and robust way.

10.5.5 In general there is a reasonably close agreement between the predictions and the measurements indicating that the procedure to determine baseline levels is reasonably representative of the ambient conditions. The reasons for any differences include: modelling is done at a height of 4 m above ground whereas the survey microphone height

was 1.2 m; the calculated noise is only for road and rail traffic and does not include other

anthropogenic sources (construction site activity, talking, aircraft, door slamming, audio systems), emergency vehicle sirens or animals (especially dogs and birdsong);

there may have been different traffic flows at the time of the survey than were used in the calculations; and

the vehicles in the vicinity of the microphones may have different characteristics than is assumed in CRTN and CRN and may have been travelling at different speeds than in the traffic model.

10.6 Construction – Likely Significant Effects

10.6.1 An assessment has been carried out based on information and construction methods described in the Construction Strategy (ES Volume 2 Technical Appendix D1). Results are indicative of potential noise impacts during construction and it should be noted that detailed analysis can only be carried out when precise details of works are available in terms of equipment, processes, and timings. Once appointed, the construction contractor will provide this information, along with more detailed calculations, to the local authority as part of a Section 61 application (10.2.8), which will be secured via a Code of Construction Practice (CoCP) (see ES Volume 2 Technical Appendix D2: CoCP Part 1), whereby formal consent is given to the proposed working methods.

10.6.2 The assessment was carried out for the receptors listed in Table 10.5 that have high sensitivity (Table 10.8).

Construction activities

10.6.3 Based on the information in the Construction Strategy (ES Volume 2 Technical Appendix D1)) the construction activities set out in Table 10.14 have been identified and assessed in


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accordance with BS5228-1. The programme is based on two track work teams on the construction areas at all times, so for the linear items, it can be assumed that two work areas are open at any one time and the duration reflects the time spent for the whole BEE – the time in the vicinity of any particular receptor is a small proportion of this total time.

Table 10.14: Construction activity and duration

Task Activity Linear? Total duration [days]

Task 1 Road surface works yes 335

Task 2 Footway alterations yes 335

Task 3 Moving pedestrian crossings

no 5 (single carriageway) 10 (fully signalised junction)

Task 4 Material excavation for track formation

yes 460

Task 5 Track foundations yes 330

Task 6 Track installation yes 330

Task 7 Overhead Line Equipment (OLE) Installation

yes 57

Task 8 Substation works no 15

Task 9 Demolition no 20 (Kings Parade) 20 (South and City College)

10.6.4 Details of the plant and equipment included in the assessment for each construction activity area set out in the technical appendix. Table 10.15 below presents the results of the calculated construction noise levels during each of the main construction activities.

10.6.5 Predicted noise levels for each construction activity are combined with baseline ambient noise level at the corresponding receptor to give the total free field ambient noise level during construction. The combined noise level during construction is then compared with the baseline noise level and where there is an increase of 5dB or more, the combined noise level is used to assess the significance of the impact using the criteria set out in paragraph 10.2.136. The assessment is based on noise level predictions without specific mitigation in place.

10.6.6 Yellow shading in the table corresponds to receptors that are subject to adverse noise during the construction activity and pink shading corresponds to receptors that are subject to significant adverse impacts.

10.6.7 Tasks 1 and 4 (road surface works and material excavation for track formation) produce the greatest number of significant adverse impacts and adverse impacts. Receptors in New Canal Street, Meriden Street, Coventry Street and High Street Deritend are most adversely affected by construction noise.


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10.6.8 The analysis shows there is significant risk of adverse effects so mitigation of construction noise is therefore required and is discussed in Section 10.8.

Construction compounds

10.6.9 The compound at Adderley Street will not be a significant noise source. It is not a construction site but will accommodate site offices and welfare facilities. Any noise impacts will be due to occasional plant movements and from additional vehicles using the route to and from the compound, and main deliveries to feed the other compounds.

10.6.10 Potential noise impacts at construction and storage compounds could arise from additional vehicles travelling to and from the compounds including plant movement and HGV deliveries. Adderley Street currently has an hourly traffic flow of 140 vehicles during the day in the DMOY scenario. In the Construction Strategy (ES Volume 2 Technical Appendix D1) the anticipated daily construction traffic generated by each of the activities at the work sites ranges from 5 to 25 daily lorry / plant movements. Assuming normal working hours of 7am to 7pm this equates to approximately 2 per hour during activities with 25 movements per day. As this is only very small percentage of the existing traffic flow, it is not considered that any significant impact will be caused as a result.


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Table 10.15: Baseline noise levels and predicted baseline + construction pre-mitigation noise levels, dB Leq

Receptor Baseline, Leq Task1, Leq Task2, Leq Task3, Leq Task4, Leq Task5, Leq Task, 6 Leq Task7, Leq Task8, Leq Task9, Leq

R1 61 69 67 79 70 66 66 66 65 64

R4 61 74 71 70 75 71 71 69 65 65

R7 67 72 72 72 74 71 71 71 70 77 R8 67 77 74 71 78 74 74 72 71 73

R9 58 79 75 68 81 75 75 73 63 62

R10 67 77 74 71 78 74 74 72 71 70

R11 67 72 71 71 72 71 71 71 70 70

R12 67 71 71 70 72 71 71 71 70 70

R13 67 73 72 71 74 71 71 71 70 70

R15 70 86 82 74 88 82 82 80 74 73

R17 70 74 74 73 74 73 73 73 74 73

R18 58 87 83 68 89 83 83 80 68 63

R19 58 83 80 69 85 79 80 77 72 63

R21 69 86 82 73 87 82 82 79 73 73

R22 75 85 82 85 86 82 82 80 78 78

R23 75 87 85 78 89 84 85 82 78 78

R24 75 80 79 78 81 79 79 79 78 79

R26 73 81 78 77 82 78 78 77 76 78

R27 73 81 78 77 82 78 78 77 76 76

R28 73 79 78 76 80 78 78 77 76 76

R29 73 80 78 76 81 78 78 77 76 76

R30 70 79 76 77 80 76 76 75 73 73

Yellow = adverse effect, pink = significant adverse effect




10.6.11 Construction traffic will be managed via the CoCP (10.6.1), and a specific route provided in order to minimise any impacts at existing sensitive receptors. The timing and access points to the site should be formulated with the intention of minimising noise impacts, through the use of screening, minimising the need to use reverse alarms and by avoiding vehicle body noise during passage over rough ground.

10.6.12 Due to the road closure for the development, the increase in road traffic noise levels are of a temporary nature, and the impact from the construction noise is short-term. Although the effect is dependent purely upon the number of HGV deliveries, it is considered that any noise effects can be controlled through the use of correct traffic management procedures.

10.6.13 In accordance with the CoCP (10.6.1) the construction contractor will issue a BEE route map, outlining the haulage routes in more detail as well as a delivery schedule in order to control construction traffic. Traffic management should be implemented in order to control pre-existing traffic flows, with the additional construction traffic during deliveries/removal of spoil, etc.

Construction vibration

10.6.14 BS 5228-2 provides empirical relationships for ground-borne vibration arising from a range of mechanised construction activities (including vibratory compaction) as a function of distance from the vibration source to receptor.

10.6.15 Vibratory rollers are typically used in the construction of road surfaces and produce relatively high levels of vibration in comparison with other construction activity. The values of LOAEL and SOAEL given in Table 10.10 correspond to distances of 25m and 12m from vibratory rollers respectively. The table of sensitive receptors (Table 10.4) shows that there are 6 at distances less than 12m so are likely to be subject to significant adverse effects during construction for which “it is likely that vibration will cause complaint but can be tolerated if prior warning and explanation is given to residents” (10.2.97) and further 12 are at distances between 12m and 25m that are likely to be subject to adverse effects.

10.6.16 The shortest distance between the construction works and a noise sensitive receptor is approximately 6m which corresponds to a PPV of approximately 2.1mm/s. This value is above SOAEL (Table 10.10) but below the value of 10mm/s at which vibration is likely to be “intolerable for any more than a brief exposure” (10.2.97).

10.6.17 Mitigation by the contractor by adopting Best Practice in accordance with the principles of Best Practicable Means (BPM), as defined in BS 5228-1 (10.2.55), should be applied to construction activities with the potential to generate vibration impacts.


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10.6.18 Although there is the potential for temporary disturbance due to vibration levels due to construction activity, vibration levels are predicted to be significantly lower than the threshold at which building damage could occur.

10.7 Operation – Likely Significant Effects

10.7.1 Operational noise calculations have been used to calculate Leq noise levels at sensitive receptors for the following scenarios: DMOY day; DMOY night; DSOY day; DSOY night; DSDY day; DSDY night; DMOY with tram day; and DMOY with tram night.

10.7.2 Comparisons between these noise levels may be used to calculate noise impacts which may be increases or decreases. The tables below show a summary of these impacts, grouped using the levels corresponding to the severity criteria set out in Table 10.8. The tables show: the direct impact of tram noise (DMOY with tram compared with DMOY, day and night)

shown in Table 10.16; the indirect impact of the BEE including noise impacts due to traffic changes in the short-

term, (DSOY compared with DMOY, day and night) shown in Table 10.17; and the indirect impact of the BEE including noise impacts due to traffic changes in the long-

term (DSDY compared with DMDY, day and night) shown in Table 10.18.

10.7.3 In all the tables there are 5,796 residential receptors and 6,304 non-residential receptors. The large number of receptors is due to the large size of study area defined in paragraph 10.2.75. The tables show the numbers of receptors that are subject to a noise increase, no change in noise level or a noise decrease in the daytime and at night. The band ranges used for the noise increases and decreases correspond to the bands used to define the magnitude of impact (as negligible, minor, moderate or major) as set out in Table 10.1. These bands differ between the short-term (as used for the opening year comparisons) and the long-term (as used for the design year comparisons).

Table 10.16: Change in noise level for scenario DMOY (with the BEE) vs DMOY

Scenario: DMOY(+tram) vs DMOY

Daytime Night-time

Change in noise level Number of dwellings

Number of other sensitive receptors

Number of dwellings


Increase in noise level, 0.1-0.9 407 622 301 390


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Scenario: DMOY(+tram) vs DMOY Leq,T 1.0-2.9 1 20 0 0

3.0-4.9 0 0 0 0

5.0+ 0 0 0 0

No change 0 5,388 5,639 5,487 5,883

Decrease in noise level, Leq,T

0.1-0.9 0 23 8 31

1.0-2.9 0 0 0 0

3.0-4.9 0 0 0 0

5.0+ 0 0 0 0

5,796 6,304 5,796 6,304

10.7.4 Table 10.16 shows the direct (Table 10.3) impact of tram noise. It shows that in the daytime 407 residential receptors are subject to (negligible) noise increases below 1dB due to operation of the tram and 1 receptor is subject to a (minor) increase of more than 1dB due to tram noise alone. At night 301 residential receptors are subject to noise increases below 1dB are there no receptors subject to noise increases of more than 1dB. The noise level at the vast majority of receptors does not change. There are only negligible or minor impacts for residential receptors in the daytime and in the night-time and there are no moderate or major impacts for residential receptors at any time.

Table 10.17: Change of noise level for scenario DSOY vs DMOY

Scenario: DSOY vs DMOY

Daytime Night-time



Number of dwellings


Increase in noise level, Leq,T

0.1-0.9 1,671 1,056 1,623 838

1.0-2.9 21 152 6 149

3.0-4.9 0 4 0 9

5.0+ 0 9 0 0

No change 0 2,965 1,816 3,072 1,782


0.1-0.9 845 2,786 1,050 3,189

1.0-2.9 289 446 39 300

3.0-4.9 3 15 4 17

5.0+ 2 20 2 20 5,796 6,304 5,796 6,304


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10.7.5 Table 10.17 shows the indirect (Table 10.3) impact of tram noise in the short-term. It shows that in the daytime 1,671 residential receptors are subject to (negligible) noises increase below 1dB due to operation of the tram and 21 residential receptors are subject to (minor) increases of more than 1dB; no residential receptors are subject to noise increases for more than 3dB. At night 1,623 residential receptors are subject to noise increases below 1dB and 6 receptors subject to noise increases of more than 1dB; no residential receptors are subject to noise increases of more than 3dB. There are only negligible or minor impacts for residential receptors in the daytime and in the night-time and there are no moderate or major impacts for residential receptors at any time.

Table 10.18: Change of noise level for scenario DSDY vs DMOY

Scenario: DSDY vs DMDY

Daytime Night-time



Number of dwellings


Increase in noise level, Leq,T

0.1-2.9 2,823 1,493 2,733 1,374

3.0-4.9 13 16 0 10

5.0-9.9 0 10 0 0 10.0+ 0 0 0 0

No change 0 88 980 35 1,278


0.1-2.9 2,773 3,766 2,929 3,603

3.0-4.9 3 15 3 14

5.0-9.9 96 24 96 25

10.0+ 0 0 0 0

5,796 6,304 5,796 6,304

10.7.6 The long-term indirect impact of traffic growth with the BEE is shown in Table 10.18. It shows that in the daytime 2,823 residential receptors are subject to a (negligible) noise increase below 3dB due to operation of the tram and 13 receptors are subject to (minor) increases of more than 3dB; no residential receptors are subject to noise increases of more than 3dB. At night 2,733 residential receptors are subject to a noise increase below 3dB and no residential receptors are subject to noise increases of more than 3dB. There are only negligible or minor impacts for residential receptors in the daytime and only negligible impacts at night-time. There are no moderate or major impacts for residential receptors at any time.

10.7.7 While the results in Table 10.16, Table 10.17, and Table 10.18 show the number of increases (and decreases) in noise levels at receptors, for the determination of significance it is also


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necessary to consider the noise levels with respect to LOAEL and SOEAL. Paragraph 10.2.137 sets out the criteria for adverse and significant adverse impacts as follows: A significant adverse impact is one for which noise level changes by at least 1 dB and

where SOAEL (Table 10.11) is exceeded. An adverse impact is one for which the noise level changes of 1dB in the short-term or

3dB in the long-term and where LOAEL (Table 10.11) is exceeded but SOAEL is not exceeded.

10.7.8 Table 10.19 shows the number of receptors that are subject to adverse and significant adverse impacts in the short-term and in the long-term for both daytime and night-time. The table shows both the indirect impacts in columns 2 to 9, and the direct impacts in columns 10 to 13. The table rows correspond to the streets within the study area and the table indicates if any of the receptors within the street are subject to adverse or significant impacts for the circumstances given in the header row. The first row gives the total number of receptors subject to adverse or significant adverse impacts under the given circumstances.

10.7.9 For example, there are 39 receptors subject to a significant adverse impact in the short-term at night and these receptors are on Carrs Lane, Dale End, High Street Deritend, Meriden Street, New Canal Street and Union Street.

10.7.10 It will be noted that there are no significant adverse impacts due to the tram noise in the daytime or at night (row 1, columns 10 and 12). There are no night-time adverse impacts due to tram noise (row 1, column 13) but in the day-time there are 21 adverse impacts (row 1, column 11) – this means that noise level for these receptors has increased by at least 1dB and the noise level is above LOAEL but below SOAEL. The affected streets are: Bordesley Street, Coventry Street, Dale End, High Street Deritend, Meriden Street and New Canal Street. These streets are either along the BEE route or intersect with it.

10.7.11 A fundamental requirement of NPPF (paragraph 10.2.10), NPSE (paragraph 10.2.14) and NPPG (paragraph 10.2.18) is to avoid significant adverse effects. Table 10.19 shows that there are no significant adverse effects due to tram noise and therefore the BEE meets this policy objective for direct impacts.

10.7.12 However, Table 10.19 also shows that there are significant adverse impacts as a result of changes in traffic flow due to the BEE. The indirect impacts therefore do not meet the policy and guidance objectives with respect to noise.


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Table 10.19: Significance of impacts

Short Term Daytime Significant Adverse

Short Term Daytime Adverse

Short Term Night-time Significant Adverse

Short Term Night-time Adverse

Long Term Daytime Significant Adverse

Long Term Daytime Adverse

Long Term Night-time Significant Adverse

Long Term Night-time Adverse

BEE with DMOY traffic Daytime Significant Adverse

BEE with DMOY traffic Daytime Adverse

BEE with DMOY traffic Night-time Significant Adverse

BEE with DMOY traffic Night-time Adverse

Total 55 129 39 125 413 797 43 1,166 0 21 0 0

Albert Street yes no no no yes no no no no no no no

Alcester Road no no no no no yes no no no no no no

Allison Street no no no no no yes no yes no no no no

Bagot Street no no no no no no no yes no no no no

Barford Street no no no no no yes no no no no no no

Barn Street no yes no no no yes no yes no no no no

Bath Row no no no no no yes no no no no no no

Bishopsgate Street no no no no no yes no yes no no no no Bordesley Street no yes no yes no yes no yes no yes no no

Bradford Street no no no no no no yes no no no no no

Bristol Street no no no yes no yes no yes no no no no

Bromsgrove Street no no no no no yes no yes no no no no

Bull Street no no no no no yes no no no no no no

Cardigan Street no no no no no yes no yes no no no no

Carrs Lane yes no yes no yes no yes no no no no no

Cheapside no no no no no yes no no no no no no

Corporation Street yes no no no yes no no no no no no no

Coventry Street yes yes no yes yes yes no yes no yes no no

Dale End yes no yes no yes no yes no no yes no no

Dalton Way yes no no no no no no no no no no no

Druce Way no no no no yes no no yes no no no no

Essex Street no no no no no yes no yes no no no no

Fazeley Street no yes no yes no yes yes yes no no no no

Floodgate Street no no no yes no yes no yes no no no no

156 MMD/300207/HS30/DOC/0000/1035 August 2016 http://pims01/pims/llisapi.dll?func=ll&objId=2090139417&objAction=viewheader














Glover Street no no no no no yes no yes no no no no

Gooch Street no no no no no yes no yes no no no no

Great Barr Street no no no no no yes no yes no no no no

Heath Mill Lane no no no no no yes no yes no no no no

Henstead Street no no no yes no no no yes no no no no

High Street yes yes yes yes yes yes yes yes no yes no no

Hope Street no no no no no yes no yes no no no no

Howe Street no no no no no no no yes no no no no

Jennens Road no no no no no yes no no no no no no

Kent Street no no no no no yes no yes no no no no

Lawford Close no no no no yes yes no yes no no no no

Lawley Middleway no no no no yes no no yes no no no no

Liverpool Street no no no no no yes no no no no no no

Locke Place no no no no no yes no no no no no no

Maritneau Place no no no no no yes no no no no no no

Martineau Square yes no no no no no no no no no no no

Meriden Street yes yes no yes yes yes no yes no yes no no

Moor Street no no no no yes no no no no no no no

Moseley Street no no no no no yes no no no no no no Mowbray Street no no no no no yes no yes no no no no

New Canal Street yes yes yes yes yes yes yes yes no yes no no

Pickford Street no no no no no yes no yes no no no no

Rea Street no no no no no yes no no no no no no

River Street no yes no yes no yes yes yes no no no no

Shepherds Gardens no no no no no yes no yes no no no no

Southacre Avenue no yes no no no yes no yes no no no no

St James Place no no no no no yes no no no no no no















Union Street yes no yes no yes no yes no no no no no

Vauxhall Road no no no no yes no no yes no no no no

Viaduct Street no no no no no yes no no no no no no

Well Lane no no no no no yes no yes no no no no

West Side no no no no no no no yes no no no no

William Street no no no no no no no yes no no no no

Windsor Street no no no no no yes no yes no no no no

Wrentham Street no yes no no no yes no yes no no no no



Operational vibration

10.7.13 Using the calculation methodology set out in ES Volume 2 Technical Appendix M1: Noise and Vibration Technical Information the estimated VDV values as a function of distance from the track are set out below.

Table 10.20: Predicted VDV for day and night

Distance to the nearest track C/L

VDV Day, 18hr (ms-1.75) VDV Night, 6hr (ms-1.75)

3m 0.29 0.19

5m 0.28 0.18

6m 0.19 0.12

7m 0.10 0.06

8m 0.09 0.06

9m 0.07 0.04

Source: Mott MacDonald

10.7.14 Table 10.20 shows that LOAEL of SOAEL (Table 10.12) are unlikely to be exceeded during the daytime or at night and as a result, no adverse or significant adverse effects due to operational vibration are expected.

Ground-borne noise

10.7.15 Using the model described in ES Volume 2 Technical Appendix M1: Noise and Vibration Technical Information, Table 10.21 presents the receptor type-dependent criteria for ground-borne noise for each receptor (10.2.65) and an assessment of the risk of non-compliance.

Table 10.21: Noise monitoring results indicating Lmax, slow due to tram pass by events

Receptor Nature of use Criterion Lmax, slow

Risk of non-compliance

Staybridge Hotel 44 - 80 Corporation Street (R1)

Hotel 40 Low

84 Bull Street (R2) Offices 45 Low

The Priory Rooms, 40 Bull Street (R3) Offices 45 Low

Birmingham Civil Justice Centre (R4) Offices/court rooms 35 Low

57 High Street (R5) Offices 45 Low

Albert street Offices (R6) Offices 45 Low

Travel Lodge - Carrs Lane (R7) Hotel 40 Low

St Michael's Church, Moor Street (R8) Church/Place of Worship 35 Low


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Receptor Nature of use Criterion Lmax, slow

Risk of non-compliance

Hotel LaTour/Albert Street (R9) Hotel 40 Low

2 Mass House Lane (R10) Residential Receptor 40 Low

15 Bartholomew Row/Birmingham Uni (R11) Education/College 40 Low

Student Accommodation, 250 Jennens Rd (R12)

Residential Receptor 40 Low

The Woodman, New Canal Street (R13) Office/Public House/Residential Receptor

40 Low

Curzon Street Station, New Canal Street (R14)

Unknown 45 Low

Digbeth Hall, 117 New Canal Street (R15) Venue 25 Medium

New Bartholomew Street (R16) Offices 45 Low

8A Bordesley Street (R17) Residential Receptor 40 Low

17 New Canal Street (R18) Residential Receptor 40 Low

90 Meriden Street (R19) Residential Receptor 40 Low

6 Coventry Street (R20) Venue 25 Low

99 Coventry Street (R21) Residential Receptor 40 Low

South City College - Fusion centre, High Street (R22)

Education/College 40 Low

82-84 Digbeth (R23) Residential Receptor 40 Low

South City Collee Fusion 2 Centre (R24) Education/College 40 Low

Bus Station, Digbeth (R25) Offices/Bus Station 45 Low

90 Digbeth (R26) Residential Receptor 40 Low




Birmingham College - Digbeth Campus (R30) Education/College 40 Low

10.7.16 The results in Table 10.21 indicate that there is a low risk of exceeding the Lmax,slow criterion at all but one of the sensitive receptors adjacent to the BEE alignment. The only building identified as having a moderate risk of non-compliance is Digbeth Hall, 117 New Canal Street. This receptor has been assigned the highest sensitivity rating in given in the noise and vibration policy of 25dB Lmax, slow. At a distance of 7m from the BEE alignment, calculations indicate that the ground-borne noise level at this location could range between 18dB and 27dB Lmax, slow across the upper, average and lower range force densities. It should also be noted that the FTA calculation procedure is based upon light rail vehicles travelling at a speed of 40 mph. This approach is considered conservative as trams speeds along the BEE alignment will be lower.


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Substation noise

10.7.17 A substation is proposed along the BEE route on Meridian Street south of the Bordesley Viaduct (Drawing 10.2)

Drawing 10.2: Modelled substation location on Meridian Street

10.7.18 A noise measurement was taken by Mott MacDonald 1m from an existing substation located along part of the existing Midland Metro Line One tramline. This substation and associated noise measurement is representative of the substation proposed as part of the BEE. The measurement indicated noise of approximately 59dB Leq. During the measurement it was noted that there was significant intermittent contribution from the local road network. As substation noise is steady, a more representative value for noise from the substation is the L90, value – this is the value that is exceeded 90% of the time – and this had a value of 51dB.

10.7.19 Baseline noise levels measured in the vicinity of the proposed substation location (orange dot in drawing 10.2) indicate that the background noise levels during a 24 hour period ranged between 40 to 54 dB L90 and a statistical analysis of the noise monitoring data indicated that the most frequently occurring background L90 noise level over 15-minutes during the period of the noise monitoring was 47dB.

10.7.20 The shortest distance between the location of the proposed substation and the nearest residential property is approximately 12m. Substation noise may be expected to reduce by up to 15dB over this distance indicating that the substation noise level at the nearest sensitive receptor will be approximately 36dB. This level is below the SOAEL and LOAEL thresholds set out in Table 10.13 and there are therefore there is a low risk of significant adverse effects due to substation noise. However, during detail design stage the operational noise impact of

Assumed substation location

Survey measurement position


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the substation will be assessed in accordance with the BS 4142 methodology and appropriate measures applied to ensure noise emissions are within acceptable levels.

Public address system

10.7.21 All tram stops will have public address systems. The sound from these systems has not been included in this assessment. Such systems are usually highly controllable and their output can be adjusted to suite prevailing conditions. BCC Guidance (paragraph 10.2.68) requires that appropriate measures are applied to prevent disturbance and this may include curtailment during quiet periods, careful location and orientation of speakers and the use of ambient noise sensors to limit the noise emission of the system relative to background noise levels. The risk of significant adverse impacts is expected to be low.

10.8 Mitigation

Construction phase

10.8.1 The use of mitigation measures will help to reduce the scale of effects at nearby sensitive receptors. BS 5228-1 states a preferred approach to reduce noise levels (where possible) but with regard to the practicalities of the construction works. In some circumstances a greater noise level can be tolerated if the overall duration of construction/length of disruption is reduced. The mitigation measures set out below have been incorporated into the CoCP (see ES Volume 2 Technical Appendix D2: CoCP Part 1).

10.8.2 Some examples of mitigation measures, detailed within BS5228-1 are given below: unnecessary revving of engines will be avoided and equipment will be switched off when

not in use; internal haul routes will be kept well maintained; rubber linings in, for example, chutes and dumpers will be used to reduce impact noise; drop heights of materials will be minimised; plant and vehicles will be sequentially started up rather than all together; use of effective exhaust silence systems or acoustic engine covers as appropriate; as far as reasonably practicable, sources of significant noise will be enclosed; plant will always be used in accordance with manufacturers’ instructions. Care will be

taken to site equipment away from noise-sensitive areas. Where possible, loading and unloading will also be carried out away from such areas;

regular and effective maintenance by trained personnel will be undertaken to keep plant and equipment working to manufacturers specifications; and

screening e.g. noise barriers and blinds will be used as appropriate.

10.8.3 BCC will be consulted for approval where works that are audible at the Scheme Boundary are to be undertaken outside the standard hours of working below or if undertaken on Sundays and Bank Holidays:


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07:00 to 19:00 Monday to Friday; and 07:00 to 13:00 Saturdays.

10.8.4 In accordance with the advice given by the Environmental Protection Unit of BCC, the following measures shall be adopted as a matter of course: local residents will be advised in writing of the reason for, extent and duration of the works

and contact details for enquiries and to report disturbance will be provided; adherence to the standard hours of working (07:00 to 19:00 weekdays and 07:00 to 13:00

on Saturdays) unless with prior approval from BCC; programming of noisy works and the timing of deliveries to avoid the start and end of

standard hours of work; selection of the quietest methods of working; careful loading and unloading of materials; careful location of static plant (e.g. diesel generators) away from sensitive receptors; the use of screening and/or insulation around noisy plant; proper maintenance of equipment and plant; do not use construction vehicles with reverse alarms outside the standard hours of work; do not play amplified music on site; no unnecessary running of equipment or vehicles which should be throttled down or shut

down when not in use; and all construction staff and sub-contractors to be advised on the requirements to keep noise

and vibration to a minimum and how to implement the specific measures.

10.8.5 Noise and vibration will be managed in order to reduce impacts, and to implement mitigation measures. As a result, a construction noise and vibration management plan (CNVMP) will be developed prior to commencement of construction works and will be based on the noise control principles of the CoCP. The CNVMP will set out the relevant construction methodologies to be used, as well as providing details on working hours, plant items, noise limits, BPM and if required, any environmental noise monitoring.

10.8.6 In addition to the mitigation measure listed above, the following will be followed (where practical) to reduce noise levels further: vehicles and mechanical plant used for the purpose of the works shall be fitted with

effective exhaust silencers, maintained in good and efficient working order and operated in such a manner as to minimise noise emissions. The construction contractor shall ensure that all plant complies with the relevant statutory requirements;

machines in intermittent use should be shut down or throttled down to a minimum when not in use;

compressors should be fitted with properly lined and sealed acoustic covers which should be kept closed whenever in use. Pneumatic percussive tools should be fitted with mufflers or silencers of the type recommended by the manufacturers;

equipment which breaks concrete, brickwork or masonry by bending or bursting or "nibbling" shall be used in preference to percussive tools. Where possible, avoid the use of impact tools where the construction works is close to occupied premises;


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rotary drills and bursters activated by hydraulic, chemical or electrical power shall be used for excavating hard or extrusive material;

equipment powered by mains electricity shall be used in preference to equipment powered by internal combustion engine or locally generated electricity;

neither any part of the works nor any maintenance of plant shall be carried out in such a manner as to cause unnecessary noise except in the case of an emergency when the work is absolutely necessary for the saving of life or property or the safety of the works;

plant shall be maintained in good working order so that extraneous noise from mechanical vibration, creaking and squeaking is kept to a minimum; and

noise emitting machinery which is required to run continuously shall be housed in a suitable acoustically lined enclosure.

10.8.7 In addition to the CNVMP, the construction contractor will be required to apply for ‘Prior Consent’ under Section 61 of the Control of Pollution Act 1974. A Section 61 consent enables the management of noise and vibration using ‘BPM, it also provides a prediction of noise levels likely to be experienced at each sensitive receptor. A Section 61 application should detail hours of work (Core hours and any after-hours/night-time working), construction methodology, precise areas for construction task, programme of works along with duration of tasks, details of proposed plant to be used within the construction task, predicted noise and vibration levels and proposed mitigation measures. The construction contractor will need to submit the Section 61 application to the relevant Environmental Health Officer at the local authority.

10.8.8 Acoustic screening can be used in order to mitigate noise levels. Acoustic screening should be included within BPM and will help to reduce and mitigate construction noise levels.

10.8.9 BS5228-1 states: “In the absence of spectral data, as a working approximation, if there is a barrier or other topographic feature between the source and receiving position, assume an approximate attenuation of 5 dB when the top of the plant is just visible to the receiver over the noise barrier, and of 10 dB when the noise screen completely hides the sources from the receiver. High topographical features and specifically designed and positioned noise barriers could provide greater attenuation. Subtract the attenuation from the value Leq, T calculated at the point of interest. Where the point of interest is 1m from the façade of the building, make an allowance for reflection by adding 3 dB to the calculated (free-field) levels.”

10.8.10 A 10 dB reduction can be achieved if the noise source completely hides the source from receiver. Therefore, where necessary, noise barriers/acoustic screening that will completely hide the source from the receiver will be implemented, providing 10 dB reduction in noise levels generated by the construction task. This will help to reduce the impact experienced at the nearby receptor.

10.8.11 Table 10.22 below shows the predicted baseline plus construction noise levels after screening providing a construction noise reduction of 10dB has been applied. It will be noted that in


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comparison with Table 10.15 there has been a large reduction in the number of receptors subject to adverse and significant adverse effects although some remain.

10.8.12 The remaining significant adverse effects relate to construction activities 1 and 4 (road surface works and material excavation and track formation) and receptors R15, R18, R19, R21 and R23 (in New Canal Street, Meriden Street, Digbeth and Coventry Street). BS5228 notes that attenuation greater than 10dB can be achieved with specifically designed and positioned noise barriers. In this instance the required attenuation to eliminate all significant adverse noise effects is 14dB (the highest noise level is 79dB at receptor R18 for task 4 including a 10dB screening reduction and the SOAEL value (Table 10.9) is 75dB. It will therefore be possible to eliminate all significant adverse effects although adverse effects will remain at the receptors listed.

10.8.13 During linear construction tasks temporary adverse and significant adverse impacts are predicted at the nearest sensitive receptors adjacent to the works. However, predicted noise levels due to linear construction works are calculated based on the shortest distance between the works and the nearest properties to determine a worst case noise level at each receptor. As construction tasks move along the route, the distance between the works and individual receptors will increase and the construction noise level will be decreased. In addition, construction noise levels will be managed through specific supplementary mitigation measures and with careful planning of the duration and location of the construction tasks. The use of noise barriers/acoustic screening along the construction work extents together with other supplementary mitigation measures will help reduce the number of impacts identified. It is expected that with local screening feature in place, a noise reduction of between 10-15 dB could be achieved for receptors fall within the “shadow zone” where it will benefit the most from the barrier.

10.8.14 For tasks that are localised in nature (Tasks 3, 8 and 9), there is the potential for temporary adverse and significant adverse effects on nearby sensitive receptors particularly during demolition. The Construction Strategy (ES Volume 2 Technical Appendix D1) details that the demolition at Kings Parade - and South and City College may last for a duration of a month or more which is considered by BS5228 as being significant.


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Table 10.22: Baseline noise levels and predicted baseline + construction post-mitigation noise levels, dB Leq

Receptor Baseline, Leq Task1, Leq Task2, Leq Task3, Leq Task4, Leq Task5, Leq Task, 6 Leq Task7, Leq Task8, Leq Task9, Leq

R1 61 63 62 70 63 62 62 62 62 61

R4 61 66 64 63 66 64 64 63 62 62

R7 67 68 68 68 68 68 68 68 67 70 R8 67 70 68 68 71 68 68 68 68 68

R9 58 69 66 61 71 66 66 64 59 59

R10 67 70 68 68 71 68 68 68 68 67

R11 67 68 68 68 68 68 68 68 67 67

R12 67 68 68 67 68 68 68 68 67 67

R13 67 68 68 68 68 68 68 68 67 67

R15 70 77 74 71 79 74 74 73 71 70

R17 70 71 71 70 71 70 70 70 71 70

R18 58 77 73 61 79 73 73 70 61 59

R19 58 73 70 62 75 69 70 68 63 59

R21 69 77 74 70 78 74 74 72 70 70

R22 75 78 76 78 79 76 76 76 75 75

R23 75 79 78 75 80 77 78 76 75 75

R24 75 76 76 75 76 76 76 76 75 76

R26 73 75 74 74 75 74 74 74 73 74

R27 73 75 74 74 75 74 74 74 73 73

R28 73 74 74 73 74 74 74 74 73 73

R29 73 74 74 73 75 74 74 74 73 73

R30 70 72 71 71 73 71 71 71 70 70

Yellow = adverse effect, pink = significant adverse effect



Operational phase

10.8.15 The direct impact of tram noise is discussed in paragraph 10.7.11 and shows that there are no significant adverse impacts due to tram noise. Table 10.16 shows that one residential receptor is exposed to noise increase of more than 1dB (but less than 3dB) in the daytime and no residential receptors are exposed to noise increases of more than 1dB in the night-time.

10.8.16 Substation noise is below ambient noise and below the LOAEL threshold in the daytime and night-time (paragraph 10.6.16).

10.8.17 The tram and its infrastructure are thus unlikely to lead to significant adverse effects.

10.8.18 Indirect impacts due to changes in traffic as a result of the BEE do lead to adverse and significant adverse effects.

10.9 Cumulative effects

Inter-scheme

10.9.1 The ‘committed developments’ relevant to the cumulative effect assessment for the purpose of this EIA are: Exchange Square (Phase 1 and 2); Bull Ring Trading Estate; Beorma Quarter (Phase 2 and 3); and Smithfield.


10.9.2 Note HS2 Curzon Street Station is not considered in the cumulative assessment but is part of the baseline although working together with the HS2 team can potentially reduce cumulative impacts when construction activity for both developments occurs simultaneously.

10.9.3 The construction phase of the BEE will have the greatest potential to result in cumulative noise effects. It is not unusual for construction activities to take place on more than one development site in proximity to each other, particularly in a city environment, and the construction contractor will undertake regular liaison meetings and reviews with neighbouring sites to plan works so that they do not cause unnecessary disruption.

10.9.4 Additional noise effects upon the identified receptors may result in the event that demolition and construction works take place simultaneously at both the BEE and the other developments listed above. The precise scale of additional noise effects will be dependent on the exact works taking place at each location; however the use of site hoardings and


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compliance with the mitigation measures detailed within this chapter will reduce these effects as far as possible. It has been assumed that the other developments will also be required to incorporate best available mitigation measures during their construction phases and that compliance with noise and vibration limits will be monitored.

10.9.5 Detailed assessments of construction noise and vibration are not available for the other developments listed above so it is not possible to undertake a quantitative assessment of the cumulative noise and vibration effects. However, the number of other development schemes close to the BEE and the distances away from the BEE site indicates that cumulative construction impacts of an adverse nature are likely, with the degree of potential effect dependent on the location of the receptor relative to the BEE and other development schemes considered/under construction.

10.9.6 In view of this information, care should be taken to manage the works so that sensitive receptors are not subject to significant adverse cumulative levels of construction noise or vibration for extended periods of time due to simultaneous construction activities on adjacent sites.

10.9.7 Note however that it is expected that plant and equipment noise levels arising from other developments will be designed to comply with operational noise limits at the nearest receptor to each development. While there is scope for any particular receptor to be subject to noise at the operational limit for any one development it is unlikely that such a receptor would simultaneously be subject to noise at the operational limits for multiple developments because of the separation between them.


10.9.8 Committed developments and funded transport schemes are included in the transport model (SATURN) which has been agreed with BCC. As such there is no separate inter-scheme traffic and transport cumulative assessment during the operational phase of the BEE.

Intra-Scheme

10.9.9 There are not anticipated to be any intra-scheme effects with other environmental topics.

10.10 Summary

10.10.1 Procedural and physical mitigation measures have been incorporated into BEE and these will eliminate significant adverse effects while some adverse effects will remain. It is therefore anticipated that the will no significant noise effects during the construction of the BEE.

10.10.2 Construction vibration, particularly vibratory rollers will produce adverse and significant adverse effects due to the proximity of the machinery to receptors. The exposures will be


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relatively short-term and while at levels that are too low for structural damage, they may be expected to cause some annoyance.

10.10.3 No significant adverse effects are anticipated for noise and vibration associated with the operation of the trams or tram infrastructure. The Promoter’s criteria for operational vibration and for ground-borne noise are unlikely to be exceeded although there is a medium risk of non-compliance for ground-borne noise at Digbeth Hall.

10.10.4 An indirect effect of the operation of BBE will result in changes in traffic flow (volumes, speeds and proportion of HGVs) that will lead to adverse impacts to sensitive receptors away from the BEE scheme. Some of the receptors are predicted to experience a significant adverse effect. These indirect effects are likely to arise from changes to the road network as a result of other proposed developments including HS2 that are included in the traffic model.


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11.1 Introduction

11.1.1 This chapter examines the potential effects on air quality during the construction and operation of the BEE. It should be read in conjunction with ES Volume 2 Technical Appendix N: Air Quality Technical Information.

11.1.2 The construction phase of the BEE has the potential to result in temporary air quality effects from the emission of dust, resulting in dust soiling and elevated concentrations of fine particulate matter (PM10 and PM2.5) that can adversely affect human health. The potential for the construction of the BEE to affect air quality at sensitive receptors has been considered in this assessment.

11.1.3 The construction phase of the BEE also has the potential to temporarily affect air quality by introducing emissions from construction plant and construction traffic.

11.1.4 The operational phase of the BEE has the potential to affect air quality due to: changes in vehicle emissions and therefore pollutant concentrations resulting from modal

shift and a change to the flow, speed and composition of traffic on the local road network; and

changes in road layout and alignment, leading to changes in the distance between emissions from vehicles and receptors.

11.1.5 The main pollutants of concern for road traffic are nitrogen dioxide (NO2), PM10 and PM2.5

which can have human health impacts. In addition, they can have a negative impact on the environment by directly affecting vegetation and by modifying the nutrient and acid status of soils and waters. The operational impact of the BEE on NO2 and PM has been considered in this assessment.

11.2 Methodology


11.2.1 This section briefly describes the key legislation, policy and best practice applicable to air quality. A more detailed review is presented in ES Volume 2 Technical Appendix N Technical Information: Air Quality, which describes the international and national legislation, policy and planning guidance in relation to air quality. In addition, UK regional and local planning policy guidance has been reviewed in order to identify air quality policy requirements related to the BEE.

11.2.2 The following legislation, policy and standards have been taken into account within the air quality assessment of the BEE: Directive 2008/50/EC (EU, 2008) on ambient air quality and cleaner air for Europe; The Air Quality Standards Regulations, 2010;

11 Air Quality


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Part IV of the Environment Act, 1995; Air Quality (England) Regulations, 2000 (as amended); The Air Quality Strategy (AQS) for England, Scotland, Wales and Northern Ireland, 2007; Directive 2014/52/EU amending Directive 2011/92/EU on the assessment of the effects of

certain public and private projects on the environment (the ‘amended EIA Directive’); National Planning Policy Framework, 2012; Birmingham Unitary Development Plan (UDP), 2005; Birmingham Development Plan (BDP) 2031; and BCC Air Quality Action Plan, 2011.

11.2.3 The air quality assessment will take account of the current best practice guidance which includes:

DEFRA’s ‘Local Air Quality Management Technical Guidance (TG(16)) (DEFRA, 2016);

Environmental Protection UK (EPUK) and Institute of Air Quality Management (IAQM) guidance ‘Land-Use Planning and Development Control: Planning for Air Quality’(EPUK/IAQM 2015);

Institute of Air Quality Management (IAQM) guidance on the assessment of dust from demolition and construction (IAQM, 2014);

Highways England’s Design Manual for Roads and Bridges (DMRB) 207/07 (DMRB, 2007); and

Highways England Interim Advice Note (IAN) 175/13 on risk assessment of compliance with the EU Directive in ambient air quality and on the production of Scheme Air Quality Action Plans (DMRB, 2013).

Air quality limit values and objectives

11.2.4 Directive 2008/50/EC on ambient air quality and cleaner air for Europe was adopted in May 2008. This Directive defines limit values and dates by which they are to be achieved for the purpose of protecting human health and the environment by avoiding, reducing or preventing harmful concentrations of air pollutants.

11.2.5 Limit values for the protection of human health are derived using epidemiological evidence, for example data published by the World Health Organisation (WHO), and are designed to protect the most vulnerable members of society such as the elderly, young and infirm. Pollutants can be considered ‘threshold’ or ‘non-threshold’ pollutants; threshold pollutants (such as nitrogen oxides) have a known limit below which harmful effects do not occur. The limit values set for these pollutants are typically based on this ‘safe’ level and therefore demonstrating compliance with the limit value indicates that health effects would not occur. Non-threshold pollutants (such as fine particulate matter) have no safe level and even small concentrations can lead to health effects; limit values for these pollutants are typically designed to reduce concentrations to as low levels as is practicable. The significance criteria


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adopted in this assessment takes this into account when determining the impact descriptors for the effects of the BEE.

11.2.6 Directive 2008/50/EC sets out that the Limit Values apply everywhere with the exception of: any locations situated within areas where members of the public do not have access

and there is no fixed habitation; in accordance with Article 2(1), on factory premises or at industrial installations to

which all relevant provisions concerning health and safety at work apply; and on the carriageway of roads; and on the central reservations of roads except where

there is normally pedestrian access to the central reservation.

11.2.7 DEFRA assesses and reports on the compliance with the Air Quality Directive for each of the 43 zones and agglomeration across the UK.

11.2.8 The Air Quality Standards Regulations 2010 came into force in June 2010; they implement the EU's Directive 2008/50/EC on ambient air quality for the UK.

11.2.9 The air quality objectives specifically for use by local authorities in carrying out their air quality management duties are set out in the Air Quality (England) Regulations 2000 and the Air Quality (England) (Amendment) Regulations 2002.

11.2.10 The air quality objectives and limit values relevant to the assessment are summarised in Table 11.1. It should be noted that the objectives only apply at locations where members of the public might reasonably be exposed to pollutants for the respective averaging periods. Further details of this are provided in Table 11.2.

Table 11.1: Relevant air quality objectives and limit values

Pollutant Averaging period

Air quality objective and limit values Attainment date

Concentration Allowance

Nitrogen dioxide (NO2)

1-hour 200 µg/m3 18 per calendar year(e) 31 December 2005(a)(b) 1 January 2010(c)

Annual 40 µg/m3 - 31 December 2005(a)(b) 1 January 2010(c)

Particulates (PM10)

24-hour 50 µg/m3 35 per calendar year(f) 31 December 2004(a)(b) 1 January 2005(c)

Annual 40 µg/m3 - 31 December 2004(a)(b) 1 January 2005(c)(d)

Particulates (PM2.5)

Annual 25 µg/m3 - 2020(b)(g) 1st January 2010(c)

Notes: (a) Air Quality (England) Regulations 2000 as amended. (b) Air Quality Strategy 2007. (c) EU Directive 2008/50/EC on ambient air quality and cleaner air for Europe and The Air Quality Standards

Regulations 2010. Derogations (time extensions) have been agreed by the EU for meeting the NO2 limit values in some zones/agglomerations.


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(d) In March 2011, the Commission agreed the UK's revised application for a time extension for meeting the daily PM10 limit value, granting a "temporary and conditional exemption" for the Greater London urban area.

(e) Can be expressed as the 99.79th percentile of 1 hour means. (f) Can be expressed as the 90.41st percentile of 24 hour means. (g) Also a ‘Target’ of 15% reduction in annual mean concentrations at urban background between 2010 and

2020.

11.2.11 The air quality objectives only apply in locations of relevant exposure. Table 11.2 provides details of where the respective objectives should/should not apply, and therefore the types of receptors that are relevant to the assessment.

Table 11.2: Locations where the air quality objectives apply

Averaging period

Objectives should apply at: Objectives should not apply at:

Annual All locations where members of the public might be regularly exposed. Building façades of residential properties, schools, hospitals, care homes etc.

Building façades of offices or other places of work where members of the public do not have regular access. Hotels, unless people live there as their permanent residence. Gardens of residential properties. Kerbside sites (as opposed to locations at the building façade), or any other location where public exposure is expected to be short-term.

24 Hour All locations where the annual mean objective would apply, together with hotels. Gardens of residential properties.(a)

Kerbside sites (as opposed to locations at the building façade), or any other location where public exposure is expected to be short-term.

1 Hour All locations where the annual mean and: 24 and 8-hour mean objectives apply. Kerbside sites (for example, pavements of busy shopping streets). Those parts of car parks, bus stations and railway stations etc. which are not fully enclosed, where members of the public might reasonably be expected to spend one hour or more. Any outdoor locations where members of the public might reasonably expected to spend one hour or longer.

Kerbside sites where the public would not be expected to have regular access.

Source: DEFRA, 2016 Note: (a) Such locations should represent parts of the garden where relevant public exposure to pollutants is likely, for

example where there is seating or play areas. It is unlikely that relevant public exposure to pollutants would occur at extremities of the garden boundary, or in front gardens, although local judgement should always be applied.


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Technical scope

Construction phase

11.2.12 Construction activities can result in temporary effects from dust. ‘Dust’ is a generic term which usually refers to particulate matter in the size range 1-75 microns in diameter; the most common impacts from dust emissions are soiling and increased ambient PM10 concentrations (Building Research Establishment, 2003).

11.2.13 The air quality impacts of dust generated from the BEE have been considered following IAQM (2014) guidance, ‘Guidance on the assessment of dust from demolition and construction’.

11.2.14 Construction plant and construction vehicles have the potential to affect air quality from tail-pipe emissions. The requirements for assessment have been considered in accordance with DMRB (2007) guidance.

1.1.1 Traffic management is expected to be in force throughout the duration of the construction phase. The nature and duration of traffic management is dependent on the stage of works being undertaken. At the time of writing, the traffic management strategy is not finalised, however traffic management measures would aim to keep congestion, and therefore emissions, to a minimum whilst maintaining a safe working environment. A traffic management strategy will need to be produced by the construction contractor as part of the CoCP, which will include traffic management measures as described in Section 11.6. Part 1 of the CoCP is included in ES Volume 2 Technical Appendix D2. It is expected the successful contractor will follow the principles set out in CoCP Part 1 and prepare/agree the contents of CoCP Part 2 with the Promoter in consultation with BCC. Traffic management has therefore not been considered further in this assessment.

Operational phase

11.2.15 The local air quality assessment involves estimating the change in pollutant concentrations resulting from the operation of the BEE. Operational air quality impacts would occur on the existing road network, where the BEE leads to a change in traffic flows, their composition and/or speed as this would lead to a change in vehicular emissions and pollutants at sensitive receptors. Furthermore, changes in road layout from the routing of the BEE and the distance between traffic and adjacent receptors may change, affecting air quality at those receptors.

11.2.16 This air quality assessment has focussed on the traffic pollutants NO2, and PM10 and PM2.5 respectively as these are the key pollutants associated with road traffic emissions and local air quality. No assessment of other pollutants is considered necessary as no significant emission sources for other pollutants are introduced or affected by the BEE.

11.2.17 Operational impacts from non-traffic related emissions are not included within the assessment as these are not considered likely to have a significant effect on ambient air quality.


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Spatial scope

Construction phase

11.2.18 The methodology used to assess construction effects is detailed in ES Volume 2 Technical Appendix N: Air Quality Technical Information.

11.2.19 The distances from the emission source at which significant construction dust effects are likely to occur are dependent on the extent and nature of mitigation measures, the prevailing wind conditions, rainfall and the presence of natural screening by, for example, vegetation or existing physical screening. However, research indicates that effects from construction activities that generate dust are generally limited to within 150-200m of the construction site boundary (Highways Agency, 2007) although guidance issued by IAQM requires consideration of effects up to 350m from the construction area boundary. The construction phase of the assessment is therefore limited to within 350m of the area where construction activities would take place. In order to undertake a conservative assessment the study area for the construction assessment covers: ‘Human Receptors’ within:

– 350m of construction activities; and – 50m of the route(s) used by construction vehicles on the public highway, up to 500m

from the construction site entrance(s). ‘Ecological receptors’ within:

– 50m of construction activities; and – 50m of the route(s) used by construction vehicles on the public highway, up to 500m

from the site entrance(s).

11.2.20 There are no relevant ecological receptors (as defined in IAQM, 2014 and Chapter 17: Ecology) within the spatial extents defined above and therefore no assessment of construction phase impacts on ecological receptors has been undertaken.

11.2.21 Emissions associated with construction vehicles have been assessed against the criteria in DMRB (2007). The study area covers roads where expected construction vehicles are greater than 200 movements per day and sensitive receptors are located within 200m of those roads.

Operational phase

11.2.22 Traffic modelling has been undertaken for Birmingham City Centre (see the Transport Assessment in ES Volume 2 Technical Appendix L2), comprising the area inside the middle ring road (A4540) and this forms the basis of the overall geographical extent considered in the air quality assessment. However, only areas where changes in traffic flow, and therefore emissions, which have the potential to cause significant effects, have been considered in detail.


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11.2.23 The study area includes sensitive receptors within 200m of roads that are expected to be affected by the BEE. The criteria in the DMRB (2007) used to determine the affected road network is outlined below: road alignment will change by 5m or more; or daily traffic flows will change by 1,000 AADT flow or more; or heavy duty vehicle (HDV) flows will change by 200 AADT or more; or daily average speed will change by 10kph or more; or peak hour speed will change by 20kph or more.

11.2.24 Sensitive receptors such as residential properties, hospitals and schools, were identified and a total of 81 receptors have been considered in the local air quality assessment. These are shown in drawing MMD-300207-HS30-DRA-0000-0404 in ES Volume 2 Technical Appendix A: EIA Drawings, and listed in Appendix C, in ES Volume 2 Technical Appendix N: Air Quality: Technical Information. These were selected using professional judgement of where the highest pollutant concentrations would be likely to arise and where the greatest impacts would be expected to occur due to the BEE.

11.2.25 There are no ecological receptors within the spatial extents defined above, and therefore no assessment of operational phase impacts on ecological receptors has been undertaken.

11.2.26 Drawing MMD-300207-HS30-DRA-0000-0401 in ES Volume 2 Technical Appendix A: EIA Drawings shows the roads considered in the assessment.

Temporal scope

Construction phase

11.2.27 The construction phase of the BEE will be undertaken in phases, the durations of which are dependent on the stage of the works. The assessment has considered air quality impacts over the total duration of the construction phase that is expected to last from 2020 to 2021.

11.2.28 Construction dust, plant and vehicle emissions are temporary in nature and are only expected to be generated during construction activities.

Operational phase

11.2.29 The following scenarios have been considered for the operational air quality assessment: Do-Minimum (DM) scenario (without the BEE) 2021 opening year; and Do-Something (DS) scenario (with the BEE) 2021 opening year.

11.2.30 In addition traffic data from 2011 base year in the traffic model has been used to verify the air quality model against monitoring data. Even though there was not overall traffic growth within Birmingham between 2011 and 2015, it was not possible to apply the 2011 traffic data to accurately represent traffic flows in 2015 for comparison against 2015 monitoring data. This


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was because there have been substantial changes to the road network in Birmingham between 2011 and 2015, for example changes to major bus routes through the city. Therefore, the use of the 2011 Saturn base year has been used as the air quality verification year. Pollutant concentrations predicted in the opening year Do-Minimum and Do-Something scenarios of the BEE have been compared to ascertain the effect of the BEE on local air quality. 2015 baseline pollutant concentrations have been determined from the review of monitoring data in the study area.

11.2.31 Traffic data from the traffic model which represents 2021 has been used to determine air quality effects which have been predicted for the opening year of the BEE only and no future year has been assessed. DEFRA projections indicate that baseline air quality and vehicle emissions are expected to improve in future years. A comparison of emissions associated with traffic flows in 2021 (opening year) and 2031 (design year) has been undertaken (presented in Annex F of ES Volume 2 Technical Appendix N: Air Quality Technical Information) and demonstrates that emissions from affected roads will be higher in 2021 compared to 2031 as improvements in emissions outweigh predicted traffic growth. The opening year is therefore expected to provide a realistic ‘worst-case’ assessment of the air quality impact of the BEE. On this basis the use of the data from 2021 is considered to be appropriate for the assessment despite the likely opening year of the BEE being 2022. A sensitivity analysis of the results is presented in Annex E of ES Volume 2 Technical Appendix N: Air Quality Technical Information.

Assessment approach: construction phase

Construction dust

11.2.32 Construction activities can result in temporary effects from dust. ‘Dust’ is a generic term which usually refers to particulate matter in the size range 1-75 microns. Emissions of construction dust are predominantly associated with the movement and handling of minerals and therefore composed of the larger fractions of this range which do not penetrate far into the respiratory system. The primary air quality issue associated with construction phase dust emissions is therefore loss of amenity and/or nuisance caused by, for example, soiling of buildings, vegetation and washing and reduced visibility. There is no formally recognised methodology for determining these effects and no statutory environmental quality standards for which to compare levels of deposited dust or concentrations in air.

11.2.33 The usefulness of numerical criteria to determine effects from construction dust is limited as the perception of loss of amenity or nuisance is affected by a wide range of factors such as the character of the locality and sensitivity of receptors. Because of this, the IAQM’s Guidance on the assessment of dust from demolition and construction (IAQM, 2014) has been used to assess construction dust effects for this assessment.


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11.2.34 IAQM’s guidance provides site evaluation criteria to determine the risk category of a development and the level of mitigation required. Developments are categorised by area of land, number of properties and the potential for emissions and dust to have an impact on sensitive receptors. Developments can fit into one of three categories; ‘Low Risk’, ‘Medium Risk’ and ‘High Risk’. Following this assessment, appropriate mitigation measures are then provided for each risk category to minimise any effects of dust from the construction phase.

Construction plant

11.2.35 Construction work requires the use of a range of site plant, such as excavators, as well as on site generators and hand tools. Each of these plant has an energy demand and therefore leads to an emission either directly (i.e. from the exhaust gas of the plant) or indirectly (for example, emission associated with electricity production).

11.2.36 Given the local and temporary nature of site plant, the effect of emissions on air quality is considered to be of negligible impact and therefore not significant. Construction plant emissions have therefore not been assessed further. Nonetheless, embedded mitigation measures to reduce the effect of site plant on local air quality are discussed in Section 11.6.


11.2.37 The construction of the BEE may also affect air quality following emissions from construction vehicles. The number of construction vehicle movements expected to result from the construction phase has been compared against DMRB (2007) criteria. According to the criteria, an increase in HDVs of less than 200 movements per day is not expected to result in significant air quality impacts from tailpipe emissions. It is anticipated that there will be approximately 20 HDV movements per day associated with the construction phase of the BEE (estimated based on the maximum quarterly vehicle movements provided in the Construction Strategy, in ES Volume 2 Technical Appendix D1). Therefore, emissions from construction traffic have not been assessed further.

Assessment approach- operational phase

11.2.38 During the operational phase, the BEE has the potential to change the characteristics of traffic flows across the study area. Changes in traffic flows have an impact on emissions to air and, subsequently, ambient air quality.

11.2.39 The operational air quality assessment has been undertaken using the ‘ADMS-Roads’ dispersion model (version 4); a PC-based model of atmospheric dispersion of pollutants emitted from road traffic sources and produced and validated by Cambridge Environmental Research Consultants (CERC). This model is widely used in the UK, including by local authorities for Review and Assessment purposes and to support planning application assessments.


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11.2.40 The approach undertaken for the operational phase assessment, key elements of which include model choice, traffic data, emission factors, NOx to NO2 conversion, dealing with model uncertainty and assessment criteria, are presented in ES Volume 2 Technical Appendix N: Air Quality Technical Information.

11.3 Consultation

11.3.1 The scope of the air quality assessment is consistent with that outlined in the EIA Scoping Report (ES Volume 2 Technical Appendix H). The Scoping Opinion (ES Volume 2 Technical Appendix I) subsequently agreed that the scope of the EIA as presented in the Scoping Report was appropriate.


11.4.1 The air quality baseline has been characterised based on air quality monitoring data obtained by BCC and monitoring undertaken for this assessment.

11.4.2 The assessment has been undertaken using an air quality dispersion model. The assessment assumes that model predictions are accurate and representative of the true effects of the BEE on air quality. These predictions are however associated with some uncertainties as discussed in ES Volume 2 Technical Appendix N: Air Quality Technical Information. Nevertheless based on the assessment methodology which limits these uncertainties the assessment approach is considered robust and in line with best practice guidance.


11.5.1 Information on air quality in the UK can be obtained from a variety of sources including local authorities, national network monitoring sites and other published sources. For the purposes of this assessment, data has been obtained from DEFRA Air Information Resource (AIR) website (2016), BCC and a BEE specific NO2 monitoring survey undertaken by Mott MacDonald. The most recent full year of monitoring data available from BCC is for 2015.

11.5.2 The current Birmingham City AQMA (as amended) is declared for exceedances of the NO2 annual mean objective and covers the whole of the Birmingham city district.

11.5.3 BCC undertakes continuous monitoring of NO2 and PM10 and diffusion tube monitoring of NO2. Recent monitoring data has been presented and is discussed in ES Volume 2 Technical Appendix N: Air Quality Technical Information.

11.5.4 In addition to the BCC monitoring, a specific monitoring survey in the location of the BEE has been undertaken by Mott MacDonald, the results of which have been presented and discussed in ES Volume 2 Technical Appendix N: Air Quality Technical Information.


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11.5.5 Both sets of monitoring results from BCC and Mott MacDonald for 2015 show NO2 concentrations continue to exceed the annual mean objective at roadside locations within the existing Birmingham AQMA. Monitoring at background locations show NO2 concentrations are below the annual mean objective away from roads. Overall, monitoring results show that NO2 concentrations have decreased overall between 2014 and 2015.

11.5.6 The monitoring data presented in ES Volume 2 Technical Appendix N Technical Information: Air Quality from 2015 show PM10 and PM2.5 concentrations within Birmingham are below the annual mean PM10 of 40µg/m3 and PM2.5 of 25µg/m3 objectives, further supporting the AQMA revocation in 2010 for particulates.

11.5.7 Defra AIR provides estimates of background pollution concentrations for NOX, NO2, PM10 and PM2.5 across the UK for each one kilometre grid square for every year from 2013 to 2030. Projected background concentrations representative of the BEE are presented in ES Volume 2 Technical Appendix N: Air Quality Technical Information and are below the air quality objectives demonstrating that existing exceedances are as a result of road traffic emissions.

11.5.8 The Pollution Climate Mapping (PCM) model is used to determine compliance in the UK with the EU limit values. A review of the 2013 base year action plan model shows that NO2 concentrations were above the EU limit value. The highest 2013 concentration that coincides with the same affected road network as a result of the BEE is 70.2µg/m3 for NO2, 28.1µg/m3 for PM10 and 18.5µg/m3 for PM2.5. In 2021, the highest NO2 concentrations are predicted to reduce to 38.4µg/m3 and therefore are below the limit value of 40µg/m³. PM10 and PM2.5 in 2013 are already below the EU Limit Value of 40µg/m³ and 25µg/m3 2013 and therefore are predicted to be even lower in 2021.


Construction

11.6.1 The CoCP for the BEE (ES Volume 2 Technical Appendix D2) includes measures designed to reduce the impact of the construction works. These include:

the provision of easily-cleaned hard standing for vehicles; the enclosure of loose material stockpiles at all times and damping down of dusty

materials using water sprays during dry and windy weather; hard surfacing of heavily-used areas is to be kept clean by wet brushing and regular

water spraying; control of cutting or grinding of material on Site by water suppression to cutting and

grinding machines, to minimise or mitigate dust; complete sheeting of sides and tops of all vehicles carrying spoil and other dusty

material; watering of unpaved surfaces and roads, and limitation of vehicle speeds on unpaved surfaces to 20kph.


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storage of cement and other dust generating materials in silos with appropriate filters and overfill alarms or storage bags.

when the contents of vehicles carrying materials which may be dusty are tipped on site, the materials shall be subject to water spray during the tipping process, where deemed necessary and agreed by the construction contractor and Local Authority. However, water must not be deposited on the highway when sub-zero temperatures are anticipated.

the construction contractor is to agree, in writing, action levels for dust pollution with the Local Authority. The construction contractor is to monitor the level of dust pollution using an objective method of measurement. In the event that the action levels are exceeded, the construction contractor is to implement such further reasonable measures as are necessary to bring the levels of dust below the levels agreed with the local authority.

traffic management measures designed to reduce congestion.

11.6.2 In addition to the mitigation measures presented above, following the specific issues raised by the construction dust risk assessment presented in ES Volume 2 Technical Appendix N: Air Quality Technical Information, the following additional mitigation measures have been included in the CoCP (ES Volume 2 Technical Appendix D2):

General to applied to all phases of construction develop and implement a stakeholder communications plan that includes community

engagement before work commences on site; display the name and contact details of person(s) accountable for air quality and dust

issues on the site boundary; display head or regional office contact information; make complaints log available to local authority when asked; record any exceptional incidents that cause dust and/or air emissions, either on- or off-

site, and the action taken to resolve the situation in the log book; plan site layout so that machinery and dust causing activities are away from receptors,

as far as is possible; erect solid screens or barriers around dusty activities or the site boundary that are at

least as high as any stockpiles on site. Keep clean using wet methods; avoid site run off of water or mud; keep site fencing, barriers and scaffolding (where used) clean using wet methods; remove materials that have a potential to produce dust from site as soon as possible,

unless being re-used on site. If they are being re-used on-site cover as described below;

no idling vehicles; produce a Construction Logistics Plan to manage the sustainable delivery of goods

and materials; and no burning of waste.


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Demolition soft strip inside buildings before demolition (retaining walls and windows in the rest of

the building where possible, to provide a screen against dust); ensure effective water suppression is used during demolition operations; and bag and remove any biological debris or damp down such material before demolition.

Earthworks re-vegetate earthworks and exposed areas/soil stockpiles to stabilise surfaces as soon

as practicable; use hessian, mulches or trackifiers where it is not possible to re-vegetate or cover with

topsoil, as soon as practicable; and only remove the cover in small areas during work and not all at once.

Construction avoid scabbling (roughening of concrete surfaces) if possible; ensure sand and other aggregates are stored in bunded areas and are not allowed to

dry out, unless this is required for a particular process, in which case ensure that appropriate additional control measures are in place; and

ensure bulk cement and other fine powder materials are delivered in enclosed tankers and stored in solos with suitable emission control systems to prevent escape of material and overfilling during delivery.

Track out use water-assisted dust sweeper(s) on the access and local roads, to remove, as

necessary, any material tracked out of the site. This may require the sweeper being continuously in use;

avoid dry sweeping of large areas; ensure vehicles entering and leaving sites are covered to prevent escape of materials

during transport; record all inspections of haul routes and any subsequent action in a site log book; implement a wheel washing system where reasonably practicable; and access gates to be located at least 10m from sensitive receptors where possible.

Operation

11.6.3 There is no operational embedded mitigation incorporated into the design specifically for air quality.


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Temporary effects

11.7.1 The risk of construction effects on dust soiling is considered ‘medium’ risk for demolition, construction and track out and ‘high’ risk for earthworks. The risk of PM10 health effects is considered ‘low’ for demolition, earthworks, construction and track out. Mitigation requirements as per IAQM guidance for ‘high’ risk construction sites have therefore been included in the CoCP. ES Volume 2 Technical Appendix N: Air Quality Technical Information presents the full construction assessment.

11.7.2 With the incorporation of good construction practice and implementation of the CoCP, no significant temporary effects are expected to occur during construction.

Permanent effects

11.7.3 Construction activities are of a temporary nature for the duration of the construction period only and therefore there are expected to be no long term air quality effects associated with the construction of BEE.


Temporary effects

11.8.1 Operation of the BEE will result in permanent changes to the traffic network and therefore there are no significant temporary effects expected to occur during operation.

Permanent effects

11.8.2 ES Volume 2 Technical Appendix N: Air Quality Technical Information presents the individual results for each of the modelled receptors. The operational air quality effects of the BEE have been evaluated in line with IAQM/EPUK guidance (IAQM, 2015) and based on the predicted results and professional judgement are considered to be not significant.

11.8.3 In summary, the BEE is predicted to improve or have no impact on NO2 concentrations at the majority of modelled receptors adjacent to roads affected by the BEE. The greatest improvement in NO2 concentrations is predicted at Floodgate Street. All receptors along the BEE route are predicted to experience a beneficial impact in terms of NO2 concentrations except one at Minories, which is predicted to experience a ‘negligible’ concentration change.

11.8.4 There are three modelled receptors which are predicted to experience deterioration in air quality during the operation of the BEE (at Great Barr Street, Navigation Street and St Chads


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Queensway). The receptor which experiences the greatest adverse change in annual NO2 concentrations (at Great Barr Street) has a predicted increase in annual mean NO2 of 1.2µg/m3 (corresponding to a 3% increase relative to the AQAL); however the annual NO2

concentration at this receptor remains below the AQAL of 40µg/m3 and the impact at this receptor is described as ‘slight adverse’.

11.8.5 There is one receptor (Navigation Street) which experiences an increase in annual mean NO2 concentrations and is above the annual mean objective in both the Do-Minimum and Do-Something scenarios. The increases at this location as a result of the BEE are small (corresponding to 1.3% of the AQAL) and therefore the impact at this receptor is described as ‘moderate adverse’.

11.8.6 The final receptor expected to experience a deterioration in air quality is St Chads Queensway 4, which is predicted to experience an increase in annual mean NO2 of 0.3µg/m3, corresponding to an increase of 0.9% relative to the AQAL. The impact descriptor at this receptor is described as ‘slight adverse’ as future baseline concentrations remain below the air quality objectives at this location. Changes in concentrations of PM10 or PM2.5 as a result of the BEE are considered to be ‘negligible’ at all modelled receptors and the resultant concentrations are predicted to be below the relevant air quality objectives.

11.8.7 The assessment shows that there is a ‘low risk’ of the BEE affecting the UK’s reported ability to comply with the EU Air Quality Directive.

11.8.8 Overall, it can be considered that impacts on air quality are considered to be not significant in accordance with guidance set out by the IAQM and therefore no additional operation mitigation is required.


11.9.1 At the start of the construction phase of the BEE, it is assumed that other committed developments Exchange Square (Phases 1 and 2), Bull Ring Trading Estate, Beorma Quarter (Phases 2 and 3) and Smithfield, will also be under construction. Construction of infrastructure associated with HS2 Curzon Street Station will also be ongoing during the construction phase of the BEE.

11.9.2 The construction mitigation measures to be included in the CoCP are for high risk sites and therefore, providing these are implemented correctly by the BEE construction contractor and appropriate mitigation measures commensurate with the risk of dust are identified and implemented for other committed developments including HS2 Curzon Street Station, it is unlikely that cumulative construction phase effects, caused by dust or HDV movements, will occur.


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11.9.3 During the operational phase, air quality effects that could occur from cumulative development are caused by changes in traffic flow characteristics on local roads. The known future developments that will be operational prior to the BEE are included in the traffic model.

11.9.4 As all known and relevant development within the study area are incorporated within the traffic model (SATURN) traffic data applied to the assessment, which has been agreed with BCC has accounted for cumulative effects. No additional cumulative air quality effects are expected.

11.9.5 There are not anticipated to be any intra-scheme effects with other environmental disciplines.

11.10 Summary

11.10.1 This chapter provides and assessment of the following key effects associated with the construction and operational phases of the BEE. Nuisance, impact upon health and/or loss of amenity caused by construction dust on

sensitive receptors; and Changes in pollutant concentrations caused by the operation of BEE.

11.10.2 A qualitative assessment of construction dust effects has been undertaken for the BEE. Following implementation of the CoCP, effects associated with construction dust are considered temporary in nature and not significant.

11.10.3 The air quality effects of the operation of the BEE have been considered at receptors, using an atmospheric dispersion model. The model has been verified against air quality monitoring data and has been used to estimate the air quality effects of the BEE using detailed traffic forecasts covering all periods of the day.

11.10.4 Annual mean NO2 concentrations are expected to improve or experience a ‘negligible’ change at the majority of modelled receptors. While there are some areas which predicted to experience increase in changes in NO2 concentrations these changes are not considered to be significant.

11.10.5 Changes in concentrations of PM10 or PM2.5 as a result of the BEE are considered to be ‘negligible’ at all modelled receptors and the resultant concentrations are predicted to be below the relevant air quality objectives and these changes are not considered to be significant.

11.10.6 The assessment shows that there is a low risk of the BEE affecting the UK’s reported ability to comply with the EU Air Quality Directive.

11.10.7 As a result, the BEE is not considered to conflict with any national, regional or local planning policy within BCC.


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12.1.1 This chapter presents the results of the assessment of the potential impact of the BEE on greenhouse gas (GHG) emissions during its construction and operation. These emissions will occur through the use of construction materials, through the energy use of the BEE and through changes to the wider transport network.

12.1.2 There are six main GHG, including: carbon dioxide (CO2), methane, nitrous oxide, perfluorocarbons, hydrofluorocarbons and sulphur hexafluoride. Any GHG emissions from the BEE will primarily relate to CO2. As such, the term ‘carbon’ is used in this chapter to refer to GHG in general.

12.1.3 This Chapter should be read in conjunction with ES Volume 2 Technical Appendix O: Greenhouse Gases Technical Information, that contains further details associated with the assessment.

The BEE in the context of carbon effects

12.1.4 Construction activities require the use of materials and resources that have associated GHG emissions. During their manufacture, construction materials such as steel and concrete require energy which has associated GHG emissions. The use of construction plant and construction related transportation also leads to varying levels of energy use and therefore GHG emissions. The BEE will require the installation of infrastructure including track, overhead line equipment (OLE) and new tram stops. The construction of all of these elements will therefore contribute to associated emissions of GHG.

12.1.5 During operation, all modes of transport can lead to emissions of GHG due to their consumption of energy, with the exception of those powered by renewable energy. Typical road transport modes use internal combustion engines which lead to GHG emissions from their use of fossil fuels. Electric vehicles such as those used on the Midland Metro network also lead to GHG emissions from power generation that supplies the tram system. In addition, any associated infrastructure also requires electricity that will have associated GHG emissions.

12.1.6 Finally, transport interventions such as BEE can also lead to indirect impacts on the transport network that influences capacity and patterns of travel. Changes in the wider transport network can also influence the amount of GHG emissions from other users of the transport network.

12.2 Methodology


12.2.1 Emissions of GHG are managed through a number of legal and regulatory requirements, which have been taken into account in undertaking this assessment and in designing the

12 Greenhouse Gases


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BEE. The main legislation and policy documents are described in further detail in with ES Volume 2 Technical Appendix O: Greenhouse Gases Technical Information, and summarised in this section.

12.2.2 The European Commission White Paper “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” (2011) outlines the long-term strategy being pursued to achieve a sustainable transport system across the EU by 2050. This Paper identifies three strands for future development as follows: “Improving the energy efficiency performance of vehicles across all modes. Developing

and deploying sustainable fuels and propulsion systems; Optimising the performance of multimodal logistic chains, and Using transport and infrastructure more efficiently through the use of improved traffic

management and information systems …”

12.2.3 At the national level, the UK Climate Change Act (2008) aims to transition the UK to a low-carbon economy. The Act introduces legally binding net UK carbon emission reduction targets, which are applicable at the national level. The Act requires all departments of the UK Government, including the DfT, to develop strategies to reduce GHG emissions. Carbon budgets cap the total national emissions over the budget period. They do not require emissions from specific locations, or even specific sectors, to reduce; so long as total emissions from the UK as a whole meet the budget limits. The Act includes a headline target of an 80% reduction in GHG emissions by 2050 compared to 1990 levels. Further interim carbon budgets are set –a 35% reduction by 2020, a 50% reduction by 2025 and 57% by 2030 (note these budgets apply to five year periods, e.g. the 2020 target refers to an average between 2018 and 2022).

12.2.4 In December 2011, the UK Government published the Carbon Plan which updates and supersedes the previous 2009 Low Carbon Transition Plan. The Carbon Plan identifies that transport has an important role in meeting the Climate Change Act (2008) obligations and includes policies and proposals for the transport sector which support low carbon travel choices such as public transport and the development of low-carbon vehicles and fuels.

12.2.5 The DfT White Paper Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen (2011) sets out the government’s vision for a sustainable local transport system that supports the economy and reduces carbon emissions. The White Paper emphasises: localism in determining and delivering transport solutions; and providing local transport solutions that enable behavioural change towards sustainable

transport choices. This includes making public transport more attractive and being the preferred alternative to car travel, smart ticketing and managing traffic to reduce carbon emissions and tackle congestion.

12.2.6 The National Planning Policy Framework (NPPF) (Department for Communities and Local Government, 2012) was published on 27 March 2012 and states that local authorities should adopt pro-active strategies to mitigate and adapt to climate change. At the national level, key


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policy areas of the NPPF include promoting sustainable transport meeting the challenge of

climate change, flooding and coastal change. To this end, it notes that “…local planning

authorities should…plan for developing in locations and ways which reduce GHG emissions” (Paragraph 95) and that “encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion” (Paragraph 30)

12.2.7 BCC’s Unitary Development Plan (UDP) was adopted in 1993 and reviewed in 2005. The UDP is the existing development plan for BCC but will be largely replaced by the Birmingham Development Plan (BDP). The BDP has been found 'sound' by an inspector appointed by the Secretary of State, but is currently the subject of a holding notice under the Housing and Planning Act 2016. Once this notice is removed, the plan will be able to be adopted, and as such substantial weight can be placed upon it. The Birmingham UDP has three policies relating to carbon emissions as follows: Policy 3.79 - BCC “is aiming to minimise energy consumption and carbon dioxide

emissions within Birmingham and encourage the use of renewable energy resources”; Policy 3.79A - BCC “is committed towards CO2 reduction and renewable energy targets, in

line with the Government’s current target for renewable energy generation, i.e. that 10% of UK electricity requirements should be met from renewable energy sources by 2010”. BCC’s “current target is to acquire 15% of its own energy use from renewable energy sources and to reduce its CO2 emissions by 30% from 1990 levels by 2010”; and

Policy 3.79D - “The achievement of minimising energy consumption and CO2 emissions will be addressed in a number of ways, including” the use of “modes of transport which reduce the impact of travel on energy resources”.

12.2.8 The BDP contains a policy (policy TP1) that includes a target for “a 60% reduction in total carbon dioxide (CO2) emissions produced in the City by 2027 from 1990 levels. Actions to help achieve this target will include”; “promoting sustainable transport systems including cycling and walking”.

Spatial scope

12.2.9 The assessment of effects during the construction phase focuses on the key construction activities and therefore the spatial scope of the assessment covers the area of the main construction works.

12.2.10 The assessment of the GHG emissions during the operational phase includes the route of the BEE itself, as well as the scope of the transport network model developed as part of the BEE Transport Assessment (TA) (detail of the TA is presented within ES Volume 2 Technical Appendix L2) to consider potential effects on the wider transport network.


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12.2.11 Emissions associated with the BEE, such as those due to the electricity required to operate the BEE, will not necessarily occur in situ and therefore are not considered to have spatial scope but are included in the assessment.

Temporal scope

12.2.12 Carbon emissions during the construction of the BEE will be confined to the construction period only which is assumed to commence in 2020 and last for approximately 24 months.

12.2.13 Emissions during the operation phase of the BEE, which is expected to commence in 2022, may vary over time depending on a number of factors. These factors could include the relative effects of changes in electricity supply, vehicle engine and battery technologies and growth in the volume of traffic. Given existing trends, 2022 is considered to be a representative realistic worst case, however, predictions have also been made for 2032 (opening year plus 10 years) to provide additional context.

Sensitive receptors

12.2.14 No specific receptors (and thus no 'sensitive' receptors) have been focussed upon during the assessment. The potential ‘effect’ due to any given change in GHG emissions caused by the BEE cannot be readily attributed to a resulting specific climate impact or the specific locations of receptors where any impact may occur. The GHG emissions from the BEE are, however, considered in the context of existing emissions which is discussed further in Section 12.5.

Desk study

12.2.15 This assessment has determined the projected carbon emissions based on the best information about the BEE available at the time of the assessment. Emissions for each source are calculated based on the principle that carbon emissions can be calculated according to the following logic:

GHG emissions in tonnes of carbon dioxide equivalent (tCO2e) = activity (amount) x emission factors (tCO2e/amount)

12.2.16 The key GHG emission sources associated with BEE are: construction related emissions:

– the use of construction materials and products (often referred to as embodied emissions) – source 1;

– construction related vehicles (delivery of materials to construction sites) which use fuel leading to GHG emissions – source 2; and

– construction plant and equipment which also use fuel leading to GHG emissions – source 3.

operational emissions:


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– traction energy use which uses electricity which indirectly leads to GHG emissions – source 4;

– infrastructure such as signage and lighting which uses electricity which indirectly leads to GHG emissions – source 5; and

– transport network effects (including changes to the transport network and potential modal shift) which changes the pattern of vehicle use and therefore GHG emissions – source 6.

12.2.17 The key sources of information used in this assessment are summarised here and described further below:

the construction phase information; traction power modelling; and the traffic model outputs.

12.2.18 The methodology for calculating the GHG emissions associated with each of the sources outlined in Paragraph 12.2.16 is detailed in ES Volume 2 Technical Appendix O: Greenhouse Gases Technical Information. For construction emissions, which are a one-off source of emissions, information associated with the use of materials, plant and transport have been used in conjunction with emission factors in order to quantify the total emissions associated with this construction phase. In the operational phase, information from traction power modelling and the traffic model have been used to compare the base case in the opening year (2022) with the situation following the introduction of the BEE in order to assess the potential changes due to the BEE.

12.2.19 Emissions associated with energy use at tram stops is expected to be very small in comparison to traction energy and therefore these emissions have not been considered further in the assessment.

Assessment Criteria

12.2.20 There are currently no statutory criteria for assessing the relative effects of projects in relation to emissions of GHG. Although the Climate Change Act prescribes a national target for reduction, this has not been transposed in to regional, sector or project level targets.

12.2.21 In addition, current planning guidance does not give specific guidance in how to appraise the impacts of developments on GHG emissions.

12.2.22 Emissions arising from the BEE have been compared to those reported for the wider transport network and the regional and national level to assess the overall effect the BEE may have on achieving specific targets that others – such as the government of Department of Transport – may have. This considers direct emissions associated with the operational phase and considers the future trends in emissions that are expected.


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12.2.23 Determining the significance of changes in GHG emissions can be difficult as no discrete receptors are affected by changes in these emissions. The significance must be defined in relation to the actual reduction or increase in emissions incurred compared to ‘no development scenario’ in the opening year. The actual amount of any increase or decrease will then be assessed in the context of current mass emissions reduction targets in place at both the local and national level relating specifically to the transport sector.

12.3 Consultation

12.3.1 The EIA Scoping Report (ES Volume 2 Technical Appendix H) scoped in the consideration of GHG. The Scoping Opinion (ES Volume 2 Technical Appendix I) agreed that the scope of the EIA for GHG as presented in the Scoping Report was appropriate. No detailed GHG specific consultation with statutory bodies has been undertaken since the Scoping Opinion was received in January 2016.


12.4.1 The assessment of GHG emissions is based on the available data at the time of assessment. There is inherent uncertainty associated with the information on construction materials, plant and transport, as well as the models.

12.4.2 Information relating to the construction phase materials and plant (sources 1 and 3) is based on the preliminary bill of materials produced for the BEE. The bill of materials includes preliminary work, track, power provision, electrical systems, tram stops and other items. Most of these items were specified in a quantity (for example m3 of concrete) to which a specific emission factor could be associated (a list of datasets is set out in ES Volume 2 Technical Appendix O: Greenhouse Gases Technical Information). Some items in the bill of materials have been quantified based on a total monetary cost. Where possible these have been quantified in the assessment however some items have not been quantified in the assessment where this has not been possible. Nonetheless, all the major elements of the work have been included. There is inherent uncertainty in both the quantity data (which as noted is preliminary and would ultimately depend on detailed design and the efficiencies of the construction contractor) and the associated emission factors (which would ultimately depend on the supplier and specifications used). Therefore the assessment of the construction phase is indicative to provide context on the likely magnitude of these emissions.

12.4.3 Construction transport movements (source 2) have been estimated based on the number of movements described in the construction methodology; however, this does not include information about the origin of those movements. Therefore a set of assumptions about these distances have been made in order to calculate the GHG emissions associated with them. For heavy duty vehicles (HDVs) movements (such as delivery of materials) it has been assumed that these movements would be over a distance of 75km, and for worker movements 50km. This accounts for workers to be based within the West Midlands, and for materials to be


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sourced from within a slightly larger zone. These are subject to the same uncertainties of supplier variation as for the construction materials aspect.

12.4.4 Energy demand for the BEE has been determined from traction power modelling undertaken as part of the BEE development (source 4). This has been used to quantify emissions associated with the trams. The power demand modelling has assumed that the network operates at 10 trams per hour in peak periods (6am to 8pm each day) and four trams per hour in off peak periods (8pm-1am weekdays, 8pm-3am weekends). The modelled year is 2022 and it is assumed that operations are the same for 2032. For the base case the power modelling scenario includes all committed Midland Metro network extensions that will be implemented before the BEE (i.e. Wolverhampton Station extension, Centenary Square extension, Edgbaston extension) and as such represents the predicted baseline energy use of the Midland Metro network. The modelled power use conservatively assumes that each tram is fully laden with passengers at all times; auxiliary loads (heating and cooling) are also included. The model further accounts for regenerative breaking (which reduces electricity demand). The total annual electricity demand is then calculated by the model.

Wider transport effects have been estimated from the transport network model (source 6). The assessment has considered the changes in traffic flows within the Birmingham city area, calculating emissions using the Emission Factor Toolkit (EFT) v7.0 (released in July 2016 by the Department for Transport). The traffic model is based on predicted flows for year 2021 and included in the base case all committed developments (further information on the transport network model in provided the Transport Assessment in ES Volume 2 Technical Appendix L2). For calculation of the GHG emissions, the year 2022 has been applied to be consistent with the assessment of other emissions sources. The EFT has a predefined set of emission factors for 2022 which are calculated based on the traffic data. For 2032, traffic data was used based on 2031 as per the Transport Assessment and the 2030 emission factors from the EFT have been used, the closest year available. In the EFT, all links have been defined as Urban (non-London) with the A38(M) defined as a motorway. MMD-300207-HS30-DRA-0000-0403 – Modelled Affected Road Network in ES Volume 2 Technical Appendix A: EIA Drawings outlines the extent of the model considered, which is consistent with the consideration given to air pollutant emissions (Chapter 11 Air Quality in ES Volume: 1 Main Statement). The model is presented as a series of links and the model produces information on vehicle flows for each link. Flows are split between light duty vehicles (LDVs) and HDVs. The model also contains information on vehicle speeds. This is used to estimate emissions relating to source 6. The traffic model also includes information on the length of each part of the road network which is also part of the calculation process used in the EFT.


12.5.1 Estimates of emissions of GHG, by local authority area, were published by the Department for Energy and Climate Change (DECC) now the Department for Business, Energy and Industrial Strategy. This data shows that in general, total GHG emissions in the Birmingham area have


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declined between 2010 and 2014 (the latest data available), despite an increase in the overall population in Birmingham. Emissions from the transport sector have also declined although these are at a level of 1.4-1.5mtCO2 per year. The declining trend is supported by data from the Department for Transport (DfT, Transport Statistics Great Britain: 2014, Chapter 3: Energy and environment, data tables, November 2015) which shows that at the national level GHG emissions of all road vehicles except heavy duty vehicles have declined in recent years, with cars and taxis contributing most to the GHG emissions. Rail and HDVs are the only transport modes whose emissions have increased during the same period, which is also reflected in the data for the Birmingham area, representing an overall increase in the use of public transport.

12.5.2 Based on project data, estimates of baseline GHG emissions have been created for BEE. For source 4, this represents the predicted GHG emissions due to the operation of the Midland Metro network in 2022 and 2032 without the BEE in place. Similarly, for source 6, the baseline represents predicted GHG emissions from the rest of road transport network in 2022 and 2032 without the BEE in operation. These have been used as the basis for the assessment of BEE and are presented in Table 12.1 and Table 12.2. (Note that for source 6, if an emission factor for 2021 was used to match the traffic data year, the baseline value would be 96.7ktCO2e, 1% higher than using 2022 emission factors).

Table 12.1: Baseline emissions from traction energy use (source 4)

Activity Value Unit

Calculated emissions 2022 (2016 emission factor) 2.19 ktCO2e



Table 12.2: Baseline emissions from road transport network (source 6)

Activity Value Unit

Baseline emissions of the road transport network, 2022 95.7 ktCO2e

Baseline emissions of the road transport network, 2032 98.8 ktCO2e


Construction phase

12.6.1 The construction phase leads to the consumption of materials and other resources. Therefore any measures taken to reduce the use of materials and construction effort lessen the impact.

12.6.2 Part of the BEE route will be catenary-free. This has reduced the amount of OLE required for a large part of the route. This has reduced the amount of steel and other materials required in this equipment and therefore avoids emissions that would have been associated with the use of these materials as well as works that would have been needed in adjusting additional structures (such as bridges the line passes beneath). In addition, wherever possible, the OLE


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will be attached to existing buildings by fixings to avoid the need for new poles and associated civil works.

12.6.3 As far as possible, existing ground levels have been maintained to minimise the requirement for plant, transport and materials. The location of the track paralleling hut at the junction of Bull Street/Corporation Street takes advantage of the existing ramp leading to a disused subway and will also therefore reduce the need for new below ground or above ground structures to be constructed. However, the subway will need to be filled.

12.6.4 The CoCP for the BEE (ES Volume 2 Technical Appendix D2) also includes measures designed to reduce the impact of the construction works (source 3). These include:

measures to limit smoke and fumes from the construction sites; measures to maintain plant and not leave it idling when not in use; and incorporation of a waste management plan to limit the amount of waste produced in

accordance with the disposal waste hierarchy and implement appropriate measures to reuse and recycle and dispose of materials.

12.6.5 The CoCP requires the construction contractor to aim to source construction materials from local sources as far as possible to reduce the impact of these emissions and to keep travel diversions and distances to a minimum to keep the local road network operating as optimally as possible. The CoCP seeks to impose rules of working that will minimise the energy use from the construction plant and therefore the GHG emissions from the plant.

Operational phase

12.6.6 In the operational phase as with the existing Midland Metro tram network, the BEE will make use of electricity provided from regenerative braking. In this system, the kinetic energy of the tram is harvested by the braking system and stored in on-board battery systems. This lessens the demand of the trams on the external electricity supply.

12.6.7 Based on the results of the power traction modelling, it is estimated that the regenerative braking system reduces the demand of the BEE on the external electricity supply by at least 20%. This means that a proportional amount of GHG emissions associated with the electricity use of BEE that would have otherwise occurred, have been avoided.


12.7.1 GHG emissions associated with the construction phase from Sources 1, 2 and 3 have been calculated based on the methodology set out in Section 12.2 and are presented in Table 12.3

Table 12.3: GHG emissions associated with construction phase

Element ktCO2e

-Source 1: Construction Materials 8.16


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Element ktCO2e

-Source 2: Construction Plant 0.93 -Source 3: Construction Transport 0.88

12.7.2 While emissions of GHG during construction are inevitable, the design process and CoCP have both sought to minimise the amount of work and energy required to construct BEE. Further efforts to reduce the impact will be made as the design progresses at a later detailed design phase. This will be taken forward by the Promoter in the detail design phase.


12.8.1 Emissions associated with the BEE have been calculated according to the method and assumptions stated above. Table 12.4 and Table 12.5 summarises the emissions from each aspect of the BEE in the years 2022 and 2032 respectively.

Table 12.4: GHG emissions associated with the operational phase - 2022

Element ktCO2e per year Change from baseline

-Source 4: Traction power use

Present day emission factor (2016) 2.57 +0.38

Future emission factor (2022) 1.19 +0.17

-Source 6: Transport network effects 96.2 +0.50

Table 12.5: GHG emissions associated with the operational phase - 2032

Element ktCO2e per year Change from baseline

-Source 4: Traction power use

Present day emission factor (2016) 2.57 +0.38

Future emission factor (2032) 0.55 +0.08

-Source 6: Transport network effects 98.5 -0.30

12.8.2 GHG emissions resulting from the tram system itself (source 4) are calculated to be between 0.17 and 0.38ktCO2e (depending on the emission factor used) in 2022 and less in 2032. This increase is in proportion to the increase in the length of the route that the BEE introduces, increasing the electricity demand of the system by 838MWh per year. While there is predicted to be an increase in GHG emissions, it represents a very small increase compared to the existing sources of transport related GHG emissions in the Birmingham area which currently amount to annual emissions of 1.4mtCO2e (the Metro as a whole being well below 1% and BEE being responsible for around one-fifth of that). Therefore the increase in emissions associated with the BEE’s traction power use is not considered to be significant. As presented in the assessment the future grid electricity emission factor is expected to decline between 2022 and 2032 reducing emissions. In line with government policy this emission factor is expected to continue to reduce after 2032, meaning the emissions associated with BEE traction energy would also reduce.


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12.8.3 Based on the traffic models produced for the BEE, a very small increase in emissions of 0.5ktCO2e is calculated in the opening year of 2022, and a reduction in emissions of 0.3ktCO2e by 2032 (note that if a 2021 emission factor was used to match the traffic data year, the change in emissions would be the same, at 0.5ktCO2e for the opening year). This is due to small changes in vehicle flows and vehicles speeds following the introduction of BEE in the opening year; between the two assessment years, the effects of committed developments such as HS2 affect the number of vehicles, the distance travelled and vehicle speeds such that the effect of BEE on the network changes between 2022 and 2032. In both 2022 and 2032, these changes are very small and the BEE is broadly considered to have a neutral impact on the road transport network in terms of total GHG emissions in the Birmingham area.

12.8.4 As noted in paragraph 12.6.7 some energy saving techniques will be implemented on the trams to minimise the energy consumption of the BEE. These techniques are predicted to lower the energy demand of the system by around 20%, at represent savings in source 4 emissions of around by 0.05 and 0.09ktCO2 per year for the BEE section in 2022 (i.e. using the present day emission factors, the change from the baseline would be 0.47ktCO2e rather than 0.38ktCO2e if regenerative braking was not part of BEE).


12.9.1 The assessment has considered the future scenario of other developments when predicting the potential operational phase with the BEE. In the context of the traction energy (source 4), the assessment has considered the transport network that will be in place at the point of opening which includes for planned Metro extensions such as that via Centenary Square to Edgbaston and also to Wolverhampton Rail Station. Further extensions to the network would increase the energy demand and the associated emissions, but increase the desirability and attractiveness of the Metro network, thus potentially reducing GHG emissions from road transport. The total GHG emissions associated with the traction energy of the system are relatively small in the context of other transport GHG emissions in the Birmingham area.

12.9.2 The assessment has also considered the committed developments as documented within Chapter 6: EIA Methodology as part of the baseline case for the existing road network (source 6).

12.9.3 The transboundary nature of GHG emissions means that no specific receptors are affected by the emissions from a given emission source. Therefore the assessment has implicitly considered the cumulative effects of the BEE. As per government policy, targets are set at a national level, and policies to reduce emissions are managed at sectoral level, such as transport sector, to reduce emissions in line with the national targets. The emissions associated with BEE have therefore been considered in this context (see section 12.2).


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12.10 Summary

12.10.1 This assessment has considered the impact of the BEE on GHG emissions. This includes consideration of emissions in the construction and operational phase. Operational phase emissions have been quantified from the traction power use and the indirect emissions from the wider effects on the transport network.

Construction phase

12.10.2 Construction activities will lead to emissions of GHG (source 1-3). The CoCP will include a number of measures that will minimise the emissions from construction plant and construction traffic as far as possible. Some of the measures included will also take into account possible reuse of materials through the development of a site waste management thereby further reducing potential emissions.

12.10.3 Although an indirect source of emissions, the use of materials is predicted to be the largest contributor to construction impacts. Some measures to reduce material use have already been included in the design. Further consideration will be given to the use of sustainable materials during subsequent design phases. This will be taken forward by the Promoter in the detailed design stage. Given the level of the emissions associated with construction, they are not considered to lead to a significant impact compared with other emissions sources considered in the assessment over the lifetime of BEE.

Operational phase

12.10.4 The BEE will lead to an increase in emissions of GHG due to its use of energy from powering the scheme and its associated infrastructure. Emissions from the traction energy (source 4) are predicted to increase by 0.38ktCO2e per year due to higher electricity use compared to the baseline. A small increase in emissions from the road network (source 6) is predicted in the opening year (0.50ktCO2e per year), but a small decrease (-0.30ktCO2e per year) is predicted by 2032.

12.10.5 The changes in emissions associated with BEE are predicted to be very small in the context of existing emissions from the transport network in Birmingham and are not considered to be significant.


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13.1 Introduction

13.1.1 The purpose of the townscape and visual assessment (TVIA) is to identify and assess the significance of and the effects of change resulting from the BEE on the townscape as a resource in its own right and on people’s views and visual amenity (Landscape Institute and Institute of Environmental Management and Assessment, 2013).

13.1.2 This chapter should be read in conjunction with ES Volume 2 Technical Appendix P1 Townscape and Visual: Technical Information and Chapter 14: Historic Environment.

13.2 Methodology

13.2.1 The townscape and visual impact assessment (TVIA) was undertaken in accordance with the guidance contained in the ‘Guidelines for Landscape and Visual Impact Assessment’, Third Edition (GLVIA 3) published by the Landscape Institute with the Institute of Environmental Management and Assessment in 2013.

Spatial and temporal scope

13.2.2 To determine the extent of the study area, a Zone of Theoretical Visibility (ZTV) was digitally mapped (in accordance with guidance on ZTV mapping in paragraphs 6.6 – 6.11 of GLVIA 3). The ZTV shows the area from which the poles supporting the overhead line equipment (OLE), the tram stop shelters and an electricity substation will theoretically be visible to a person with a viewer eye height of 1.6m above ground level. The ZTV was mapped for operation only because the machinery used for the construction of the BEE will be similar in height to the poles supporting the OLE and consequently the ZTV for construction would be very similar to that of operation.

13.2.3 The model was created using digital surface model data derived from aerial photography which takes into account topography and the screening effect of intervening built form. The ZTV presents a 'worst case' scenario and, in reality, the BEE will be visible over a smaller area than the ZTV suggests due to the density of urban development and the fine grain of the urban layout. The ZTV was verified on site which enabled the definition of the study area. This includes the areas of townscape and visual receptors likely to experience effects due to the BEE. The ZTV is shown on Drawing MMD-300207-HS30-DRA-0000-0203 in ES Volume 2 Technical Appendix A: EIA Drawings.

13.2.4 The temporal scope of the assessment assumes baseline conditions for the year 2020, to correspond with the start of the construction phase of the BEE. The potential effects during the operation phase are assessed in the first year of operation (2022), with a commentary, where relevant, on effects in year 5 of operation when the construction of HS2 Curzon Street Station (if granted Royal Assent) is expected to finish.

13 Townscape and Visual Amenity


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13.2.5 Environmental baseline information collected during the EIA process has been used to predict the environmental baseline prevalent during the construction and operational stages of the BEE based on site survey combined with the findings of the HS2 Curzon Street Station environmental statement (see ES Volume 2 Technical Appendix E: Committed Development Information). Site surveys took place in August 2015, March 2016 and June 2016. The surveys were guided by the findings of desktop studies and included:

an assessment of the local townscape character, key elements and features; an identification of key visual receptors within the desk based ZTV; and the verification of the desk based ZTV on site.


The European Landscape Convention (Florence, 2000)

13.2.6 The European Landscape Convention introduced a Europe-wide concept centring on the quality of townscape protection, management and planning and covering the entire territory, not just outstanding townscapes. It complements the Council of Europe's and UNESCO's heritage conventions.

National Planning Policy Framework (2012)

13.2.7 The NPPF attaches importance to the character of the built environment, emphasising that developments should add to the overall quality of the area, respond to local character and history and reflect the identity of local surroundings and materials. The provisions relevant to the BEE are included in the following sections: Section 4: Promoting sustainable transport; Section 7: Requiring good design; and Section 11: Conserving and enhancing the natural environment.

Birmingham Big City Plan – City Centre Masterplan (2011)

13.2.8 The Birmingham Big City Plan - City Centre Masterplan is a non-statutory planning and regeneration framework for Birmingham City Centre. The masterplan sets out BCC's vision for Birmingham City Centre over the next 20 years.

13.2.9 The provisions relevant to the BEE are included in the following extracts from the plan:

13.2.10 Eastside Section - Public Realm: “Eastside City Park will create a key focal point for the area providing a catalyst for regeneration. The park will create a pleasant and walkable route connecting the different elements of Eastside to the City Core and eastwards to beyond the Middleway. The delivery of the Eastside City Park will be a priority (page 50: Public Realm)”.


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13.2.11 Digbeth: “The High Street (including Digbeth and High Street Deritend and High Street Bordesley) currently acts as a major block to movement in and through the quarter. We will support the remodelling of this road to reduce car dominance, introducing an improved pedestrian environment and create space for activity along its length (page 54: Connected City)”.

Birmingham Development Plan (Emerging)

13.2.12 Policies relevant to the BEE are: Policy PG3 - Place making; Policy GA1 - City Centre; Policy TP7 - Green infrastructure network; and Policy TP12 - Historic environment.

Birmingham Curzon HS2 Masterplan - Masterplan for Growth (2015)

13.2.13 The Birmingham Curzon HS2 Masterplan sets out the approach to future development, building upon the work of the Eastside Masterplan and the Birmingham Big City Plan. It provides a vision and framework for the future development of the HS2 city centre terminus and the wider regeneration of Eastside, Digbeth and the eastern fringe of the city centre core.

Assessment criteria

13.2.14 The assessment was undertaken in accordance with the guidance contained in the Guidelines for Landscape and Visual Impact Assessment, Third Edition (GLVIA 3) (Landscape Institute with the Institute of Environmental Management & Assessment, 2013). Although this publication refers to ‘landscape’, the European Landscape Convention definition of landscape confirms that it includes the landscapes of villages, towns and cities, i.e. townscapes. ‘Townscape’ is defined as the landscape within the built-up area, including the buildings and the relationships between them (paragraph 2.7 in GLVIA 3).

13.2.15 The assessment used structured, informed and reasoned professional judgement, taking into account data derived from desk study and fieldwork. This provided the basis of information against which to predict levels of potential impacts and effects and to assess the significance of such effects.

13.2.16 The methodology and the assessment criteria used for the assessment of effects are set out in ES Volume 2 Technical Appendix P1 Townscape and Visual: Technical Information.

Assessment of baseline conditions

13.2.17 The baseline study provided the reference point against which the extent and significance of predicted townscape and visual effects were assessed. Key sources of information used in


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the baseline included Ordnance Survey (OS) mapping, aerial photography, local authority plans, landscape designations, existing character assessments and conservation area appraisals. The National Character Area profiles published by Natural England provided the wider context of the area and the Birmingham Big City Plan a more detailed description.

13.2.18 The desk study information consulted for this TVIA includes: National Character Area (NCA) Profile 97, Arden (Natural England, 2014); The Birmingham City Plan (BCC, 2011); The Eastside Masterplan (BCC, 2011); The Warwick Bar Conservation Area Character Appraisal (BCC, 2008); and The Digbeth/Deritend Conservation Area Character Appraisal (BCC, 2009).

Townscape resource

13.2.19 The baseline study identified the existing character of the townscape of the study area, its constituent elements, features and its geographical and historical context. The study assessed the value attached to the townscape and its susceptibility to the type of development proposed. The assessment of susceptibility to change examines whether the townscape receptor can accommodate the BEE without significant change to townscape character.

Visual amenity

13.2.20 The baseline study identified the visual receptors and any designated or protected views within the study area which might be affected by the BEE. The selection of principal viewpoints was based on the extent of the ZTV of the BEE, the findings of the site survey, a review of planning policy documents and discussions with BCC.

Identification of potential impacts

13.2.21 The detailed methodology is set out in ES Volume 2 Technical Appendix P1 Townscape and Visual: Technical Information.

1.1.2 Impacts on the townscape resource arise from changes to overall townscape character or to individual elements or features. Factors that may affect the magnitude of change to the townscape resource include:

the extent of the loss of existing townscape elements; the degree to which aesthetic or perceptual aspects of the townscape are altered by

the removal of existing townscape components or the introduction of new ones; the scale of the geographical area affected by the BEE; and the duration and reversibility of the effect.


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1.1.3 Factors that may affect the magnitude of impacts on visual amenity include the following: the context of the existing view (e.g. whether it is across a historic townscape or an

industrial site); the extent to which the view has been altered due to the loss/addition of features and

the proportion of the view the BEE will occupy; the scale and appearance of the BEE and the degree of contrast/integration with the

existing view; the distance of the visual receptor from the BEE and the angle/position of view; and the duration and reversibility of the effect.

Assessment of significance

13.2.22 Effects are evaluated by considering the magnitude of impact and the sensitivity of the townscape resource or visual receptor to predict the significance of effects. These can be beneficial or adverse and temporary or permanent. Major and moderate effects, where there are fundamental changes to key townscape elements and views, are considered significant.

13.2.23 Effects are addressed during the construction and operational phases of the BEE. There are limited opportunities for replacement and new planting of trees and shrubs, due to the location of the BEE in a densely developed urban environment. Consequently any new planting is unlikely to have much screening effect and effects will not change noticeably over time. Therefore the potential effects during the operation phase are assessed in the first year of the operation of the BEE, with a commentary, where relevant, on effects in year 5 of operation when the construction of HS2 Curzon Street Station is expected to have finished.

Mitigation of townscape and visual effects

13.2.24 Details of the construction methodology are set out in Chapter 6 with detailed construction information provided in ES Volume 2 Technical Appendix D1. A CoCP has been prepared and agreed with BCC to minimise/control any likely harm to the environment arising from construction activities. It has been based on previous experience with BCCE and other recent schemes.

13.2.25 The design of the BEE will be consistent with BCC’s wider urban design objectives for the City Core, Eastside and Digbeth and where possible will make a positive contribution to Birmingham’s townscape. The BEE Urban Design Strategy (ES Volume 2 Technical Appendix B) is a strategic document produced, in consultation with BCC, to illustrate the design principles which will guide and influence the eventual detailed design of the new public realm associated with the BEE.


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Cumulative effects

13.2.26 Cumulative effects result from the additional changes to townscape or visual amenity caused by the BEE in conjunction with other developments (committed developments) which are likely to take place in the future. These include:

other examples of the same type of development; different types of development within the study area; and other components of the same scheme (usually large or complex) which may require

their own planning consent.

13.2.27 The table below outlines the relevant committed developments.

Table 13.1: Birmingham Eastside Extension – committed developments

Development Site Proposed Use

Exchange Square (Phase 1) Mixed Use development over a 43,326 sq.m site. Buildings between 9 storey and 16 storey

Exchange Square (Phase 2) Mixed Use development over a 17,971 sq.m site. Buildings 9 storey and 16 storey

Bull Ring Trading Estate Mixed Use development over a 47,137 sq.m site. Building height 5 storey

Beorma Quarter (Phase 2 and 3) Mixed Use development over a 45,614 sq.m site. Building 2- 30 storey, Building 3A-14 storey, Building 3B-10 storey

Smithfield

14ha Mixed use development, details to be confirmed

13.2.28 Masshouse, a committed development (residential) adjacent to Hotel LaTour, will be complete and occupied before the construction of BEE starts in 2020 and is therefore included in the baseline assessment. The construction of HS2 Curzon Street Station will start in 2017, before construction work commences on BEE, and will not be complete until 2026, after BEE has been completed. The HS2 Curzon Street Station works are therefore included in the baseline assessment for 2020.

13.3 Consultation

13.3.1 The following consultation has been carried out: site walkovers on 2nd February 2016 with the Landscape Officer and other officers from

BCC. The morning walkover involved an investigation of lessons learned from the design and implementation of the Birmingham City Centre Extension (BCCE) scheme. This was to inform the production of an Urban Design Strategy, setting out the design standards for the BEE to accompany the ES. The afternoon walkover along the BEE route, examined the current conditions of the streetscape. Current development proposals for the area and the potential for streetscape improvements to accompany the BEE were discussed;


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a presentation in the Mott MacDonald office in Birmingham on 10th March 2016 with BCC officers and the Promoter to discuss the first draft of the Urban Design Strategy. The feedback received from BCC on the direction of the strategy was positive;

the Landscape Officer at BCC was contacted on 11th April 2016 to discuss key viewpoints to be included in the TVIA. ; and

During the site walkovers and meeting on 10th March 2016, the Landscape Officer asked about replacement tree planting along the route. The Urban Design Strategy sets out locations where trees could potentially be planted. The Digbeth, Deritend and Bordesley High Streets Conservation Area appraisal states that trees are not a characteristic of the conservation area and so trees are not proposed for New Canal Street or Meriden Street. They are proposed on the boundary of the conservation area, in High Street Deritend. BCC was consulted in relation to tree planting here and in response the Landscape Officer stated, in an email on 31st May 2016, that tree planting along High Street Deritend would be in keeping with the emerging public realm supplementary planning document. The Conservation Officer at BCC followed up a telephone conversation with an email on 1st June 2016 stating that trees could be planted along High Street Deritend.

13.3.2 Records of the above consultation can be found in ES Volume 2 Technical Appendix F: EIA Consultation Information.


13.4.1 These include: the baseline assessment was carried out from publically accessible locations; visual receptors were grouped where their views were likely to be similar; the effects on views from the upper storeys of tall buildings were not assessed from upper

floors. The effect on these views was assessed by looking towards these viewpoints from the BEE route and establishing whether the scheme would be visible in close and clear views or more distant or partially screened views; and

the construction of HS2 Curzon Street Station will start in 2017, before construction work commences on BEE, and will not be complete until 2026, after BEE has been completed. The HS2 Curzon Street Station works are therefore included in the baseline assessment for 2020. The HS2 Curzon Street Station development will include allocation for public realm.14


13.5.1 The BEE will be located in a busy urban area, in the City Centre of Birmingham. The BEE will run for approximately 1.7 km from Corporation Street to High Street Deritend via New Canal Street, Meriden Street and Digbeth terminating in High Street Deritend. The tracks will end at

14 Birmingham Curzon HS2 Masterplan, BCC, July 2015


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the junction with Heath Mill Lane, whilst highway works will continue to the junction with Adderley Street. The BEE will run past the major construction site of HS2 Curzon Street Station between Moor Street Queensway and New Canal Street. This area is currently vacant land or occupied by open space and temporary parking.

Townscape statutory and non–statutory designations

13.5.2 There are no landscape designations within the study area. The BEE route will pass through the following conservation areas; Digbeth, Deritend and Bordesley High Street Conservation Area; and Warwick Bar (Bordesley) Conservation Area.

13.5.3 The BEE will pass close to the boundaries of the Colmore Row and Environs Conservation Area and Steelhouse Conservation Area but they will not be directly affected by the works. The conservation areas are discussed in more detail in Chapter 14 Historic Environment.

National Character Area

13.5.4 The BEE sits within the NCA Arden 97. The key characteristics of this NCA include; the area is heavily urbanised; there are numerous transport corridors (road, rail, air and canal) running through the

area. there is increased development and greater pressure upon the existing infrastructure,

particularly around Birmingham; and the development of Birmingham during the Industrial Revolution is evident today in its

many industrial quarters.

Local Townscape Character

13.5.5 For the purposes of this assessment, the study area has been divided into three discrete local townscape character areas (TCA).The TCA are based on the quarters identified and described in the Birmingham Big City Plan15, (the planning and regeneration framework for Birmingham City Centre) through which the BEE passes. The TCA are:

City Core TCA; Eastside TCA; and Digbeth TCA.

13.5.5.1 These are shown on Drawing MMD-300207-HS30-DRA-0000-0202 in ES Volume 2 Technical Appendix A: EIA Drawings.

15 Birmingham Big City Plan – City Centre Masterplan, 2011


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13.5.5.2 The Birmingham Curzon HS2 Masterplan (BCC, 2015) and the HS2 Environmental Statement (ES Volume 2 Technical Appendix E: Committed Development Information) were a source of information on the plans for HS2 Curzon Street Station.

City Core TCA

13.5.6 The BEE route runs through the City Core TCA from the junction of Bull Street and Corporation Street, along lower Bull Street, Albert Street to Moor Street Queensway. The TCA includes parts of the Colmore Row and Environs and the Steel House Conservation Areas. The urban grain is relatively coarse with large scale industrial and commercial buildings occupying complete blocks. Overall density is relatively low for an inner city location and buildings vary in height between two and 16 storeys, but only a few are high-rise. Few post-war buildings in the study area are of any architectural quality or include the craftsmanship evident on pre-war and especially 19th century buildings. Typical land uses in the TCA include shops, offices, hotels and carparks. This area has undergone a high degree of change in recent years and public realm improvements have reduced the dominance of traffic, creating a more people-centred environment. The density of the urban environment, the presence of underground services and the narrowness of footways means that there are few trees in the study area. Species present include: oak (Quercus robur), hornbeam (Carpinus betulus), lime (Tilia spp.), maple (Acer spp.) and London plane (Platanus x acerifolia). The condition of the public realm varies and changes to the streetscape, as a result of redevelopment and renewal, means that a wide variety of different surface finishes have been used in the streets including brick pavers, concrete paving, granite slabs and setts and asphalt. This detracts from the character of the townscape.

13.5.7 Lower Bull Street and Moor Street Queensway are busy through routes for buses, other vehicles, cyclists and pedestrians. The heart of the city’s retail core is in this TCA, and the streets have a lively, animated character. Overall tranquillity in the TCA is low. The TCA includes parts of two conservation areas but they are separated from the study area by intervening buildings.

13.5.8 Transport infrastructure already dominates much of the TCA and consequently it can accommodate the type of change proposed without key characteristics being fundamentally altered. Therefore the TCA has a medium susceptibility to change. Overall, it is considered that the City Centre TCA is of medium sensitivity.


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Photo 13.1: Bull Street in the City Core TCA

Source: John Griffin, April 2016

Eastside TCA

13.5.9 The BEE route runs through the Eastside TCA from Moor Street Queensway, past Hotel LaTour and Eastside City Park, to New Canal Street. The TCA includes part of the Warwick Bar Conservation Area. The area is occupied by new mixed-use, multi-storey developments and the newly developed science and educational zone with multi-storey buildings housing Aston University, Birmingham Metropolitan College, Birmingham City University, Ormiston Academy and other institutions. The Masshouse development is a mixed use development up to 18 storeys high of office accommodation, apartments and ground floor retail and leisure uses. The Hive, the residential phase of Masshouse, is already complete and occupied. The rest of the development will be complete by 2020.

13.5.10 There are a number of isolated buildings which have lost their townscape setting: the Woodman Public House is Grade II listed and the former Curzon Street Station is Grade I listed. The station is a distinctive local landmark. There are a number of vacant plots in the area, in temporary use as parking or surrounded by hoardings, which detract from townscape character. A new area of public realm has been created on the south side of Hotel LaTour.


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Paved in high quality materials and planted with a line of London planes, it provides a pedestrian link between Eastside City Park, the university zone and Moor Street Queensway.

13.5.11 Eastside City Park laid out by designers Alain Provost and Patel Taylor, is of contemporary design with seating, a water play feature, structural planting and mown grassed areas. The park is relatively new but it already has a distinctive character and is a destination in its own right. By 2020, the HS2 Curzon Street Station construction site will occupy Park Street Gardens, south of Hotel LaTour.

13.5.12 The presence of the science and educational zone means that the character of the area is lively and animated. The surrounding roads and rail corridors are a source of noise and activity. Overall tranquillity in the TCA is low. There are no conservation areas within the TCA.

13.5.13 Construction of the HS2 Curzon Street Station development will be ongoing between 2017 and 2026 in the Eastside TCA, further reducing tranquillity and pedestrian permeability. The presence and movement of cranes and hoardings will detract from the townscape character.

13.5.14 The high degree of recent development and the presence of the HS2 Curzon Street Station construction site, which will dominate the TCA, means that the area can accommodate the type of change proposed without key characteristics being fundamentally altered. Therefore the TCA has a medium susceptibility to change. Overall, it is considered that the Eastside TCA is of medium sensitivity.


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Photo 13.2: Eastside City Park in the Eastside TCA

Source: Mott MacDonald, August 2015

Digbeth TCA

13.5.15 The BEE route runs through the Digbeth TCA from New Canal Street, along Meriden Street to High Street Deritend. The TCA includes parts of two conservation areas: Warwick Bar and Digbeth, Deritend and Bordesley High Streets. Canal and railway structures run through the TCA and the railway viaducts that cross New Canal Street and Meriden Street are impressive examples of 19th Century transport engineering. The predominantly industrial character of the area is defined by two and three storey workshops and warehouses. The 19th Century buildings were generally constructed in high-quality red, blue and buff brickwork but in many cases they have lost their historic townscape setting due to the changes that have taken place over the years. The 20th Century buildings in the TCA tend to be more utilitarian in appearance. There are a number of empty sites, currently used for parking, which detract from the character of the area and many of the buildings look run-down.

13.5.16 There is a mix of uses along High Street Deritend, including Birmingham Coach Station, the South and City College Digbeth Campus buildings, car showrooms and offices and shops with


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accommodation above. These all add to vitality in the area. Traditional building heights here range between two and five storeys. Digbeth has a lively night-time economy with music venues and restaurants and an arts quarter is developing in and around High Street Deritend.

13.5.17 High Street Deritend is a busy, six-lane arterial route into the city centre and a busy bus route linking to the south and south east of the city centre. This combined with the railway lines on viaduct, through traffic and the activity generated by the arts, music and café culture means that overall tranquillity in the TCA is low. The TCA includes parts of two conservation areas.

13.5.18 Large scale construction activity on the HS2 Curzon Street Station development will take place in the adjacent Eastside TCA; it will be apparent in the northern end of the TCA. The presence of transport infrastructure, the high level of activity and the many changes that have taken place in the TCA means that it can accommodate the type of change proposed without key characteristics being fundamentally altered. Therefore the TCA has a low susceptibility to change. Overall, it is considered that the Digbeth TCA is of medium sensitivity.

Photo 13.3: New Canal Street in the Digbeth TCA

Source: Mott MacDonald, 2015


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Baseline – visual amenity

13.5.19 A preliminary site survey to identify the people in the study area who will be affected by changes in views and visual amenity as a result of the BEE took place in August 2015, with a further survey to update the survey and verify the ZTV in June 2016. Representative viewpoints were selected to represent the experience of different types of visual receptor in the study area. Specific views identified in conservation area appraisals were also included in the assessment.

13.5.20 Due to the density of the urban environment surrounding the route of the BEE, views will be largely limited to close views within 100m of the BEE. There will however be some longer views of the BEE from the upper floors of tall buildings. The ZTV (in ES Volume 2 Technical Appendix P1 Townscape and Visual: Technical Information) shows that the scheme is most visible from Bull Street, Albert Street, New Meeting Street, Moor Street Queensway, south of Hotel LaTour and the Masshouse development, Eastside City Park, New Canal Street, Meriden Street and High Street Deritend. It will also be visible in narrow views along Corporation Street, Dale End and the mainline railway corridor.

13.5.21 The ZTV and the viewpoint locations are shown on Drawings MMD-300207-HS30-DRA-0000-0203 and MMD-300207-HS30-DRA-0000-0201 respectively in ES Volume 2 Technical Appendix P1 Townscape and Visual: Technical Information. The visual receptors and a description of the existing view from the representative viewpoint locations are set out in Table 13.2 below. Photographs illustrating the typical view from each receptor location are in ES Volume 2 Technical Appendix P1 Townscape and Visual: Technical Information.

13.5.22 Table 13.2: Key visual receptors Receptor No.

Location Sensitivity Description

1 Guests at Staybridge Suites and upper floors of buildings on Corporation Street and Bull Street

Medium Clear views from upper floor windows to north-east onto the BCCE, Corporation Street, Bull Street and the route of the BEE. Martineau Place in the foreground screens views from the lower levels. The background view includes the tall buildings of the city centre.

2 Pedestrians and users of Corporation Street shops

Medium The view north-east includes the existing BCCE scheme in Corporation Street in the foreground. The route of the BEE, where it crosses Corporation Street, is visible in the background.

3 Pedestrians, users and workers in Bull Street shops, restaurants and offices

Medium Foreground, direct views north-west and south-east of the route of the BEE and the shops, restaurants, offices and street trees in Bull Street. Street clutter and a variety of different paving materials used in the public realm detract from the amenity of the view.

4 Guests at Travelodge, pedestrians in New Meeting Street and

Low The hotel mainly faces south and west with few windows overlooking New Meeting Street. Foreground, direct and oblique views for


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Receptor No.


Albert Street and workers in buildings on New Meeting Street

pedestrians and workers of the route of the BEE. Close views of 1-7 Kings Parade, Dale End (to be demolished). The existing parking and views of the backs of buildings on Dale End detract from visual amenity.

5 Pedestrians and road users on Moor Street Queensway

Low Foreground, direct views north and south of Moor Street Queensway and Hotel LaTour. The HS2 Curzon Street Station construction site on the site south of Hotel LaTour will be prominent in the view.

6 Workers, pedestrians and car park users in Dale End

Low Direct and framed views north-east and south-west along the street towards the BEE, partly screened by intervening built form. Foreground views of 1-7 Kings Parade, Dale End. Utilitarian buildings along the street detract from the view.

7 Guests at Hotel LaTour Medium Foreground views of the pedestrianised, tree lined space south of the hotel. The southern boundary of this space is partly formed by a 2m high hoarding, surrounding a car park. This, along with other areas of parking to the south, detracts from views from upper floor windows. The trees in Park Street Gardens to the south-east currently contribute to the amenity of the view but by 2020, the gardens will be cleared and occupied by the HS2 Curzon Street Station construction site which will be a dominant and a detracting influence on the view beyond.

8 Users of Eastside City Park

High Foreground views of the park, with close views, partially filtered views through trees in the park of the HS2 construction site and BEE route to the south. The viaduct over New Canal Street is visible in the background.

9 Users of Birmingham City University(BCU) BCU accommodation and Millennium Point

Low Direct views south over Eastside City Park towards the BEE filtered through existing trees. Curzon Street Station, the New Canal Street Viaduct and the HS2 Curzon Street Station construction site are or will be visible in the background.

10 Residents in the Hive apartments along Park Street and occupiers in other parts of the Masshouse development

High Foreground and middle ground views south from upper floor windows, partly over Eastside City Park, towards the BEE. The HS2 Curzon Street Station construction site will be dominant in the view beyond.

11 Residents and users of the Woodman Public House New Canal Street

High Views west and south-west towards the BEE, partly filtered by intervening trees growing in Eastside City Park. The HS2 Curzon Street Station construction site will be dominant in the view.

12 Train users from Birmingham Moor Street

Low Transitory views north towards the BEE. These will be partly screened by the HS2 Curzon Street Station construction site which will dominate the foreground.

13 Residents in New Canal Street

High Foreground, direct views east and west towards the route of the BEE. The construction plant and


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Receptor No.


activity taking place on the HS2 Curzon Street Station construction site will be visible in oblique views looking north, beyond the Bordesley Viaduct. Empty plots and buildings in poor condition detract from the view.

14 Residents in flats along Allison Street

High Narrow, middle ground views east along Coventry Street towards the BEE.

15 Pedestrians, users of the evening venue and food outlet, and workers in buildings along New Canal Street and Meriden Street

Medium Foreground, direct views north and south of the route of the BEE. Oblique, middle and background views north of the construction plant and activity on the HS2 Curzon Street Station construction site. Empty plots and buildings in poor condition detract from the view.

16 Workers in offices and shops and pedestrians and road users of High Street Deritend

Low Foreground views east and west towards the route of the BEE along the busy dual carriageway. The road is flanked by large scale built form such as shops, bars, clubs and offices and Birmingham Coach Station. Street furniture, signage, pedestrian guard rails and other structures detract from the view.

17 Residents in upper floors above shops along High Street Deritend

High Foreground views north and south towards the route of the BEE along the busy dual carriageway. The road is flanked by large scale built form such as shops, bars, clubs and offices and Birmingham Coach Station. Street furniture, signage, pedestrian guard rails and other structures detract from the view. The Selfridges building and other tall buildings are prominent in oblique views west towards the city core.

18 Pedestrians and workers in Adderley Street

Low Foreground, clear views of the site of the main construction compound. The site is currently a vacant plot used for parking and temporary storage. Storage containers, buildings in poor condition and temporary parking detract from the view.

13.5.23 Table 13.3 describes key views, defined as ‘significant views’, in the Digbeth, Deritend and Bordesley High Streets Conservation Area and the Warwick Bar (Bordesley) Conservation Area appraisals.

Table 13.3: Key ‘significant views’

Receptor No.

Source Sensitivity Description

Significant view (SV)1

From New Canal Street looking north: Warwick Bar (Bordesley) Conservation Area Appraisal

High Foreground, direct views north towards the route of the BEE. Background views of the main HS2 Curzon Street construction compound, beyond the Bordesley Viaduct. A night club with a colourful, graffiti-clad façade on the corner of Bordesley Street and other 19th century industrial buildings are characteristic of the view.


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Receptor No.

Source Sensitivity Description

SV2 and SV3

From High Street Deritend looking west and east: Digbeth, Deritend and Bordesley High Streets Conservation Area Appraisal

High SV2: Direct views west towards the BEE The foreground view is of High Street Deritend. In the background are high residential and mixed use buildings in the city centre. Traffic and street furniture detract from the view. SV3: Direct views east towards the development site. The foreground view is of High Street Deritend, the music venues, restaurants and pubs. Traffic and street furniture detract from the view.


13.6.1 Details of the construction methodology are set out in Chapter 6 with detailed construction information provided in ES Volume 2 Technical Appendix D1. A Code of Construction Practice (CoCP) has been developed for the construction of the BEE that outlines measures to minimise construction impacts, see ES Volume 2 Technical Appendix D2.

13.6.2 Site clearance will require the removal to storage or disposal of street furniture, fencing, lamp columns, signs, trees and hoarding. In order to mitigate costs and to maintain the standard of finishes within the city core, wherever possible, existing high quality hard landscaping materials which have been taken up during the construction will be stored and re-used throughout the BEE. BCC has recently implemented high quality urban renewal schemes in areas to the west of New Canal Street and these will be carefully reinstated to their former condition at the end of construction.

13.6.3 The design of the BEE will be consistent with BCC’s wider urban design objectives for Birmingham and where possible make a positive contribution to Birmingham’s townscape. The BEE Urban Design Strategy (ES Volume 2 Technical Appendix B) is a strategic document produced to illustrate the design principles which will guide and influence the eventual detailed design of the new public realm associated with the BEE. The design strategy sets out how the BEE will respond to, complement and enhance the existing character of the streetscape it passes through and how it will continue the design aims of earlier transport and urban renewal schemes such as the BCCE. The strategy establishes the quality of paving materials and street furniture, the approach to planting and the design of the trams stops. As the BEE progresses to the detailed design stage, a detailed streetscape design document will be produced in consultation with BCC. For the basis of this assessment, it is assumed that the BEE design will be developed in accordance with the design principles outlined in the Urban Design Strategy. The Urban Design Strategy includes proposed tree planting along the BEE route; however, until detailed design is carried out, the feasibility of the planting is unknown. Planting may be precluded by, for example, the presence of


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underground services or future development plans (not currently known). The detailed design, paving materials, finishes and street furniture will be subject to planning conditions.

13.6.4 Illustrative impressions and cross-sections in the Urban Design Strategy show the likely appearance of the BEE at different stages of the route.

13.6.5 Land on the corner of Dale End and Albert Street, left vacant as a result of the demolition of 1-7 Kings Parade, Dale End, and could potentially be used as a temporary ‘pop-up’ open space, until a scheme for the redevelopment of this site emerges.


13.7.1 The demolition and construction works of the BEE are anticipated to commence in 2020 and be complete by the end of 2022. The construction works will start at the junction of BCCE at Bull Street and Corporation Street and end at High Street Deritend.

13.7.2 Construction plant will include fork lift trucks and dumpers. Small mobile cranes may be used for moving large elements.

13.7.3 The construction compounds for the BEE are proposed at the following locations (illustrated on Drawing MMD-300207-HS30-DRA-0000-1001 in ES Volume 2 Technical A: EIA Drawings:

the existing BCCE compound on the north-western corner of the junction of Albert Street and Moor Street Queensway;

at the south-eastern corner of the junction of New Canal Street and Fazeley Street; and

at the south-western corner of the junction of Adderley Street and New Bond Street.

13.7.4 The compound at Adderley Street / New Bond Street will be the main site compound and will include the site offices and welfare facilities. The offices will be approximately six metres high. The other two site compounds will be for storage of materials and plant. The location of the compounds is subject to a final decision by the Promoter and BCC.

13.7.5 Construction impacts may be short-term, long term, temporary or permanent in nature. Potential impacts on the townscape resource and visual amenity during construction will arise from the:

demolition of 1 - 7 Kings Parade, Dale End, partial or full demolition of the building used by the former Birmingham South and City College as their 'Fusion' building at the junction of Meriden Street and High Street Deritend and changes to the River Rea bridge deck in High Street Deritend;

clearance of fences, seats, litter bins, pedestrian guard rail, signs, lamp columns, bus stops, bus shelters and advertising hoardings (to be retained where appropriate for re-use);

removal of 37 existing trees (detailed in the Arboricultural Report in ES Volume 2 Technical Appendix P2);


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disruption to street surfaces including the removal of paving and kerbs (to be retained where appropriate for re-use);

presence of site fencing, construction traffic, construction plant and equipment; presence of three construction compounds; planting works, including planting semi-mature trees; installation of OLE and track and construction of four tram stops and an electricity

substation; construction of new bus link between Dale End and Park Street; temporary closures or diversions to pedestrian, cycle and bus routes; and elevated noise levels and increased activity due to construction.

Townscape assessment

13.7.6 The construction works will take place within all three TCA identified in the baseline assessment. The linear nature of the BEE and the density of the surrounding development will contain most impacts to an area within approximately 100m of the BEE.

City Core TCA

13.7.7 Construction will directly affect the City Core TCA. The construction works will include the installation of the tracks and the OLE, construction of the Albert Street tram stop and the new bus link from Dale End and the widening of Bull Street and Corporation Street to accommodate the alignment. A construction compound will be located within the existing BCCE compound on the northwest corner of Albert Street and Moor Street Queensway. A total of four trees will be removed from Bull Street and four trees from Albert Street. The building at 1–7 Kings Parade, Dale End will be demolished.

13.7.8 The construction compounds, construction plant and temporary fencing will be prominent new elements in the townscape. The construction works will generate noise and activity, leading to a reduction in tranquillity; however tranquillity in the area is already low. Pedestrian permeability will be temporarily reduced due to the presence of worksites in the carriageway and on footways. The TCA has already undergone a great deal of change in recent years and the works are not uncharacteristic of the type of streetscape works recently carried out in the TCA, including the construction of the BCCE. The effects will be contained to a relatively small proportion of the TCA by the existing urban fabric. Overall, the magnitude of change will be moderate.

13.7.9 The moderate magnitude of change combined with the medium sensitivity of the TCA will result in a moderate adverse significant effect on the City Core TCA.

Eastside TCA

13.7.10 Construction will directly affect the Eastside TCA. The construction works will include the installation of the tracks and the construction of a bus stand and drop off area south of Hotel


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LaTour and a tram stop adjacent to New Canal Street at the interface with HS2 Curzon Street Station. A total of 26 trees will be removed from the TCA during construction from Moor Street Queensway, adjacent to Hotel LaTour, Eastside City Park and Park Street Gardens as part of the BEE. It is proposed that a similar number of trees will be planted in conjunction with the HS2 development. Two planting beds on the southern boundary of Eastside City Park will be affected during construction. One, which is 8m long, will be removed during construction but will be wholly or partly reinstated at the end of the works. The other, 90m long, will be permanently shortened by approximately 30m; this part of the bed will not be reinstated at the end of construction as it is within the footprint of the BEE.

13.7.11 The construction compounds, construction plant and temporary fencing will be prominent new elements in the townscape. The construction works will generate noise and activity, leading to a reduction in tranquillity; however tranquillity in the area is already low. Pedestrian permeability will be temporarily reduced due to the presence of worksites in the carriageway and on footways. The BEE works will take place adjacent to the much larger-scale HS2 Curzon Street Station construction works. These will be ongoing at the same time and highly prominent in the TCA.

13.7.12 The TCA has undergone a high degree of change in recent years. The BEE construction works will be similar to the type of construction works taking place on the HS2 Curzon Street Station site, though they will be on a far smaller scale in comparison with HS2. As they are taking place immediately adjacent to the HS2 works, the BEE works will, in practice, appear to be part of the HS2 works. Consequently they will not introduce uncharacteristic new elements into the area. The effects will be contained to a relatively small proportion of the TCA by the existing urban fabric. Overall, the magnitude of change will be minor.

13.7.13 The minor magnitude of change combined with the medium sensitivity of the TCA will result in a minor adverse non-significant effect on the Eastside TCA.

Digbeth TCA

13.7.14 Construction activity will directly affect the Digbeth TCA. The construction works will include: the demolition of the Birmingham South and City College building, the replacement of the River Rea bridge deck with new trackform, the installation of the tracks and the OLE and the construction of the New Canal Street and High Street Deritend tram stops. The main construction compound will be on land at the south-western corner of the junction of Adderley Street/New Bond Street and a smaller construction compound is proposed on the south east corner of the junction of New Canal Street/Fazeley Street. Three trees will be removed from High Street Deritend during construction.

13.7.15 The construction compounds, construction plant and temporary fencing will be prominent new elements in the townscape. The construction works will generate noise and activity, leading to a reduction in tranquillity; however tranquillity in the area is already low. Pedestrian permeability will be temporary reduced due to the presence of worksites in the carriageway


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and on footways. The much larger-scale HS2 Curzon Street Station construction works in the adjacent Eastside TCA will be prominent in the area.

13.7.16 The TCA has already undergone a high degree of change in recent years and the works are not uncharacteristic of the type of construction works carried out in the TCA. The effects will be contained to a relatively small proportion of the TCA by the existing urban fabric. Overall, the magnitude of change will be moderate.

13.7.17 The moderate magnitude of change combined with the medium sensitivity of the TCA will result in a moderate adverse significant effect on the TCA.

Visual assessment

13.7.18 Construction impacts will be contained to a relatively narrow corridor along the BEE route, with longer views screened by surrounding existing development. Visual effects were evaluated by combining the assessment of magnitude and sensitivity to predict the significance of effect as set out in the ES Volume 2 Technical Appendix P1 Townscape and Visual: Technical Information. Visual effects during construction are described in Table 13.4 below.

Table 13.4: Visual effects during construction on representative viewpoints

Receptor No.

Location Description Sensitivity Magnitude

Significance of effect


Views from upper floor windows of the construction works including: laying the tracks and installing OLE along the eastern end of Corporation Street and Bull Street and removal of trees along Bull Street. Views of construction plant and hoardings. Glimpsed views of the demolition of 1-7 Kings Parade, Dale End. Overall, the BEE will introduce new features into the view, resulting in a detectable but minor change in the existing view.

Medium Minor Minor adverse, non-significant effect


Narrow views of the construction works including: laying the tracks and installing OLE along the eastern end of Corporation Street and Bull Street. Views of construction plant and hoardings. Overall, the BEE will introduce new features into the view, resulting in a detectable, but minor change in the existing view.

Medium Minor Minor adverse non-significant effect

3 Pedestrians, Close views of the construction Medium Moderate Moderate


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Receptor No.



users and workers in Bull Street shops, restaurants and offices

works including: including: the demolition of 1 – 7 Kings Parade, Dale End, laying the tracks, installing OLE, creating the new junction for the bus link betweeen Dale End and Moor Street Queensway and removal of trees along Bull Street. Views of construction plant and hoardings. The demolition of 1 – 7 Kings Parade, Dale End will open up views of Albert Street, New Meeting Street and beyond. Overall, the BEE will introduce new features into the view, resulting in a detectable change in the existing view.

adverse significant effect

4 Guests at Travelodge, pedestrians in New Meeting Street and Albert Street and workers in Buildings on New Meeting Street

Direct views of the construction works including: the demolition of 1 – 7 Kings Parade, Dale End, the installation of OLE, laying the tracks, creating a new bus link between Dale End and Moor Street Queensway and removal of trees. Views of construction plant and hoardings. There will be glimpsed views of the construction compound on the northwest corner of Albert Street/Moor Street Queensway and the construction of the tram stop. Overall, the BEE will introduce new features into the view, resulting in a detectable change in the existing view.

Low Moderate Minor adverse non-significant effect

5 Pedestrians and road users of Moor Street Queensway

Transient views of the construction works including the installation of OLE, laying the tracks, construction of a junction for the bus lane, removal of mature trees and construction of the tram stop. Views of the construction compound, plant and hoardings. The HS2 Curzon Street Station construction site will be prominent in the view. Overall, the BEE will introduce new features into the view, resulting in a detectable change in the existing view.



Direct and narrow oblique views from Dale End of the construction works including the temporary closure of the High Street/ Dale End carriageway, demolition of 1 – 7,



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Receptor No.



Kings Parade Dale End, creation of a new junction for the bus access road, laying the tracks, installing OLE and removal of trees along Bull Street and Dale End. Views of construction plant and hoardings. Overall, the BEE works will introduce new features into the view, resulting in a resulting in a detectable change in the existing view.

7 Guests at Hotel LaTour

Close and direct views of the construction works including; laying the tracks, removal of trees, paving, and street furniture and construction of a bus lane and planted area. Views of construction plant and hoardings. The BEE works will be seen in the context of the much larger-scale HS2 Curzon Street Station construction site immediately adjacent to the south. Overall, the BEE works will introduce new features into the view, resulting in a detectable change in the existing view.

Medium Moderate Moderate adverse significant effect


Clear views from the southern boundary of the park of the construction works including; the laying of the tracks and removal of trees and planting beds from the park. Views of construction plant and hoardings. Longer views from within the park will be largely screened by parkland trees and evergreen hedges. The BEE works will be seen in the context of the much larger-scale HS2 Curzon Street Station construction site immediately adjacent to the south. Overall, the BEE will introduce new features into views, resulting in a detectable change in the view from the southern boundary of the park and a detectable but minor change in views from most places elsewhere in the park.

High Minor Minor adverse non-significant effect

9 Users of Birmingham City University(BCU) BCU accommodati

Views over Eastside City Park of the construction works including laying the tracks, removal of trees and planting beds from Eastside City Park. The existing parkland tree and hedge planting in the park will filter



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Receptor No.



on and Millennium Point

views from lower floors and ground level of construction plant and hoardings. Views to the Grade I listed Curzon Street Station, Grade II listed Woodman public house would be largely unaffected The BEE will be seen in the context of the much larger-scale HS2 Curzon Street Station construction site beyond the BEE works. Overall, the BEE works will introduce new features into the view, resulting in a detectable but minor change in the existing view.

10 Residents in Hive apartments along Park Street and occupiers in other parts of the Masshouse development

Direct views of the construction works including laying the tracks and removal of trees and planting beds from Eastside City Park. Views of construction plant and hoardings, partly filtered by intervening vegetation. The BEE will be seen in the context of the much larger-scale HS2 Curzon Street Station construction site beyond the BEE works. Overall, the BEE works will introduce new features into the view, resulting in a detectable but minor change in the existing view.


11 Residents and users of the Woodman Public House, New Canal Street

Clear and filtered views of the construction works including laying the tracks and construction of a tram stop The BEE will be seen in the context of the much larger-scale HS2 Curzon Street Station construction site beyond the BEE works. Overall, the BEE works will introduce new features into the view, resulting in a detectable change in the existing view.

High Moderate Minor adverse non-significant effect

12 Train users from Birmingham Moor Street heading eastwards

Glimpsed, oblique views of the construction works and hoardings, partly screened by the intervening built form. The BEE will be seen in the context of the large scale HS2 construction activity in the foreground. The BEE works will result in an insignificant change to the view.

Low Negligible Negligible

13 Residents Direct and close views of the High Moderate Moderate


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Receptor No.



along New Canal Street

construction works including laying the tracks and construction of the tram stop. Views of the construction compound on New Canal Street, plant and hoardings. There may be glimpsed oblique views of the demolition of Birmingham South and City College and of the HS2 Curzon Street Station construction site. Overall, the BEE works will introduce new features into the view, resulting in a detectable change in the existing view.

adverse significant effect


Narrow framed views of the construction works including laying the tracks. Views of construction plant and hoardings. Overall, the BEE works will introduce new features into the view, resulting in a detectable, but minor change in the existing view.

High Minor Minor Adverse non-significant effect


Direct and close views of the construction works including laying the tracks and construction of the tram stop and substation. Views of the construction compound on New Canal Street, plant and hoardings. Glimpsed views of the demolition of Birmingham South and City College and of the HS2 Curzon Street Station construction site beyond the viaduct. Overall, the BEE works will introduce new features into the view, resulting in a detectable change in the existing view.



Direct and oblique views of the construction works including: demolition of Birmingham South and City College building, laying the twin tracks, construction of the tram stop and removal of three trees from the central reservation. Views of construction plant and hoardings. Overall, the BEE works will introduce new features into the view, resulting in a detectable change in the existing view.


17 Residents in upper floors above shops along High

Direct views of the construction works including: demolition of Birmingham South and City College building, laying the twin tracks,

High Moderate Moderate adverse significant effect


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Receptor No.



Street Deritend

construction of the tram stop and removal of three trees from the central reservation. Views of construction plant and hoardings. Overall, the BEE works will introduce new features into the view, resulting in a detectable change in the existing view.


There will be close views of the main construction site which will be surrounded by hoardings and will house office buildings, hard standing, construction plant and materials. The site is already surrounded by hoardings and in an area in industrial use; the compound will therefore be a new feature in the view, but one that is characteristic of its surroundings. Overall, the BEE works will introduce new features into the view, resulting in a detectable but minor change in the existing view.

Low Minor Minor adverse non-significant effect

13.7.19 Visual effects during construction are on protected views are described in Table 13.4 below.

Table 13.4 Visual effects during construction on protected views

Receptor No.

Source Description Sensitivity Magnitude Signifi-cance

SV1 From New Canal Street looking north: Warwick Bar (Bordesley) Conservation Area Appraisal

Direct and close views of the construction works including laying the tracks and construction of the tram stop. Views of the construction compound on New Canal Street, plant and hoardings. There will be glimpsed views of the HS2 Curzon Street Station construction site beyond the viaduct. Overall, the BEE will introduce new features into the view, resulting in a detectable change in the existing view.


SV2 and SV3

From High Street Deritend looking east and west: Digbeth, Deritend and Bordesley High Streets

Direct views of the construction works including: demolition of Birmingham South and City College building, laying the tracks, construction of the tram stop and removal of three trees



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Receptor No.

Source Description Sensitivity Magnitude Signifi-cance

Conservation Area Appraisal

from the central reservation. Views of construction plant and hoardings. Overall, the BEE will introduce new features into the view, resulting in a detectable change in the existing view.

13.7.20 In summary, it is predicted that there will be temporary moderate adverse significant effects on the City Core TCA and the Digbeth TCA during the construction phase of the BEE but that these effects will affect a relatively small proportion of both TCAs. The construction of the HS2 Curzon Street Station will be ongoing between 2017 and 2026 in the Eastside TCA, temporarily reducing the sensitivity of the TCA. Consequently, the BEE will result in a temporary minor adverse non-significant effect on the Eastside TCA.

13.7.21 Due to the dense urban built form lining the route of the BEE, most visual receptors identified are in very close proximity to the construction works. For a proportion of these receptors, the BEE will be seen in the context of the much larger-scale HS2 Curzon Street Station construction works. The BEE will result in temporary significant effects on the following visual receptors:

pedestrians and users of Bull Street shops and restaurants; guests at Hotel LaTour; residents along New Canal Street; residents in High Street Deritend; SV1 looking north: New Canal Street (Warwick Bar (Bordesley) Conservation Area);

and SV2 and SV3 looking west and east: Digbeth, Deritend and Bordesley High Streets

Conservation Area.

13.7.22 No other significant effects are predicted during construction on visual receptors.


13.8.1 The route of the BEE starts at the junction of Bull Street and Corporation Street and runs south-east along Lower Bull Street into Albert Street, where there will be a tram stop. The route then crosses Moor Street Queensway, runs past Hotel LaTour, crosses the south-eastern corner of Eastside City Park and continues towards the proposed HS2 Curzon Street Station, where there will be a second tram stop. The route then continues along New Canal Street and Meriden Street where there will be a third tram stop. The route turns eastwards onto High Street Deritend, where there will be a fourth tram stop between Milk Street and


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Floodgate Street. The tracks end with a tram turnback and lay over facility at the junction with Heath Mill Lane.

13.8.2 The dimensions of the structures associated with the BEE are: the OLE poles will be approximately 8.4m high; the overhead wires connected to the OLE poles will be approximately 6m above

ground level; the trams will be approximately 3.5m high; the tram stops will be approximately 3.3m high; and the substation adjacent to the junction of Meriden Street and Coventry Street will be

approximately 15m x 7m x 3m high.

13.8.3 Effects of the BEE are assessed during year 1, with a commentary in year 5 of operation to take into account the completion of HS2 Curzon Street Station adjacent and any change in the assessment after 5 years due to the screening effect of maturing planting.

13.8.4 Potential townscape and visual effects during operation will arise from: the loss of 37 trees from the study area (removed during construction); the removal of a small area from the southern boundary of Eastside City Park to

accommodate the BEE alignment; the loss of 1 – 7, Kings Parade, Dale End and the Birmingham South and City College

building; the presence of the tram tracks, four tram stops, signage and street furniture; the presence of OLE and OLE poles along Bull Street through to the tram stop on

Albert Street and along part of High Street Deritend; the presence of the new bus link between Moor Street Queensway and Masshouse

Lane; the presence of the substation in Meriden Street on the site of a car park; streetscape improvements as set out in the Urban Design Strategy (ES Volume 2

Technical Appendix B): these include the use of high quality paving materials and street furniture;

planting in Albert Street, outside Hotel LaTour and in High Street Deritend if this proves feasible at detailed design stage; and

street lighting columns, 8m – 10m high located along the length of the BEE route.

13.8.5 Operational impacts may be short-term, long term, temporary or permanent in nature.

Townscape assessment

City Core TCA

13.8.6 The carriageway in Bull Street will be widened to accommodate the BEE on segregated track going south and on a shared surface for buses and trams going north. Continuity with the


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BCCE will be maintained here by using similar paving materials such as silver and mid-grey granite and York stone for the footways and asphalt for the carriageway. A three-storey, late 20th century building, 1-7 Kings Parade, Dale End, will be demolished to open up the route to Albert Street, where it will run on shared surface to Moor Street Queensway. A new bus-only junction will be created on Dale End, along with the new bus link and bus stand north of the BEE route in Albert Street. The tram stop in Albert Street will be a simple, uncluttered structure as used at the BCCE tram stop in Bull Street. Paving here will include silver grey granite and blue engineering brick, which is currently laid on the footway in Albert Street, to reinforce the historic character of the area and the link with the BCCE and recent streetscape improvements in Moor Street Queensway.

13.8.7 Illustrative impressions in the Urban Design Strategy (ES Volume 2 Technical Appendix B) show the likely appearance of the BEE in Bull Street and Albert Street.

13.8.8 Two semi-mature trees (lime and maple) will be removed from the footway in Bull Street. Two semi-mature trees (lime) will be removed from the footway in Dale End. Four semi-mature trees (London plane) will be removed from the footway near the junction of Albert Street and New Meeting Street. They are all classified as retention category B in the Arboricultural Report (ES Volume 2 Technical Appendix P2). Replacement trees will be planted along this stretch of the route, if existing underground services allow: the feasibility of planting new trees will be established during the detailed design phase. Land left vacant as a result of the demolition of 1-7 Kings Parade, Dale End, could potentially be used as a temporary ‘pop-up’ open space, until a scheme for the redevelopment of this site emerges. A series of sketch designs for the open space are illustrated in the Urban Design Strategy.

13.8.9 The OLE, OLE poles, tram stops, track and bus link will be new elements in the TCA but since the BCCE and other transport infrastructure is already a dominant feature of the area, they will be largely characteristic of their setting. The removal of trees will reduce tree cover in an area which is already sparsely vegetated. The building occupying 1-7 Kings Parade, Dale End is of low architectural value and its loss will not detract from townscape character, but will reduce building density locally and give Albert Street and New Meeting Street a more open character. The existing street clutter and disparate mixture of paving materials will be replaced by a more consistent and higher quality approach to paving and street furniture in line with the Urban Design Strategy, enhancing the streetscape. The magnitude of change will be minor beneficial.

13.8.10 The minor magnitude of change combined with the medium sensitivity of the TCA will result in a minor beneficial effect on the City Core TCA in year 1 of operation.

13.8.11 Only limited tree planting is feasible in the TCA and even when fully established, it will be on too small a scale to affect the TCA after 5 years. The HS2 Curzon Street Station will be complete by year 5 of operation however, with a new area of public realm, Station Square on Moor Street Queensway, restoring the existing public realm in this location. The square is on


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the boundary of the TCA though and will have a limited influence on the TCA. Consequently there will be no change in the Year 1 assessment.

Eastside TCA

13.8.12 The BEE will run on segregated track from Moor Street Queensway through the pedestrianised zone south of Hotel LaTour and on though Park Street Gardens and a small part of Eastside City Park. The route will continue through the HS2 Curzon Street Station site, where there will be a tram stop. The track is catenary free for this stretch of the route and consequently there will be no OLE or OLE poles. A new bus-only road, with bus stops will be built south of the BEE, separated from the tracks by a 5m wide planting bed which will also screen the bus stops from the hotel. The BEE route could be surfaced in grass between Moor Street Queensway and Eastside City Gardens to minimise the proportion of hard paving in the area. Elsewhere the pallet of surfacing materials could include silver grey granite slabs and setts to reflect the existing character of the streetscape. York stone slabs could be used to delineate a new pedestrian path on the south side of the tracks. Illustrative impressions and cross-sections in the Urban Design Strategy show the likely appearance of the BEE outside Hotel LaTour and Eastside City Park.

13.8.13 Three semi-mature trees (London plane) will be removed from the footway in Moor Street Queensway. One of these will be replaced at the end of construction. Eight young trees (London plane) will be removed from outside Hotel LaTour, but in their place, eight new semi-mature trees will be planted in a line, 1-2m closer to the hotel. The 5m wide border between the tram tracks and the bus stand will be planted with a line of semi-mature trees, a 2m high hedge and shrub and perennial planting. Twelve mature trees (species including rowan, Norway maple, sorbus, cherry, hawthorn, crab apple and London plane) will be removed from Park Street Gardens. It will not be possible to replant these trees as the land will be occupied by the bus stands. They are all classified as retention category B in the Arboricultural Report (ES Volume 2 Technical Appendix P2).

13.8.14 One 8m long planting bed in Eastside City Park will be reinstated in approximately its current position and replanted with trees, yew hedging and perennials. A 30m long section of a 90m long planting bed in the park will be removed permanently, along with three category C semi-mature trees (Scots pine), yew hedging, shrubs and perennials. The surface between the tracks will be paved in granite slabs of varying widths and York stone, following the precedents set for paving used in the park. The track will pass through the site of the HS2 Curzon Street Station and the surface materials used here will continue the theme used along the route of granite slabs, setts and York stone.

13.8.15 The bus-only road and bus stops, the tram stop and tracks will be new elements in the TCA but since transport infrastructure is already a dominant feature of the area, they will be largely characteristic of their setting. The existing pedestrianised area outside Hotel LaTour will be replaced with a similar high-quality, though narrower space. Trams and buses will pass through the space which was previously only open to pedestrians. The removal of trees will


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reduce tree cover in an area which is already sparsely vegetated. Approximately 20 new trees will be planted in the area of Moor Street Queensway and Hotel LaTour (if underground services and the constraints of the detailed design allow). These will partly replace the loss of 26 trees in the TCA. Over all, there will be a consistent approach to paving and street furniture in line with the Urban Design Strategy. Effects will be contained to a relatively small proportion of the TCA by the existing urban fabric. In year 1 of operation, the magnitude of change will be minor.

13.8.16 The minor magnitude of change combined with the low sensitivity of the TCA will result in a minor adverse non-significant effect on the Eastside TCA in year 1 of operation.

13.8.17 In year 5 of operation, trees and shrubs planted south of Hotel LaTour will be well established, partly the restoring the tree cover of the character area. The Hs2 Curzon Street Station will be complete by year 5 of operation with new areas of public realm, Station Square, Curzon Promenade and Curzon Square, restoring part of the existing public realm in the TCA. The sensitivity of the TCA will rise to medium. However due to the loss of trees, the introduction of trams and the increased presence of buses in the TCA, the magnitude of change will remain minor.

13.8.18 The minor magnitude of change combined with the medium sensitivity of the TCA will result in a minor adverse non-significant effect on the Eastside TCA in year 5 of operation.

Digbeth TCA

13.8.19 The BEE route will continue on segregated track to the mainline railway viaduct, where it will change to a shared track along the carriageway of New Canal Street and Meriden Street. The track is catenary free for this stretch of the route and consequently there will be no OLE or OLE poles. A tram stop will be located on New Canal Street, just north of Bordesley Street. A substation, housed in a small building, will be situated on land currently occupied by a car park between the Chiltern Mainline viaduct and Coventry Street. The BEE will turn into High Street Deritend and continue on segregated track in the centre of the carriageway. The route will be catenary-free up to the High Street Deritend stop. From this point to the end of the route at Heath Mill Lane there will be OLE and OLE poles. High Street Deritend will remain a six lane road (two lanes will be tram only) and footways in Meriden Street and High Street Deritend will be narrowed to accommodate the tram stop and segregated track. Illustrative impressions and cross-sections in the Urban Design Strategy show the likely appearance of the scheme in Meriden Street and High Street Deritend.

13.8.20 Three semi mature trees (whitebeam and wild cherry) will be removed from High Street Deritend. These are all classified as retention category C in the Arboricultural Report (ES Volume 2 Technical Appendix P2). New trees are not proposed for New Canal Street or Meriden Street because the streets and footways are narrow and the Digbeth, Deritend and Bordesley High Streets Conservation Appraisals states that: ‘Trees are not a traditional feature of the area and would not be considered an appropriate addition to the public realm’.


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This approach has been agreed with BCC Conservation and Senior Landscape Officers, see ES Volume 2 Technical Appendix F: EIA Consultation Information. Large trees cannot be planted close to the tramway and consequently the Urban Design Strategy shows a row of pleached trees down the middle of High Street Deritend which would be maintained to keep them in a narrow profile and clear of the OLE. Underground services in this area may preclude any planting here however. It may be possible to fit a small number of trees in the footway but the feasibility of all planting in High Street Deritend can only be established during the detailed design stage.

13.8.21 The surfacing between the tracks will be asphalt, but around the New Canal Street tram stop the paving will include reclaimed granite setts and blue engineering brick which are characteristic of the conservation area and in keeping with the robust industrial character of the area. Crossovers to site entrances will also be paved in reclaimed granite setts. The New Canal Street tram stop will be a simple, uncluttered structure as illustrated in the Urban Design Strategy. There will be a general reduction in streetscape clutter, with removal of pedestrian guard rails, redundant poles and signage.

13.8.22 The OLE, OLE poles, tram stop and tracks will be new elements in the TCA but since transport infrastructure is already a dominant feature of the area, they will be largely characteristic of their setting. The substation on Meriden Street will be a utilitarian looking building, but it will be seen in the context of other similar industrial structures. It will also be largely screened by the three storey building on the site and by the viaduct. The removal of three trees of low amenity value will be a minor loss. The introduction of a high quality and consistent approach to paving and street furniture, in line with the Urban Design Strategy, and a reduction in street clutter will enhance townscape character, even if it does not prove possible to plant trees along High Street, Deritend. The magnitude of change will be minor.

13.8.23 The minor magnitude of change combined with the medium sensitivity of the TCA will result in a minor beneficial effect on the Digbeth TCA in year 1 of operation.

13.8.24 The proposed row of pleached trees down the middle of Digbeth and High Street Deritend, if planted, will be kept tightly trimmed and consequently there will be no change in the assessment in year 5 of operation.

Visual amenity assessment

13.8.25 Illustrative impressions and cross-sections in the Urban Design Strategy show the likely appearance of the scheme.

13.8.26 Visual effects during operation are described in Table 13.5 below.


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Table 13.5 Visual effects during operation

Receptor No.

Location

Description Sensitivity Magnitude Significance


View over intervening buildings of the tracks, OLE, OLE poles and trams. They will be new features in the view, but they are relatively light structures and will not alter the overall balance of the view. The consistency in the use of high quality paving materials across footways and the carriageway will give the street a more orderly appearance. Overall the BEE will result in an insignificant change in the existing view.

Medium Negligible Negligible


Framed view of the OLE, OLE poles and trams. They will be new features in the view, but they are relatively light structures and will not alter the overall balance of the view. The consistency in the use of high quality paving materials across footways and the carriageway will give the street a more orderly appearance. Overall the BEE will result in a detectable but minor improvement in the existing view.

Medium Minor Minor beneficial non-significant effect

3 Pedestrians users and workers in Bull Street shops, restaurants and offices

Close views of the tracks, OLE, OLE poles and trams. They will be new features in the view, but they are relatively light structures and will not alter the overall balance of the view. The consistency in the use of high quality paving materials across footways and the carriageway will give the street a more orderly appearance. Overall the BEE will result in a detectable but minor improvement in the existing view.


4 Guests at Travelodge, pedestrians in New Meeting Street and Albert

Direct views of the tracks, OLE, OLE poles and trams. They will be new features in the view, but they are relatively light structures and will not alter the overall balance of the view. The loss of 1 – 7 Kings Parade, will



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Receptor No.

Location

Description Sensitivity Magnitude Significance

Street and workers in buildings on New Meeting Street

open up views to Dale End, making the aspect more open. The consistency in the use of high quality paving materials across footways and the carriageway will give the street a more orderly appearance. Overall the BEE will result in a detectable but minor improvement in the existing view.

5 Pedestrians and road users of Moor Street Queensway

Transient views of the tracks, tram stop, OLE, OLE poles and trams. They will be new, but not uncharacteristic features in a view already dominated by transport infrastructure. They are also relatively light structures and will not alter the overall balance of the view. The loss of trees and the new bus-only road opening off Moor Street Queensway will detract from the view. Overall, the BEE will introduce new features into the view, resulting in a detectable but minor change in the existing view.

Low

Minor

Minor adverse non-significant effect


The demolition of 1 – 7 Kings Parade, Dale End will open up views of the tracks, tram stop, OLE and OLE poles. It will also open up views into Albert Street and New Meeting Street. The demolished building does not contribute positively to the view. The removal of street clutter and the consistency in the use of high quality paving materials across footways and the carriageway will enhance the appearance of the streetscape. Overall the BEE will result in a detectable, but minor change in the existing view.

Low Minor Negligible effect


The loss of eight London plane trees outside the hotel will open up close views of the trams, tracks and the bus stand, though these views will be partly filtered

Medium Minor (year 1)

Minor adverse non-significant effect (year 1)


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Receptor No.

Location

Description Sensitivity Magnitude Significance by new semi-mature trees, planted on a similar line. The bus stand will be further screened by the new 5m wide tree and shrub bed which will replace an area of hard-paved public realm. High-quality York stone and granite paving will be used to restore the public realm so that it is similar to its existing appearance. There are no OLE or OLE poles along this section of the route. The HS2 Curzon Street Station will be under construction during year 1 of operation. Overall the BEE will result in a detectable deterioration in the existing view. By year 5, the new trees and planting will further screen the buses and bus stand. The Hs2 Curzon Street Station will be complete by year 5 of operation with a new area of public realm, Curzon Promenade south of the bus stand. The increasing maturity of the planting will increase the verdant quality of the view, resulting in a detectable improvement in the existing view.

Minor (year 5)

Minor beneficial non-significant effect (year 5)


Views of the tracks, the partly grassed surface of the route and the passing trams from the southern end of the park opened up by the loss of trees and evergreen hedges from planting beds along the boundary. Trees to be retained in the gardens will filter more distant views of the BEE. High-quality York stone and granite paving will restore one planting bed and the public realm to its existing appearance. There are no OLE or OLE poles along this section of the route. The HS2 Curzon Street Station will be under construction during year 1 of operation. Overall the BEE will result in a discernible deterioration in the existing view.

High Minor (year 1) Negligible (year 5)

Minor adverse non-significant effect (year 1) Negligible effect (year 5)


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Receptor No.

Location

Description Sensitivity Magnitude Significance By year 5 of operation, the Hs2 Curzon Street Station will be complete, with new areas of public realm, Curzon Promenade and Curzon Square visible in the background. Replacement planting will have become established and the change to the view will be insignificant.

9 Users of Birmingham City University (BCU) BCU accommodation and Millennium Point

Views of the passing trams and tracks, partly grassed. A high-quality paving scheme of York stone and granite will restore the public realm to its existing appearance. There are no OLE or OLE poles along this section of the route. Views towards the Grade I listed Curzon Street Station, Grade II listed Woodman public house would be largely unaffected. Overall the BEE will result in an insignificant change to the existing view. By year 5 of operation, the Hs2 Curzon Street Station will be complete with new areas of public realm, Curzon Promenade and Curzon Square visible in the background. The change to the view will remain insignificant.

Low Negligible (Year 1) Negligible (Year 5)

Negligible effect (Year 1) Negligible effect (Year 5)

10 Residents in the Hive apartments along Park Street and occupiers in other parts of the Masshouse development

Direct views from upper floor windows of the trams and tracks, partly grassed. A high-quality paving scheme of York stone and granite will restore the public realm back to its existing appearance. There are no OLE or OLE poles along this section of the route. The tram stop and tracks will be new elements in the view but since transport infrastructure is visible from this location, they will be largely characteristic of their setting. Overall the BEE will result in an insignificant change to the existing view.

High Negligible (Year1) Negligible (Year5)

Minor adverse non-significant effect (Year1) Negligible effect (Year5)


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Receptor No.

Location

Description Sensitivity Magnitude Significance By year 5 of operation, the Hs2 Curzon Street Station will be complete with new areas of public realm, Curzon Promenade and Curzon Square visible in the background. The change to the view will remain insignificant.

11 Residents at The Woodman Public House New Canal Street

Views from upper floor windows of the passing trams, tram stop and tracks, partly filtered through trees in Eastside City Park. A high-quality paving scheme of York stone and granite will restore the public realm back to its existing appearance. There are no OLE or OLE poles along this section of the route. The tram stop and tracks will be new elements in the view but since other transport infrastructure is visible from this location, they will be largely characteristic of their setting. Overall the BEE will result in an insignificant change to the existing view. By year 5 of operation, the Hs2 Curzon Street Station will be complete with new areas of public realm, Curzon Promenade and Curzon Square dominant in the view. The change to the view will remain insignificant.

High Negligible (year 1) Negligible (year 5)

Negligible (year1) Negligible effect (year 5)

12 Train users from Birmingham Moor Street

Glimpsed views of the trams, tracks and the tram stop. There are no OLE or OLE poles along this section of the route. The tram stop and tracks will be new elements in the view but since transport infrastructure is already visible from this viewpoint, they will be largely characteristic of their setting. Overall the BEE will result in an insignificant change to the existing view. By year 5 of operation, the Hs2 Curzon Street Station will be complete with the station

Low Negligible (year 1) Negligible (year 5)

Negligible effect (year1) Negligible effect (year 5)


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Receptor No.

Location

Description Sensitivity Magnitude Significance building dominant in the view. The change to the view will remain insignificant.

13 Residents along New Canal Street

Direct and close views of the trams, the tracks and the tram stop. The simple, modern design of the tram stop and the consistency in the use of high quality paving materials across footways and the carriageway will enhance the appearance of the streetscape. There are no OLE or OLE poles along this section of the route. The tram stop and tracks will be new elements in the view but since transport infrastructure is already visible from this location, they will be largely characteristic of their setting. Overall, the BEE will introduce new features into the view, resulting in a detectable but minor change in the existing view.

High Minor Minor beneficial non-significant effect

14 Residents in flats in Allison Street

Framed views of passing trams. This part of route will be OLE free. Overall the BEE will result in an insignificant change to the existing view.

High Negligible Negligible effect


Direct and close views of the trams, the tracks, the tram stop and glimpsed views of the substation. The simple, modern design of the tram stop and the consistency in the use of high quality paving materials across footways and the carriageway will enhance the appearance of the streetscape. There are no OLE or OLE poles along this section of the route. The tram stop, tracks and substation will be new elements in the view but since transport infrastructure is already visible from this location, they will be largely characteristic of their setting. The substation will be mainly screened from view but

Low Minor Minor beneficial non-significant effect


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Receptor No.

Location

Description Sensitivity Magnitude Significance where visible, it will be seen in the context of similar utilitarian buildings nearby. Overall, the BEE will introduce new features into the view, resulting in a detectable but minor change in the existing view.


Direct and oblique views of the vacant site left by the demolition of the Birmingham South and City College, the passing trams, the tracks and the tram stop. The simple, modern design of the tram stop, the removal of street clutter and the consistency in the use of high quality paving materials across footways and the carriageway will enhance the appearance of the streetscape. The OLE and OLE along the eastern end of the route will be new features in the view, but they are relatively light structures and they and the trams and tracks will not alter the overall balance of the view. A line of pleached trees planted along the centre of the tracks will introduce a green element into the view. Overall the BEE will result in a detectable but minor change in the existing view.

Low Minor Minor beneficial non-significant effect


Narrow and oblique views of the vacant site left by the demolition of the Birmingham South and City College, passing trams, the tracks and the tram stop. The simple, modern design of the tram stop, the removal of street clutter and the consistency in the use of high quality paving materials across footways and the carriageway will enhance the appearance of the streetscape. The OLE and OLE along the eastern end of the route will be new features in the view, but they are relatively light structures and they and the trams and tracks will not alter the overall balance of the view.



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Receptor No.

Location

Description Sensitivity Magnitude Significance A line of pleached trees planted along the centre of the tracks will introduce a green element into the view. Overall the BEE will result in a detectable but minor change in the existing view.


No views during operation . Low No views during operation

No views during operation

Table 13.6 describes key views from the Digbeth, Deritend and Bordesley High Street Conservation Area and the Warwick Bar (Bordesley) Conservation Area appraisals.

Table 13.6 Visual effects during operation on protected views

Receptor No. Source Description Sensitivity Magnitude

Significance

SV1 From New Canal Street: Warwick Bar (Bordesley) Conservation Area Appraisal

Views of the passing trams, the tracks and the tram stop. The simple, modern design of the tram stop and the consistency in the use of high quality paving materials across footways and the carriageway will enhance the appearance of the streetscape. This part of route will be OLE free The tram stop and tracks will be new elements in the view but since transport infrastructure is visible from this location, they will be largely characteristic of their setting. Overall, the BEE will introduce new features into the view, resulting in a detectable but minor change in the existing view.


SV2 and SV3

From High Street Deritend looking east

Views of the passing trams, the tracks and the tram stop, OLE and OLE

High Minor Minor beneficial non-significant


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Receptor No. Source Description Sensitivity Magnitude

Significance

and west: Digbeth, Deritend and Bordesley High Streets Conservation Area Appraisal

along the eastern end of the route and the pleached trees planted along the centre of the tracks. The simple, modern design of the tram stop, the removal of street clutter and the consistency in the use of high quality paving materials across footways and the carriageway will enhance the appearance of the streetscape. Overall, the BEE will introduce new features into the view, resulting in a detectable but minor change in the existing view.

effect


Inter-scheme

13.9.1 The committed developments relevant to the cumulative effect assessment for the purpose of this EIA are shown in Table 13.7. Further details on each of the developments, including their location are shown in ES Volume 2 Technical Appendix E: Committed Development Information.

Table 13.7 List of committed developments relevant to townscape and visual amenity

Assessment year

Assumed status of committed developments

Under construction Operational

2020 (based on commencement of the BEE construction)

Exchange Square (Phases 1 and 2) Bull Ring Trading Estate Beorma Quarter (Phases 2 and 3) Smithfield

2022 (the BEE becomes operational)

Smithfield Exchange Square (Phases 1 and 2) Bull Ring Trading Estate Beorma Quarter (Phases 2 and 3)

13.9.2 The following assessment excludes the impacts of changed traffic movements as the developments are located in a central city location where existing levels of tranquillity are generally low. The potential impacts of the developments include:


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demolition of buildings changing the urban pattern and opening up views; removal of existing trees and loss of parkland changing the townscape character and

opening up views; presence of site fencing, construction traffic, construction plant and equipment; and elevated noise levels and increased levels of activity associated with construction.

Cumulative effects during construction - townscape resource

1.1.4 Table 13.8 below outlines inter-scheme cumulative effects on the TCA identified whilst the committed developments and BEE are under construction.

Table13.8 Cumulative townscape effects during construction

TCA Description

Significant cumulative effects?

Resulting significant effects

City Core The Exchange Square (Phases 1 and 2) committed developments fall within the TCA. The development will retain the existing street pattern but change the land use from vacant plots and car parking to a construction site. The construction site will be largely separated from the BEE in construction by intervening buildings. The Eastside Curzon Park/HS2 Curzon Station construction activity will be apparent in the adjacent TCA. The effects of the Exchange Square scheme will be contained to a relatively small proportion of the TCA by the existing urban fabric and street pattern; therefore the magnitude of change will remain moderate resulting in a moderate adverse significant effect on the City Core TCA.

No change Moderate adverse significant effect

Eastside There are no committed developments taking place in the Eastside TCA and the effects of the Exchange Square scheme in construction, in the adjacent TCA, will be contained by the existing urban fabric and street pattern. Therefore there will be no change in the Eastside TCA.

No change Minor adverse non-significant effect

Digbeth The Beorma Quarter (Phase 2 and 3) development will take place in the TCA and the Digbeth, Deritend and Bordesley High Streets Conservation Area Boundary. The Bull Ring Trading Estate development falls within the TCA and the Smithfield development falls partly within the TCA but extends further south and west. Overall, the existing street pattern will be retained but buildings of low architectural interest, which do not contribute to townscape character, will be demolished. Digbeth and High Street Deritend will experience an increased level of construction activity as a result of the committed



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TCA Description

Significant cumulative effects?


developments but the effects will be contained to a relatively small proportion of the TCA by the existing urban fabric. Therefore the magnitude of change will remain moderate resulting in a moderate adverse significant effect on the Digbeth TCA.

Construction visual effects

1.1.5 Table 13.9 below outlines the change in the predicted effects during BEE construction resulting from the cumulative effects of the committed developments.

1.1.6 Table13.9 Cumulative visual effects during BEE construction on representative viewpoints Receptor No.

Location

Description Significant cumulative effects?



There may be views of cranes associated with the Exchange Square (Phases 1 and 2) development over intervening buildings.



The committed developments in construction will not be visible from this location.


3 Pedestrians, users and workers in Bull Street shops, restaurants and offices



4 Guests at Travelodge, pedestrians in New Meeting Street and Albert Street and workers in buildings on New Meeting Street

Tall construction plant may be visible in the background of the view associated with the Exchange Square development, but otherwise there will be no direct view of committed developments.


5 Pedestrians Distant, narrow and transient views of the No change Minor


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Receptor No.

Location



and road users of Moor Street Queensway

construction of Exchange Square (Phases 1 and 2).

adverse non-significant effect


Direct views of the construction of the Exchange Square (Phases 1 and 2) development looking north east but no direct inter visibility between the BEE and the committed developments.







No change Minor adverse

9 Users of Birmingham City University(BCU) BCU accommodation and Millennium Point



10 Residents in Hive apartments along Park Street and Masshouse



11 Residents and users of the Woodman Public House, New Canal Street



12 Train users from Birmingham Moor Street heading eastwards

Glimpsed views of tall plant associated with the Beorma Quarter (Phase 2 and 3), Bull Ring Trading Estate and Smithfield developments to the south Exchange Square (Phase 1,2) to the north but largely screened by intervening buildings

No change Negligible

13 Residents along New Canal Street





No change Minor Adverse non-significant


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Receptor No.

Location


Resulting significant effects effect

15 Pedestrians, users of shops and cafes and workers in buildings along New Canal Street and Meriden Street




Direct and oblique views of the construction activity associated with the Smithfield development to the south and west, though only a small proportion of the development (the north-east corner) will be visible from this location. Views of the upper levels of the Beorma Quarter (Phase 2 and 3) development in construction to the west will be screened at ground level by intervening buildings. Overall, the BEE considered in conjunction with Smithfield development and Beorma Quarter (Phase 2 and 3) will result in an increase in the level of construction activity visible from this location. The two committed developments and the BEE will be visible in the same view from a small number of locations (looking west). However, in most cases views of construction of the committed developments will be screened by intervening buildings. There will be a detectable change in the existing view but it will not change the significance of the predicted effect.

No change Mjnor adverse non-significant effect


Largely oblique views of the construction activity associated with Smithfield development and of Beorma Quarter (Phase 2 and 3). Only a small proportion of the Smithfield development will be visible from this location. Views of the upper levels of the Beorma Quarter development will be screened at ground level by intervening buildings. Overall, the BEE considered in conjunction with Smithfield development and Beorma Quarter (Phase 2 and 3) will result in an increase in the level of construction activity visible from this location. The two committed developments and the BEE will be visible in oblique views from a small number of locations. However, in most cases views of construction of the committed developments will be screened by intervening buildings.



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Receptor No.

Location



There will be a detectable change in the existing view but it will not change the significance of the predicted effect.


The BEE main construction site and Bull Ring Trading Estate development will be visible in the same view looking south, but views of the Bull Ring Trading Estate site will be mainly screened by the viaduct and intervening buildings. Overall, the committed developments will not result in a perceptible deterioration in the existing view.

No change Minor adverse

SV1 From New Canal Street: Warwick Bar (Bordesley) Conservation Area Appraisal



SV2 and SV3

From High Street Deritend looking east and west: Digbeth, Deritend and Bordesley High Streets Conservation Area Appraisal

The Bull Ring Trading Estate development and BEE will be visible in the same views looking east (SV3). A small proportion of the Smithfield development and the upper levels of the Beorma Quarter (Phase 2 and 3) development in construction will be visible in the same view as BEE looking west (SV2). Overall, the BEE considered in conjunction with the Smithfield, Beorma Quarter (Phase 2 and 3) and Bull Ring Trading Estate developments will result in an increase in the level of construction activity visible from these locations. The character of the existing view is utilitarian, with functional buildings, constant traffic, street clutter and a high level of redevelopment and change. There will be a detectable change in the existing view but it not change the significance of the predicted effect.

No change Moderate adverse significant

Operation townscape effects

13.9.3 In year 1 of the operation of the BEE, the HS2 Curzon Street Station and Smithfield will still be under construction. The Exchange Square, Beorma Quarter (Phases 2 and 3) and the Bull Ring Trading Estate developments are mixed use developments which will be completed and occupied by completion of the BEE. The Exchange Square development will be 16 storeys high, the Beorma Quarter (Phase 2 and 3) will be up to 20 storeys high and the Bull Ring Trading Estate will be 5 storeys high. The high buildings and the mid-rise tall Bull Ring Trading Estate are equally characteristic of the City Core, Eastside and Digbeth TCA where


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existing buildings show a similar variation in height and uses. There will be a negligible change to townscape character and therefore no change the significance of the predicted effects on all three TCA in year 1 of operation.

13.9.4 In year 5 of operation, the Smithfield development is assumed to be complete. Based on the Birmingham Smithfield Masterplan (March 2016, consultation on the proposed masterplan closed in May 2016), the scale and type of mixed uses of the development appears in keeping with the existing buildings in the TCA and the character of the Digbeth TCA will not be affected by the Smithfield development in year 5 of operation. There will be no further effects on the City Core and Eastside TCA in year 5 of operation.

Operation Visual Effects

13.9.5 In year 1 of the operation of the BEE, the HS2 Curzon Street Station and Smithfield will still be under construction. The top of the Exchange Square development may be visible over intervening buildings from upper floors of buildings on Corporation Street and Bull Street and New Meeting Street. The top of the Beorma Quarter will be visible from High Street Deritend and the mainline to Birmingham New Street. The Bull Ring Trading Estate development will be visible from High Street Deritend. In all cases, these new developments will result in the addition of new elements to the view or a change in the view where an existing building is replaced by a new building. The new developments are of a scale and type already represented in existing views and they will not therefore result in a change to the overall balance of elements and features of the views. The magnitude of change will be negligible therefore and the representative viewpoints and significant viewpoints will not be affected by the committed developments in year 1 of operation.

13.9.6 In year 5 of operation, the Smithfield development will be complete. The scale and type of this development will not introduce uncharacteristic new elements into views from High Street Deritend since mixed use developments of this nature are already present. There will be no change in the overall balance of elements and features in views. The magnitude of change will be negligible therefore and the representative viewpoints and significant viewpoints will not be affected by the committed developments in year 5 of operation.


Intra-scheme

13.10.1 The historic environment assessment has identified significant temporary effects in relation to New Canal Street and Meriden Street due to the presence of construction activity affecting the industrial setting. Additionally the setting of the 10 locally listed buildings along New Canal Street and Meriden Street and the locally listed Bordesley railway viaduct which form a distinctive group would be significantly affected during operation of the BEE. The setting of


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heritage assets is assessed solely in the historic environment chapter but the presence of buildings that contribute to the streetscape are also considered under the townscape topic.

13.10.2 The findings of the townscape assessment for the Digbeth TCA, which includes New Canal Street and Meriden Street, notes a significant adverse effect during construction. Similarly the visual assessment notes significant adverse effects on the significant view from New Canal Street (defined in the Digbeth, Deritend and Bordesley High Streets Conservation Area Appraisal). During operation, there will be no significant townscape or visual effects in relation to New Canal Street and Meriden Street as the benefits of improved streetscape design, the consistency in the use of high quality paving materials across footways and the carriageway will strengthen the existing character of the area.

13.10.3 Intra project cumulative effects in relation to the changes in noise environment have been considered. There are a small number of indirect significant effects arising from noise levels from traffic that do occur away from the BEE scheme and it is considered that these will not cause a cumulative effect in combination with the townscape and visual assessment.

13.11 Conclusion

1.1.7 The BEE is located in a busy urban area, in the centre of Birmingham. The BEE will run for approximately 1.9km from Corporation Street to High Street Deritend via New Canal Street, Meriden Street. The tracks will terminate at the junction with Heath Mill Lane, whilst highway works will continue just past the junction with Adderley Street.

1.1.8 From desk based research and site surveys three townscape character areas were identified: the City Core TCA; Eastside TCA; and Digbeth TCA.

13.11.1 Overall, the City Core and Digbeth TCA can accommodate the type of change proposed without key characteristics being fundamentally altered; they therefore have a medium susceptibility to change and a medium sensitivity. Construction of the HS2 Curzon Street Station will be taking place between 2017 and 2026 adjacent to construction of the BEE where it passes through the Eastside TCA. This will consequently reduce the susceptibility to change of the TCA from medium to low and the sensitivity will be low.

1.1.9 Due to the density of the urban environment surrounding the route of the BEE, the ZTV is largely limited to close views within 100m of the BEE. There will however be some mid-distant to distant views of the BEE from the upper floors of tall buildings.

13.11.2 There will be temporary moderate adverse significant effects on the City Core TCA and the Digbeth TCA during the construction phase of the BEE but these effects will affect a relatively small proportion of the overall TCA. The construction activities associated with the HS2


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Curzon Street Station development will temporarily reduce the sensitivity of the Eastside TCA and consequently the BEE will result in a temporary minor adverse non-significant effect.

13.11.3 Due to the dense urban built form lining the route of the BEE, most visual receptors identified are in very close proximity to the construction works. Receptors in Moor Street Queensway, Eastside City Park, on the West Coast Main Line to Birmingham New Street and in New Canal Street will see the BEE construction works in the context of the large scale HS2 Curzon Street Station construction site adjacent.

13.11.4 It is predicted that the BEE will result in temporary significant effects on the following visual receptors during construction:

Pedestrians and users of Bull Street shops, offices and restaurants; Guests at Hotel LaTour; Residents along New Canal Street; Residents in High Street Deritend; SV1: from New Canal Street (Warwick Bar (Bordesley) Conservation Area); and SV2 and SV3 looking west and east: Digbeth, Deritend and Bordesley High Streets

Conservation Area.

13.11.5 In the operation phase of the BEE, the introduction of a high quality and consistent approach to paving and street furniture, in line with the Urban Design Strategy, and a reduction in street clutter will enhance townscape character and therefore result in a permanent minor beneficial effects on the City Core and Digbeth TCA. The loss of trees, the introduction of trams and the increased provision for buses in the Eastside TCA will result in a permanent minor adverse effect on the Eastside TCA. These effects are not significant.

13.11.6 There will be no change in the assessment of effects on TCA after 5 years of operation when the HS2 Curzon Street Station is operational.

13.11.7 There will be no significant effects on visual receptors during year 1 of operation of the BEE. The majority of the receptors will have minor beneficial or negligible effects. There will be minor adverse effects during operation on the following receptors:

pedestrians and road users of Moor Street Queensway; guests at Hotel LaTour; users of Eastside City Park; and residents in the Hive apartments along Park Street and occupiers in other parts of the

Masshouse development.

13.11.8 There will be no change in the assessment of effects on representative views of TCA after 5 years of operation when the HS2 Curzon Street Station is operational apart from on the following receptors, where adverse effects will be reduced:

guests at Hotel LaTour (minor beneficial); users of Eastside City Park (negligible); and


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residents in the Hive apartments along Park Street and occupiers in other parts of the Masshouse development (negligible).


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14.1 Introduction

14.1.1 This chapter provides an assessment of the potential impacts on the historic environment resulting from the BEE. It outlines mitigation measures envisaged to prevent, reduce and where possible remedy any adverse effects on the environment. This chapter should be read in conjunction with the ES Volume 2 Technical Appendix Q1: Historic Environment Technical Information, which contains the baseline assessment, Q2: Impact Assessment Table, which outlines the impact the BEE will have on all heritage assets within the study area, and Q3 Archaeological Watching Brief, which details the depth below ground of deposits and presence of archaeological features and finds.

14.1.2 The historic environment relates to “all aspects of the environment resulting from the interaction between people and places through time, including all surviving physical remains of past human activity, whether visible, buried or submerged, and landscaped and planted or managed flora” (NPPF Annex 2 Glossary, 2012).

14.1.3 A ‘heritage asset’ is defined as a building, monument, site, place, area or landscape identified as having a degree of significance meriting consideration in planning decisions (NPPF, 2012). Heritage asset includes designated heritage assets and non-designated assets identified by the local planning authority including buried archaeology and locally listed buildings.

14.1.4 National and local policy and guidance refers to “heritage significance”. To prevent confusion with EIA terminology of “significance of effect” this environmental statement will use the term “heritage value” unless directly quoting from policy or guidance. The references to heritage value in this environmental statement are to be read as meaning ‘significance (for heritage policy)’ as defined in the glossary to the NPPF.

14.2 Methodology


14.2.1 The following provides the legislative and cultural heritage policy framework relevant to the BEE historic environment assessment carried out in this Chapter. Further information on the relevant legislation, policy and guidance relating to the historic environment can be found in ES Volume 2 Technical Appendix Q1: Historic Environment Technical Information.

European European Convention on the Protection of the Archaeological Heritage (Revised) Treaty

No.143, ratified 2001. Convention for the Protection of Architectural Heritage of Europe, Treaty 121, ratified

1988.

14 Historic Environment


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Overarching legislation Ancient Monuments and Archaeological Areas Act 1979; and Planning (Listed Buildings and Conservation Areas) Act 1990.

National Planning Policy Framework

14.2.2 NPPF, Chapter 12 Conserving the historic environment - paragraphs 128-135, 137-138 and 141 2012.

Local plans and polices BCC, The Birmingham Unitary Development Plan, 2006; BCC, Draft Birmingham Development Plan; and BCC, The Big City Plan, 2011.

Supplementary planning policies BCC, Digbeth, Deritend and Bordesley High Streets (Digbeth/ Deritend) Conservation

Area Character Appraisal and Supplementary Planning Policies, 2009; BCC, Warwick Bar Conservation Area Character Appraisal and Supplementary

Planning Policies, 2008; BCC, Colmore Row and Environs Conservation Area Character Appraisal and

Supplementary Planning Policies, 2006; and BCC, Birmingham City Council Archaeology Strategy, 2004.

14.2.3 Within Birmingham the local plan and policies are the principal documents used by Birmingham City Council to ensure that the historic environment of Birmingham is preserved or enhanced by new developments. The supplementary planning policies are intended to guide and manage the significant level of change anticipated through the promotion of good new design which responds sensitively to historic context. New developments will be encouraged to complement the established character of the area while clearly reflecting its own time and function. Although the supplementary planning policies are focused on the design requirements for new buildings, they do state the Council will expect all new developments to achieve a satisfactory relationship with its surroundings, demonstrating a regard for the character of the immediate street scene and the wider conservation area.

14.2.4 The Archaeology Strategy (BCC 2004) is used to clarify existing policies and set out the City’s Council’s role in the process and the requirements placed on developers. The Strategy describes the particular archaeological requirements for different parts of the city.

Industry/ good practice guidance

14.2.5 The following industry/good practice guidance has been used to formulate a methodology in order to carry out the impact assessment upon the historic environment:


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Historic England, Good Practice Advice in Planning Note GPA 2: Managing significance in decision taking in the historic environment, 2015 (GPA2);

Historic England, Good Practice Advice in Planning Note (2015) GPA 3: The Setting of Heritage Assets, 2015 (GPA3);

Historic England, Conservation Principles, Policies and Guidance, 2008; and Chartered Institute for Archaeologists, Standard and Guidance for Historic

Environment Desk Based Assessment, 2014.

Listed buildings

14.2.6 Statutorily listed buildings are protected by national law. Planning (Listed Buildings and Conservation Areas) Act 1990 66. (1) states that “In considering whether to grant planning permission for development which affects a listed building or its setting, the local planning authority or, as the case may be, the Secretary of State shall have special regard to the desirability of preserving the building or its setting or any features of special architectural or historic interest which it possesses.” Listed buildings are designated due to their nationally significant architectural and/or historic interest. Designation is categorised depending on the buildings heritage value, as follows: Grade I designation is attributed if the building is of exceptional significance; Grade II* buildings are particularly important buildings of more than special interest; and Grade II buildings are of special interest.

Locally listed buildings

14.2.7 Locally listed buildings are not statutorily protected, however they are categorised as non-designated heritage assets covered by national and local planning policy. They are buildings and sites “within a local planning authority’s area that make a positive contribution to its local character and sense of place because of their heritage value” (Historic England, 2015).

14.2.8 Within Birmingham locally listed buildings and sites are categorised depending on their heritage value.

14.2.9 Birmingham City Council16 categorises locally listed buildings as follows: Grade A: buildings which are of statutory list quality, although not currently nationally

listed; Their conservation, retention and enhancement is considered important by BCC; Grade B: buildings, structures or features which are important in the city wide architectural

context or the local street scene, and BCC will require positive efforts to ensure their retention; and

Grade C: buildings of significance [heritage value] in the local historical/vernacular context, including industrial archaeological features and are therefore worthy of retention.

16 BCC, Consolidated List Of Locally Listed Buildings (12/08/2013)


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14.2.10 For the purposes of this assessment Grade A locally listed buildings are considered of medium heritage value, reflecting their statutory list quality. Grades B and C are considered of low value reflecting their local importance, except the Bordesley Railway Viaduct, which is considered as medium value due to its special dominance in the Warwick Bar conservation area.

Setting

14.2.11 NPPF (2012) describes the setting of a heritage asset as “the surroundings in which a heritage asset is experienced. Its extent is not fixed and may change as the asset and its surroundings evolve. Elements of a setting may make a positive or negative contribution to the significance [heritage value] of an asset, may affect the ability to appreciate that significance or may be neutral”. All heritage assets including buildings and buried remains have a setting which can be positively, neutrally or negatively impacted.

14.2.12 Historic England’s GPA Volume 3; the Setting of Heritage Assets describes the importance of setting “in what it contributes to the significance [heritage value] of the heritage asset. This depends on a wide range of physical elements within, as well as perceptual and associational attributes pertaining to, the heritage asset’s surroundings.”

14.2.13 In determining what contribution setting makes to the heritage value of a heritage asset this assessment has used a staged approach to proportionate decision-taking using the 5 steps outlined in paragraph 12 of the Historic England guidance GPA Volume 3. The setting for each heritage asset and the contribution setting makes to the heritage value of the asset has been described in Technical Appendix Q1 Annex A.

Spatial and temporal scope

14.2.14 The historic environment study area has been defined as a 200m distance from the centre of tracks in every direction from the indicative BEE alignment shown on the Land and Works Plans. The EIA has considered the potential for impact on heritage assets within the study area as a result of the BEE. A justification for the extent of the study area can be found in the Technical Appendix Q1.

14.2.15 The temporal scope of the assessment assumes baseline conditions for the year 2020, to correspond with the start of the construction phase of the BEE. The construction of HS2 is in the future baseline. The potential effects during the operation phase are assessed in the first year of the operation (2022) with a commentary, where relevant, on effects in year 5 of operation when the construction of HS2 Curzon Street Station is expected to finish.


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Temporary construction effects

14.2.16 Temporary effects will occur for a limited time during the construction of the BEE, estimated to be two years. As there will be no impact to the fabric of any historic buildings, the BEE will only have a temporary effect upon the setting of heritage assets. These temporary effects can include the presence of construction machinery along the BEE route or the noise created by the construction work upon built heritage closest to the BEE. It is expected that temporary construction effects upon individual built heritage assets will last a matter of weeks. Other effects may be caused by dust and other emissions, vibrations and divergence/increase of traffic to other areas.

Permanent construction effects

14.2.17 Permanent effects occur where work undertaken or structures created during the construction phase has a permanent effect upon existing ground conditions. Permanent construction effects include excavation required to construct the new tracks, tram stops and OLE poles. These may result in the permanent removal of archaeological deposits. Permanent construction effects can be caused by a change to the setting of a heritage asset as a result of the presence of the BEE. Other permanent effects may include changes to historic landscape patterns through severance.

Operation effects

14.2.18 All operation effects are permanent and will last for the lifetime of the BEE. They include the increased noise, lighting, traffic and movement of the trams which occur when the BEE is in operation. These operational effects could lead to adverse effects upon the setting of designated heritage assets.

Impact assessment methodology

14.2.19 The impact assessment methodology is based on the steps outlined in paragraph 6 of GPA2. This is to ensure a robust and proportionate assessment of the impacts of the BEE. The relevant steps for this assessment are considered to be;

Understand the significance [heritage value] of the affected assets; Understand the impact of the proposal on that significance [heritage value]; and Avoid, minimise and mitigate impact in a way that meets the objectives of the NPPF.

14.2.20 The first step of the impact assessment for the historic environment is to identify heritage assets which may be impacted by the BEE, in this case all heritage assets within the 200m study area. This is done through a baseline assessment, a full baseline assessment for the BEE can be found in ES Volume 2 Technical Appendix Q1: Historic Environment Technical Information. From here the assets are given a value based on their heritage value. The heritage value is assessed on the level of designation and the assets relative importance for


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example, national, regional or local. The assets are then assigned a value based on the definitions in Table 14.1.

Table 14.1: Assessment of heritage value

Heritage value of asset Criteria

High

The heritage resource is of national and/or international value: world heritage sites, scheduled monuments, grade I and II* listed buildings, grade I and II* registered parks and gardens, registered battlefields, undesignated assets of schedulable quality, undesignated monuments, sites or landscapes that can be shown to have specific nationally important qualities equivalent to a grade I or II* asset.

Medium

The heritage resource is of national and/or regional value: grade II listed buildings, grade II registered parks and gardens, conservation areas, grade A locally listed buildings, undesignated sites of high importance identified through research or survey, monuments or sites that can be shown to have important qualities in their fabric or historical association.

Low

The heritage resource is of local value, including: Undesignated assets, grade B and C locally listed buildings, monuments, archaeological sites with a local importance for education or cultural appreciation and which add to local archaeological and historical research, very badly damaged assets that are of such poor quality that they cannot be classed as high or medium, parks and gardens of local interest.

Negligible

Heritage resources identified as being of negligible historic, evidential, aesthetic or communal value; and resources whose importance is compromised by poor preservation or survival or of contextual associations to justify inclusion into a higher grade.

14.2.21 The magnitude of the impact of the BEE on these heritage assets is then assessed. The impact is evaluated on the basis of the BEE’s effect on the value of the asset and whether this alters the assets heritage value through either the impact on the historic fabric of the asset or its setting. The full impact assessment for the BEE can be found in ES Volume 2 Technical Appendix Q2: Impact Assessment Tables. These impacts can be positive or negative. The impact is then assigned a magnitude based on the definitions in Table 14.2.

Table 14.2: Magnitude of impact

Impact magnitude Description of impact

Major

The value of the heritage asset is totally altered or destroyed. Comprehensive change to setting effecting heritage value, resulting in changes in our ability to understand and appreciate the resource and its historical context and setting.

Moderate

The value of the heritage asset is affected. Changes are such that the setting of the asset is noticeably different, effecting heritage value resulting in changes in our ability to understand and appreciate the resource and its historical context and setting.

Minor

The value of the heritage asset is slightly affected. Changes to the setting have a slight impact on heritage value resulting in changes in our ability to understand and appreciate the resource and its historical context and setting.


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Impact magnitude Description of impact

Neutral The BEE does not affect the value of the heritage asset. Changes to the setting that do not affect our ability to appreciate the value of the asset.

14.2.22 To ascertain the significance of effect on the value of heritage assets from the project, the magnitude of the impact is cross referenced with the value of the heritage asset. The assessment of significance of effects will take into consideration mitigation measures that are incorporated in the BEE. The levels of effect and the overall significance of effect takes into account the value of the asset (Table 14.1) and the magnitude of impact (The magnitude of the impact of the BEE on these heritage assets is then assessed. The impact is evaluated on the basis of the BEE’s effect on the value of the asset and whether this alters the assets heritage value through either the impact on the historic fabric of the asset or its setting. The full impact assessment for the BEE can be found in ES Volume 2 Technical Appendix Q2: Impact Assessment Tables. These impacts can be positive or negative. The impact is then assigned a magnitude based on the definitions in Table 14.2.

14.2.23 Table 14.2) as shown in Table 14.3.

Table 14.3: Matrix for levels of effect and assessment of significance

Mag

nitu

de o

f im

pact

Value of receptor

Negligible Low Medium High Neutral Neutral Neutral Neutral Neutral

Minor Negligible Negligible Minor Minor

Moderate Negligible Minor Moderate Moderate

Major Negligible Minor Moderate Major

14.2.24 Moderate or major effects as shown shaded in grey in Table 14.3 above are considered to be significant in EIA terms and are reported in the ES. Professional judgement has been used throughout this assessment when considering the significance of heritage assets (value) and the impact of the BEE upon that value.

14.2.25 A thorough assessment of the heritage value including the assets setting, and the contribution setting makes to the heritage value of the assets, of each conservation area, listed and locally listed building within the study area can be found in Appendix Q1 Annex A; Table 1.2, 1.4 & Table 1.5. The assessment of the impact of the BEE upon the heritage value of each heritage asset is considered within the Technical Appendix Q2 – Impact Assessment.

14.3 Consultation

14.3.1 The comments relating to the historic environment as raised by the consultees at the BEE EIA scoping stage have been considered and addressed in this chapter. The consultees included


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Historic England and BCC Principal Conservation officer. As stated in the scoping opinion, no response was received by DfT from Historic England. The comments in the scoping opinion relate to the need for the assessment to include the Park Street Gardens (a former burial ground), the area along the former route of Park Street to New Canal Street (which has prehistoric and archaeological interest) and the Digbeth and Deritend medieval settlement to the south of Birmingham and Rugby Railway Viaduct.

14.3.2 The BCC Principal Conservation Officer was also consulted on 1 June 2016 regarding the impact of the proposed tree planting within the Digbeth/Deritend and Warwick Bar Conservation Areas. The advice given was that tree planting along High Street Deritend would be acceptable as there was unlikely to be any effect upon the industrial setting of the conservation area by the planting of trees, as this is along the edge of the conservation area and forms a principal artery running into the city centre with buildings of civic scale lining it. The Principal Conservation Officer stated that other streets, within the conservation area, need to retain their industrial character and not be tree lined, in accordance with the conservation management plan which states in paragraph 3.4 that “The hard urban character of the conservation area presents little opportunity for tree planting or soft landscaping. Street trees are not a traditional feature of the area and would not be considered an appropriate addition to the public realm.”

14.3.3 Additionally, the BCC Principal Conservation Officer indicated that it would be better to widen the roads Digbeth and High Street Deritend and the footways and plant the trees in the pathways along either side of the carriageway rather than in the middle of the dual carriageway.

14.3.4 The BCC Principal Conservation Officer is acting as the archaeological advisor to Birmingham City Council and approved the Written Scheme of Investigation for archaeological evaluation for the BEE (Mott MacDonald, 2016). There will need to be an additional Written Scheme of Investigation for the archaeological surveys to be undertaken as a condition of any TWAO.


14.4.1 It is assumed that there will be resilient track mounting to reduce the effects of vibration upon historic buildings.

14.4.2 It is assumed that all tree planting will be outside the conservation area boundary and will be common species that will be commensurate with the vision for trees to form a boulevard as set out in the Draft Birmingham Development Plan and as discussed and agreed in principle with the Landscape Officer and Conservation Area Officer at Birmingham County Council (see 14.3.2).


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14.4.3 It is assumed that current best practice during construction such as the control of dust and emissions, noise suppression and any light pollution during construction, as set out in the CoCP will be implemented during the construction phase.

14.4.4 It is assumed that HS2 Curzon Street Station will be under construction prior to and during the construction phase of the BEE. HS2 Curzon Street Station will still be under construction during the initial operation phase of the BEE. Masshouse residential development will be completed prior to the BEE starting construction in 2020.

14.4.5 It is assumed that HS2 will not have removed the burials at the Park Street Gardens in advance of the construction of the BEE.

14.4.6 It is assumed that although the overall construction period for the entirety of the route will be two years, the presence of the construction of the BEE within the setting of the majority of heritage assets will be a matter of weeks.


14.5.1 The Technical Assessment found in ES Volume 2 Technical Appendix Q1 should be consulted for a full baseline of the historic environment within the study area.

14.5.2 There are no world heritage sites, scheduled monuments, registered battlefields or registered parks and gardens within the study area.

14.5.3 There are 33 listed buildings, three conservation areas, 51 locally listed buildings and one ‘Area of Archaeological Significance’ within the study area. Details including the contribution made by setting, for all designated and non-designated heritage assets within the study area can be found in Volume 2; Technical Appendix Q2, Annex A.

Designated Heritage Assets

14.5.4 Below are the key assets pertinent to this assessment as they are located close to the BEE route, have a high heritage value or have potential for significant impacts (See drawing MMD-300207-HS30-DRA-0000-0001 in ES Volume 2 Technical Appendix A: EIA Drawings of the location of all designated heritage assets within the study area).

Grade I listed buildings

14.5.5 There are two Grade I listed buildings within the study area:


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Curzon Street L.M.S. Railway Goods Office (MM0517) (approximately 20m from the BEE alignment). This 19th Century building is the world's oldest surviving piece of monumental railway architecture; and

Cathedral Church of St Philip (MM06) (approximately 180m from the BEE alignment). The cathedral was consecrated in 1715 and incorporates work by notable figures including Thomas Archer, Sir Edward Burne-Jones and William Morris.

Grade II* listed buildings

14.5.6 There are six Grade II* listed buildings within the study area: The Old Crown Public House, High Street Deritend, this is the oldest surviving building in

Birmingham (MM07); The Listed Building, Floodgate Street (formerly Floodgate School) (MM08); New Street City Arcade, New Street/Corporation St/Fore Street (MM09); Birmingham Gun Barrel Proof House, Andover Street (MM10); The Murdoch Chambers, Corporation Street (MM11); and Grand Hotel, Colmore Row (MM12).

Grade II listed buildings

14.5.7 There are 25 Grade II listed buildings within the study area. Of these, the closest are within approximately 30m from the BEE alignment: Devonshire House, High Street Deritend (MM14); 224 & 225 High Street Deritend (MM15); 85 High Street Deritend (MM13); The Woodman Public House, New Canal Street (MM16); and St Michael’s Church, Moor Street Queensway (MM19).

Conservation areas

14.5.8 The BEE route will pass through three conservation areas: Warwick Bar Conservation Area; and Digbeth, Deritend and Bordesley High Street Conservation Area; and Colmore Row and Environs Conservation Area.

Non-designated heritage assets

Locally listed buildings

14.5.9 There are 51 locally listed buildings (undesignated heritage assets) within the study area (See drawing MMD-300207-HS30-DRA-0000-0002 in ES Volume 2 Technical Appendix A: EIA

17 The MM number is a unique reference number assigned for easy identification and cross referencing.


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Drawings for the local of all locally listed buildings). Of these, the closest are approximately 5m from the BEE: the Bordesley Railway Viaduct (MM40) (Grade B) which the BEE will pass under; former Solar Works (MM44); Spotted Dog Public House, (MM45) (Grade B); Former Digbeth Motors (MM46) (Grade B); and Offices of Rod Fern Stevens Ltd (MM47) (Grade B).

Areas of archaeological significance

14.5.10 The BEE will pass through the Digbeth and Deritend Area of Archaeological Significance (See drawing MMD-300207-HS30-DRA-0000-0003 in ES Volume 2 Technical Appendix A: EIA Drawings). The BCC Archaeology Strategy states this area was recognised as an area of archaeological significance due to the “extensive survival of well-preserved archaeological remains from the 12th century onwards” that are “likely to be (present) along the whole of Digbeth and High Street Deritend”. (BCC, 2004). Previous excavations along the Digbeth/Deritend High Corridor, close to the River Rea, have proved the medieval and post-medieval archaeology is deeply buried often at depths between 2m and 3m below ground level (MM187, MM235, MM206 & MM205).

Historic Landscape Character Areas

14.5.11 The BEE will cross three landscape character areas which have many historic attributes: BCA98 Central Birmingham's 'Civic & Business District' HLC Area; BCA59 Digbeth/Deritend (excluding High Street) - West Bordesley HLC Area; and BCA106 Central Birmingham's Commercial and Historic Core HLC Area.

A full description the historic character of these areas can be found in ES Volume 2 Technical Appendix Q2.

Built heritage background

Digbeth and Deritend High Street corridor general description

14.5.12 The built fabric along the High Street corridor dates mostly from the mid-19th century to the early 20th Century and is more varied in type than elsewhere in the conservation area. It includes, for example, retail shops, banks, warehouses, manufactories, and civic and religious institutions.

14.5.13 Architectural variety adds interest to the street scene and the fine roofscape provides a cohesive townscape element. Traditional buildings range in height from three to five storeys.

14.5.14 Characteristic plot sizes vary from relatively narrow burgage and other early holdings to larger sites formed by plot amalgamation in the late nineteenth and early twentieth centuries. With


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the exception of Heath Mill Lane the streets on the north side of the High Street corridor were cut through early frontage plots. This is particularly obvious in the lines followed by Meriden and Milk Streets, both brought down to join Digbeth from the land behind. The rear boundary of the building plots on Bordesley High Street is closely defined by the impressive bulk of Bordesley Viaduct. From there its course veers northward and the railway’s presence as seen from High Street Deritend and Digbeth gradually decreases.

14.5.15 The ancient route followed by Digbeth and the High Streets curves gently down the Rea Valley from Park Street to the river at Floodgate Street, then winds more steeply through Deritend before climbing up Bordesley High Street to the conservation area boundary on the A45 Coventry Road.

Archaeological Background

14.5.16 The following archaeological assets are present within the study area, and they are presented in chronological order.

Early Prehistoric (12,000 – 4,000BC)

14.5.17 There have been significant archaeological finds dating to the Late Upper Palaeolithic/ Mesolithic periods uncovered west of New Canal Street and east of Park Street (MM216). These finds were indicative of human activity and possibly manipulation of the local environment during the Early Prehistoric period.

Late Prehistoric (4,000BC- AD43)

14.5.18 A stone axe dating from the early Neolithic to early Bronze Age was found near High Street Deritend. No remains dating to the Bronze Age or the Iron Age were found within the study area.

Roman (AD43 – 410)

14.5.19 One Roman coin dating to 69 A.D. – 79 A.D was found within the study area.

Early medieval (AD410-1066)

14.5.20 There is no archaeological evidence dating from the early medieval (Saxon) period within the study area. The place name Digbeth derives from the Anglo Saxon word ‘dic’, a variation of the word ‘dyke’ thought to refer to the embankment alongside the River Rea. Hodder argues that the moat apparent on historic mapping, situated south of High Street Deritend, may date from the late 10th or 11th Century due to its shape (Hodder, 2011).


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Medieval (AD1066- 1550)

14.5.21 Historic evidence proves the eastern part of the study area was subject to large scale development from the medieval period onwards. There were a number of small occupation sites situated in the eastside of the city, surrounding Digbeth and High Street Deritend during the medieval period.

14.5.22 The medieval site of St John’s Chapel is located on High Street Deritend. This chapel was built in the late 14th Century and served the surrounding community including those from Digbeth, Deritend and Bordesley. A plaque on the wall of the Bull Ring Trading Estate states that the chancel end (which was apsidal) extended approximately 5m from the pavement into the existing High Street Deritend dual carriageway.

14.5.23 There is historical documentary and archaeological evidence to prove that intense industrial activity such as pottery making, metalworking, tanning, leather working and bone working took place alongside occupation sites on Digbeth and High Street Deritend during the medieval period.

Post-medieval (AD1550-1900)

14.5.24 During the post-medieval period, the eastside of Birmingham evolved into a hub of industrial activity, and the city centre was subject to increased commercial and residential activity.

14.5.25 A post-medieval burial ground surrounded St Bartholomew’s Chapel, located north of Park Street. The St Bartholomew’s Chapel and burial ground date to the mid-18th Century.

14.5.26 A post-medieval cemetery surrounded St John’s Chapel on High Street Deritend. The Chapel was rebuilt in 1791 and the surrounding burial ground active from 1791-1835.

14.5.27 The Park Street Burial Ground, a former 19th Century cemetery graveyard, was located east of Park Street. It was active from 1804 to 1873, and acted as an overspill burial ground to St Martin’s Church. Whilst burials formerly ceased in 1873 when the burial ground was closed and transformed into Park Street Gardens, it is uncertain how many inhumations remain buried. Archaeological trial pits within the Park Street Burial Ground, undertaken as part of the BEE archaeological baseline evaluation (see ES Volume 2 Technical Appendix Q3: Archaeological Watching Brief), proved densely packed in situ burials exist, in coffins (rotted way) across this part of the graveyard. The highest skeleton encountered was 1.5m from the existing ground level (112.93mOD).

14.5.28 The site of Hartwell Garage is located on Meriden Street, under the Birmingham South and City College 'Fusion' building. This site produced significant organic archaeological deposits of leather, wood and pottery dating to the 16th-19th Centuries (Duncan, 2008). The archaeology was indicative of the industrial activity that took place across this general area during the post-medieval period and was present at a height of approximately 102.5m AOD.


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14.5.29 During the evaluation trenches and further excavations at the Digbeth Birmingham Coach Station site (Wessex Archaeology, 2010) a buried surface was revealed which contained ivory working offcuts with pottery, bottle glass and clay pipe of 17th and 18th Century date. There was also some residual medieval pottery in this deposit, and later deposits contained shell button making waste. A pearl oyster shell in a modern layer is a waste piece from the manufacture of mother-of-pearl buttons.

Modern (AD1900- Present)

14.5.30 During the modern period, the majority of the study area consisted of industrial and commercial areas, with few residential areas.

14.5.31 St John's Chapel located on High Street Deritend was demolished after World War 2 following bomb damage.

14.5.32 Archaeological evaluation (Patrick 2002) concluded that the graveyard surrounding St Bartholomew's Chapel (demolished in the 1960s) was cleared reasonably effectively after the Second World War subsequent to its closure; however that a quantity of human remains (possibly already disarticulated as a result of disturbance from earlier interments) were not removed.

14.5.33 The Park Street Gardens was also modified in the 1960s and internet records state that nine boxes of human bones were collected and moved off site probably as a result of the pathways and planting which occurred around this time.

14.5.34 Birmingham enjoyed an extensive tram network from the early 20th Century until the mid-1950’s which was present along Deritend High Street complete with overhead span wires and other catenary and street furniture.


14.6.1 Embedded design mitigation measures that will offset the visual impact of the BEE within the conservation areas are described in detail within the Chapter 13: Townscape and Visual Assessment. In summary, the main embedded mitigation measures which apply to mitigate the effects of the BEE upon the historic environment are as follows;

the catenary free sections as this will reduce the visual clutter of the streetscape; the design of the tram stops will follow the design principles set out in the Street

Design Guide for BCCE, with some adaptations to reflect the existing streetscape character and the special historic industrial qualities of the conservation area;

the paving at the tram stops will be high quality and robust, with York stone slabs or similar for the footways to match that used in the recent streetscape improvements in Gibb Street;

use of reclaimed granite kerbs or similar which are a traditional feature of the conservation area;


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grassed track outside Hotel LaTour will help offset the loss of green space within the Park Street Gardens;

new tree and planting space outside Hotel LaTour will help offset the loss of green space within the Park Street Gardens;

the road surfaces will be asphalt with a granite sett trim or similar either side of the tram rails to enhance the historic industrial feel of the conservation areas;

pedestrian guard rails will be removed from the street to reduce clutter enhancing the conservation areas;

where possible and there will be a general reduction in streetscape clutter, with removal of redundant poles and signage to enhance and restore the industrial feel and setting of the conservation areas; and

new signage will be kept to a minimum to reduce visual clutter in the conservation areas which will help to restore their historic industrial setting.

The measures described above are landscape design mitigation measures which apply to offset the impact of the BEE upon the built heritage. The final landscape design incorporating these measures, will be approved by BCC, further to a planning condition contained within the request for a Direction submitted with this application.

14.7 Additional Measures

14.7.1 There will be additional archaeological surveys and/or archaeological Strip, Map and Sample/Archaeological Excavation carried out during the construction stage of the BEE at: Park Street Gardens; New Canal Street; Meriden Street/Digbeth; and High Street Deritend.

14.7.2 The extent of Order powers to remove buried human remains will be included in the TWAO. It is assumed that the affected area will be subject to full archaeological excavation. In the area of the Park Street Burial Ground the burials (supine skeletons) will need to be removed and reburied in a suitable graveyard.

14.7.3 The scope of a defined area for investigation will be produced in a Written Scheme of Investigation during the detailed design phase and the site investigations will be carried out under the supervision of a trained archaeologist(s). The grave cuts/archaeological features will be mapped, investigated and recorded. Once the excavation of the area has been completed it can then be handed back for development to proceed. Reporting and archiving will follow to allow the discharge of the planning condition.

14.7.4 Archaeological evaluation (test pitting) along Digbeth/High Street Deritend will be undertaken. The results of the survey will be used during detailed design to avoid impacting significant archaeological features or deposits. The specifications for these investigations will be agreed


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with BCC as part of the overall scheme of archaeological investigation described above. This will address the archaeology planning condition contained within the request for a Direction submitted with this application.

14.7.5 There will be protective measures such as ground treatment around and beneath historic and listed buildings where there is a predicted risk of ±20mm ground settlement. A level survey will be undertaken of the buildings closest to the construction of the BEE in order to detect any ground settlement issues. Generally, construction phase monitoring will consist of precise surveying of studs or targets installed on the outside of the building or inside subsurface structures. Occasionally, dependent on structure size and extent of settlement, precise levelling will take place inside structures. Other forms of monitoring may also be employed, which will be determined on a case by case basis. This will be secured through the CoCP.


14.8.1 Refer to ES Volume 2 Technical Appendix Q2: Impact Assessment Table for the full assessment of potential temporary and permanent effects on heritage assets during the construction phase. For a full description of how this assessment has followed the GPA 2; Managing Significance in Decision Taking in the Historic Environment see paragraph 14.2.19.

Temporary effects

14.8.2 There is not considered to be any significant temporary adverse or beneficial effects during construction.

Permanent effects

14.8.3 There will be no significant permanent construction effects on any conservation areas, listed buildings or locally listed buildings.

14.8.4 During the course of construction it is anticipated that there will be the following construction activities that will have a major permanent adverse impact upon buried archaeology:

construction of on-street tram track; service diversions, earthworks, drainage; ducting and depending on the location; and excavations for new substations.

14.8.5 Additional mitigation measures will be added where appropriate following further archaeological investigations that will be undertaken during detailed design phase.

14.8.6 These construction activities will require excavations of up to 1m below ground level (including drainage) which will have an impact upon below ground deposits, some of which have an archaeological heritage value.


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14.8.7 There is known deep Made Ground either side of the River Rea and therefore the BEE will not have an impact upon buried archaeology approximately 100m either side of the River Rea.

14.8.8 However, there will be major permanent effects upon significant known buried archaeology at the following specific locations:

The Park Street Burial Ground (known today as Park Street Gardens) (MM137) St John’s Chapel on High Street Deritend (MM110); the area to the west of Curzon Street Station (MM114); the site of the previous Hartwell Garage (MM129; MM130); Meriden Street/ High Street Deritend; geoarchaeological investigations on New Canal Street (MM114); and the area adjacent to the Old Crown Public House (MM07).

14.8.9 All of the above areas will require additional archaeological surveys to determine the presence/absence of archaeological remains prior to construction.

14.8.10 The archaeological evaluation within the Park Street Gardens, formerly the Park Street Burial Ground, (T & P 2016; TP5302) proved that the uppermost surface of grave cuts and intact coffins were present at 112.93m above Ordnance Datum (AOD) and insitu human bone was recorded at a varying depths of between 112.65m and 112.02m AOD. The present ground level is approximately 113.50m AOD. During construction there will be a ground reduction of approximately 1.3m (including drainage) which will achieve a formation depth of 112.22m AOD. The construction of the BEE will therefore impact upon the top of grave cuts and coffins and it is not possible to apply mitigation measures to preserve the burials. Therefore the BEE excavations will either directly impact upon the burials or there will not be a sufficient buffer between the depth of the formation level and the insitu burials. All burials will need to be removed prior to construction and re-buried at another suitable location. The excavation of these remains will be secured under the TWAO.

14.9 Operation - Likely Significant Effects

14.9.1 Refer to ES Volume 2 Technical Appendix Q2: Impact Assessment Table for the full assessment of potential effects during the operational phase. For a full description of how this assessment has followed the GPA 2; Managing Significance in Decision-Taking in the Historic Environment please see 14.2.19.

14.9.2 In summary, it is considered that permanent major adverse effects summarised in 14.8.8 will remain throughout the operation of the BEE. There are no significant effects on either conservation areas, listed buildings or locally listed buildings from the operation of the BEE.

14.9.3 The assessment has concluded that there are no significant other adverse or beneficial effects from the operation of the BEE within the study area.


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14.9.4 Although not a significant effect there are operational effects which are likely to be beneficial to the character of the conservation areas. These are:

improved pedestrian connections allowing for better connectivity between the Central Core and the historic areas;

remodelling of Digbeth and High Street Deritend to reduce vehicle dominance; and reduction in streetscape clutter, with removal of redundant poles and signage to

enhance and restore the industrial feel and setting of the conservation areas.


Inter-scheme

14.10.1 The ‘committed developments’ relevant to the cumulative effect assessment for the purpose of this EIA are shown in Table 14.4.

Table: 14.4 List of committed developments relevant to the historic environment

Assessment year Assumed status of committed developments







14.10.2 At the start of the BEE construction in 2020, it is assumed that Exchange Square (Phases 1 and 2), Bull Ring Trading Estate, Beorma Quarter (Phases 2 and 3) and Smithfield will be under construction.

14.10.3 The Old Crown Public House will experience cumulative effects during construction of the BEE as the new Bull Ring Trading Estate will be under construction simultaneously. This effect will be temporary and given there is a dual carriageway between the Old Crown and the new Bull Ring Trading Estate the magnitude of impact will be minor, resulting in a minor effect, not sufficient to result in a significant adverse effect.

14.10.4 It expected that there would no cumulative effects arising from the following committed developments in conjunction with the BEE construction as the BEE will not be visible to or from these developments:

Exchange Square (Phases 1 and 2):


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Beorma Quarter (Phases 2 and 3); and Smithfield.


14.10.5 At the start of BEE operation in 2022, it is assumed that only Smithfield is still under construction with Exchange Square (Phases 1 and 2), Bull Ring Trading Estate and Beorma Quarter (Phases 2 and 3) now completed and operational.

14.10.6 It expected that there would be no cumulative effects arising from the following committed developments in conjunction with the BEE operation, as once operational these developments will not adversely affect the setting of the heritage assets:

Exchange Square (Phases 1 and 2); Beorma Quarter (Phases 2 and 3); and The Bull Ring Trading Estate.

Intra-scheme

14.10.7 There are not considered to be any intra-scheme effects as all landscape mitigation will be beneficial to offset the effects of the BEE upon the historic environment.

14.11 Summary

Construction Phase

14.11.1 Any new tree planting will be placed outside the boundary of the conservation areas, to ensure that there is no adverse effect upon their industrial setting or traditional character.

14.11.2 The BEE will not have any significant temporary effects from Bull Street across to the Hotel LaTour as the existing setting has a busy inner city character. This is adaptable to change and will absorb the effects of construction noise, the presence of heavy machinery and site compounds without causing harm to the setting of any heritage assets.

14.11.3 Along Digbeth and High Street Deritend the original historic setting has been compromised by the widening of the dual carriageway in the 1950’s and it is considered that the presence of working machines and noise from construction are common features which would not cause any harm to the settings of historic buildings or the conservation areas.

14.11.4 The Digbeth/High Street Deritend corridor accommodated part of Birmingham’s original tram network from the early 20th Century until the mid-1950s. Therefore the tram catenary will not have a significant adverse effect upon its distinctive historic inner city industrial quarter setting as similar catenary was present for much of the life of the majority of historic buildings in the area.


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14.11.5 The BEE will not have a significant adverse permanent construction effect upon the buried archaeology approximately 100m either side of the River Rea as previous archaeological investigations have proved archaeology exists deeply buried beneath Made Ground reaching depths of between 2m and 3m from the existing ground surface.

14.11.6 The Park Street Gardens (previous burial ground) and St John’s Chapel will have permanent construction effects and will require further detailed measures such as full excavation during construction phase further to powers contained within the TWAO. The other areas identified for further archaeological surveys are; the area to the west of Curzon Street Station, Meriden Street/Digbeth and High Street Deritend and the area close to the Old Crown Public House. These additional archaeological surveys, carried out as part of an approved scheme of investigation, will be required to prove archaeology will be preserved beneath the made ground indicated to the present across most of the BEE area.

Operation phase

14.11.7 The predicted Peak Particle Velocity (PPV) is well below the criteria specific in Chapter 10: Noise and Vibration that relate to the structural integrity of buildings. Consequently no impacts to the fabric of the historic buildings adjacent to the BEE are expected to occur. Ground vibration will potentially be perceptible within the closest historic buildings in the same way vibration from heavy goods vehicles is. The construction and operation vibration effects to the buildings closest to the BEE will be to those buildings along New Canal Street and Meriden Street. As these buildings are industrial in nature they are less susceptible to ground borne noise and vibration and the effect of the BEE upon these buildings is not expected to be significant.

14.11.8 The late Victorian/Edwardian industrial setting of the conservation areas have been diminished along New Canal Street over the past decade with some of the historic fabric being removed from the street frontage to make way for a car park. Furthermore the BEE will only have a minor adverse impact upon a thin slither of the conservation area and will not change the ability to appreciate the industrial setting across its wider area. The construction of the HS2 Curzon Street Station and the Masshouse development will further offset any visual impact from the operation of the BEE as the movement of the trams will be soaked up into the backdrop of the HS2 Curzon Street Station and new viaduct.

Conclusion

14.11.9 The BEE will have a major adverse significant construction effect upon buried archaeology especially within the Park Street Gardens area of the burial ground and the St John’s Chapel site on High Street Deritend. There is not expected to be a significant adverse effect to buried archaeology along the Digbeth/High Street Deritend corridor approximately 100m either side of the River Rea as it is known that there are deep Made Ground deposits in this area. This assessment has identified additional ‘hot spots’ where it is expected that there will need to be


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further archaeological surveys in advance of construction. These are principally Curzon Street Station; Meriden Street/Digbeth and High Street Deritend; and the area close to the Old Crown Public House.

The operation effects will be minor adverse upon the setting of parts of the Warwick Bar and Digbeth/Deritend Conservation Areas, as the BEE will only affect an approximate 2% of the total conservation areas along New Canal Street and Meriden Street. This operational effect is therefore considered to not be significant.


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15.1 Introduction

15.1.1 This chapter describes the assessment of potentially contaminated land or groundwater which may impact or be impacted by the BEE during its construction and operation. It provides an overview of the baseline geological and soil conditions in the area, the potential presence of land and groundwater contamination and assessment of potential effects relating to contaminated land. Appropriate mitigation measures to avoid or reduce any potentially significant negative effects are also presented in this chapter.

15.1.2 Any potential for impacts to surface water or groundwater or to the BEE as a result of contaminated soils or localised existing contaminated groundwater are discussed in this chapter. The potential for impacts caused by the BEE from any likely discharges during its construction and operation on surface or groundwater quality are discussed in the Chapter 16: Water Resources and Drainage.

15.1.3 The Scoping Opinion (ES Volume 2 Technical Appendix I) confirmed that the construction and operational effects on soils and geology can be scoped out (i.e. excluded) in the EIA for the BEE. As such, this chapter has only focused on the issues of the baseline contaminated land or groundwater relating to the BEE.

15.2 Methodology


15.2.1 The main legislative framework regarding contaminated land is set by the following acts and regulations:

General environmental Environmental Protection Act 1990 (as amended by the Environment Act 1995 and Water

Act 2003); Waste (England and Wales) Regulations 2011; and Construction (Design and Management Regulations) 2015.

Contaminated land Dangerous Substances Directive (76/464/EEC); Part IIA of the Environmental Protection Act 1990; Contaminated Land (England) Regulations 2006; Environmental Damage (Prevention and Remediation) (England) Regulations 2015; Control of Asbestos Regulations 2012; Control of Pollution (Oil Storage) (England) Regulations 2001; Control of Substances Hazardous to Human Health Regulations 2002 (as amended); Pollution Prevention and Control Regulations 2000; and Control of Pollution Act 1974 (as amended).

15 Soils, Geology and Contaminated Land


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15.2.2 The following national and local planning policy guidance is relevant::

National planning policies

15.2.3 The National Planning Policy Framework (Department for Communities and Local Government, 2012) includes the following policies in relation to contaminated land:

15.2.4 Policy 109: “The planning system should contribute to and enhance the natural and local environment by: preventing both new and existing development from contributing to or being put at

unacceptable risk from, or being adversely affected by unacceptable levels of soil, air, water or noise pollution or from land instability; and

remediating and mitigation despoiled, degraded, derelict, contaminated and unstable land, where appropriate”.

15.2.5 Policy 120: “To prevent unacceptable risks from pollution and land instability, planning policies and decisions should ensure that new development is appropriate for its location. The effects of pollution on health, the natural environment or amenity, and potential sensitivity of the area to adverse effect from pollution should be taken into account. When a site is affected by contamination, responsibility for securing a safe development rests with the developer and/or landowner.”

15.2.6 Policy 121: “Planning policies and decisions should also ensure that: the site is suitable for its new use taking account of ground conditions and land instability,

including from natural hazards or former activities such as mining, previous historic land-uses and any proposals for mitigation including land remediation or impacts on the natural environment arising from that remediation;

after remediation, as a minimum, land should not be capable of or determined as contaminated land under Part IIA of Environmental Protection Act 1990; and

adequate site investigation information, prepared by a competent person, is presented.”

Local planning policies

15.2.7 BCC (2009) ‘Guidance on Development of Contaminated Land’ indicates that development often occurs on previously developed land (brownfield land). Such land, due to its previous use may have been subjected to contamination, which will affect the new development and or the environment if not dealt with. It is the developer’s responsibility to ensure that development is safe and suitable for the intended future use.

Government/industry guidance

15.2.8 The assessment has been undertaken in accordance with good practice guidance including: Contaminated Land Risk Assessment. A guide to good practice (Construction Industry

Research and Information Association) (CIRIA, C552)), 2001;


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The Definition of Waste: development industry code of practice, Contaminated Land: Applications in n Real Environments (CL:AIRE);

Construction Code of Practice for the Sustainable Use of Soils on Construction Sites; Department for Environment, Food and Rural Affairs (DEFRA), 2009.

Design Manual for Roads and Bridges (DMRB) Volume 11 Section 3 Part 11 Geology and Soils, The Highways Agency, 1993; and

Contaminated Land Report (CLR) 11 Model Procedures for the Management of Land Contamination, Environment Agency (EA) /DEFRA, 2004.

Study area

15.2.9 The study area for the purpose of the soils, geology and contaminated land assessment extends 250m from the centre of the BEE alignment. This spatial scope has been developed using professional judgment and is considered to be appropriate for the assessment of contaminated land. Potential for impacts to groundwater or surface water within the 250m study area as a result of contaminated soils is also discussed in this chapter.

Surveys

15.2.10 A desk-based assessment has been undertaken to assess the existing land use and presence of potential historical and current contamination sources. The geotechnical desk study is provided in the supplementary information within ES Volume 2 Technical Appendix R1.

15.2.11 A geotechnical and geo-environmental ground investigation (GI), including soil, leachate and groundwater testing, is scheduled to be undertaken along the BEE route in June/July 2016. Results of the GI will inform detailed design; it will also enable the preparation of a remediation strategy, in order to ensure appropriate management of contaminated land, where present, during the BEE construction. This GI will enable mitigation measures to be further defined dependant on the presence/absence of contamination on-site. In the absence of GI findings at the time of writing, the assessment carried out is based on information that is available in the public domain and on previous desk-based assessment findings (Mott MacDonald, 2014).

Assessment criteria

15.2.12 There is a considerable amount of guidance, as stated in Section 15.2.8 above, to assist both local authorities and practitioners in assessing the degree to which land is contaminated, and in deciding whether such land is contaminated with regard to the meaning of Part IIA of the Environmental Protection Act 1990(5) (as amended) and associated guidance.

15.2.13 The Environmental Protection Act 1990 (Section 78A) provides a statutory definition of contaminated land:


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15.2.13.1 "Contaminated Land is any land which appears to the Local Authority in whose area it is situated to be in such a condition, by reason of substances in, on or under the land, that… significant harm is being caused or there is a significant possibility of such harm being

caused; or significant pollution of controlled waters is being, or is likely to be caused."

15.2.14 Underpinning the guidance is a ‘source-pathway-receptor’ methodology, which is particularly defined in C552, which is used to identify Significant Pollutant Linkages (SPLs). For the purpose of land contamination, the following definitions apply: ‘source/hazard’: contamination assumed or specifically identified; ‘pathway’: the means by which the contamination can come into contact with the receptor;

and ‘receptor’: the entity (or resource) which is vulnerable to harm from the source.

15.2.15 Without an active pollutant linkage (i.e. ‘pathway’), the contamination source may be a hazard but does not constitute a risk to human health or the environment.

15.2.16 For the BEE, the potential for contamination to cause a significant effect is identified and the extent and nature of the potential source or sources of contamination assessed. Any pathways and sensitive receptors (or resources) identified are also appraised, in order to determine their value and sensitivity to impacts associated with contamination sources.

15.2.17 The combination of the value (sensitivity) of the receptor (Table 15.1) and the magnitude of the impact (Table 15.2) is used to provide an indication of the potential impact from contamination across the BEE and the nature and severity of possible environmental effects (Table 15.3).

Evaluation of effects

Value and sensitivity of receptor

15.2.18 The following criteria in Table 15.1 were derived to take into account the nature of the receptor as well as the period of exposure. The categories were based on standards and targets set by the EA and advisory bodies, such as the CIRIA.

Table 15.1: Scale for evaluating the value / sensitivity of receptors (with respect to soils, geology and contaminated land)

Receptor value / sensitivity Low Medium High

Construction workers Minimal construction works

Limited construction works

Intensive construction works

Future site users Industrial, infrastructure, warehouses, car parks

Commercial, open spaces

Residential land use, allotments

Built environment Infrastructure (e.g. Sites with a local Sites of international


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Receptor value / sensitivity Low Medium High

roads, railways, tramways)

interest for education or cultural appreciation

importance, World Heritage sites, Scheduled Ancient Monuments of national importance

Water resources Nearby water bodies of low quality and/or overlying unproductive strata

Nearby water bodies of moderate quality and/or overlying a secondary aquifer

Nearby water bodies of high quality and/or overlying a principal aquifer

Magnitude of impact

15.2.19 The qualitative descriptions of magnitude of impact shown in Table 15.2 are based on CIRIA C552 and the published Contaminated Land Report (CLR11). The typical definition provided in Table 15.2 has been used to determine the magnitude of impact from land contamination for this EIA.

Table 15.2: Scale for magnitude with respect to impacts associated with respect to soils, geology and contaminated land

Magnitude Typical definition

Minor Greenfield site or previous ongoing activities where harm to a defined receptor is unlikely. Where no site investigation data is available - low risk of potential contamination based on potentially low contaminative current or historic land use (e.g. warehouses, hospitals, builders yards). Site investigation data indicating significant contamination is unlikely. Quantitative or qualitative risk assessment data estimating low likelihood of adverse effects from exposure to pollutants in the environment. Quantitative or qualitative risk assessment data estimating a low risk from ground gas/ soil vapour generation. Some measurable change to the integrity of water resources, for example measurable decrease in surface water quality; decrease in yield or quality of aquifer not affecting existing users or changing any Water Framework Directive (WFD) status.

Moderate Previous or ongoing activity where harm to a defined receptor is possible but severe harm is unlikely. Where no site investigation data is available - moderate risk of potential contamination based on potentially moderately contaminative current or historic land use (e.g. engineering or garage workshops, railways, brickworks, clay pits/ quarries, power stations, scrap yards, glass and paper works). Site investigation data indicating moderate contamination associated with current or former uses. Quantitative or qualitative risk assessment data estimating medium risk of adverse effects from exposure to pollutants in the environment. Quantitative or qualitative risk assessment data estimating a moderate risk from ground gas/ soil vapour generation. Loss of part of an attribute or decrease in integrity of water resources, for example measurable decrease in surface water quality or reversible change in the yield or quality of an aquifer, affecting existing users, but not changing any WFD status


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Magnitude Typical definition

Major Previous or ongoing activities on or near to a site where severe harm to a defined receptor is very likely. Where no site investigation data is available - high risk of potential contamination based on potentially highly contaminative current or historic land use (e.g. gas/coke works, petrol filling stations, landfills, heavy industrial works, tanneries, dye works, dry cleaners and printers). Site investigation data indicating widespread contamination associated with current or former uses. Quantitative or qualitative risk assessment data estimating a significant likelihood of adverse effects from exposure to pollutants in the environment. Quantitative or qualitative risk assessment data estimating a significant risk from ground gas/ soil vapour generation. Loss of an attribute and/or quality and integrity of water resources, for example decrease in surface water quality and WFD status or groundwater qualitative or quantitative WFD status

Source: Derived by Mott MacDonald, based on guidance in CIRIA C552 and Contaminated Land Report (CLR11)

Significance of effects

15.2.20 The likely severity of the effects on receptors as a result of contaminated land has been assessed using the matrices in Table 15.3 and Table 15.4, in conjunction with professional judgement.

15.2.21 The significance of effects is derived using a matrix in Table 15.3. For the purpose of the EIA, only effects that are ‘moderate’, ‘large’ and ‘very large’ (as highlighted in grey in the table) are considered to be significant.

Table 15.3: Severity of effects

Sensitivity

Magnitude Low Medium High Very High

Minor Slight Slight Slight Moderate

Moderate Slight Moderate Moderate Large

Major Slight Moderate Large Very Large

15.2.22 A typical definition for the severity of effects from land contamination and the corresponding significance of the effect is provided in Table 15.4.

Table 15.4: Typical description of effects and corresponding significance

Severity of Effect Description Significance

Large Beneficial Remediation of soils resulting in major improvements to overall soil and groundwater quality in the vicinity of a medium or high value receptor.

Significant

Moderate Beneficial Remediation of soils resulting in moderate improvements to overall soil and groundwater quality in the vicinity of a medium or high value receptor.


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Severity of Effect Description Significance

Slight Beneficial Remediation of soils resulting in slight improvements to overall soil and groundwater quality. Re-use of excavated soils (through treatment) to avoid disposal to landfill.

Not significant

Neutral No discernible negative effects.

Slight Adverse Easily preventable health effects on humans. Localised and easily repairable damage to buildings/ infrastructure and foundations (on or off-site) but not resulting in them being unsafe for occupation. Damage to services but not sufficient to impair their function. Low-level and localised contamination of on-site soils.

Moderate Adverse Medium / long term (chronic) risk to human health. Moderate damage to buildings /.infrastructure (on or off site) including services infrastructure impairing their function. Contamination of off-site soils.

Significant

Large Adverse Short term (acute) risk to human health. Damage to buildings / infrastructure including the services infrastructure (e.g. explosion). Generation of significant quantities for excavated soils for disposal to landfill.

Very large adverse Catastrophic damage to buildings / infrastructure including the services infrastructure (e.g. explosion).

15.3 Consultation

15.3.1 During the scoping stage, consultation was undertaken with the Environment Agency who provided the following scoping opinion:

15.3.2 ‘The risk of pollution to either surface or groundwaters as a result of the proposed works should be minimal. However, the applicant/ developer must comply with our Pollution Prevention Guidance which is available on our website. If during construction contaminated material is encountered it must be dealt with in an appropriate manner’.

15.3.3 It is noted that the Pollution Prevention Guidance was withdrawn in 2015 and the National Planning Policy Framework is currently the most relevant guidance.


Assumptions regarding the baseline

15.4.1 The actual presence of contamination will be assessed following receipt of the ground investigation factual report and data.


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15.4.2 Ground and surface water quality monitoring will be undertaken for a set interval of time prior to construction commencing. This will allow a reliable and representative baseline to be produced and any subsequent changes to this during construction identified.

15.4.3 Prior to receiving the ground investigation data, a worst case assumption has been made as to the severity of contamination, which is based purely on historical potentially contaminative land-uses on or within the study area.

15.4.4 It is assumed that no potentially contaminating land uses have existed between the dates for which historical Ordnance Survey (OS) surveys are available and that there are no omissions from the maps available.

Assumptions regarding the assessment of impacts

15.4.5 It is assumed that during BEE construction a Construction Code of Practice (CoCP) will be enforced. Part 1 of the CoCP is included in ES Volume 2 Technical Appendix D2. It is expected the successful contractor will follow the principles set out in CoCP Part 1 and prepare/agree the contents of CoCP Part 2 with the Promoter in consultation with BCC.

15.4.6 A strategy for the disposal of contaminated material which cannot be re-used elsewhere within the BEE will be adopted that complies with all relevant waste management legislation in order to ensure that potentially significant effects from contaminated spoil disposal is avoided.

15.4.7 If made ground is excavated during the works, it is assumed that a policy will be adopted to re-use it elsewhere within the BEE, where it is feasible to do so, to ensure that potentially significant effects from contaminated spoil disposal is avoided.

15.4.8 It is also assumed that should any significant contamination be discovered during construction, or be produced accidentally as a result of construction activities, robust management plans will be but in place to ensure all hazardous substances or potentially contaminative materials are secured and removed following best practice protocols.


15.5.1 Historically, the study area included a greater proportion of industry than exists currently. The following sites were identified as potential contributors of industrial pollution (EA, 2015): a metal production and processing works at 89-90 Meriden Street, Deritend, Birmingham; a waste processing plant at 31 Green Street, Deritend, Birmingham, B12 0NB, mainly for

the treatment and disposal of chemicals and electrical equipment and another metal production; and

a processing works also dealing with plastic at 18-19 Barn Street, Digbeth, Birmingham.


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15.5.2 Other current potentially polluting industrial activities within 100m of the alignment, as defined in Mott MacDonald’s Geotechnical Desk Study Report (Mott MacDonald, 2014, also reproduced in ES Volume 2 Technical Appendix R1, include, but are not limited to: car dealerships (active and inactive); cleaning services (inactive); electric goods manufacturing and servicing (active and inactive); garage services, including fuel pump (active and inactive); metal manufacturing, servicing, workings (foundry processes) and finishing (active and

inactive); plastic manufacturing, moulding and recycling (inactive); and printing services.

15.5.3 Industrial historical land use was identified in the Geotechnical Desk Study Report (ES Volume 2 Technical Appendix R1). This included: wharves associated with the Birmingham and Fazeley Canal (which includes the Digbeth

Branch Canal) and the Warwick and Birmingham Canal; metal workings; timber yards; a proof house; breweries; chemical works; brick works; and a gas works.

15.5.4 The contamination risk assessment undertaken had identified moderate risks to groundwater, surface water bodies, sub-surface infrastructure and construction and maintenance workers, from the potential presence of contamination associated with current and historical land use as presented in Section 15.5.2 and 15.5.3, respectively. Contamination includes inorganics (metals/metalloids, cyanides, sulphate, ammonium and various organic compounds, including hydrocarbons which can impact both human and environmental health). In addition, the Mercia Mudstone is known to contain discrete lenses of evaporitic deposits which are likely to have a high sulphate content and may be aggressive to foundations and concrete. See ES Volume 2 Technical Appendix R1: Geotechnical Desk Study Report.

15.5.5 Mapping data from the British Geological Survey (BGS 1:50,000) (BGS, 2015) indicates the presence of made ground between Bull Street and the HS2 Curzon Street Station. Published geological mapping only highlights the presence of made ground where its thickness is in excess of 2.5m; as such the assessment has assumed that made ground is more widespread than indicated by the geological mapping. The proposed BEE alignment is to be located in a built up area, predominantly following the course of a number of roads, therefore the surface is assumed to be largely macadam.


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15.5.6 The study area is underlain by superficial Glaciofluvial Deposits and Alluvium and River Terrace Deposits associated with the River Rea. All superficial deposits are classified by the EA as Secondary A aquifers.

15.5.7 The superficial deposits are underlain by bedrock of the Bromsgrove Sandstone Formation beneath the western end of the route and the Mercia Mudstone Group to the east. A north-east / south-west running fault (the Birmingham Fault) separates these two units approximately 200m south of Moor Street Station. The Bromsgrove Sandstone Formation is designated as a Principal Aquifer. The Mercia Mudstone Group is designated as a Secondary B aquifer.

15.5.8 The River Rea and the Digbeth Branch Canal are two major surface water features within the study area of the BEE, and they are described in detail in ES Chapter 16: Water Resources and Land Drainage. Based on a review of OS mapping, the River Rea flows in a north easterly direction through the Digbeth area crossing under the BEE, in a culvert currently running under High Street Deritend. Assessment of the effects to nearby surface water and sewers systems from changes associated with drainage is assessed in Chapter 16: Water Resources and Land Drainage. The potential impacts to groundwater or the surface water features from contaminated soils or groundwater is assessed in this chapter.

15.5.9 Within the study area, the area around Bull Street lies within a Source Protection Zone 3 (SPZ) (Total Catchment) area, which is associated with a public water supply located at New Street Station. SPZ3 for this borehole lies 200m west of the BEE.

15.5.10 A desktop study based on the Envirocheck report (2015) (see ES Volume 2 Technical Appendix R2) has identified the following baseline conditions: there are a number of private abstractions to the north-west and south-west of the BEE.

These are primarily used for commercial/industrial purposes; The study area is not located in an area affected by coal mining though it is in an area

designated as a coal licence area for deep mining (between 50m and 1200m depth); No current quarrying, mining or landfill activities were identified in the study area; and There are 12 registered radioactive sites within the study area.

15.5.11 The study area is not covered by any Special Area of Conservation (SAC), Special Protection Area (SPA), Ramsar and Site of Special Scientific Interest (SSSI).

15.5.12 The Zetica Limited Unexploded Bomb Risk Map for the West Midlands has identified Birmingham a high risk area for encountering unexploded ordnance (UXO).


15.6.1 As part of the BEE, mitigation measures have been incorporated into the design to prevent any potentially significant adverse environmental effects from occurring. This is considered an


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integral component of the scheme. Embedded mitigation measures are applied to the construction and operational phases of the BEE.

Construction phase mitigation

15.6.2 A GI is planned to be carried out in June/July 2016 to confirm the presence/absence of contaminated soils/groundwater and/or ground gas. The GI will comprise boreholes, hand dug pits and windowless sample holes distributed across the BEE and will include collection of soil and groundwater samples for analysis of geo-environmental chemical parameters (such as metals/metalloids, inorganic compounds, organic compounds, sulphate and pH) as well as geotechnical testing. Results of this GI will inform the preparation of a remediation strategy. If required, appropriate mitigation measures will be undertaken to address any ground contamination issues identified prior to the commencement of site works.

15.6.3 To remove the potential of adverse effects to construction workers from contact with contaminated material, Personal Protective Equipment (PPE) will be used, appropriate to the task. This may include gloves, safety boots, eye protection and masks (if required).

15.6.4 During construction, soils and made ground will be both permanently and temporarily removed along the footprint of the BEE route. Where material is excavated and re-used Material Management Plans will be prepared by the construction contractor to demonstrate that material is being re-used appropriately. Materials Management Plans must be signed by a Qualified Person (QP) and uploaded to the CL:AIRE website for the Environment Agency to review, as appropriate. Depending on the presence or absence of contamination, it may be necessary to apply for an Environmental Permit from the EA prior to re-use of soils.

15.6.5 Where possible, hardstanding will be removed, stored and re-used, in order to mitigate costs and increase sustainability by minimising waste generation. This is particularly relevant to hardstanding located along the route in the city centre, where hard landscaping has recently been subject to heavy investment. In areas to the east of New Canal Street, where finishes of hardstanding are older and in poorer condition, retention of the materials for re-use is less likely (Construction Strategy Report, 2015). Following the GI, acceptability of material for re-use as engineering fill will be determined. Throughout all stages of construction, soils will be removed, handled, stored and reinstated using best practice procedures in accordance with appropriate guidelines such as DEFRA’s 2009 ‘Code of Practice for the Sustainable Use of Soils on Construction Sites’. Any material that is considered appropriate for re-instatement should be carefully stored in designated areas, with controlled conditions and for as short periods of time as possible to reduce degradation of soil material.

15.6.6 Potentially hazardous substances, including contaminated soils, fuels, chemicals, waste and construction materials will be handled, stored and disposed of, as necessary, during construction. This will be conducted according to relevant legislation and best practice guidance to mitigate spillage and leaks. All potentially contaminated land encountered during


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construction will be assessed and managed appropriately by suitably qualified specialists. The management procedures will include contact details of relevant consultees, regulators and construction contractors.

15.6.7 Measures should be implemented to ensure appropriate storage of hazardous substances or potentially contaminative materials. These measures should include: designation of storage areas, appropriate labelling of containers, safe and secure storage of containers and regular checks for leaks. Stockpiling of contaminated material should be avoided where possible but if necessary the stockpiles will be made on appropriately contained hardstanding, covered to prevent spreading and the generation of dust or leachate and maintained to avoid contact with the public.

15.6.8 Temporary construction prior to the main construction phase, for example diversion of public utilities, will be required. During temporary works soils and made ground will be removed and reinstated, in the lithological order in which it is removed, upon completion of the construction period. Any unexpected contamination identified during the temporary works will be managed appropriately, with advice from a suitably qualified specialist.

15.6.9 An emergency action plan should be prepared and implemented in the event of a potential leak or spillage occurring. This is particularly relevant during the pre-construction phase of work associated with underground utilities and during construction of the electricity substation at Meriden Street.

15.6.10 There is a high risk of UXO in the study area. The high risk classification for this region indicates the requirement for further, in depth surveys to identify the potential presence of UXO. It is suggested that, prior to construction commencing, advice should be obtained from an appropriate UXO specialist. This involvement will provide possible procedures, protocols and training required during the construction phase.

15.6.11 Any dust on site will be suppressed by using best practice methods to prevent the spread of potentially contaminated windblown material. Suppression methods would include: wetting, wheel washing and minimising time that excavated material is left exposed. Further detail regarding dust supressing measures can be found in Chapter 11: Air Quality.

15.6.12 Staff contamination training and asbestos awareness will be provided to all permanent and temporary construction workers at the site by specialists to provide information on the potential presence of contamination including hydrocarbons and asbestos. Workers will be trained to identify these substances and instructed to report any significant contamination present. Should asbestos be encountered appropriate site evacuation and preventative action plans will be produced. Appropriate health and safety risk assessments will be produced prior to construction considering all risks of contamination and ensuring a precautionary approach is implemented.


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15.6.13 Following receipt of the GI data, soil aggressivity, with regard to any potential effect on foundations and below ground structures can be confirmed and appropriate design alterations will be incorporated as required, to ensure building materials can withstand chemical attack or permeation of contaminated substances. The OLE poles will require piled foundations. If the GI results indicate high soil aggressivity, the material design strategy will be adapted appropriately.

15.6.14 Piled foundations for the OLE poles will be installed in accordance with best practice to ensure there are no adverse impacts to groundwater quality.

15.6.15 There are 12 sites of known registered radioactive substances within the study area If radioactive substances, asbestos and other contaminative substances are encountered prior to/during construction, relevant specialists will be required to carry out further assessment; appropriate environmental management plans will need to be in place, in order to limit exposure to workers before construction (re-)commences.

15.6.16 Throughout the construction phase periodic ground and surface water quality monitoring will be undertaken to assess any fluctuation in concentrations of contaminants from the baseline conditions. Should contamination be identified, investigation into the source of the problem will be undertaken and efforts made to remove this source immediately.

15.6.17 In addition, the CoCP for the BEE will be enforced during its construction; Part 1 of the CoCP is included in ES Volume 2 Technical Appendix D2.

Operational phase mitigation measures

15.6.18 Mitigation measures have been designed into the BEE to ensure there is no disruption or disturbance to underground services or utilities. These comprise diversion and reinstatement of utilities outside the zone of influence of the proposed route (see ES Volume 2 Technical Appendix D1: Construction Strategy). Where this is not possible, it may be necessary to lower these services in order to protect them.

15.6.19 All other operational mitigation measures will be required only in the event of an accident or emergency. It is assumed that accident response plans will be produced prior to commencement of operation. These plans will outline procedures expected during such event and will include assessment of the risks and actions involved should such event occur.

15.6.20 For a defined period post-construction during the operational phase, water quality monitoring will be undertaken to ensure no adverse impacts to sensitive water bodies is occurring as a result of the development and changes in drainage.


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Temporary effects

15.7.1 It is considered that with implementation of the embedded mitigation outlined above, there will be no significant temporary effects related to contamination (soils and water) during the construction phase of the BEE.

15.7.2 Refer to Table 15.5 below for the full assessment of potential temporary effects during the construction phase.


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Table 15.5: Embedded mitigation and prediction of temporary effects during the construction phase

Receptor Impact Embedded mitigation

Effect with embedded mitigation

Significance Severity of effect Beneficial/Adverse

Soils Removal and storage with potential degradation in soil quality (geo-environmental and geotechnical)

- DEFRA 2009 Code of good practice - Construction Environmental Management Plan (CEMP)

Slight Slight Adverse Not significant

Soils Contamination disturbed during construction

- CEMP - Emergency action plans - Code of Construction Practice (CoCP)


Flora/fauna Root uptake of contaminated substances by soft landscaping areas

- Ground investigation (GI) data to assess presence of subsurface contamination and mitigate as necessary

Slight Slight Beneficial Not significant

Superficial deposits Secondary A aquifers, including any groundwater abstractions

Potential for contamination in soil to be mobilised, with vertical migration to the shallow groundwater.

CoCP CEMP - An assessment of potential risks will be provided following receipt of the GI data, with mitigation of significant risks, as appropriate.


Principal Aquifer – Bromsgrove Sandstone Formation and associated groundwater abstractions

Spills and leaks resulting in migration to groundwater

- CEMP - CoCP - Emergency actions plans


Principal Aquifer – Bromsgrove Sandstone Formation and associated groundwater abstractions

Disturbance of residual contamination in made ground and/or shallow groundwater and migration to the deeper groundwater

- Ground investigation findings will confirm presence/absence of contamination and any need for ground remediation - Monitoring programme prior to, during and after construction. - CEMP - CoCP Design of piles to reduce risk of creating preferential pathways of






Significance Severity of effect Beneficial/Adverse contamination to aquifer

Mercia Mudstone Formation Secondary B aquifer

Spills and leaks resulting in migration to groundwater Disturbance of residual contamination in made ground and/or shallow groundwater and migration to the deeper groundwater

- Ground investigation findings will confirm presence/absence of contamination and any need for ground remediation - Monitoring programme prior to, during and after construction. - CEMP - CoCP - Emergency action plan Design of piles to reduce risk of creating preferential pathways of contamination to aquifer


Surface water – River Rea

The River Rea is in a man-made lined channel through the study area, which will limit any impacts from groundwater on the surface water quality. Accidental spills or leakages of hazardous substances into or migration to surface water bodies Potential for mobilisation of contaminants in shallow groundwater or soils that could migrate to the river Potential for surface water run-off impacted by potential contamination associated with stockpiles, or construction activities to migrate to river. The bridge over the River Rea may need to be altered, and construction activities associated with these changes may result in adverse impacts on the

CoCP CEMP Appropriate management of stockpiles, leachate and drainage Appropriate management of potentially contaminative materials used during construction Ground investigation information will be used to assess the potential risks associated with the current soil and groundwater quality Design and construction techniques implemented at or near to surface water bodies will be appropriately managed to ensure minimal disruption






Significance Severity of effect Beneficial/Adverse natural functioning of this water body.

Surface water – Digbeth Branch Canal

The Digbeth Branch Canal is assumed to be canalised in a man-made channel, although the base of the canal is unknown. Impacts from groundwater on surface water quality will be limited, although there could be migration through the canal base to the underlying groundwater. Accidental spills or leakages of hazardous substances into or migration to surface water bodies

CoCP CEMP Appropriate management of stockpiles, leachate and drainage Appropriate management of potentially contaminative materials used during construction - Ground investigation information will be used to assess the potential risks associated with the current soil and groundwater quality




Permanent effects

15.7.3 It is considered that with implementation of the embedded mitigation outlined above, there will be no significant permanent effects related to contamination (soils and water) during the construction phase of the BEE.

15.7.4 Refer to Table 15.6 below for the full assessment of potential permanent effects during the construction phase.


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Table 15.6: Embedded mitigation and prediction of permanent effects during the construction phase



Significance Sensitivity of effect Beneficial/Adverse

Construction workers / site visitors

Potential impact to human health through dermal contact, inhalation or ingestion of potentially contaminative soil or groundwater or through asphyxiation from ground gas or vapours

(CoCP) Provision of personal protective equipment (PPE) CEMP


Workers / site users on adjacent sites

Potential impact to human health through dermal contact, inhalation or ingestion of potentially contaminative soil or groundwater or through asphyxiation from ground gas or vapours

(CoCP) CEMP Excavated soils or dust to be appropriately managed. Work areas to be cordoned off to restrict public access

Slight Neutral Not significant

Infrastructure Chemical attack from contaminated soils

Appropriate design to withstand aggressive soil conditions


Soils Permanent removal and reuse on site

Production of a Materials Management Plan Ground investigation will identify suitability of subsurface for re-use

Slight Slight Beneficial Not significant

Principal Aquifer – Bromsgrove Sandstone Formation and Mercia Mudstone Secondary B aquifer

Creation of preferential pathways of contamination from surface to aquifer

Design of piled foundations to minimise risk of aquifer contamination Ensure construction best practice techniques are implemented throughout


Surface water bodies Drainage features creating pathway for contamination migration

Design alterations CEMP Emergency actions plans construction best practice

**Refer to ES Volume 1 Main Statement Chapter 16: Water Resources and Drainage




Assessment of land quality during operation of the BEE has been ‘scoped out’, as operational activities are above ground. If any ground contamination is appropriately remediated, then it is unlikely there would be any impact on land quality in the operational phase.


Inter-scheme


Table 15.7: List of committed developments relevant to soils, geology and contaminated land

Assessment year







Cumulative effects during BEE construction

15.9.2 At the start of BEE construction in 2020, the likelihood of the committed developments identified having a cumulative effect in conjunction with BEE is low; and any effect likely to arise is not likely to be significant. This is based on the assumption that appropriate environmental management plans including CoCP (or equivalent) related to both BEE and these committed developments would be in place, in order to reduce/control any potentially negative effects on the environment and human health.

Cumulative effects during BEE operation

15.9.3 At the start of BEE operation in 2022, Smithfield is assumed to be under construction. Assuming that the relevant Environmental Management Plans including CoCP (or equivalent) related to these committed developments are in place, little or no cumulative effect in conjunction with BEE operation is expected.

15.9.4 It expected that there would little or no cumulative effects arising from the operation of the following committed developments in conjunction with BEE operation:


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Exchange Square (Phases 1 and 2); Bull Ring Trading Estate; and Beorma Quarter (Phases 2 and 3).

Intra-scheme

15.9.5 It expected that there would little or no cumulative effects arising from within the BEE. During construction there could be impacts to water resources (refer to Chapter 16: Water Resources and Land Drainage), although these will be managed through the CoCP and appropriate embedded mitigation, where required.

15.10 Summary

15.10.1 Assuming the embedded mitigation related to advanced GI and CoCP (or equivalent) is implemented, there would be no significant contamination effects from the BEE on the soils, geology, groundwater or surface water receptors.

15.10.2 The GI findings will determine the current presence/ absence of contamination within the study area. They will also confirm the severity of these effects and better define the magnitude of the mitigations that will be required to address the contamination issues identified.

15.10.3 Assuming that appropriate and relevant construction and environment plans are implemented for the committed developments identified during BEE construction and operation, little or no cumulative effects relating to ground contamination are expected.


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16.1. Introduction and Flood Risk Context

16.1.1 This chapter addresses the potential construction and operational effects of the BEE on ‘Land Drainage’ and ‘Water Resources’. ‘Land Drainage’ refers to surface water runoff, highway drains and surface water sewers, combined sewers and foul water sewers; and ‘Water Resources’ include watercourses (e.g. rivers, streams and canals) and groundwater. A Flood Risk Assessment (FRA) has been carried out and is included in ES Volume 2 Technical Appendix S2. The FRA has identified that the majority of the BEE is located within Flood Zone 1. The last section of the route along High Street Deritend is located within Flood Zone 2 and Flood Zone 3. However, as a result of the BEE, it is expected that additional flood storage will be created as the finish ground levels of BEE are generally lower than the existing ground levels along the route within Flood Zone 2 and Flood Zone 3.

16.1.2 To mitigate the potential risks of flooding to the operation of the BEE within Flood Zone 2 and Flood Zone 3, all tram facilities within high risk flood zone areas will be designed with appropriate flood resilience measures; vulnerable equipment inside the substation and electrical cabinets will be located at a height of 600mm above the 1 in 100 year (plus climate change allowance) flood level. If the proposed substation location is projected to be in Flood Zone 3 with the revised 50% climate change allowance, the substation structure would be designed as an elevated structure retaining the void below as flood storage. The floor level will be designed at 600mm higher than the 1 in 100 year flood level with 50% climate change allowance. Operation of the BEE will be suspended within Flood Zones 2 and Flood Zones 3 prior to and during flood events. A flood sensor will be used to alert the Promoter’s tram operator before/during flood events for evacuating the tram users to safe areas. Tram drivers will be trained to handle flood events and to operate the trams under a safe condition.

16.1.3 The BEE will turn an existing permeable area on Eastside City Park into a paved area creating additional surface water runoff. A storage tank will be provided to store the additional surface water runoff and discharge at a controlled rate to the nearby Severn Trent Water (STW) sewers, please refer to Drawing MMD-300207-HS29-DRA-0000-0013.

16.1.4 As set out in the FRA, new gullies will be provided along the new kerb lines to replace the existing gullies. The new gullies will be upgraded to the latest design standard. New highway drains will be designed to receive the flow from the new gullies, and discharge it to the existing STW sewers.

16.1.5 The FRA has concluded that with the provisions of appropriate mitigation measures, the BEE will not increase flood risk to the surrounding area and can itself operate safely, though part of the route will be suspended during an extreme flood event.

16 Water Resources and Land Drainage


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16.2. Methodology


16.2.1 The assessment has been undertaken based on the following legislation, policy and guidance. As far as to the effect on water resources and drainage, they are all generally related to the control of quality and quantity of discharge to these elements taking into account the effect of climate change. For these aspects, the assessments carried out cover the following: Climate Change Allowance for Flood Risk Assessment, Environment Agency (2016); Planning Practice Guidance (2014); The Water Act 2014 National Planning Policy Framework (NPPF) (2012); Water Framework Directive (2008/32/EC) (WFD) published in 2008 by the European

Commission; The Groundwater Directive (2006/118/EC) published in 2006 by the European

Commission; The Environment Act 1995; The Water Industry Act 1999; and The Land Drainage Act 1991.

Assessment Criteria

16.2.2 The study area covers the area within the Scheme Boundary and other relevant land drainage and water resource features in the vicinity of the Scheme Boundary, see FRA in ES Volume 2 Technical Appendix S.

16.2.3 The impacts and associated effects of the BEE on land drainage and water resources during the construction phase have been assessed against criteria based on those within WebTAG Unit 3.3.11. The WebTAG assessments are used to determine the importance of each water body/receptor, together with the magnitude of any impact on the receptor. The significance of the effect is then derived from the combination of importance of the receptor and magnitude of impact.

16.2.4 The value of controlled water, both surface waters and groundwater, can be assessed by taking into account the use and conservation importance of the water bodies. Indicators of quality, scale, rarity and substitutability of the water bodies are defined according to WebTAG guidance (see Table 16.1).

Table 16.1: Criteria for determining value of features

Value Examples of criteria

Very High Water resources that perform major function in relation to internationally protected sites (SPA, SAC, RAMSAR site)

High Water resources used for major potable supplies (i.e. by a water supply utility) with


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Value Examples of criteria limited potential for substitution

Medium Locally important water resources used for public water supplies but which can be substituted with private water supplies

Low Controlled waters with limited potable use, or limited input to sensitive or important ecosystems.

16.2.5 The magnitude of an impact can vary considerably. Magnitude should also take into account the timescale over which the impact occurs. The impacts are defined as temporary or permanent, and whether they are reversible or not. Typical criteria are set out in Table 16.2 below. The magnitude of all impacts, both beneficial as well as adverse, are noted in the assessment.

Table 16.2: Criteria for determining magnitude of impact

Magnitude Typical criteria

Major Results in loss of feature. The proposal (either on its own or with other proposals) may affect the integrity of the water body either in terms of quality or quantity and could render it permanently unusable. The function of the water body is impacted such that there is a substantive and permanent change in function e.g. loss of flood storage / increased flood risk.

Moderate Results in impact on integrity of feature or loss of part of feature. The quality or quantity of the water body would be reduced such that moderate works would be required to ensure continuity of its existing use or function. The function of the water body is impacted such that there is a moderate and measurable change (+ve/-ve) in function e.g. means of transmitting flood flows is altered. Or, a major impact that only affected the water body for a limited time frame and was reversible and could be mitigated by some temporary works.

Minor Results in minor impact on feature. The impacts would affect the quantity or quality and a measurable change would be seen but the manner of change would not materially affect the use or function of the feature.

Negligible Results in an impact on feature but of insufficient magnitude to affect the use or integrity. The impact would lead to no observable change in the feature. E.g. no increase in flood risk.

16.2.6 Using the combination of the importance of the water body and magnitude of impact, the impact of the development on each water feature will be allocated a level of significance as shown in Table 16.3. The levels of effect that are judged significant are presented in grey in table 16.3 below.

Table 16.3: Assessing the significance of potential effects

Magnitude of potential Impact

Value (importance) of water resources

Very High High Medium Low

Major Major Moderate Minor Insignificant

Moderate Moderate Minor Insignificant Insignificant


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Magnitude of potential Impact

Value (importance) of water resources

Very High High Medium Low

Minor Minor Insignificant Insignificant Insignificant

Negligible Insignificant Insignificant Insignificant Insignificant

16.3. Consultation

16.3.1 Various organisations have been consulted in order to carry out this assessment, and the responses from key bodies are set out below. See ES Volume 2 Technical Appendix F: EIA Consultation Information for further information.

16.3.2 Where responses were not received, the assessment has been required to use certain assumptions in relation to the Digbeth Branch Canal.

Severn Trent Water (STW)

16.3.3 STW was consulted at the scoping stage for any comments related to the STW assets along the two proposed BEE routes and the existing STW sewers information in the study area.

16.3.4 Further consultation was undertaken at the planning stage in order to understand the existing sewer systems in the vicinity of the BEE. The historical sewer flooding events in the vicinity of the BEE route have also been requested from STW.

The Environment Agency (EA)

16.3.5 The EA was consulted at the scoping stage for their comments on the two previous proposed BEE alignment options with the focus being on the River Rea and the associated flood zones in the area.

16.3.6 The EA was also consulted at the planning stage for the 1 in 100 year and 1 in 1000 year flood levels of the River Rea which is the nearest Main River to the BEE. Responses have been received from the EA providing the flood levels for different return periods at different locations along the River Rea, please refer to Annex C in the FRA in ES Volume 2 Technical Appendix S. The EA is generally satisfied with the mitigation measures as described in the Flood Risk Assessment report for the potential risk of flooding caused by the operation of the BEE.

16.3.7 With regards to the proposed location for the substation, the EA is further consulted on making provision to elevate the substation structure in case future projection of the flood zone taking into account the revised 50% climate change allowance shows that it is within Flood Zone 3. The response from the EA relating to the substation proposals has confirmed that the proposals for the substation are minor in nature and will not affect the floodplain in if elevated


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above the future climate change level. Therefore, the EA have no further requirement for work to be undertaken at this stage. The EA also advised that there are no EA flood defences affecting the area within the vicinity of the BEE, no flood storage areas and no records of flooding within the vicinity of the route.

The Canal and Rivers Trust

16.3.8 The Canal and Rivers Trust has been contacted for their comments on the BEE route which is close to the start of the Digbeth Branch Canal. The response received states that they are not aware of any records of overtopping of this section of the waterway.

Birmingham City Council (BCC)

16.3.9 BCC has been consulted at the planning stage regarding the local highways drain system. The highway drain information has been received and it can be confirmed that there is no highway drain in the vicinity of BEE.

16.4. Assumptions and Limitations

16.4.1 The 1 in 100 year and 1 in 1000 year flood data for the River Rea has been received from the EA. The flood levels received show a slight discrepancy with the flood zone map shown in the EA website. The 1 in 100 year flood level without climate change provided by the EA is 102.2mAOD. However by mapping the flood zone map shown on EA website with the topographical survey, the levels of a substantial length of the road within Flood Zone 3 are higher than 102.2mAOD. This means the Flood Zone 3 extent shown in the current flood map might have been over-estimated. The EA is currently updating their flood map on the website. Thus the current assessments are all based on the flood levels received from the EA.

16.4.2 The climate change allowance applied by the EA to obtain the 1% flood level is 20%. As the BEE, classified as Essential Infrastructure, is located within the Humber River Basin, and according to the latest Climate Change Resilience released in March 2016, the climate change allowance applicable to such a development has been increased to 50% (i.e. the estimated flow in the river to be increased by 50% for estimating the flood depth).

16.4.3 As a result of the increase in climate change allowance in defining the extent of flood zones, the section of the BEE along New Canal Street and Meriden Street might be situated within a higher flood zone area and subject to modelling results there could be effects on the water resources and land drainage. However, no flood storage depletion would occur along this section of the BEE as there is a reduction in finish levels within the tramline corridor compared to the existing ground level. Based on this, it is not considered that further modelling for assessing the 50% climate change is necessary for this project. This approach has been agreed by the EA, see ES Volume 2 Technical Appendix F: EIA Consultation Information.


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16.4.4 For the purpose of calculating the approximate flood storage created with the lowering of the existing road level to form the proposed alignment, the width of the alignment from New Canal Street to the eastern end of High Street Deritend is assumed to be 8m. A constant level at a particular chainage is also assumed across the 8m width, although variations in level within it exist for different reasons such as for pedestrian crossing.

16.4.5 It is assumed that the STW sewers have a capacity of 1 in 30 year which will be compatible with the proposed upgraded gully design standard.

16.4.6 Although the highway drain records received indicate that there is no highway drain existing in the vicinity of the BEE, surface water drainage was observed during the site visit along the BEE route section on New Canal Street and Meriden Street. It is therefore assumed that a highway drain may exist and as such has been included in the assessment.

16.4.7 Within the highly urbanised area where the BEE passes, there may be private sewers existing in vicinity of the route and in particular within the land currently occupied by 1-7 Kings Parade, Dale End which will be demolished. However, at this stage, there is no information available on these private sewers and as such they are excluded from this assessment. Diversions of these sewers might be necessary and will be confirmed in the detailed design.

16.4.8 The High Street Deritend Tram Stop spans Flood Zone 2 and Flood Zone 3. The location of the tram stop has been carefully chosen based on consideration of the geometric alignment of the tram route, road width along High Street Deritend, and its proximity to the Birmingham Central Coach Station. The current location is considered optimal based on construction and operational considerations.

16.4.9 The alignment crossing the Eastside City Park is proposed as grassed track in order to provide a textural and colour contrast to the paving. However the grass will only be artificial grass which would be underlain with an impermeable base material. This section of the route will still create additional paved area that would generate additional surface water to the surroundings.

16.4.10 In addition to the impermeable area created by the alignment within Eastside City Park, a buffer zone of 2.5m on each side of the alignment is assumed for the purpose of calculating the total additional impermeable area.

16.4.11 The borehole scanning data showing groundwater level is only available from 1970 to 1982, and a reduced rising rate between 1982 and 1989. No groundwater level readings are available post 1989. The increasing trend in groundwater level shown in the data indicates that it may not be appropriate to quote such historical groundwater level for the current development. Further investigation will be undertaken to assess the current groundwater level in the detailed design phase.


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16.5. Baseline Information

Land drainage

Severn Trent Water sewers

16.5.1 The BEE is located in highly urbanised areas and as such the sewer network in the vicinity of the BEE contains combined sewers, foul water sewers and surface water sewers.

16.5.2 The STW sewer records show that only combined sewers exist in Bull Street, Albert Street and Eastside City Gardens, with diameter increasing from 375mm to 600mm. The combined sewers are generally located at a depth around 7m below ground. The combined sewer near Park Street is of brick construction. A combined sewer also exists along part of High Street Deritend underneath the River Rea, with a diameter of 750mm.

16.5.3 Only foul sewers exist in New Canal Street and Meriden Street. Most of them are of brick construction. In High Street Deritend, foul sewers exist along with surface water sewers, on both sides of the road.

16.5.4 Only a surface water sewer exists at the beginning of Meriden Street with diameter 225mm, 3.5m below ground, and which joins the surface water sewer in Coventry Street. A number of surface water sewers exist in High Street Deritend with diameter varying from 300mm to 600mm at depth 2.4m to 3.5m. The surface water sewers in High Street Deritend discharge into the River Rea.

16.5.5 There is also a 750mm diameter combined sewer in High Street Deritend, 5.5-7m beneath the ground level and crossing the River Rea, probably located below the river bed. This combined sewer starts at Stone Yard, crosses High Street Deritend and the River Rea and turns right to Milk Street and continues further north.

16.5.6 The combined, foul and surface water sewers along High Street Deritend are located within Flood Zone 2 and Flood Zone 3.

Highway drains

16.5.7 BCC has been consulted for the highway drain information within the vicinity of the BEE. Although the requested information received from Amey on behalf of BCC has confirmed that there is no highway drain existing in the vicinity of BEE, there are gullies observed along New Canal Street and Meriden Street and only surface water sewers exist at the beginning of the Meriden Street, it is assumed that other highway drains exist along this part of the route.


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Water Resources

Surface watercourses

16.5.8 The River Rea crosses the route at the location where the river passes underneath High Street Deritend adjacent to the junction with Floodgate Street. The River Rea cannot be seen from High Street Deritend as there are vertical walls built on both sides of the road.

16.5.9 From the flood map shown on EA website, it shows that Flood Zone 2 and Flood Zone 3 on both sides of the River Rea cover part of the BEE route along High Street Deritend. The other part of the route further from the River Rea is located within Flood Zone 1.

16.5.10 The starting location of the Digbeth Branch Canal is approximately 70m from the BEE along New Canal Street. The BEE does not cross the canal. The levels of the Digbeth Branch Canal are lower than the surrounding ground; this means that the potential flood risk to the BEE from the canal is low. Groundwater

16.5.11 Within the study area, the first section of the BEE at Bull Street is situated at the edge of the Source Protection Zone 3 (Total Catchment).

16.5.12 Solid geology through the eastern half of the Scheme Boundary (Bromsgrove Sandstone Formation) is designated by the EA as being a Principal Aquifer, whilst solid geology through the western half of the Scheme Boundary (Mercia Mudstone Group) is designated as being a Secondary B Aquifer. All superficial deposits present within the Scheme Boundary are designated as being Secondary A Aquifer.

16.5.13 The groundwater vulnerability zone shown on EA website indicates that the route on the west side of the Scheme Boundary is within a Main Aquifer high vulnerability and part of the east side of the Scheme Boundary is located within Minor Aquifer high vulnerability. The groundwater vulnerability map displays information about the likelihood of a pollutant discharged at ground level (i.e. above the soil zone) reaching groundwater for superficial and bedrock aquifers.

16.6. Mitigation Measures

16.6.1 The following additional mitigation measures will form part of the Code of Construction Practice and will be included in the BEE design to prevent adverse impacts on drainage and water quality.

Construction Stage

16.6.2 All traps should also incorporate oil or grease removal facilities.


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16.6.3 Sediment traps and surface drains must be regularly cleaned and maintained. Daily inspections of such facilities should be required of the appointed contractor.

16.6.4 Temporary sanitation facilities will be installed on site to take care of the sewage from workers. Waste water from sanitary facilities will be kept completely separate from the surface water management system.

16.6.5 Temporary site drainage is to be provided to prevent overflow of site surface water runoff to watercourse and highways.

16.6.6 Storage tanks on site for potential polluting substances should be surrounded by appropriate bunds to ensure that any accidental spillage or leakage does not lead to contamination.

16.6.7 The selection of the final site compound, storage area for materials and plants should take into consideration its distance to the watercourse – the further away the better. Plants should only be parked in hard standing area at night or not in operation,

16.6.8 Refuelling activities will be carried out at a suitable distance from any watercourses, agreed by the appointed contractor in consultation with the Environment Agency. Grab packs etc, will be available in the unlikely event of a spill, and site personnel will be trained in their use.

16.6.9 Any areas of exposed soil should be minimised in order to reduce the potential for increased siltation and contaminated runoff.

16.6.10 All of the above would be delivered through a combination of the detailed drainage design process; measures covered in a Construction Environmental Management Plan (CEMP) and suitably worded planning conditions. The necessary approvals would also need to be secured from Seven Trent Water and the Drainage Authority (BCC).

Operation Stage

16.6.11 New highway drains will be designed and installed to avoid over-discharge into the existing highway drains as part of the detailed design. The details of this drainage will be discussed with BCC and is secured by the draft planning conditions. Regular maintenance of the public sewers (combined, foul and surface water) will need to take place to mitigate the risk of blockages.

16.6.12 A storage tank will be installed to capture the additional surface water runoff for the scheme, with overflow facilities equipped to cater for the situation of any blockage due to siltation.

16.6.13 New highway drains and gullies will be designed based on a higher standard that enables the drainage systems to have a larger capacity to take the flow.


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16.6.14 Detailed design of the modification works to the existing chambers or complete re-design of the highway drain system with the consultation from BCC. The detailed design will specify exact extent and scale of the modification works required.

16.7. Construction - Likely Significant Effects

16.7.1 Refer to Table 16.4 and Table 16.5 for the full assessment of potential temporary and permanent effects during the construction phase

Temporary effects


16.7.2 Subject to the embedded mitigation measures described in Section 16.6, it is not expected that there will be any significant temporary effects on STW sewers.

Highway drains

16.7.3 Subject to the embedded mitigation measures described in Section 16.6, it is not expected that there will be any significant temporary effects on highway drains.

Surface Watercourses

16.7.4 Subject to the embedded mitigation measures described in Section 16.6, it is not expected that there will be any significant temporary effects on the River Rea.

16.7.5 For the Digbeth Branch Canal, it is not expected that there will be any temporary effect on this water resource during the construction stage as it is located 70m away from the proposed tram alignment and all site compound areas.

Groundwater

16.7.6 Direct discharges of surface water to ground from runoff during the construction phase, possibly containing increased loads of suspended solids and/or contaminants from disturbed ground, may occur.

16.7.7 Accidental spillages of chemicals, oils or fuels that will percolate through the ground and enter the groundwater table in close proximity to the BEE route.

16.7.8 Subject to the embedded mitigation measures described in Section 16.6, it is expected that the temporary effects on groundwater would only be of low significance.


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Permanent effects


16.7.9 As some parts of the BEE cross over the existing STW sewers at various locations, some of the access chambers might need to be abandoned or capped unless a complete diversion of the sewers is carried out. The exact extent and scale of the modification works required will be subject to detailed design, and engagement with Severn Trent Water, as set out in protective provisions contained in the draft Transport and Works Act Order.

Highway drains

16.7.10 As the BEE may cross over the existing highway drains, it is anticipated that there may be similar effects to as to the STW sewers described above. The required modification works will be considered in conjunction with other proposed highway drains for the BEE as described in section 16.6.


16.7.11 Permanent significant effects on the River Rea as a result of the construction activities are not likely to occur, provided the construction best practices are followed.

16.7.12 The Digbeth Branch Canal is located at a distance of 70m from the proposed route, thus it is not expected that there would be permanent impact on the canal.

Groundwater

16.7.13 Subject to the mitigation measures described in Section 16.6, significant permanent effects on groundwater are not likely to occur.


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Table 16.4: Summary of temporary effects including embedded mitigation measures during the construction phase

Resource Description of issue Value of feature Mitigation measure Magnitude of impact


STW sewers Siltation and over-discharge of construction site runoff

Medium Scheduled monitoring and cleaning process to avoid siltation; Minor Insignificant

Accidental spillage or leakage Medium Potentially polluting substances to be stored within bunds of adequate sizes, All traps should also incorporate oil or grease removal facilities.

Negligible Insignificant

Highway drain sewers

Siltation and over-discharge of construction site runoff

Medium Scheduled monitoring and cleaning process to avoid siltation. Minor Insignificant

Accidental spillage or leakage Medium Potentially polluting substances to be stored within bunds of adequate sizes, All traps should also incorporate oil or grease removal facilities.



Localised flooding from increased siltation

High Sediment tank to be provided to remove sediments from discharge to watercourse


Accidental spillages of polluting substances

High Potentially polluting substances to be stored within bunds of adequate sizes.


Groundwater Accidental spillages of chemicals, oils or fuels

High Storage of potentially contaminated liquid to be contained within bunds of suitable size


Increase in sediment loads High Discharge from the vicinity of the route will be passed through a sedimentation tank prior to discharge.

Minor Insignificant



Table 16.5: Summary of permanent effects including embedded mitigation measures during the construction phase



STW sewers STW sewer access chambers might need to be abandoned or capped below the tramline

Medium Detailed design of the modification works to the existing chambers or complete diversion of the sewers with the consultation from STW. The detailed design will specify exact extent and scale of the modification works required

Minor Insignificant

Highway drains

Highway sewer access chambers might need to be abandoned or capped below the tramline

Medium Detailed design of the modification works to the existing chambers or complete re-design of the highway drain system with the consultation from BCC. The detailed design will specify exact extent and scale of the modification works required

Minor Insignificant


No impacts High N/A N/A N/A

Groundwater Contaminated surface water entering ground with polluting substances or surface water containing increased loads of suspended solids

High Potentially polluting substances to be stored within bunds of adequate sizes;




1.8 Operation - Likely Significant Effects

Temporary effects

16.1.6 Refer to Table 16.6 and Table 16.7 for the full assessment of potential temporary and permanent effects during the operational phase.


16.1.7 The storage tank proposed at the Eastside City Park location will be designed to capture the additional surface water runoff for the increased impermeable area on Eastside City Park. The stored water will be discharged to a STW sewer under a control rate of 5l/s. If there is a blockage in the control system, there may be a risk of overland flow across Park Street Gardens causing local flooding. The details of the discharge of the stored water into the STW sewer will be agreed through the process set out in protective provisions contained in the draft Transport and Works Act Order.

Highway drains

16.1.8 Localised flooding in existing highway drains is likely due to blockage from increased siltation in the surface water drain during operation stage.


16.1.9 It is not expected that there would be any temporary effect on the River Rea during the operational stage as the proposed drainage system would provide a better water storage functionality.

16.1.10 It is not expected that there would be any temporary effect on Digbeth Branch Canal during the operational stage.

Groundwater

16.1.11 It is not expected that there would be any temporary effect on groundwater during the operational stage as no water is expected to infiltrate into the ground from the completed alignment corridor.


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Permanent effects


16.1.12 A reduction in the permeability of the site within Eastside City Park due to the introduction of additional paved areas will increase surface water run-off, and potentially increase the flood risk in the immediate surrounding area and the nearby STW sewers. This will be mitigated by the proposed storage tank at this location which will be designed to capture the additional surface water runoff for the increased impermeable area on Eastside City Park, as described above.

Highway drains

16.1.13 With the increased number of gullies, localised flooding as a result of over-discharge of surface water runoff might occur.


16.1.14 There are no significant permanent effects on the River Rea as the new highway drains and gullies described in section 16.6 above will be designed based on a higher standard with a larger capacity for storage and the proposed lower tramline level will also create additional flood storage for the area. This will reduce the flood risk to other areas.

16.1.15 It is not expected that there would be any permanent effect on Digbeth Branch Canal during the operational stage.

Groundwater

16.1.16 It is not expected that there will be any permanent effect on groundwater during the operational stage as no water is expected to infiltrate into the ground from the completed alignment corridor.


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Table 16.6: Summary of temporary effects including embedded mitigation measures during the operational phase



STW sewers Localised flooding from surface water due to siltation in the proposed highway drains or control system

Medium Regular maintenance of the combined, foul and surface water sewers. Storage tank will be equipped with overflow facilities to cater for the situation of blockage due to siltation.

Minor Insignificant

Highway drains

Localised flooding from increased siltation

Medium Regular maintenance of the highway drains will need to take place to mitigate the risk of blockages.

Minor Insignificant


No impacts High N/A N/A N/A

Groundwater No impacts High N/A N/A N/A

Table 16.7: Summary of permanent effects including embedded mitigation measures during the operational phase Resource Description of issue Value of feature Mitigation measure Magnitude of

impact Significance of effect

STW sewers Increased flood risk around Park Street Garden due to reduction in permeability

High Agree with STW on the capacity of their infrastructure. Control system with a storage tank supplied to capture the additional surface water runoff to avoid system flooding

Minor Insignificant

Highway drains

Over-discharge of surface water due to increased number of gullies

Medium New highway drains will be designed to avoid over-discharge into the existing highway drains. Otherwise, the existing highway drains will need to be upgraded.

Minor Insignificant


Positive impact High N/A N/A N/A

Groundwater No impact N/A N/A N/A N/A




Inter-scheme


Table: 16.8 List of committed developments relevant to land drainage and water resources




• Exchange Square (Phases 1 and 2) • Bull Ring Trading Estate • Beorma Quarter (Phases 2 and 3) • Smithfield


• Smithfield • Exchange Square (Phases 1 and 2) • Bull Ring Trading Estate • Beorma Quarter (Phases 2 and 3)

16.2.2 The above committed developments are located outside but close to the vicinity of the Scheme Boundary.


16.2.3 It is assumed that during the construction stage of each of the committed developments, general good site practices will be followed to control any likely impact during the construction work. Therefore, no cumulative effects would exist.


16.2.4 All the proposed developments listed above are situated within a highly urbanised area in previously developed sites. No additional paved area will be created as a result of the proposed development. Thereby no additional surface water runoff would be expected near the vicinity of the BEE route assuming good practice measures are to be followed.

16.2.5 The Bullring Trading Estate is located on the south side of the BEE on High Street Deritend, See ES Volume 2 Technical Appendix E: Committed Development Information for details on exact location. This development will be situated within Flood Zone 2 according to the current EA flood map. The other developments under construction are located more than 60m from the Scheme Boundary and are not situated within the higher flood risk zones. Hence it is considered that there would be no cumulative effects from these developments in terms of flood storage.


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16.2.6 It is assumed that the committed developments will have their own control measures in maintaining the current surface water discharge flow rate and flood risk. The drainage systems of the committed developments may have a positive impact on the overall drainage condition of the area, including the area occupied by the BEE, as the new developments will upgrade the drainage systems and reduce the discharge rates to the existing sewers.

16.2.7 Provided that the committed developments are constructed in accordance with the NPPF and other legislation and regulation requirements as described above, it is not anticipated that there will be an adverse cumulative effect in terms of flooding and water quality issues to the land drainage and water resources.

Intra-scheme

16.2.8 During construction there could be impacts to water resources from the potentially contaminated land within the corridor of the BEE (refer to Chapter 15: Soils, Geology and Contaminated Land).

16.2.9 It expected that there would be little or no cumulative effects arising from other disciplines within the BEE.

16.3 Summary

16.3.1 An assessment has been undertaken of the likely significant effects of the construction and operation of the BEE on land drainage and water resources.

Land drainage

16.3.2 There are STW sewers that exist in the vicinity of the BEE. From the junction of Bull Street and Corporation Street to the location where the BEE enters the Eastside City Park, only combined sewers exist in the adjacent roads. Foul sewers of brick construction exist along New Canal Street and Meriden Street, with surface water sewers present only at the beginning of Meriden Street and connecting to the sewer in Coventry Street. Foul, combined and surface water sewers are all present in High Street Deritend.

16.3.3 BCC has been consulted for the highway drain information within the vicinity of the BEE. The requested information has been received and confirmed there is no highway drain existing in the vicinity of BEE. However as there are gullies observed along New Canal Street and Meriden Street and only surface water sewers exist at the beginning of the Meriden Street, it is assumed that highway drains exist along this part of the alignment.

16.3.4 The potential construction impacts include localised flooding due to siltation and over-discharge of construction surface water runoff; accidental spillage or leakage of pollution


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substances into the sewers of drains; and existing access chambers and pipelines potentially affected by the BEE infrastructure.

16.3.5 Subject to the embedded mitigation measures described in Section 16.6, the impacts to land drainage in the vicinity of the BEE will not be significant.

Water resources

16.3.6 The nearest water feature to the BEE is the River Rea running from north to south crossing underneath High Street Deritend. The flood map shown on EA website shows that either side of the River Rea are areas within Flood Zone 2 and Flood Zone 3 including a section of the BEE along High Street Deritend. A site specific FRA has been conducted for the BEE with appropriate mitigation measures recommended (see ES Volume 2 Technical Appendix S2).

17.1.1 The starting location of Digbeth Branch Canal is located at approximately 70m from the BEE at New Canal Street. It is not expected that the BEE would cause any significant effect on this watercourse.

16.3.7 The potential construction impacts are localised flooding due to siltation and accidental spillage or leakage of polluting substances.

16.3.8 There is no negative impact to the surface watercourses during the operational stage. In contrast, the development of the BEE will create flood storage along High Street Deritend, this is considered as positive impact to the surrounding areas and the upstream and downstream of the River Rea.

16.3.9 During the construction stage, sedimentation tank will be used to remove sediments from the site runoff before it is allowed to be discharged to the watercourse; the site compound will be cited away from the watercourse and plants will be stationed on impermeable areas when not in use.

16.3.10 Subject to the above mitigation measures, the residual significance of the impacts to surface watercourses in the vicinity of the route will be reduced to low significance.

Groundwater

16.3.11 The BEE does not pass over any groundwater protection zone according to the EA Groundwater Source Protection Zones map.

16.3.12 Solid geology through the eastern half of the Scheme Boundary (Bromsgrove Sandstone Formation) is designated by the EA as being a Principal Aquifer, whilst solid geology through the western half of the Scheme Boundary (Mercia Mudstone Group) is designated as being a


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Secondary B Aquifer. All superficial deposits present within the Scheme Boundary are designated as being Secondary A Aquifer.

16.3.13 The groundwater vulnerability zone shown on the EA website indicates that the west side of the Scheme Boundary is within Main Aquifer high vulnerability and the east side of the Scheme Boundary is located within Minor Aquifer high vulnerability.

16.3.14 The potential construction impacts include potential discharge of contaminated surface water directly to the ground with polluting substances or surface water containing increased loads of suspended solids.

16.3.15 There is no significant potential operation effects considered on groundwater.

16.3.16 The mitigation measure to the construction impacts include storing potentially contaminated liquid within bunds of suitable size; discharge from the vicinity of the route will be passed through a sedimentation tank prior to discharge and plant will be stationed on impermeable areas only when not in use.

16.3.17 Subject to the embedded mitigation measures, the residual significance of the impacts to groundwater in the vicinity of the BEE will be reduced to low significance or insignificant.


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17.1 Introduction

17.1.1 This chapter summarises the findings of the Ecology assessment that was carried out for the BEE and should be read in conjunction with the BEE Ecology Technical Information (ES Volume 2 Technical Appendix T1), the BEE Preliminary Ecological Appraisal (ES Volume 2 Technical Appendix T2) and the BEE Bat Activity Survey Report (ES Volume 2 Technical Appendix T3).

17.2 Methodology


Many habitats and species are protected to varying degrees through European and national legislation. Advice relating to wildlife is also given in various national and local policy documents. The main legislation and policy guidance relevant to this chapter are outlined in detail in ES Volume 2 Technical Appendix T1 Technical Information: Ecology.

Assessment methodology

17.2.1 The assessment has been undertaken with reference to the Chartered Institute of Ecology and Environmental Management (CIEEM) Guidelines for Ecological Impact Assessment in the UK and Ireland: Terrestrial, Freshwater and Coastal, 2nd edition (CIEEM, 2016). These guidelines are used nationally for the production of ecological impact assessments (EcIA).

17.2.2 The detailed assessment methodology is set out in ES Volume 2 Technical Appendix T1: Technical Information: Ecology.

Detailed survey methodologies and guidance

17.2.3 A number of standard methods, in line with best practice guidance, were followed to allow an evaluation of the baseline conditions with the Zone of Influence ((ZoI); see section 17.2.6) These include a desk study, an Extended Phase 1 Habitat Survey which included initial surveys for badgers, bats, birds, otters, reptiles and water voles; and a bat activity survey.

17.2.4 Details on the precise methodology and best practice guidance referred to can be found within ES Volume 2 Technical Appendix T1: Technical Information: Ecology as well as the Preliminary Ecological Appraisal in ES Volume 2 Technical Appendix T2, and the Bat Activity Survey Report in ES Volume 2 Technical Appendix T3.

17 Ecology


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Study area

17.2.5 Current guidance on EcIAs recommends that all ecological features that occur within a ZOI around the BEE route are investigated (CIEEM, 2016). The potential ZoI includes: areas directly within the land take for the proposed development and access; areas which will be temporarily affected during construction; areas likely to be impacted by hydrological disruption; and areas where there is a risk of pollution and noise disturbance during construction and/or

operation.

17.2.6 The ZoI is a buffer around the Scheme Boundary, the width of which depends on the sensitivity of the habitat or species to disturbance and change in biophysical conditions resulting from the construction and operation of BEE.

17.3 Consultation

17.3.1 Consultation has taken place with the BCC Ecologist, following the formal EIA Scoping Opinion (ES Volume 2 Technical Appendix I). In the email correspondence the additional ecology work to be undertaken was outlined, as well as bat activity surveys and changes to the BEE alignment. Based on the email received from BCC ecologist (See ES Volume 2 Technical Appendix F: EIA Consultation Information) on 24 June 2016, BCC had no further concerns regarding the BEE.


17.4.1 Biological records obtained from EcoRecord and presented in the desk study do not represent a full and complete species list for the area. They are mostly given by individuals on an ad hoc basis, often meaning there are areas of deficiency in the data. However, the records are the best reasonably obtainable and in line with best practice guidance.

17.4.2 The survey data for this assessment has mainly been collected over a single season and does not constitute a long term data set. As such, the species and habitats recorded in this assessment are based on a snapshot of data mainly collected within the appropriate season during 2016. However, notwithstanding the limitations around a limited number of visits to the BEE, it is possible to assess likely significant effects on ecology as the BEE is not subject to regular change.

17.4.3 Due to the potential for damage or theft of static bat detectors within the BEE, because of the publically accessible nature of the site, automated/static activity surveys cannot be completed. To supplement the absence of automated/static activity surveys the number of manual activity surveys has been increased to one survey per month, in line with sites with moderate


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suitability for bats in consultation with BCC, to ensure that adequate baseline data was collected


17.5.1 This section presents descriptions of the key and protected ecological receptors in the relevant ZoI. More detailed descriptions, survey data, aerial maps and habitat plans are presented in the Preliminary Ecological Appraisal (ES Volume 2 Technical Appendix: T2) and Bat Activity Report (ES Volume 2 Technical Appendix T3). A summary of the baseline conditions is provided in Tables 17.1 to 17.3.

Table 17.1: Non-statutory designated sites within ZoI

Site name Designation

Proximity to the BEE route Description

Conservation value

Digbeth Branch Canal

Site of Local Importance for Nature Conservation (SLINC)

100m east Canal linking the nearby Birmingham and Fazeley Canal with the Grand Union Canal. Limited aquatic vegetation with a corridor of scrub, tall herb and neutral grassland

Important at a Local level

Birmingham and Fazeley Canal

SLINC 400m north west

Canal with relatively diverse aquatic flora and narrow strips of associated corridor vegetation comprising scrub, tall herb and neutral grassland


Grand Union Canal

SLINC 450m north east

Canal with sparse aquatic flora and surrounding habitats of wooded cuttings, grass verges and tall herb


Worcester and Birmingham Canal

SLINC 1km west Canal with grass verges and short embankments. The site connects a number of wildlife sites in the area.


Source: EcoRecord, 2016

Table 17.2: Habitats within the ZoI

Habitat Comments Conservation value

Amenity grassland Well maintained, short sward grassland Negligible

Buildings Four buildings lie directly within the site boundary, both modern and in good physical condition, they lack features for bats and nesting birds as well as being netted

Negligible

Hardstanding Roads, footpaths and pedestrian areas Negligible

Introduced shrub Ornamental and evergreen planting Low

Parkland Scatter Trees

Mixture of species of broad-leaved trees, varying in age Low

Running Water Culverted section of the River Rea passes underneath the BEE Low


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Habitat Comments Conservation value

alignment

Scattered Scrub Small area of brownfield land with self-set bramble and buddleja Low

Table 17.3: Protected and notable species within ZoI

Species Protection/conservation status Description

Conservation value

Amphibians S41 and Local Biodiversity Action Plan (LBAP)

No suitable breeding habitats within or immediately adjacent to the Scheme Boundary and very limited terrestrial habitat.

N/A

Great Crested Newts Wildlife and Countryside Act 1981, Section 41(S41) and LBAP

No suitable breeding habitats within or immediately adjacent to the Scheme Boundary (within 500m) and very limited terrestrial habitat. No historical records of great crested newt within 2km.

N/A

Breeding birds Wildlife and Countryside Act 1981, S41 and LBAP

The Scheme Boundary provides limited nesting habitat for a small number of common urban bird species. No evidence of or suitable habitat for Schedule 1 species was recorded.

Low

Bats Wildlife and Countryside Act 1981, S41 and LBAP

No roosts of bats were recorded within the ZoI. Bat activity within the BEE was very limited, with only one incidence over 8 hours of survey time.

Low

Badger Protection of Badgers Act. 1990

No evidence of badger activity was noted within the ZoI and it is highly unsuitable habitat

N/A

Reptiles Wildlife and Countryside Act 1981, S41 and LBAP

The urban nature of the study area and isolation of it offers no habitat suitable for reptiles and none were recorded

N/A

Summary of valued ecological receptors for further consideration

17.5.2 As recommended in the current EcIA guidance (CIEEM, 2016), the assessment in this ES chapter only considers those ecological receptors that are both of sufficient conservation value and vulnerable to significant impacts arising from the BEE. These are termed Valued Ecological Receptors (VERs).

17.5.3 The EcIA guidelines mean it is generally considered inappropriate to attempt to address all ecological receptors and likely impacts in EIAs; instead, the focus should be on ecological


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receptors and ecological features which are covered by the relevant nature conservation and environmental legislation and policies. The EIA Directive and resulting UK Regulations only require the assessment of significant effects.

Valued Ecological Receptors (VERs)

17.5.4 Based on the surveys undertaken to date and the habitats found on and immediately adjacent to the BEE a number of sensitive receptors have been identified. Table 17.4 provides a list of sensitive ecological receptors which will be considered in the following assessment.

Table 17.4: Ecological receptors included in the assessment

Ecological Receptor Valuation Comments Considered further in the assessment?

Designated Sites National Statutory Sites National No national statutory sites are

present within 2km of the BEE. No

Local Statutory Sites County No local statutory sites are present within 2km of the BEE

No

Non-statutory Sites Local Four Sites of Local Importance for Nature Conservation (SLINC) are present within 1km of the BEE. As the BEE is almost exclusively routed through existing hardstanding roads and footways, no direct impacts are anticipated due to the distances from the sites to the BEE route.

No

Habitats

Amenity Grassland Within zone of influence only

Not considered a scarce habitat resource within the wider area.

No

Buildings Within zone of influence only

All the buildings within the BEE were assessed as having low potential for roosting bats and breeding birds

No

Fenceline Within zone of influence only

No ecological value No

Hardstanding Within zone of influence only

No ecological value No

Introduced Shrub Within zone of influence only


No

Running Water Within zone of influence only

Channelised river makes for limited ecological value. No aquatic flora or macro fauna is present.

No

Scattered Scrub Within zone of influence only


No


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Ecological Receptor Valuation Comments Considered further in the assessment?

Scattered Trees Within zone of influence only

Although some trees are mature and are therefore likely to support a wider range of invertebrates their true value is more from an aesthetic landscape perspective, see Chapter 13: Townscape and Visual Amenity in ES Volume 1: Main Statement.

No

Species Badgers Within zone of

influence only No suitable habitat for badgers within the ZoI.

No

Bats Local The ZoI has no suitable habitat for roosting bats and very limited potential as a foraging resource, with only one piece of bat activity observed. Due to the openness and heavy disturbance of the BEE large amounts of activity have not been discovered, see ES Volume 2 Technical Appendix T3: Bat Activity Report.

No

Birds Local There is a small amount suitable habitat for breeding birds within the scrub and introduced shrub although this very limited and these habitats are abundant across the wider area.

No

Great Crested Newts Local The BEE offers no habitat for great crested newts and amphibians.

No

Reptiles Local The BEE has no potential to support reptiles.

No

17.5.5 Based on the information collected as part of the baseline reports to support this EcIA, namely the Preliminary Ecological Appraisal (ES Volume 2 Technical Appendix T2) and Bat Activity Survey Report (ES Volume 2 Technical Appendix T3), all ecological receptors described within the baseline above are excluded from further consideration in this assessment. This is because their conservation value is not sufficiently high, according to those criteria already described, for them to be considered as VERs, or because it is considered unlikely that they will be significantly impacted by the construction or operation of the BEE.

17.5.6 It is, therefore, not necessary to formulate specific mitigation measures or to assess the impacts on these ecological receptors in the subsequent sections of this report. However, generic mitigation associated with the BEE may serve to benefit these ecological receptors in general terms.


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Future Baseline

17.5.7 Habitats within and adjacent to the BEE route are generally well maintained and are unlikely to change significantly in the absence of the BEE. Some areas may develop into more mature habitats through the natural process of succession, however it is considered unlikely that their nature conservation value will increase significantly over the period of construction and operation of the BEE.


New landscape planting

17.6.1 Scope for tree planting along the BEE route is limited. The conservation area appraisals for the Digbeth, Deritend and Bordesley High Street and the Warwick Bar Conservation Areas state that street trees are uncharacteristic of the area, so trees are not proposed for that part of the route which passes along New Canal Street or Meriden Street. However, there is scope in Bull Street, Albert Street, by Hotel LaTour, by Eastside City Park and in High Street Deritend, though in the last of these, only pleached trees could potentially be accommodated if the presence of utilities allow. The trees proposed are robust, ornamental and easy to maintain. Many are also present in city centre planting schemes and/or at Eastside City Park. Further information on the landscaping proposals can be found in Chapter 13: Townscape and Visual Amenity.

17.6.2 There is similarly little scope for ornamental planting apart from in Albert Street and by Hotel LaTour and Eastside City Park, where there is more space. A 5m wide bed is proposed to provide a screen between Hotel LaTour and a new bus stand adjacent to the future Curzon Promenade (part of the new public realm proposed for around the new HS2 Curzon Street Station).

17.6.3 The shrubs and perennials proposed are robust, ornamental and easy to maintain. Many are also present in city centre planting schemes and at Eastside City Park. Full details of the proposed landscape can be found in the Urban Design Strategy located in ES Volume 2 Technical Appendix B.

Species

Bats

17.6.4 Where practicable, the BEE will adopt a sensitive lighting strategy that is appropriate to its setting. In particular lighting along the River Rea culvert and adjacent to the existing and proposed planting will be minimised. Insofar as is practicable low level lighting (such as either as bollards or downward facing spot lighting) will be implemented. Lighting columns will aim to


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minimise light spill and direct lighting to where it is required. Areas not requiring lighting for health and safety reasons will be left unlit or use motion sensitive lighting as appropriate. Uplighting, whether on buildings or vegetation, will be avoided.

17.6.5 In order to maximise the potential of the site for bats and minimise the disturbance of the new lighting scheme the following measures will be implemented: install bat boxes within the existing mature trees which are to be retained as part of the

proposals particularly in Eastside City Park; and, if possible, within the River Rea culvert; if possible, increase the proposed amount of planting across the site, particularly focusing

on using trees as a barrier to lighting; where planting is proposed, plant native species-rich plants to encourage a high

invertebrate diversity; set aside some areas of grassland to create rough grassland to increase invertebrate

habitat and vegetation structure, as currently occurring in the Eastside City Park; it is recommended that the Bat Conservation Trust Interim Guidance: ‘Recommendations

to help minimise the impact of artificial lighting’ is consulted prior to agreeing the final lighting scheme; and

during construction keep noise to a minimum by turning plant and machinery off when not in use, particularly during the night time hours.

Birds

17.6.6 All vegetation clearance works will be undertaken outside of the bird breeding season (i.e. clearance activities are best carried out between September and February). If vegetation clearance works are undertaken between March and August the vegetation will be checked immediately prior to removal by a suitably qualified ecologist. Any active nests identified will be retained with a 5m buffer until such time as the nest is deemed to be no longer supporting young by a suitably qualified ecologist.


17.7.1 All ecological receptors described within the baseline above are excluded from further consideration in this assessment. This is because their conservation value is not sufficiently high, according to those criteria already described, for them to be considered as Valued Ecological Receptors, or because it is considered unlikely that they will be significantly impacted by the construction or operation of the BEE.

17.7.2 Due to absence of statutory nature conservation sites within the ZoI; distances between the BEE and the non-statutory nature conservation sites; low or negligible conservation value of the habitats within the BEE; and the low or negligible conservation value of those habitats to support protected or notable species there are no likely significant effects during the construction or operational phases of the BEE.


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Temporary effects

17.7.3 There are no likely significant temporary effects on any ecological receptor predicted during construction.

Permanent effects

17.7.4 There are no likely significant permanent effects on any ecological receptor predicted during construction.


Temporary effects

17.8.1 There are no likely significant temporary effects on any ecological receptor predicted during operation of the BEE.

Permanent effects

17.8.2 There are no likely significant permanent effects on any ecological receptor predicted during operation of the BEE. New landscape planting has the potential to increase biodiversity within the site but not to the point that it is significant.


Inter-scheme


Table 17.5: List of committed developments relevant to ecology and biodiversity


Assessment Year Under Construction Operational




Smithfield

Exchange Square (Phases 1 and 2) Bull Ring Trading Estate Beorma Quarter (Phases 2 and


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Assessment Year Under Construction Operational 3)


17.9.2 At the start of the BEE construction in 2020, it is assumed that Exchange Square (Phases 1 and 2), Bull Ring Trading Estate, Beorma Quarter (Phases 2 and 3) and Smithfield will also be starting construction.

17.9.3 As there is no ecological impact from the BEE during the construction phase, it expected that there would little or no cumulative effects arising from the committed developments in conjunction with the BEE construction as even cumulatively the sites have little ecological value.


17.9.4 At the start of BEE operation in 2022, it is assumed that only Smithfield is still under construction with Exchange Square (Phases 1 and 2), Bull Ring Trading Estate and Beorma Quarter (Phases 2 and 3) now completed and operational.

17.9.5 Due to the very low ecological value of the area within the Scheme Boundary and other committed development sites it is anticipated that there could be a positive cumulative effect arising from the committed developments in conjunction with BEE operation. The new and increased level of landscape planting from the combination of schemes has the potential to encourage invertebrates on which bats and birds predate. New buildings and, through time, vegetation also have the potential to provide nesting opportunities for birds. Given the abundance of highly unsuitable habitat and prevalence of lighting and other disturbance the introduction of greenspaces has the potential to increase the wider area for bats beyond that which currently exists.

Intra-scheme

17.9.6 Cumulative effects on bats, such as the combined effects of increases in light, noise and vibration and collision risk during construction and operation of the BEE have already been considered as part of the assessment for bats (sections 17.7 and 17.8) and found to be not significant.

17.9.7 Elements of the BEE associated with landscape, such as the new landscape planting may have an overall beneficial, intra-scheme effect on ecology.


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17.10 Summary

Overall the BEE has very low ecological value, to the point where it is not likely to have a significant effect on any ecological receptor during construction or operation.


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18.1 Introduction

18.1.1 This chapter presents the assessment of the socio-economic effects of the BEE.

18.1.2 During construction of the BEE, the potential socio-economic effects include the following: temporary employment through construction; short-term increase in economic activity from construction; land take and building demolitions; and temporary disruption to local businesses.

18.1.3 During operation of the BEE, potential socio-economic effects include the following: long-term employment for operation and maintenance of the BEE; increased economic development activity for Birmingham; support for wider economic development; and improved access to employment, leisure and housing.

18.1.4 This chapter should be read in conjunction with ES Volume 2 Technical Appendix U: Economic Impact Assessment.

18.2 Policy, Guidance and Best Practice

18.2.1 This section sets out how national and local policies link to the socio-economic impacts of the BEE.

National policy

National Planning Policy Framework (NPPF) 2012

18.2.2 Of its numerous priorities, the NPPF is focussed on the pursuit of a strong, competitive economy through the planning system, promoting sustainable transport and supporting healthy communities. Paragraph 7 states that there are three dimensions to sustainable development: economic, social and environmental. These dimensions give rise to the need for the planning system to perform a number of roles, including:

an economic role – contributing to building a strong, responsive and competitive economy;

a social role – by creating a high quality built environment, with accessible local services that reflect the community’s needs and support its health, social and cultural well-being; and

an environmental role – contributing to protecting and enhancing our natural, built and historic environment.

18 Socio-Economics


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Investing in Britain’s Future command paper (2013)

18.2.3 A vision for the future of British infrastructure is set out by HM Treasury in the Investing in Britain’s Future command paper (2013). This presents a detailed long term plan of investment into infrastructure projects in order to build, repair and renew Britain’s key infrastructure, with the objective of rebalancing the British economy, enhance productivity and creating more job opportunities (page 5, paragraph 1.1).

2010 White Paper, Local Growth: Realising Every Place’s Potential

18.2.4 In addition, the 2010 White Paper, Local Growth: Realising Every Place’s Potential, outlines the Government’s objective to encourage locally driven growth, business investment and economic development. It sets out to ensure that everyone has access to opportunities that growth brings and everyone is able to fulfil their potential, establishing Local Enterprise Partnerships (LEPs) to drive local economic development forward (page 6, paragraph 1.5).

Regional policy

Birmingham and Solihull Local Enterprise Partnership (GBS LEP)

18.2.5 GBS LEP’s purpose is to strengthen local economies through economic development and enterprise, and improve the skills base. Its Strategy for Growth (Greater Birmingham and Solihull LEP 2013) is based around re-establishing Birmingham’s role as the major driver of the UK economy outside London. It places emphasis on creating jobs, growing the economy, achieving a greater quality of life for the LEP’s population and reducing the output gap (page 10).

18.2.6 In order achieve its plans and strategies, the GBS LEP is targeting employment, Gross Value Added (GVA) and qualification levels. Its Strategy for Growth (2013) specifically highlights the wider connectivity that can and will be achieved by the extension of the Midland Metro network and the potential for this to spread the benefits of HS2 Curzon Street Station development, providing better local access to jobs (page 21).

18.2.7 The combined infrastructure plans for HS2 and its stations, as well as the Midland Metro extension plans, are to be an economic catalyst for the West Midlands, where the connectivity will attract and develop new skills, new jobs, and stimulates growth in supply chains. The overall outcome is the formation of a transport network that will match the best in Europe (Midlands HS2 Growth Strategy (2015), page 10).


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The West Midlands Local Transport Plan (LTP) (2011-2026)

18.2.8 The Promoter’s LTP sets out a transport strategy for the West Midlands Metropolitan Area. It is based on improving both local connectivity and national connectivity. The LTP is designed to, support private sector led growth, sustainable economic activity and development, and support moves to a low carbon economy (page 32).

Local policy

Big City Plan (2011)

18.2.9 The Big City Plan sets out BCC’s ambitions for the regeneration of 800 hectare (ha) of the city centre. Over 20 years, the Plan also recognises that Birmingham will need to create new jobs to meet the needs of its growing population, significantly improve its connectivity and deliver a transformation of the physical environment (page 6).

18.2.10 Within the Big City Plan, the regeneration of Eastside highlights the key role of key transport links, in particular the extension of the Midland Metro into Eastside. The Big City Plan envisages the role of the BEE as being a main focus for maximising the benefits of HS2, and enhancing Eastside’s image as a driver in technology, science, and education, as well as facilitating access to employment and development (page 13).

The emerging Birmingham Development Plan (BDP) (2013)

18.2.11 The emerging BDP sets out the planning framework to guide development and regeneration until 2031. The Plan details how and where homes, jobs, services and infrastructure will be delivered to create the future environment of Birmingham, and ensure its suitability for population growth of 150,000 people (page 5).

18.2.12 The plan will: ensure sufficient transport and educational infrastructure is in place; improve walkability and public transport connections; make provisions for population growth, including sustainable and safe neighbourhoods; minimise the carbon footprint whilst allowing growth; encourage better health and well-being through new and existing recreation, sport and

leisure facilities and open space; protect and enhance the City’s heritage and historic environments; conserve the natural environments; to strengthen Birmingham’s quality institutions and

role as a learning City; and create a prosperous, successful and enterprising economy.

18.2.13 The BDP states that the proposals for HS2 will require enhanced connectivity, and it is important that the Midland Metro extension is successfully integrated. The extension should


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also facilitate access to development and employment across Eastside and the wider city, as well as maximising the role as an area for learning and technology (page 37).

Birmingham Curzon HS2 Draft Masterplan (2015)

18.2.14 The 2026 HS2 line will run between London Euston and Birmingham International Interchange Station with a spur to Birmingham Curzon Street Station in the centre of Birmingham. Due to this enhanced connectivity it is forecast that Eastside, Digbeth and the eastern side of the city centre will develop into one of the best connected and most productive business locations in the country with an increase of 36,000 jobs, 600,000m2 of employment space and 4,000 new homes (page 3).

18.2.15 The Masterplan seeks to maximise the potential by identifying the area’s development and regeneration opportunities and integrating Curzon Street Station into the city centre and ensuring connectivity throughout (page 6).

18.3 Methodology

18.3.1 This section explains the approach that has been used to produce this socio-economic assessment.

Spatial scope

18.3.2 Socio-economic effects have been assessed according to two key impact areas: the local impact area (LIA) for socio-economic effects (such as impact on local

businesses, and improved accessibility) have been assessed within a boundary of 250m from the Scheme Boundary; and

the wider impact area (WIA) for socio-economic effects (including wider economic uplift and other effects) on Birmingham, have also been assessed, using the city of Birmingham boundary to define the spatial scope.

Temporal scope

18.3.3 The temporal scope of the assessment is: the duration of the construction phase, which will run from early 2020 to late 2021; and the first year of operation (2022).

Sensitive receptors

18.3.4 Socio-economic receptors are individuals, groups or entities whose access to, and control over, socio-economic and community assets, resources and opportunities may be affected by the BEE.


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18.3.5 Socio-economic receptors for the BEE include existing and potential: local businesses in the area; employees and job-seekers, particularly those who live locally; local residents; and users of community facilities in the local area, such as schools, health facilities and public

transport links.

18.3.6 Socio-economic and community resources include existing and potential: commercial, residential, and recreational land affected by construction works and

compounds; local business customer bases; employment and training opportunities for local people from Birmingham; and community facilities and services including, for example, public transport, healthcare,

education, retail, recreation and leisure and religious buildings.

Assessment criteria

18.3.7 The assessment focuses on those impacts from the BEE that are likely to have significant effects on socio-economic and community conditions. These effects can be positive or negative. Significance is determined by considering the sensitivity of the receptor/resource as well as the magnitude of the impact on receptors/resources.

Sensitivity of receptors

18.3.8 The sensitivity of receptors is governed by their capacity to absorb proposed changes. It ultimately reflects their vulnerability to the development of the project and their access to additional or alternative resources of a similar nature. Criteria describing the sensitivity of receptors are identified in Table 18.1.

Table 18.1: Socio-economic sensitivity criteria Sensitivity

High

An already vulnerable receptor with very little capacity and means to absorb changes. No alternative facilities, access arrangements or opportunities are available within an

easily accessible distance. A highly or frequently accessed resource.

Medium

A non-vulnerable receptor with limited capacity and means to absorb changes. A limited range of alternative facilities, access arrangements or opportunities are

available within an easily accessible distance. A moderately, or-semi-frequently accessed resource.

Low

A non-vulnerable receptor with sufficient capacity and means to absorb changes. A wide range of alternative facilities, access arrangements or opportunities are

available within an easily accessible distance. An infrequently accessed resource.


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Magnitude of impact

18.3.9 Each impact identified has been assessed in terms of the following indicators: spatial scope – whether impacts are likely to be felt in the LIA or more widely; extent – how many socio-economic receptors are likely to be impacted; duration – whether the impacts would be short or long-term; and reversibility – whether the impact is permanent or temporary.

18.3.10 Taking these indicators into consideration, and also mitigation measures that can be applied; the criteria are used as guidelines to assess the magnitude of each impact. This is described in more detail in Table 18.2.

Table 18.2: Socio-economic and community impact magnitude criteria

Magnitude Criteria guidelines

Major

Affects receptors within the WIA and beyond. Affects the well-being of many receptors (or the well-being of a few receptors in an

acute way for an extended period). Affects receptors for an extended period (e.g. the majority of the construction period

or is permanent). Requires considerable intervention to return to the baseline.

Moderate

Affects either the well-being of receptors beyond the site boundary into the LIA. Affects the well-being of a moderate number of receptors. Continues over a number of years, but the baseline is re-established quickly. May require some intervention to return to the baseline conditions.

Minor

Affects the well-being of a small number of receptors. Occurs exceptionally, mostly within the site boundary. Does not extend beyond the life of the Scheme (the end of the construction period or

first year of operation). Baseline returns naturally or with limited intervention within a short timescale.

Negligible

Localised to a specific location within the site. Temporary or unlikely to result in detectable impact on the well-being of people or a

socio-economic resource. Considered to be a risk that is manageable with intervention. Baseline remains consistent.

18.3.11 Potential impacts do not have to satisfy all of the criteria guidelines within a particular category to be considered to fall within a certain magnitude.

Assessing significance

18.3.12 Significance is a product of the magnitude of an impact and the sensitivity of the receptor or resource that is experiencing the impact. Each type of effect is then determined to be either


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significant or not significant, as shown in Table 18.1. The significant effects that arise are highlighted in grey.

Table 18.1: Evaluation of significance of effects

Sensitivity of receptor

Low Medium High Magnitude of impact

Negligible Negligible (not significant)

Negligible (not significant)

Minor (not significant)

Minor Negligible (not significant)

Minor (not significant)

Moderate (not significant)

Moderate Minor (not significant)

Moderate (significant)

Major (significant)

Major Moderate (significant)

Major (significant)

Major (significant)

18.3.13 An effect can either be beneficial or adverse.

18.4 Assumptions and limitations

18.4.1 This assessment has been based on the following assumptions and acknowledged limitations: the research undertaken for this assessment is secondary and is based on nationally

available data sources, published evidence and strategic documentation. In addition, information has been sourced from the Promoter’s business case, ’Business Case: Midland Metro Birmingham Eastside Extension, Strategic Case, April 2015, which is included within the TWA application documents.

no consultation with current residents has been undertaken as part of this assessment to date; and

this study does not constitute a cost-benefit analysis or economic impact assessment of the viability of the BEE on the study area.

18.5 Baseline Conditions

18.5.1 This section sets out the socio-economic baseline data that has been collated to inform the assessment. The baseline includes HS2 Curzon Street Station and Masshouse in year 2020. It is not intended to be a full socio-economic profile of the impact areas; the data focuses on baseline data that is relevant to the scope of the potential effects of the BEE. The baseline provides the social and economic context for the BEE and presents a snapshot of the relevant surrounding community and business receptors that are likely to experience any effects.

18.5.2 The information presented below is for the socio-economic LIA (a 250m boundary around the BEE route). Comparisons are made with the Birmingham boundary (the WIA) and the LEP area (as the key unit of strategic economic geography at a sub-national level).


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Population

18.5.3 The working age population of the LIA is currently 2,687 and the working age population of the WIA is 705,300, see Table 18.4.

Table 18.4: Working age population

Population aged 16 - 64 Proportion of total population aged 16 - 64

LIA 2,687 91%

Birmingham (WIA) 705,300 64%

GBS LEP 1,249,000 63%

Source: Office for National Statistics (ONS), 2014 mid-year estimates

The economy

18.5.4 As shown in Table 18.5, the employment rate in the WIA is 61%, which is lower than the GBS LEP comparator area (67%).

Table 18.5: Employment rate

Area Employment rate %

LIA N/A18

Birmingham (WIA) 61%

GBS LEP 67%

Source: ONS, 2015

Unemployment and worklessness

18.5.5 The number of people aged 16-64 claiming Job Seekers Allowance (JSA) in the WIA was 28,750 (3%). The proportion of 16-64 who are JSA claimants in the WIA is higher than the GBS LEP (3%).The proportion of JSA claimants in the LIA is 2%, see Table 18.6.

Table 18.6: JSA Claimants

Area JSA claimants Proportion of those aged 16-64 (%) claiming JSA

LIA 84 3%

Birmingham (WIA) 28,750 4%

GBS LEP 34,795 3%

Source: ONS, 2015

18 Employment data is not available for smaller areas


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18.5.6 However, worklessness, which includes people not looking for work, is more extensive. The number of workless people claiming a key out of work benefit in the WIA was 125,410, a proportion of 18%. The LIA level was significantly lower, at 10%, but this could be due to the low sample number. This compares with 15% in the GBS LEP area, see Table 18.7.

Table 18.7: Out of work benefits

Area Out of work benefits Proportion of those aged 16-64 (%) claiming out of work benefits

LIA 258 10%

Birmingham WIA 125,410 18%

GBS LEP 183,770 15%

Source: Department for Work and Pensions, 2015

Deprivation

18.5.7 Table 18.8 shows the proportion of the population in each of the deprivation quintiles for the LIA, WIA and GBS LEP. The table shows the LIA and the WIA higher population proportions in the more deprived quintiles. This is particularly apparent in the most deprived quintile, as over half of the WIA population over one fifth of the LIA population resides in these areas. This is higher than both the GBS LEP proportion of 36%, and the national average of 20%.

Table 18.8: Deprivation

Overall IMD quintile

Least deprived quintile

Fourth most deprived quintile

Third most deprived quintile

Second most deprived quintile

Most deprived quintile

LIA 0% 0% 0% 76% 24%

Birmingham WIA

4% 6% 14% 21% 55%

GBS LEP 15% 14% 16% 18% 36%

Source: Department for Communities and Local Government, 2015

LIA resources

Businesses and community resources within the LIA

18.5.8 There are over 120 business and community resources within the LIA directly along the BEE route.

18.5.9 Table 18.2 identifies the current business and community resources in the LIA.


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Table 18.2: Business and community resources

No. Resource No. Resource No. Resource

1 Birmingham Civil Justice Centre 79 Cashpot Arcade 81 Crimpers

2 British Heart Foundation 80 Digbeth Kitchen 82 Nisa

3 Baguette World 41 Boots 83 Chris' Café

4 Bright House 42 Travelodge 84 ICAP

5 Subway 43 Offices to Let 85 Car Park

6 Greggs 44 Business Centre Moor Street

86 Connaught Club

7 Perfect Home 45 Hotel LaTour 87 Bullring Trading Estate

8 The Peaky Blinder 46 Apartment Block 88 Peugeot

9 Street UK 47 Park Street Gardens 89 Sutton Flower & Plants

10 Long Nails 48 Open Ground 90 Nissan Birmingham

11 DFC Chicken 49 Car Park 91 Tesla Motors

12 Lifestyle Newsagent 50 Park 92 The Rainbow

13 Ocean Fish Bar 51 High Street Car Park 93 Zen

14 The Square 52 BE Metals 94 Millicents Hair

15 Promises 53 William Marston Ltd. 95 Car Park

16 The Ballroom 54 Car Park 96 Rooster Town

17 TSB 55 Car Park 97 Eastside Stores

18 MS Cosmetics 56 Whitaker Fleet Care 98 Zen Shin Kickboxing

19 Pound Palace 57 Car Park 99 Tattoo Studio

20 Cash Generator 58 Chips 'Alicious 100 William Hawkes Blacksmiths

21 Money Shop 59 Car Park 101 Old Crown Coffee

22 McDonalds 60 Warehouse 102 Old Crown Pub

23 Betfred 61 Warehouse 103 Aclee Phelan

24 Sabina Hair & Cosmetics 62 Birmingham South & City College

104 To Let

25 Love Chicken 63 Housing 105 Wink Photography

26 Gateway House 64 Digbeth Hall 106 Le Keux Stag Parties

27 Holland & Barrett 65 Latifs Car Park 107 Car Park

28 The Money Shop 66 Latifs 108 Birmingham South & City College

29 Scrivens 67 Hennesseys 109 Big BullsHead

30 NXUM Travel 68 Big Break 110 Mother Clucker

31 Oakan 69 Norton Hydraulics 111 Subway 32 Ladbrokes 70 Meriden Paper 112 Institute

33 Costcutter 71 Kitches & Bedrooms 113 Unplug

34 British Heart Foundation 72 Fancy Fabrics 114 The Kerry Man


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No. Resource No. Resource No. Resource

35 Poundland 73 Cairo Express 115 Cow Vintage 36 Bon Marche 74 Manzils 116 Gregory Pank Hardware

37 KFC 75 Smithfield House 117 Salt & Pepper

38 Wok & Go 76 Garage 118 Hedz Up

39 H&T Pawnbrokers 77 Subside Bar 119 Adult Shop

40 Diechmann Shoes 78 Car Park 120 Digbeth Coach Station

18.6 Construction - Likely Significant Effects

Temporary effects

18.6.1 Effects have been grouped into the following four categories: economic activity and employment; business operations; community resources; and city centre accessibility.

18.6.1.1 In each case (and where applicable) the effects are identified from west to east (from Birmingham City Centre to Eastside).

Economic activity and employment

Direct jobs from the BEE construction activity

18.6.2 For the duration of the construction process there will be a number of construction workers on site. Construction is due to start in early 2020, with the first service due to run in 2022.

18.6.3 Based on calculations using the expected capital expenditure of £35.9m to build the scheme, it is expected that;

The direct salary expenditure on construction will support approximately 25 direct job years. This means that during the construction phase up to 250 construction employees are likely to be on site.

Given in standard HM Treasury guidance one full-time equivalent (FTE) job is equal to 10 employment years, in total 25 FTE jobs will be created from the construction phase.

Applying this multiplier, it is estimated that the BEE’s construction expenditure would support a further 5 FTE indirect and induced jobs.

Therefore, the construction of the BEE during the 24 month construction phase would support short term level of employment equivalent, for comparison purposes, to approximately 30 ‘permanent’ jobs in the West Midlands.


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18.6.4 There is currently no information on whether workers will be existing employees of the contractor, whether they will be new workers, and whether they will be drawn from the LIA or WIA. However, as well as the potential for the BEE to help create or secure employment on a temporary basis if new employees are required, the Promoter is actively engaging with local education establishments to create apprenticeships in the area. The significance of the direct jobs from the BEE construction activity is assessed in Table 18.3.

Table 18.3 Assessment of significance- direct jobs

Magnitude of impact Moderate The magnitude of this impact is moderate because: The effects of these construction jobs will be felt beyond the LIA. The jobs will last for the duration of the construction period.

Sensitivity of receptors Low The sensitivity of receptors is low because: It is unknown at this point whether workers will be existing employees of the contractor, whether they will be new workers, and whether they will be drawn from the LIA or WIA

Level and significance of effect Minor beneficial effect. Not significant

Temporary economic activity from the BEE construction

18.6.5 There will be additional economic activity in the WIA resulting from construction workers on site, spending money in local businesses in and around Birmingham City Centre, and the Digbeth and Eastside areas. This is mostly likely to benefit nearby hospitality and catering establishments around mealtimes.

18.6.6 The significance of the potential economic uplift resulting from temporary construction employment is assessed in Table 18.4.

Table 18.4: Assessment of significance – local economic uplift

Magnitude of impact Minor The magnitude of this impact is minor because: There are a number of retail and hospitality business in the LIA which are likely to benefit from increased trade. Uplift due to construction employment and the associated economic effects will be temporary (lasting for the duration of the construction phase).

Sensitivity of receptors Low The sensitivity of receptors is low


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Magnitude of impact Minor The magnitude of this impact is minor because: There are a number of retail and hospitality business in the LIA which are likely to benefit from increased trade. Uplift due to construction employment and the associated economic effects will be temporary (lasting for the duration of the construction phase). because: The additional temporary activity generated by the additional number of workers is likely to be a small compared with the total revenue already generated by local businesses.

Level and significance of effect Negligible effort. Not significant

Businesses operations

Disruption to businesses on Bull Street, Martineau Place and behind Kings Parade due to BEE construction

18.6.7 There will be temporary direct disruption to approximately 35 businesses on Bull Street and Martineau Place for up to 24 months as a result of construction works outside these premises (as construction is due to start in early 2020, with the first service in 2022). Detailed information on construction activities can be found in the Construction Strategy in ES Volume 2 Technical Appendix D1. This will affect vehicular access to businesses in the area during the construction, potentially disrupting deliveries, staff and customer access (thus potentially impacting revenue) and other aspects of trade. The ramp leading to the lower-level business facilities on Bull Street will also be filled in, but as no businesses are currently based here there will be no socio-economic impact.

18.6.8 In order to manage this impact, vehicular access will be maintained to Bull Street and Martineau Place during construction across High Street / Dale End, in New Meeting Street and Albert Street. Temporary access will be available from the west via Carrs Lane/High Street and through the demolition area of 1-7 Kings Parade, Dale End. Construction between High Street and the Moor Street/Albert Street junction will be phased, to ensure that High Street and the demolition area in Dale End remain open while construction takes place in New Meeting Street and Albert Street. Traffic management for all areas will be agreed with BCC and communicated to local businesses and stakeholders. High level information on traffic management during construction is provided in the CoCP Part 1 in ES Volume 2 Technical Appendix D2. Drawings MMD-300207-HS30-DRA-0000-1001 and MMD-300207-HS30-DRA-


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0000-1002 in ES Volume 2 Technical Appendix A: EIA Drawings show where accesses will be maintained and alternative access routes will be provided.

18.6.9 The significance of this temporary disruption is assessed in Table 18.5.

Table 18.5: Assessment of significance – disruption to businesses on Bull Street / Martineau Place

Magnitude of impact Minor The magnitude of this impact is minor because: Disruption will affect around 35 businesses in the LIA, representing just under 30% of the business and community resources listed in Table 18.2. The disruption will be temporary, lasting for the duration of the works to construct this section of the network extension (up to a maximum of 24 months). The extent of the disruption will be limited to inconvenience to staff and customers caused by construction movements and access will be maintained throughout the construction period. Businesses may experience a slight loss in revenue.

Sensitivity of receptors Medium The sensitivity of receptors is medium because: While access will be maintained throughout the construction process, businesses in the area will have only limited capacity to absorb any impacts on revenue.

Level and significance of effect Minor adverse effect. Not significant

Disruption to Hotel LaTour due to BEE construction

18.6.10 The construction works will temporarily disrupt direct access to Hotel LaTour’s car park, which is not immediately adjacent to the hotel and is located across a pedestrianised area through which the BEE will run. This will also potentially affect the hotel’s drop off/ pick up area. However, it is expected that access to the car park will already have been removed by HS2 who, in their current high level construction programme, will close Park Street prior to works commencing on the BEE. As the car park will already be closed, the effects of BEE works will be limited.

18.6.11 The hotel will also experience some disruption associated with the BEE construction outside its premises. Access to the hotel will be maintained throughout the construction period.


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Table 18.6: Assessment of significance – disruption to Hotel LaTour

Magnitude of impact Negligible The magnitude of this impact is negligible because: BEE construction activities will take place between the hotel and its car park, however the accessibility will have already been removed due to HS2 construction works and will not change as a result of the BEE. One business in the LIA will be affected. The extent of the disruption will be limited to inconvenience caused by construction movements and access will be maintained throughout the construction period. There may also be some temporary disruption to the pickup/ drop off area.

Sensitivity of receptors Low The sensitivity of receptors is low because: While there will be increased construction traffic movements throughout the construction period, access will be maintained.

Level and significance of effect Negligible effect. Not significant.

Temporary land take from BCC-owned land due to construction compound

18.6.13 There will be temporary land take from land adjacent to an NCP car park on Moor Street Queensway for a construction compound.

18.6.14 This area of land is owned by BCC. It is currently unutilised (and does not form part of the overall capacity of the car park) and has been used as a site compound for the BCCE works, and will be restored following the BEE construction period of 24 months. Access to the NCP car park itself will remain unaffected by the use of this land as a compound.



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Table 18.7: Assessment of significance – temporary land take from BCC-owned land due to construction compound

Magnitude of impact Negligible The magnitude of this impact is negligible because: One land owner in the LIA will be affected. The land take will be temporary and land will be restored to its former use following the construction period. The business operations of the adjacent car park will be maintained throughout the construction period.

Sensitivity of receptors Low The sensitivity of receptors is low because: Access to the car park will be maintained throughout the construction process.


Disruption to businesses on New Canal Street due to BEE construction

18.6.16 During the construction phase, there will be temporary direct disruption to businesses on New Canal Street. One way traffic systems will need to be introduced on the sections of New Canal Street and Meriden Street where construction is taking place. The direction of traffic in each one way section will need to best suit local access arrangements, as detailed in the Transport Assessment in ES Volume 2 Technical Appendix L2.


Table 18.8: Assessment of significance – disruption to businesses on New Canal Street

Magnitude of impact Minor The magnitude of this impact is minor because: Disruption will affect a small number of businesses in the LIA. The disruption will be temporary, lasting for the duration of the network extension. The extent of the disruption will be limited to inconvenience caused by construction movements and access will be maintained throughout the construction period as set out in the CoCP.

Sensitivity of receptors Medium The sensitivity of receptors is medium because:


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Whilst there will be increased construction traffic movements throughout the construction period, access to businesses will be maintained and therefore business are expected to absorb the change.

Level and significance of effect Minor adverse effect. Not significant.

Disruption to business resources on High Street Deritend due to BEE construction

18.6.18 During the construction phase, there will be some temporary direct disruption to approximately 40 businesses along High Street Deritend, potentially disrupting deliveries, staff and customer access (thus potentially impacting revenue) and other aspects of trade. These businesses include several food and drink businesses, small retail businesses and music venues.

18.6.19 Disruption is expected to be minimal as the current road is wide enough for traffic to continue along the road whilst the BEE is being constructed in the centre of the highway.


Table 18.9: Assessment of significance – disruption to businesses resources along High Street Deritend

Magnitude of impact Minor The magnitude of this impact is minor because: Disruption will affect approximately 40 businesses in the LIA, representing a third of the resources identified in Table 18.2.. The disruption will be temporary, lasting for the duration of the construction of the network extension. The extent of the disruption will be limited to inconvenience caused by construction movements and congestion and access will be maintained throughout the construction period as set out in the CoCP.

Sensitivity of receptors Low The sensitivity of receptors is low because: Whilst there will be increased construction traffic movements throughout the construction period, access to businesses will be maintained and therefore business are expected to absorb the change.


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Temporary disruption (through land possession) to self-storage business due to Adderley Street construction compound

18.6.21 There will be temporary land take on Adderley Street to facilitate a proposed construction compound. The land measures approximately 5,200m2 and lies between the Birmingham and Fazeley Canal to the east and New Bond Street to the west with access from Adderley Street to the north. It is expected that the entirety of the site will be occupied by the construction compound.

18.6.22 The site is currently used to house containers associated with a self-storage business. This business would not be able to operate out of this location whilst this site is used for the construction compound.

18.6.23 BCC highlighted to the Promoter in advance of the development of the BEE that this land would be becoming available, as the business will vacate the site prior to BEE commencing.


Table 18.10: Assessment of significance – temporary land take due to Adderley Street construction compound

Magnitude of impact Moderate The magnitude of this impact is moderate because: The receptor will temporarily need to cease trading from this location for two years. The disruption will be temporary, lasting for the duration of the construction period. The extent of the disruption is limited to a single receptor in the LIA.

Sensitivity of receptors Medium The sensitivity of receptors is medium because: The self-storage business will be unable to trade from this location while the site is used for a construction compound.

Level and significance of effect Moderate adverse effect. Significant.

Temporary disruption (through land possession) to car parking business on New Canal Street


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18.6.25 It is also proposed to make temporary use of a car park run as a private business on New Canal Street for a construction compound – the entirety of the car park would be required. The car park currently services surrounding businesses on New Canal Street and Fazeley Street and is owned by Gallan Group Ltd, who operate a number of car parks in the WIA and nationwide. Full use of the car park would be required for 24 months during the construction phase but it would be returned to its former use following this period.

18.6.26 The site itself is identified in the Birmingham Big City Plan (2013) as part of the as yet uncommitted Typhoo Wharf development, and could therefore be redeveloped following the construction of BEE should planning permission be granted for the proposed development. However, its use as a construction site will not prejudice that proposed development, as it remains a long-term aspiration.


Table 18.11: Assessment of significance – loss of car parking on New Canal Street

Magnitude of impact Moderate The magnitude of this impact is moderate because: The extent of the disruption will be limited to a single receptor in the LIA, however the car park would have to fully close for the duration of the construction period.

Sensitivity of receptors Medium The sensitivity of receptor is medium because: The car park business would lose the entirety of this site during the construction period. However, the business in question owns many car parks in the WIA and around the country, and would not cease to operate. Furthermore, it is likely that they would have had to cease operation at the site anyway, as a result of the Typhoo Wharf development.

Level and significance of effect Moderate adverse effect. Significant.

Community resources

Disruption to community resources along Moor Street Queensway

18.6.28 During the construction phase, there will be temporary direct disruption to several community resources - Saint Michael’s Catholic Church, Carrs Lane United Reformed Church and Birmingham Methodist Circuit on Moor Street Queensway (from where they are accessed).


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This will take the form of reduced amenity arising from the noise, access disruption and construction traffic movements outside during the construction period.

18.6.29 Access to these resources will be maintained throughout the construction period via Moor Street Queensway and Carrs Lane. The car park adjacent to St Michael’s Church and the NCP car park nearby will remain open for the majority of the construction period. However, there is a possibility of one or two weeks of closure as there may be a requirement to change the levels of the car park.


Table 18.12: Assessment of significance – disruption to community resources along Moor Street Queensway

Magnitude of impact Minor The magnitude of this impact is minor because: The disruption will be temporary, lasting for the duration of the construction period. The extent of the disruption will be limited to inconvenience caused by construction movements and access will be maintained throughout the construction period as set out in the CoCP.

Sensitivity of receptors Low The sensitivity of receptors is low because: While there will be increased construction traffic movements throughout the construction period, access will be maintained throughout the construction process.


Disruption to community resources on High Street Deritend

18.6.31 During the construction phase, there will be temporary direct disruption to community resources along High Street Deritend, potentially disrupting deliveries, staff and customer access (thus potentially impacting revenue) and other aspects of opening. These community resources include the former South and City College Birmingham Fusion and Birmingham Coach Station, both of which are located near the scheme.

18.6.32 It is expected that disruption to community resources along High Street Deritend will be minimal as the current highway is wide enough for traffic to continue along the road whilst the BEE is being constructed. There is however, the possibility of increased congestion as a result of construction activity, lasting for up to 24 months.


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Table 18.13: Assessment of significance – disruption to community resources along High Street Deritend

Magnitude of impact Minor The magnitude of this impact is minor because: The disruption will be temporary and will only last for the duration of the construction of the network extension around this location. The extent of the disruption will be limited to inconvenience caused by construction movements and access will be maintained throughout the construction period. Businesses may experience a slight loss in revenue.

Sensitivity of receptors Low The sensitivity of receptors is medium because: While there will be disruption in the area due to construction works and increased construction traffic movements throughout the construction period, access will be maintained throughout the construction process as set out in the CoCP.


City centre accessibility

Disruption to public transport in Birmingham City Centre

18.6.34 The bus stops along Bull Street will be temporarily relocated as the road will be temporarily closed during construction. There are currently three shelters, serving five bus stand markings. This will result in passengers being required to change their routes to and from their temporary bus stops and also general access to the shops and business, particularly along Bull Street and Dale End.

18.6.35 Diversions will be required either via Carrs Lane/High Street/Dale End/Albert Street (when Work 1A Phases 1 and 2 and Work 1B Phase 2 are ongoing) or Carrs Lane/High Street/Bull Street (when Work Stage 1A Phases 1 and 2 and Work Stage 1B Phase 2 have been completed) (see Construction Strategy in ES Volume 2 Technical Appendix D1). Construction of the inbound track on Bull Street will require temporary relocation of Bull Street bus services.



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Table 18.14: Assessment of significance – disruption to public transport in Birmingham City Centre

Magnitude of impact Minor The magnitude of this impact is minor because: The disruption will be temporary, lasting for the duration of the BEE The bus routes will be diverted to nearby streets.

Sensitivity of receptors Medium The sensitivity of receptors is medium because: The diversions are likely to affect many users, including vulnerable users who may find diversions more difficult to navigate. This could be mitigated by incorporating appropriate signage and navigational tools. However, diversions will be short and users will, therefore, not be required to use other forms of transport to access resources.

Level and significance of effect Minor adverse effect. Not significant

Permanent effects

18.6.37 The permanent construction impacts are related to economic activity and employment land.

Loss of land used for employment at Kings Parade

18.6.38 During the construction phase, the demolition of retail businesses at 1-7 Kings Parade, Dale End, will take place to make way for the BEE. This will result in the loss of employment land and it is not yet known whether the businesses currently located on the premises will be relocated elsewhere, however, the WMCA is in consultation with the long leaseholder (see Report on Consultation in the TWA Application documents). The current businesses on the site are; TSB, MS Cosmetics, Pound Palace, The Money Shop, Cash Generator and McDonalds.



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Table 18.35: Assessment of significance – loss of land used for employment at Kings Parade

Magnitude of impact Major The magnitude of this impact is major because: The demolition will be permanent loss of employment land. Nine business locations within the LIA will need to cease trading in this location (7.5% of the total businesses within the LIA)

Sensitivity of receptors Medium The sensitivity of receptors is medium because: While a limited number of businesses will be affected, they will be permanently closed. It is not yet known whether they will relocate elsewhere. While several of the businesses are national or international and would be able to absorb the impact, several are independent and may be less well positioned to continue trading.

Level and significance of effect Major adverse effect. Significant.

Summary of construction effects

18.6.40 The construction effects are summarised in the Table 18.16:

Table 18.16: Summary of construction effects

Effect Level of significance and effect

Temporary effects Construction employment Minor beneficial effect. Not significant

Local economic uplift Negligible effect. Not significant.

Disruption to businesses on Bull Street / Martineau Place

Minor adverse effect. Not significant

Disruption to Hotel LaTour Negligible effect. Not significant

Temporary land take from BCC-owned land due to construction compound

Negligible effect. Not significant

Disruption to businesses on New Canal Street Minor adverse effect. Not significant.

Disruption to businesses resources along High Street Deritend


Temporary land take due to Adderley Street construction compound

Moderate adverse effect. Significant

Loss of car parking on New Canal Street Moderate adverse effect. Significant


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Disruption to community resources along Moor Street Queensway


Disruption to community resources along High Street Deritend


Disruption to public transport in Birmingham City Centre

Minor adverse effect. Not significant

Permanent effects Loss of land used for employment at Kings Parade

Major adverse effect. Significant

18.7 Operation - likely significant effects

Temporary effects

18.7.1 There are not expected to be any temporary direct or indirect impacts during the operational phase.

Permanent effects

18.7.2 The permanent operation impacts (both beneficial and adverse) have been grouped into the following two categories;

1. economic development and regeneration; and 2. improved accessibility to socio-economic resources for local residents.

18.7.3 In each case (and where applicable) the impacts are identified from west to east (from Birmingham City Centre to Eastside).

Economic development and regeneration

Support for economic development/regeneration of Digbeth and Eastside

18.7.4 The BEE will provide better public transport connections to Digbeth and Eastside from Birmingham City Centre, and from Eastside into Birmingham City Centre and west of the centre towards Five Ways and also north towards West Bromwich and Wolverhampton. This has the potential to encourage the economic development and regeneration of the area by improving accessibility to these areas and also to HS2 Curzon Street Station, national and local rail stations and also Birmingham Coach Station. Information on the need for the BEE is detailed in Chapter 3 Need and Alternatives.

18.7.5 The BEE business case highlighted that people living and working in the vicinity of BEE will benefit once it is completed. The improved connectivity, for example to and from New Street station, the International Convention Centre, HS2 Curzon Street Station will enable easier


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access to the retail, leisure and commercial developments in the area. Similarly, the businesses and services in Eastside will benefit by being more easily accessible by people across Birmingham and arriving in the city from further afield.

18.7.6 The BEE will also have benefits beyond the immediate vicinity of the area: the enhanced connectivity to Eastside will enable the growth potential of this key development area to be achieved. By extending the Midland Metro to Eastside, the improvements in accessibility will benefit deprived populations, who tend to rely heavily on public transport. This will enable these more deprived groups to have improved access to services and employment, especially given the number of jobs being created in central Birmingham, e.g. around Centenary Square with the development of Paradise Circus, at Snow Hill and Eastside itself.

18.7.7 In addition, parts of the BEE run through areas of significant deprivation. Several of the tram stops along the route are in Lower Super Output Areas (LSOAs), which are in the 5% or 10% most deprived LSOAs in England. Consequently, improved access to Digbeth and Eastside will result in better access to employment opportunities for people living in these deprived areas.

18.7.8 The significance of this impact is assessed in Table 18.17.

Table 18.17: Assessment of significance – support for economic development / regeneration of Digbeth and Eastside

Magnitude of impact Major

The magnitude of this impact is high because: While there is already significant committed development in the area, BEE will provide substantially improved transport links to this part of the city centre.

Sensitivity of receptors Medium The sensitivity of receptors is medium because: Given that the LIA and the WIA have a relatively high number of people living in an area of high deprivation, they are likely to be more reliant on public transport to access employment opportunities.

Level and significance of effect Major beneficial effect. Significant

Job creation and economic growth in Birmingham

18.7.9 The operation of the BEE will support job creation and GVA in Birmingham.

18.7.10 The BEE route runs through the Birmingham City Centre Enterprise Zone, a major project with the potential to create as many as 40,000 new jobs. Curzon Park and Southern Gateway,


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planned developments, are key sites within the zone. According to the Birmingham Big City Plan, with proper provision of public transport such as BEE, the companies located in the Enterprise Zone will attract employees from a wider radius ensuring the highest calibre workforce possible. The BEE will open this area up to more people as a location for employment in the retail outlets and hotels.

18.7.11 The Enterprise Zone also has the potential to add over £2 billion GVA a year to the local economy, but access to markets is critical. With simple transfer between Eastside and national and international transport termini, companies are expected to attract new investment from across the UK and the world.

18.7.12 Using Mott MacDonald’s TEAM model, it is estimated that the wider economic impacts supported by the BEE will result in around 110-230 new jobs and approximately £4.7m-£9.5m GVA per annum in the West Midlands.

18.7.13 As GVA estimates are an annual flow, this has been capitalised in order to estimate the Net Present Value of the benefits. Assuming 1-2% of all benefits can be attributed to the BEE, it is conservatively estimated that between £64m and £130m GVA will be supported by the metro extension (between 2022 and 2046), see ES Volume 2 Appendix U - Economic Impact Assessment.


Table 18.18: Job creation and economic growth in Birmingham

Magnitude of impact Major The magnitude of this impact is major because: BEE will directly help support as many as 230 new jobs within the Birmingham City Centre Enterprise Zone. This will support an increase in GVA (approximately £4.7m-£9.5m) across the Birmingham city centre economy

Sensitivity of receptors High The sensitivity of receptors is high because: The scheme is in a deprived part of Birmingham city centre, which lacks a diversity of public transport links


Improved accessibility to socio-economic resources for local residents

Improved accessibility through reduced journey times to Birmingham City Centre and Eastside


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18.7.15 The BEE will reduce journey times to Birmingham City Centre and Eastside due to improved public transport connections.

18.7.16 The provision of increased public transport will allow people who are unable to drive/do not have access to a car, to access employment, community and retail facilities in the city centre (it should be noted that while buses currently provide access to the city centre, they are not always accessible for people with limited mobility).

18.7.17 The BEE will also provide increased public transport access to HS2 Curzon Street Station, once it is constructed and also connections to Birmingham New Street, Moor Street and Snow Hill Rail Stations as well as Birmingham Coach Station. This will allow people to access employment opportunities not only at the station itself, but to connecting stations and cities. The construction of the infrastructure for HS2 is expected to commence in 2017 and be operational in 2026/2027.

18.7.18 The construction of the BEE will reduce journey times to the areas and facilities on the eastern side of Birmingham City Centre and Digbeth, including the Custard Factory, South and City College Birmingham and Birmingham Coach Station. This will allow more people to access the businesses and community resources in the area. In particular, there are commercial opportunities surrounding the Custard Factory which are less expensive than similar opportunities in the city centre.


Table 18.19: Assessment of significance – improved accessibility through reduced journey times

Magnitude of impact Major The magnitude of this impact is major because: The BEE is expected to improve journey times for residents and businesses into Birmingham City Centre, Eastside Digbeth and the HS2 Curzon Street Station for purposes of accessing employment, shops, services and recreational activities. Benefits are likely to be experienced by those within both the LIA and WIA.

Sensitivity of receptors Medium The sensitivity of receptors is medium because: The BEE will enhance access options for people unable to drive/ do not have access to a car / are unable to make use of existing bus routes. The BEE will also encourage people with limited mobility to


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access the HS2 Curzon Street Station, as the tram will run directly through the station, reducing the distance for those travelling via public transport.


Summary of operation effects

18.7.20 The operational effects are summarised in Table 18.20:

Table 18.20: Summary of operation effects


Support for economic development / regeneration of Digbeth and Eastside

Major beneficial effect. Significant

Job creation and economic growth in Birmingham Major beneficial effect. Significant

Improved accessibility through reduced journey times

Major beneficial effect. Significant


Inter-scheme


Table 18.21: List of committed developments relevant to socio-economic

Assessment year









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18.8.2 At the start of the BEE construction in 2020, it is assumed that Exchange Square (Phases 1 and 2), Bull Ring Trading Estate, Beorma Quarter (Phases 2 and 3) and Smithfield will be under construction.

18.8.3 It expected that there would be beneficial cumulative socio-economic effects arising from the following committed developments when they are operational in conjunction with the BEE construction:

Exchange Square (Phases 1 and 2) (a mixed-use residential and retail development which would provide housing and employment opportunities to the local population. BEE will support this by providing improved access to employment opportunities to Birmingham City Centre and Eastside);

Bull Ring Trading Estate (a leisure and retail development, which will provide employment opportunities. The BEE would support the development by contributing to the public transport connections);

Beorma Quarter (Phases 2 and 3) (a mixed-use residential and office development in Digbeth, which would provide housing and employment opportunities to the local population. The BEE will support this by providing improved access to employment opportunities to Birmingham City Centre and Digbeth) and;

Smithfield (located next to the Bullring, the site will deliver more than one million sq ft of floorspace, 1,000 new homes and 3,000 new jobs, adding £470 million a year to the local economy. The metro will be integrated into the site and bring the development within minutes of the proposed high-speed rail terminus).


18.8.4 It expected that during the BEE operation, there will be improved access to employment opportunities at the following developments:

Exchange Square (Phases 1 and 2); Bull Ring Trading Estate; and Beorma Quarter (Phases 2 and 3).

Intra-scheme

1.8.1 It expected that there would be little or no cumulative effects arising from the assessments of other environmental topics within the BEE in conjunction with the socio-economic effects discussed in this chapter.


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19.1 Introduction

19.1.1 This chapter considers the potential for effects of electric and magnetic fields arising from the BEE. It should be read in conjunction with ES Volume 2 Technical Appendix V: Electromagnetic Fields: Technical Information.

19.1.2 Electric and magnetic fields are produced wherever electricity is used. The electric field is produced by voltage and the magnetic field by current. Electromagnetic fields (EMF) cause two types of effect: Interference to electric and electronic equipment. This is called electromagnetic

interference (EMI) and is the disturbance that effects electrical equipment due to magnetic and electric fields, electromagnetic induction or electromagnetic radiation emitted from an external source. Electromagnetic Compatibility (EMC) is the ability of equipment to function satisfactorily in its electromagnetic environment without introducing intolerable electromagnetic disturbance (i.e. EMI) to other equipment in that environment; and

high levels of EMF may have short-term effects on human health including blurred vision and dizziness.

19.2 BEE Description

19.2.1 The BEE has been designed to incorporate both catenary-free sections and 750 volt (V) direct current (DC) catenary sections with rail return along the route, see drawing MMD-300207-HS29-DRA-0000-0011 in ES Volume 2 Technical Appendix A: EIA Drawings, and Chapter 2 BEE Description of this ES.

19.2.2 To accommodate this design the existing URBOS 3 Trams (Birmingham specification) operating on Midland Metro Line 1 will be modified to operate on battery power.

19.2.3 The modified URBOS 3 Tram (provisionally Identified as the URBOS 100 – Birmingham Specification) will be subject to testing to ensure it meets all applicable EMC standards. This testing is outside the scope of this EIA assessment.

19.2.4 A new 1.5 megawatt (MW) DC substation will be built in Meriden Street south of the Bordesley Viaduct.

19.2.5 A designated charging point will be situated in High Street Deritend allowing the trams to recharge their batteries before making the return journey.

19 Electromagnetic Fields


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19.3 Methodology

19.3.1 For EMC and EMF effects a spatial scope of 100m either side of the centreline of the BEE alignment shown on the Land and Works Plans has been considered along with the committed development identified in Table 19.1.

19.3.2 The temporal scope of the assessment is based on construction starting in 2020 and the BEE being operational in 2022.


19.3.3 On 20 April 2016 the EMC Directive, 2014/30/EU, came into force (replacing 2004/108/EC). Under the scope of this Directive the tramway will be classed as a ‘Fixed Installation’.

19.3.4 Compliance with the EMC Directive can be demonstrated by fulfilling the requirements of the harmonised European railway EMC standards: BSEN 50121-1:2015. Railway Applications. EMC. General; BSEN 50121-2:2015. Railway Applications. EMC. Emissions of the whole railway system

to the outside world; BSEN 50121-3-1:2015. Railway Applications. EMC. Rolling Stock. Train and complete

vehicle; BSEN 50121-3-2:2015. Railway Applications. EMC. Rolling Stock. Apparatus; BSEN 50121-4:2015. Railway Applications. EMC. Emissions and immunity of the

telecommunication apparatus; and BSEN 50121-5:2015. Railway Applications. EMC. Emission and Immunity of fixed power

supply installations and apparatus.

19.3.5 On 29 June 2013, the European Commission (EC) published Directive 2013/35/EU on the minimum health and safety requirements regarding the exposure of workers to the risks arising from physical agents (EMF). This Directive has to be brought into national law across the EU by 1 July 2016.

19.3.6 The Midland Metro trams manufactured by Construcciones y Auxiliar de Ferrocarriles (CAF) (CAF URBOS 3 – Birmingham specification) are fitted to operate on 750 V DC Overhead Line Equipment (OLE) and have been certified compliant with all required EMC and EMF standards for its operation on Midland Metro Line 1, operating with a six minute headway (time between trams). The battery modified tram will also be fully tested to the required standards prior to its deployment on the BEE. It is therefore, not proposed to repeat these tests but perform a limited number of tests on the operational system to confirm complete compliance.


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Management of EMC

19.3.7 For large civil engineering construction projects of this type there is a well-established process for managing and controlling EMC and limiting impacts to EMI victim systems. The project EMC manager shall ensure that good engineering EMC practice is applied on the project (e.g. equipment selection, cable routing, interfaces etc) by producing project specific guidance in the following documents: an EMC Management Plan will be prepared at the onset of the detailed design phase

setting out the overall strategy for the project, this will consider the BEE route and interfaces with third parties such as Network Rail;

during detailed design an EMC Control Plan will be produced providing guidance on good EMC engineering practice to be adopted by the designers. At this stage a hazard log is produced listing all EMC hazards associated with the BEE and a qualitative risk assessment is carried out;

during construction the EMC Control Plan is developed further to ensure adoption of good EMC engineering practice to the siting of equipment and installation of cables; and

during the BEE trials, phase testing will be carried out to measure the DC and low frequency magnetic fields and radio frequency electromagnetic fields produced by the BEE. A report will be produced containing all measured data for analysis.

19.3.8 All of the documents and reports mentioned above will form part of an overall EMC Technical File for the BEE which will form the evidence of compliance with the essential requirements of the EMC Directive 2014/30/EU.

Radio frequency EMI

19.3.9 Measurements of radio frequency radiated emissions will be carried out on the operational system in accordance with BS EN 50121-2. The measurements will be conducted along the section of the BEE route which modelling shows has the highest current drawn and, therefore, the highest radiated emissions.

19.3.10 Initial indications show the most likely locations are the substation adjacent to the Meriden Street tram stop and the charging point in Deritend High Street.

Magnetic fields EMC and health

19.3.11 DC magnetic fields may have two effects that need to be considered: direct health effects on people such as dizziness and blurred vision; and interference with magnetic sensitive devices.

19.3.12 DC magnetic fields as low as 0.5 milli Tesla (mT) may cause malfunction of implanted medical devices e.g. pacemakers. The CAF URBOS 3 Tram (Birmingham specification) has been


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tested and found to be below this level and the modified tram will also be subject to the same testing prior to its deployment on the BEE, to ensure compliance with these levels prior to their use on the BEE. Therefore magnetic fields from the trams operating on the BEE do not need to be considered further.

19.3.13 DC Magnetic field levels in and adjacent to the proposed DC substation in Meriden Street will need to be verified once the BEE is operational, to ensure the safety of workers and the general public in regards to implanted medical devices.

19.3.14 The health effects of DC magnetic fields do not need to be considered further as the lowest level at which they have an impact is 400mT (International Commission on Non-Ionising Radiation (ICNIRP) limit for the general public). Based on experience from similar tram projects, members of the public are generally exposed to levels of DC magnetic fields a thousand times less than this Drawing. On this basis, it is concluded that emissions from the BEE will not be sufficient to exceed the limits specified for human health.

19.4 Consultation

19.4.1 The BEE route along New Canal Street passes under a brick bridge carrying the Network Rail Derby and Stour main lines from Birmingham New Street Station. Network Rail uses DC train detection systems (track circuits) in this area at present although under the West Midlands resignalling project these will be replaced with axle counters by December 2018. The BEE is operating in battery power mode in this section of the route and therefore there is a very low risk of interference to Network Rail track circuits (either DC track circuits or axle counters). Network Rail will need to be notified of the works for the BEE but, for the reasons given above, no formal consultation regarding EMC was required for this assessment.

19.4.2 The BEE route along Meriden Street passes under the Bordesley Viaduct which carries the Network Rail Snow Hill to Moor Street line. Network Rail uses DC immune track circuits in this area. As the BEE will be configured for battery power operational mode in this section of the route, the risk of interference is considered extremely low. Network Rail will need to be informed of the works for the BEE but no formal EMC consultation was required for this assessment.

19.4.3 Both the Birmingham Museums Trust (Thinktank) and the Birmingham City University have buildings approximately 100m away from sections of the BEE route which will be operating in battery mode. A desk top study of the uses of the buildings indicated that none of the buildings are likely to contain equipment sensitive to DC and low frequency magnetic fields.

19.4.4 An assessment of the traction load modelling has shown that the 30 minute average current is under 350 Amps (A) for the BEE, the lower the current, the lower the magnetic fields and the less EMC issues are likely to arise. The URBOS 3 tram (Birmingham specification) can draw as much as 1200 A when on Midland Metro Line 1, without any known EMF issues, so the


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much lower currents on BEE will present much lower risk. Considering the separation distance (magnetic fields decay rapidly over distance following the inverse of distance squared law) and the low current on BEE, no formal EMC consultation is required with either the Birmingham Museums Trust (Thinktank) or the Birmingham City University.


19.5.1 The tramway traction system will be a combination of a 750 DC overhead supply system, with the return current to source via the running rails, and catenary-free operation i.e. the tram will draw power from its on-board batteries.

19.5.2 The URBOS 3 (Birmingham specification) tram which operates on 750 DC overhead supply on Midland Metro Line 1 at present will be modified to operate also under battery power on the BEE.

19.5.3 The battery powered URBOS 100 (Birmingham specification) tram will be fully tested on Midland Metro Line 1 in both battery power mode and charging mode under the catenary prior to deployment on the BEE. This testing is not in the scope for this assessment.


EMC issues in the railway environment can be reduced by a number of basic rules that will be applied to the design of the BEE:

maximise the separation distance between source and victim circuits; erect fencing to prevent public coming within 3m of the substation; operating battery powered vehicles on as much of the route as possible; Maintaining the longitudinal rail resistance as low as possible; Ensure the rail to earth impedance is as high as possible; Keep currents and voltages as low as possible; Use fibre optic cable where possible for communications and signalling; Utilise equipment designed to operate in the railway EMC environment i.e. compliant

with the BS EN 50121 series of railway EMC standards; and Ensure the system has adequate earthing and bonding.


Temporary effects

19.7.1 During construction the construction contractor is likely to employ the use of mobile radio systems for communications purposes. The EMC impact of these devices will be minimal as the construction contractor will use either a licensed band radio system or a low power unlicensed system. In either case the equipment EMC performance is covered by the Radio


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Equipment Directive (RED), 2014/53/EU. Correctly installed and operated, neither system would present an EMC issue in the vicinity of the construction works.

19.7.2 The construction contractor will use heavy construction and plant equipment. EMC issues for such equipment are addressed under the Machinery Directive (2006/42/EC). When installed and used correctly the risk of this apparatus causing interference is considered low.

19.7.3 Arc welding may be performed on the construction and can lead to localised high energy electromagnetic affects. Welding equipment will be required to comply with the EMC Directive (2014/30/EU). All metal work should be pre-fabricated off site. Any welding required on site should be performed using gas welding equipment.

19.7.4 It is therefore considered that there will be no likely significant temporary effects during the construction phase of the BEE from EMC.

Permanent effects

19.7.5 There are no permanent EMF effects during the construction stage of the BEE.

19.7.6 It is not considered that there will be any likely significant permanent effects during the construction phase of the BEE from EMC.


19.8.1 EMI from a DC tram system is characterised by comparatively high DC magnetic fields caused by a moving variable load (the tram) drawing current from the supply system over the catenary contact wire and returning to the substation via the running rails. The effects are normally temporary but may occur repeatedly under certain conditions. For example every time a tram pulls away from the tram stop, high starting current is drawn resulting in high magnetic fields, which may cause interference to equipment sensitive to magnetic fields which are located in adjacent buildings.

19.8.2 The BEE traction system has been designed and will be constructed applying good EMC engineering practice and should conform to the limits of BS EN 50121-2, this will minimise the risk of EMI to equipment in adjacent buildings. It is considered that there will be no likely significant effects during from the operational phase of the BEE from EMC.

19.8.3 DC and low frequency magnetic fields generated by the BEE traction system will greatly decrease with distance from the BEE alignment, as magnetic fields decay rapidly over distance following the inverse of distance squared law. Magnetic field strength is partly dependent on the area of the current loop (substation – OLE - tram – return rail – substation) which is greatly reduced with catenary-free operation. The low current, reduced current loop area and separation distance of 100m from possible sites of equipment with magnetic


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sensitivity (such as Birmingham City University) will reduce the risk of magnetic interference to a level that is not significant.

19.8.4 DC stray current, where the current does not return via the rail to the substation but instead via structures buried in the earth such as pipelines, can cause corrosion over time. Ensuring the tram track is well insulated from earth in accordance with BS EN 50122-2 will minimise this risk.

19.8.5 Sections of the BEE route will operate with battery powered trams which will further reduce the risk of EMI to equipment in adjacent buildings.

19.8.6 If the BEE is built and maintained to the required standards there will be no permanent EMC issues. Any future changes to the routes rolling stock, traffic levels and power supplies will need to be assessed for their EMC impact.


Inter-scheme


Table 19.1: List of committed developments relevant to EMF








19.9.2 It expected that there would be little or no cumulative EMC effects arising from the following committed developments in conjunction with the BEE construction as the developments are for standard office, retail and housing units and therefore unlikely to have any significant EMI sources or sensitive equipment :

Exchange Square (Phases 1 and 2); Bull Ring Trading Estate; Beorma Quarter (Phases 2 and 3); and


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Smithfield.

Intra-scheme

19.9.3 It expected that there would be little or no intra-scheme cumulative effects arising in combination with the EMF impacts described within this chapter from within the BEE.

19.10 Summary

19.10.1 Electromagnetic fields and EMC issues on the BEE will be mitigated by complying with the requirements of the EMC directive, so that equipment installed on the BEE will not suffer electromagnetic interference within its environment or export interference to the outside.

19.10.2 Following EMC best practice and utilising equipment designed and certified to BS EN50121 shall minimise the risk of any EMC issues on the BEE.

19.10.3 Testing to and meeting the requirements of BS EN 50121-2 will ensure that the BEE is unlikely to export EMI to the adjacent environment.

19.10.4 No significant EMC effects are expected along the route of the BEE and the adjacent environment during construction or operation.


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20.1 Introduction

20.1.1 The following chapter provides a summary of the EIA as detailed in this ES, stating any significant effects and identifying the broad mitigation measures included in the Birmingham Eastside Extension (BEE).

20.2 The Environmental Statement

20.2.1 This Environmental Statement (ES) has been prepared to accompany the Transport and Works Act (TWA) application for powers to construct and operate the BEE.

20.2.2 A description of the approach to undertaking the EIA and producing this ES is set out in Chapter 5: EIA Methodology. In summary, the EIA has considered the environmental baseline when the BEE is to be construction and operated, assessed the impact of the BEE on this baseline and subsequently determined the likely significant environmental effects. Mitigation measures have been embedded into the BEE design so as to ‘design out’ any potentially significant adverse environmental effects, wherever possible.

20.3 The BEE Overview

20.3.1 The Midland Metro light rail network serves the West Midlands and has been operating between Birmingham City Centre and Wolverhampton City Centre since May 1999. As part of the expansion of the Midland Metro to a network of routes, a number of extensions have either been constructed or have approval secured for development. The Promoter proposes to develop an extension to the Midland Metro light rail network from Bull Street/Corporation Street to High Street Deritend in Birmingham as described in Chapter 2: BEE Description. This extension will be approximately 1.7km in length and will link Birmingham City Centre with Digbeth and the Eastside Quarter, via the proposed HS2 Curzon Street Station.

20.3.2 The introduction of HS2 to Birmingham and the proposed development of Eastside and Digbeth will stimulate new travel demand for the area, a trend that is set to increase in the future. To realise the full potential for future economic growth within these areas, high quality public transport services providing connections between Eastside, the proposed HS2 Curzon Street Station, Birmingham City Centre, and the surrounding area are required. The current public transport network does not achieve this. Similarly, the current network does not provide a cross city link to and from Digbeth for the significant population centres north of Birmingham and in the Black Country.

20.3.3 The poor connectivity between Eastside and the rest of the city centre, including key strategic rail interchanges, is a barrier to growth. If people are to work, live and visit Eastside and Digbeth, the rest of the city needs to be easily accessible by public transport. Without extending the Midland Metro, there is a risk that HS2 and the area’s development will not fulfil

20 Summary of Significant Environmental Effects


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full geographic extent of the economic benefits anticipated. Further details on the need for the BEE are detailed in Chapter 3 Need and Alternatives.

20.4 Environmental Effects Assessment Summary

20.4.1 Table 20.1 presents a summary of significant potential environmental effects during the construction phase of the BEE. Table 20.2 presents a summary of the operational significant environmental effects arising from the BEE. These tables should be read in conjunction with the relevant technical chapter of the ES Main Statement, Chapters 7-19.

20.4.2 During the construction of BEE, there will be significant permanent effects arising from the loss of land used for employment that is the retail businesses at Kings Parade. There will also be the permanent loss of land used by a car parking business on Meriden Street to allow development of a substation that is considered to be significant.

20.4.3 There will be jobs created and the BEE will contribute to the economic growth in Birmingham. It is expected that some 30 jobs will be created during the construction phase. During operation several key significant beneficial effects are predicted. Some 110 to 230 jobs will be created as a result of the operation of the BEE scheme. This will result in in approximately £4.7m to £9.5m in GVA growth in the local area.

20.4.4 BEE will provide better public transport connections to Digbeth and Eastside from Birmingham City Centre, and from Eastside into Birmingham City Centre and west of the centre towards Five Ways and also north towards West Bromwich and Wolverhampton. This has the potential to encourage the economic development and regeneration of the area by improving accessibility to these areas and also to HS2 Curzon Street Station, national and local rail stations and also Birmingham Coach Station. As a result, there will be improved access to employment opportunities, good and services through improved public transport provision between the City Centre, Digbeth and the proposed HS2 site. This beneficial effect is considered to be significant.


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Table 20.1: Summary of potential impacts that are likely to cause significant effects during the construction phase of the BEE

ES Chapter Mitigation measures

Impact description Impact duration

Level and Significance of effect

Chapter 13: Townscape and Visual Amenity Embedded construction mitigation: • Use of hoardings around

construction works as specified within the CoCP part 1.

Townscape: City Core Townscape Character Area (TCA):

Construction will directly affect the City Core TCA due to the installation of tracks and road widening along with the siting of the construction compound within the TCA. Eight trees will be removed and a building will be demolished.

Temporary Moderate adverse significant effect

Townscape: Digbeth TCA:

Construction activity will directly affect the Digbeth TCA including the demolition of one building, the replacement of the River Rea bridge deck and the installation of tracks and the High Street Deritend tram stop. The main construction compound will be sited within the TCA and three trees will be removed.


Visual amenity: guests at Hotel LaTour:

Close and direct views of the construction works including; laying the tracks, removal of trees, paving and street furniture and construction of a bus lane and planted area. Views of construction plant and hoardings. The BEE works will be seen in the context of the much larger-scale HS2 Curzon Street Station construction site immediately adjacent to the south.


Visual amenity: residents along New Canal Street:

Direct and close views of the construction works including laying the tracks and construction of the tram stop. Views of the construction compound on New Canal Street, plant and hoardings. There may be glimpsed oblique views of the demolition of Birmingham South and City College and of the HS2 Curzon Street Station construction site.


Residents in upper floors above shops along High Street Deritend:

Direct views of the construction works including: building demolition, laying the twin tracks, construction of the tram stop and removal of three trees from the central reservation. Views of construction plant and hoardings. The BEE works will introduce new features into the view, resulting in a detectable change in the existing view.


Visual amenity: views from rom New Canal Street looking north: Warwick Bar (Bordesley) Conservation Area Appraisal:

Direct and close views of the construction works including laying the tracks and construction of the tram stop. Views of the construction compound on New Canal Street, plant and hoardings. There will be glimpsed views of the HS2 Curzon Street Station construction site beyond the viaduct. The BEE will introduce new features into the view, resulting in a detectable change in the existing view.






Level and Significance of effect

Visual amenity: views from High Street Deritend looking east and west: Digbeth, Deritend and Bordesley High Streets Conservation Area Appraisal:

Direct views of the construction works including: building demolition, laying the tracks, construction of the tram stop and removal of three trees from the central reservation. Views of construction plant and hoardings. The BEE will introduce new features into the view, resulting in a detectable change in the existing view.


Chapter 14: Historic Environment

No embedded construction mitigation

Digbeth and Deritend Area of Archaeological Significance: Potential below ground impact to the archaeological deposits along Meriden Street and where Meriden Street meets High Street Deritend where deposits are expected closer to the surface. Where the BEE will be constructed along High Street Deritend this area will also be subject to further archaeological investigation.

Permanent Moderate adverse significant effect

Park Street Burial Ground, Masshouse Lane/Park Street: Archaeological trial trench evaluation and watching brief during ground investigations has identified that there are in-situ burials within the Park Street Gardens. The construction depth will either directly impact upon the in-situ grave cuts, coffins and burials or alternatively there will not be a sufficient buffer between the depth of the formation level and the in-situ burials. Therefore all burials will need to be removed prior to construction and re-buried at another suitable location. There will be a permanent loss of buried archaeology.

Permanent Major adverse significant effect

Deritend High Street (Site of St. John’s Chapel) ( area of archaeological significance): The BEE will require ground reduction over the area of the medieval and post-medieval St John’s Chapel. The area will be subject to further investigation prior to construction. The area of impact will require full excavation in advance of construction over the footprint of the new tracks. There will be a permanent loss of buried archaeology.


Buried archaeology (Hartwell Garage Site), High Street Deritend (conservation area, area of archaeological significance): There will be a high impact from construction activities over this area which is known to contain organic archaeological deposits. The archaeological survey of this area not conclusive on the survival or organic remains but it is known they are likely to exist in this area. The area will be subject to further investigation prior to construction.


New Canal Street Archaeological Deposits (area to the west of Curzon Street Station): Upper Palaeolithic deposits will be impacted upon from construction within the footprint of the BEE. The area will be stripped in advance of construction and recorded under archaeological conditions. There will be a permanent loss of buried archaeology.


The medieval / post-medieval buried archaeology in the area adjacent to the Old Crown Public House may be affected by permanent construction work. A survey of the area will be carried out prior to construction.

Permanent Moderate adverse





Level and Significance of effect significant effect

Chapter 18: Socio-economic

Loss of car parking on New Canal Street. Temporary Moderate adverse significant effect

Loss of land used for employment (retail businesses) at Kings Parade. Permanent Major adverse significant effect

Table 20.2: Summary of potential impacts that are likely to cause significant effects during the operational phase of the BEE




Chapter 7: Land use and Land Take

The optioneering exercise has sought to avoid and minimise, where possible the need to take third party land and associated demolition of buildings and structures.

The operation of the BEE will result in the loss of existing retail and commercial floorspace, albeit this is limited to a small number of locations where it is not possible to accommodate the alignment of the tramway without affecting third party land. These include Corner of Corporation Street and Lower Bull Street (258m2), Corner of Albert Street and Lower Bull Street (1507 m2), Temporary Surface Car Park Land (1035m2), Area of Open Space (6690m2), New Canal Street (664m2), Commercial Land 96-98 Coventry Street (2701m2), Corner of Meriden Street and High Street Deritend (1578m2).

The BEE does lead to some effects on land take. The extent of this permanent land take is considered to have a moderate adverse effect that is considered to be significant.


Chapter 9: Traffic and Transport

Embedded operational mitigation: • Junction capacity

assessments have enabled junction mitigation to ensure junctions operate within capacity in future years.

• Relocation of bus stops which

Increase in driver delay on Heath Mill Lane / Liverpool Street


Increase in driver delay on High Street Deritend (east of Alcester Street). Permanent Moderate adverse significant






potentially may have been negatively impacted by the BEE.

• Diversion of bus routes which potentially may have been negatively impacted by the BEE.

• Retention or rerouting of pedestrian and cycling routes.

effect

Reduction in pedestrian severance on New Canal Street to Curzon Street. Permanent Moderate beneficial significant effect

Reduction in pedestrian severance on New Canal Street (north of junction with Fazeley Street). Permanent Moderate beneficial significant effect

Reduction in pedestrian severance on High Street Deritend (east of Milk Street. Permanent Moderate beneficial significant effect

Reduction in pedestrian severance on High Street Deritend (east of Heath Mill Lane). Permanent Moderate beneficial significant effect

Reduction in pedestrian severance on Dale End. Permanent Moderate beneficial significant effect

Changes to the experience of pedestrian severance and fear and intimidation on Milk Street (directly off High Street Deritend).

Permanent Major beneficial significant effect

Changes to the experience of pedestrian severance and fear and intimidation on Heath Mill Lane (directly off High Street Deritend).

Permanent Moderate beneficial significant effect

Changes to the experience of pedestrian severance and fear and intimidation on Fazeley Street (west of junction with New Canal Street).

Permanent Major beneficial significant effect

Chapter 10: Noise and Vibration

No embedded operational mitigation

Indirect noise impacts due to changes in road traffic noise affecting dwellings and other sensitive receptors. In the short-term, this applies to 55 receptors during the daytime and 39 at night. In the long-term, this applies to 413 receptors during the daytime and 43 receptors at night.

Permanent Significant adverse effect






Chapter 18: Socio-economic

No embedded operational mitigation

Support for economic growth and development / regeneration of Digbeth and Eastside. Permanent Major beneficial impact. Significant

Some 110 to 230 jobs will be created as a result of the operation of the BEE scheme. This will result in in

approximately £4.7m to £9.5m in GVA growth in the local area.

Permanent Major beneficial impact. Significant

Improved accessibility through reduced journey times. Permanent Major beneficial impact. Significant



20.5 Cumulative Impact

20.5.1 Cumulative effects have been assessed for the BEE. A summary of the potential cumulative effects are provided below with full details provided in the relevant technical chapters, Chapters 7-19.

Intra-scheme effects

20.5.2 It is not anticipated that there will be any likely intra-scheme cumulative significant effects during either the construction or operational phases of the BEE.

Inter-scheme effects

20.5.3 The committed developments that have been considered within the cumulative assessment are: Exchange Square (Phase 1); Exchange Square (Phase 2); Bull Ring Trading Estate; Beorma Quarter (Phases 2 and 3); and Smithfield.

20.5.4 It is not anticipated that there will be any likely inter-scheme cumulative significant effects during either the construction or operational phases of the BEE.


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