DIRFT III PLANNING FOR THE FUTURE

Transcription

1 DIRFT III PLANNING FOR THE FUTURE THE EXPANSION OF DAVENTRY INTERNATIONAL RAIL FREIGHT INTERCHANGE Document- 6.3 Regulation- 5(2)(a) Topic- Environmental Impact Assessment and Habitat Regulations Information Title of Document- Environmental Statement Non-Technical Summary Date- February

2 1.0 Introduction & Methodology Purpose of Document 1.1 This document is a summary in non-technical language of an Environmental Statement ( ES ) prepared on behalf of the Rugby Radio Station Limited Partnership ( RRSLP ) and Prologis UK Ltd ( Prologis ). It accompanies an application for a Development Consent Order ( DCO ) being submitted to the Planning Inspectorate ( PI ) for determination. It relates to proposals for DIRFT III an expansion of the Daventry International Rail Freight Terminal ( DIRFT ). The development will provide a replacement rail port as well as rail-related distribution buildings on land at the former Rugby Radio Station site, adjoining the existing DIRFT facility. 1.2 The document includes the following information: - Section 1.0 background to the EIA process and the scheme Sections 2.0 to 3.0 description of the site and the proposals Sections 4.0 to 14.0 a topic by topic review of the findings of the EIA Section 15.0 a review of whether other direct or indirect effects may arise when the scheme is considered with other schemes in the area Section 16.0 details of how to obtain a full copy of the ES Section 17.0 key scheme plans The EIA Process 1.3 The ES sets out an Environmental Impact Assessment ( EIA ) of the development. The EIA process aims to ensure that any significant effects arising from a development are systematically identified, assessed and presented to help a local planning authority, statutory consultees and other key stakeholders in their understanding of the impacts arising from development. If measures are required to minimise or reduce effects then these are clearly identified in the document. 1.4 For DIRFT III, EIA has been carried out due to the scale and nature of the proposal. It has been completed with regard to best practice and relevant legislation and has addressed the following matters identified through a formal scoping process as required to assess the impacts of the proposal:- 1 Transport 2 Water Environment 3 Ecology & Nature Conservation 4 Heritage 5 Landscape & Visual Effects 6 Ground Conditions 7 Noise & Vibration 8 Air Quality 9 Socio- Economics 10 Utilities 11 Agriculture Non-Technical Summary 1

3 1.5 Likely effects are identified based on current knowledge of the site and surroundings, desk top assessment, survey and fieldwork and information available to the EIA team. All those matters that could be reasonably required to assess the effects of the proposed development are set out in the ES; this includes effects arising from the scheme itself as well as those temporary effects arising during the construction of the development. The EIA team has worked with the design team to ensure that the scheme incorporates those revisions or modifications that are necessary or appropriate to avoid or reduce significant adverse effects on the environment. 1.6 Significant statutory and non-statutory consultation undertaken in advance of the submission of the DCO application has also informed the EIA process. Discussions between key parties has focused on the methods by which the EIA has been carried out; available environmental data; and the effectiveness of any identified mitigation measures. Background to the Scheme 1.7 Much of the site was historically in use for agricultural purposes but, after World War II, was included within Rugby Radio Station which had been developed on land to the west of the A5 from The Radio Station was initially developed as a means of providing radio links through the British Empire and was then altered to supply overseas telephone circuits. The Station was operational for 81 years between 1926 and 2007, after which it was closed and the masts, associated buildings and plant were declared redundant. 1.8 In 2003, the document Rugby Radio Station: a new broadband community was published for consultation by the landowners identifying options for the redevelopment of the Rugby Radio Station site and including the principle of developing land to the east of the A5 for large scale logistics and distribution development as an extension of DIRFT. 1.9 DIRFT was originally conceived as an international rail-port, linking the UK with the continent via the Channel Tunnel and was the first private sector rail freight interchange developed in the UK. The rail port at DIRFT (comprising rail sidings and associated areas for intermodal loading and container storage), became the country s busiest rail freight terminal in 2003 and currently handles an average of 365 container units per day. In addition to the rail port, DIRFT currently includes:- 1 DIRFT I - the first phase of DIRFT which comprises approximately 390,645 sq m of rail-linked and rail-related warehouse and distribution buildings and opened in 1997; and 2 DIRFT II currently under construction and allowing for the development of 180,741 sq m of rail-linked distribution and manufacturing buildings the first building is now occupied. Non-Technical Summary 2

4 1.10 DIRFT is a nationally significant rail freight and distribution facility and plays a vital role in the UK s logistics and distribution sector. It contributes significantly to the freight industry s shift towards a more sustainable operational model which aims to increase the quantity of freight moved by rail. DIRFT has a vital role to play in the continued sustainable distribution of goods through the UK. Growing imports and demand for all types of products have significantly increased the volume of goods moving across the UK over the last 25 years. This will continue and container traffic at UK ports is projected to grow from 2007 volumes by up to 74% by DIRFT is regarded as a good example of intermodal terminal design and operation but the Rail Port will in the medium term reach its effective capacity. Equally, operationally, the terminal no longer provides the best facilities for the modern rail freight user. The transhipment sidings could be longer (with the ability to accommodate 775 metre trains without breaking them up); storage areas are constrained; the reliance on reach stackers (to load and unload trains) is inefficient; and, increasingly the Rail Port area is suffering from wear and tear that threatens to prejudice its on-going viable use. It is in the context of increasing demand and on-site operational issues affecting DIRFT that the DCO application is submitted. The Determination Process 1.12 The process for examining and determining applications for Nationally Significant Infrastructure Projects ( NSIPs ) was established under the Planning Act (2008). NSIPs comprise large projects that support the economy and vital public services and include the construction or alteration of a rail freight interchanges of a scale and nature of that for DIRFT III. Until 1 April 2012 applications for NSIPs were submitted to and considered by the Infrastructure Planning Commission (IPC). This process is now undertaken by the Planning Inspectorate Section 104(2) of the Planning Act 2008 sets out the matters to be taken into account in regard to applications for a DCO for NSIPs as:- 1 the national policy statement ( NPS ) for the development to which the application relates; 2 any local impact report ; 3 any matters prescribed in relation to development of the description to which the application relates ; and 4 any other matters considered important and relevant The NPS relating to Strategic Road and Rail Networks and Strategic Rail Freight Interchanges was due to be published by the Department for Transport (DfT) in 2011 but the document has been delayed. Due to this delay, DfT published guidance designed to assist the industry and local government on logistics and Rail Freight Interchange development in advance of the publication of the draft NPS. This document Strategic Rail Freight Interchange Policy Guidance was published in November 2011 and Non-Technical Summary 3

5 states that the Government aims to encourage and facilitate the development of a robust infrastructure network of Strategic Rail Freight Interchanges as a result of projected rail freight growth, the changing needs of the logistics sector, to promote sustainable transport and the low carbon economy and to contribute to wider long term benefits to the economy Paragraph 3.1 of the DfT s guidance states that the IPC (now the Planning Inspectorate) should therefore start its assessment of applications for infrastructure covered by this guidance on the basis that there is a need significantly to increase the number of SRFI Other guidance of relevance includes that at a regional, sub-regional and local level which identifies the West Northamptonshire area as a location where there is a preference for strategic distribution sites given the good rail and road access; an identified demand for such provision from the logistics industry; and good access to labour market. 2.0 Site Description 2.1 The area of the site subject to the main building and rail works is largely within Daventry District ( DDC ) with a small area within Rugby Borough. It encompasses an area of approximately 345 hectares bound to the west by the A5 and to the east by the M1 motorway. 2.2 DIRFT is immediately to the south and the construction works of DIRFT II are to the south and south-west. To the north, the site boundary is formed Non-Technical Summary 4

6 by fields with the village of Lilbourne beyond. The main built up area of the town of Rugby is further to the west beyond the remainder of the site formerly known as the Rugby Radio Station. The towns of Northampton, Lutterworth and Daventry are also nearby. 2.3 DIRFT is located between three main roads, the A5, A428 and M1, and with links to the A45, M6, A14 and A426. The southern extent of the M6 motorway is located to the north. The Northampton loop of the West Coast Main Line is located to the south of the existing DIRFT and DIRFT II development sites. The nearest passenger railway station is Rugby (5km to the west) with services from London to Birmingham and the North West. 2.4 The Works also include a number of minor highway works which are located along the A5; at existing Junction 18 of the M1 motorway (to the south-east of the DIRFT III site); and in the villages of Kilsby and Cliftonupon-Dunsmore (to the north and north-west). Non-Technical Summary 5

7 2.5 Within the main part of the site, a number of small scale aerials and masts remain as well as B Station all associated with the Radio Station. The site also contains several farms and associated grazing land and watercourses. Two bridleways and one footway traverse the site and connect to the surrounding area. The site s topography falls from the south-east towards the north-west and western boundary of the site. 2.6 The areas within which the various associated minor highways works are located are generally agricultural in character. Existing vehicular and pedestrian routes in these areas are lined with scattered trees and hedgerows of limited or no ecological value. Routes through the villages of Kilsby and Clifton-upon-Dunsmore are lined with residential properties. 3.0 Description of Development 3.1 The proposed works as identified in Schedule A of the draft DCO are identified as follows: - Works No 1 Reconfiguration of the existing rail track at DIRFT and new rail track provision from the connection with the Northampton Loop Line to connect with Work No 2 south of the A428 highway; Works No 2 A new rail track to connect the existing and new rail tracks described in Work No 1 with the new track to be provided by Work No 3 from south of the A428 highway to the immediate west of the A5 highway Works No 3 A new rail freight terminal and rail tracks to connect with the rail track described in Work No 2 from the immediate west of the A5 highway Works No 4 Rail served warehousing and buildings Works No 5 Provision of site access and principal on-site highway infrastructure Works No 6 Retention of existing rail hub building, removal of four transhipment sidings and provision of new warehousing within Zone H and the provision of a rail locomotive refuelling tank Works No 7 A lorry park Works No 8 Strategic open space (to be known as Lilbourne Meadows) Works No 9 Strategic landscaping Works No 10 Minor highway works 3.2 The DCO also specifies a number of other associated development within the site boundary including routes, parking facilities, earthworks, drainage Non-Technical Summary 6

8 and utlities, demolition, fencing, art, landscaping, CCTV and ecological improvements. 3.3 The development is a large development which will take some time to build out. It is also a development which is proposed to meet a specific requirement but for which (as yet) no specific occupiers are identified. In addition, the logistics market is very dynamic and the requirements of occupiers are constantly changing in order to meet market demands. It is therefore essential that any DCO granted provides a degree of flexibility to allow occupier requirements to be met in the future. To allow this, the scheme is currently defined by a series of parameters which establish the maximum floorspace and height of buildings; the maximum number of buildings; and minimum finished floor level. 3.4 In the event that the DCO is granted, control of development would principally occur with reference to the description of the works in Schedule A of the Draft DCO; a series of requirements (or conditions/restrictions on the development) in Schedule B of the DCO and the parameters on a Framework Plan. Section 17.0 of this Non-Technical Summary contains a copy of the DIRFT III Framework Plan and an illustrative masterplan showing one way in which the Framework Plan (which relates to Works 1 to 9) could be developed in detail in the future. 3.5 Works No 10 are a series of minor highway works developed in response to issues raised during the process of consultation on DIRFT III. The works form part of the DIRFT III DCO as associated development but do not form part of the rail freight interchange. They comprise: - 1 A5/A426 Gibbet Roundabout minor widening and signalisation of the A5 (north) approach, of the A426 (north-east) approach and A5 (south) approach, with additional widening to A426 (south-west) approach and exit, widening of circulating carriageway and associated traffic management measures, including speed limit reduction on all approaches to the junction. 2 M1 Junction 18 - the signalisation of the A428 (west) and M1 (north) off-slip approaches and widening of the A428 (west) exit from the roundabout. 3 A5/A428 (Halfway House) Roundabout - the widening of the A428 (west) approach and widening of the A5 (south) approach to and exit from the roundabout. 4 A5 Lilbourne Crossroads - improved signage, carriageway markings, anti-skid surfacing, speed limit reduction and flashing speed limit signs. 5 A5 Catthorpe Crossroads - improved signage, carriageway markings, anti-skid surfacing, speed limit reduction and flashing speed limit signs. 6 A5/A428 (Parklands) Roundabout - amendments to signing and carriageway markings on A428 (west) approach. Non-Technical Summary 7

9 7 Traffic Management Clifton-upon-Dunsmore - the installation of chicanes and road surfacing. 8 Traffic Management Kilsby - road resurfacing. 9 Pedestrian/Cycle Link from DIRFT to Crick improvements to cycle and pedestrian connectivity between Crick and DIRFT III. 10 Improvements to a Pedestrian/Cycle Link from DIRFT to Hillmorton improvements to cycle and pedestrian connectivity between Hillmorton and DIRFT III. 3.6 The minor highways works are included within the Draft DCO as they are associated to the main works. None of the works are NSIPs in their own right. 3.7 An explanatory note attached to the Draft DCO confirms that, in the event the Order is confirmed, it would:- grant development consent for, and authorise(s) Rugby Radio Station Limited Partnership and Prologis UK Limited and their associated companies to construct, operate and maintain, an alteration to the existing Daventry International Rail Freight Terminal Interchange at Rugby Warwickshire together with associated development. For the purposes of the development that it authorises Rugby Radio Station Limited Partnership and Prologis UK Limited and their associated companies are authorised by the Order to construct and use the authorised development and to compulsorily [acquire the land] and rights over land. The Order also authorises the making of alterations to the highway network, stopping up and diversion of public rights of way and to discharge water. Alternatives Considered 3.8 As part of the EIA, alternative forms of the development have been considered, and consulted on. In addition, the ability to accommodate rail freight infrastructure provision at alternative sites has been considered. 3.9 Whilst analysis has shown the value and benefits of the expansion of DIRFT (which far exceed those potentially associated with the creation of new rail freight facilities at alternative locations), an assessment of other sites with rail freight development potential was carried out. This concluded that there are no other suitable opportunities to expand the DIRFT site other than the DIRFT III DCO proposals. This is due to a variety of constraints relating to the other sites considered including policy restrictions; size and topography; the ability to access the rail and highway network; and relationships with other existing land uses. This work also considered the availability and suitability of other sites - in a wider catchment - with similar conclusions (albeit a number of potential complementary locations were identified). Non-Technical Summary 8

10 3.10 In respect of evolution of the layout of DIRFT III, the development of the scheme parameters has been driven by a number of factors as part of an iterative process of design and EIA and including:- 1 the need to ensure the mitigation of ecological features; 2 conservation of existing areas of ridge and furrow; 3 maintenance/enhancement of the existing public rights of way and minimising diversion of routes where practical; 4 existing topography; 5 proximity of existing (and proposed) communities Other issues taken into account in the development of the design are:- 1 a desire to create a combined intermodal facility and logistics park including large scale B8 buildings; 2 accommodating rail alignment/infrastructure; 3 flexible phasing to minimise expensive upfront infrastructure costs; 4 provision of lorry parking; 5 integration of proposals with those for the reminder of the former Rugby Radio Station Site; and 6 the requirements of Prologis as future site manager and operator. Construction Methodology 3.12 It is a requirement of an EIA that it considers both the permanent and also the temporary environmental effects of a development. At this stage, a contractor has not yet been appointed to undertake the construction works. However, a series of construction parameters have been established that will form part of any tender documentation issued and these parameters have been assessed It is currently anticipated that construction of the scheme will take approximately 17 years and it has been assumed for the purposes of assessment that works will commence in Each phase of the development will consist of infrastructure works to prepare the land prior to built development being commenced and whilst development will occur as a continuous event, can be broadly summarised as follows:- 1 Phase 1 ( ) - Infrastructure works including the extension of the single rail line branch across the A5 and commencement of the Phase 1 intermodal sidings, plus the development of up to 100,000 sqm of floorspace; 2 Phase 2 ( ) - Infrastructure works including the construction of a rail hub building, four intermodal sidings, warehouse sidings as required and the first gantry cranes, plus the development of up to 120,000 sqm of floorspace; Non-Technical Summary 9

11 3 Phase 3 ( ) - Infrastructure works plus the development of up to 300,000 sqm of floorspace; and 4 Phase 4 ( ) - Infrastructure works including construction of twin track from the rail reception sidings to DIRFT III, plus the balance of the floorspace All construction sites have the potential to cause temporary nuisance and disruption to site users, neighbouring occupants, car users, pedestrians, local wildlife and other sensitive receptors. At DIRFT III, the broad principles of a framework site wide Construction Environmental Management Plan ( CEMP ) have been established and this will form the basis of future works at the site to reduce the potential for adverse effects. 4.0 Transport 4.1 An assessment has been undertaken of the potential impact of the DIRFT III scheme on existing highway conditions, This assessment has shown that, currently, the highway network generally operates within capacity albeit queues can form at the approaches to some junctions during commuter peak periods. The busiest routes in the vicinity of the site are the M1 and M6 along with the A14. The A5, immediately to the west of the site, is a single carriageway road with one lane in each direction. Traffic flows in the vicinity of the site are typically low, albeit they are influenced by conditions on the motorway network. Flows on local roads including those through nearby villages are typically much lower. 4.2 The assessment has taken into account a range of measures that are built in to the DIRFT III development and have emerged as part of the development of the design of the scheme. This includes a Public Transport Strategy, the implementation of Travel Plans to encourage sustainable travel and capacity enhancements at key locations. The capacity enhancements are also identified as Works 10 in the draft DCO. 4.3 The potential effects due to the development have been assessed using a model which is designed to assign traffic flows to the highway network. 4.4 The results illustrate that there would be increases in traffic flows throughout Rugby and the surrounding area associated with the development in addition to those linked to other sites as these come forward. The highest increases are expected to occur on the roads in the immediate vicinity of the Site accesses; i.e. along the A5 and A428. Increases elsewhere would be less noticeable and generally confined to peak periods. 4.5 Soft and hard measures will be put in place to mitigate the potential effects associated with the development. These include: walking and cycling enhancements; bus service improvements; capacity enhancements along Non-Technical Summary 10

12 key roads; traffic calming measures in villages and residential areas; and implementation of Travel Plans to encourage people to use the most sustainable mode of travel possible. 4.6 Notwithstanding implementation of these measures there would be a resultant increase in traffic flows with some increases in delay throughout the day. Overall there would be a slight to moderate adverse effect on pedestrians, cyclists and road users on roads in the vicinity of the Site with negligible to slight adverse effect on other roads. 5.0 Water Environment 5.1 An assessment has been carried out of the impact of the DIRFT III on surface water quality/resources and flood risk. A Flood Risk Assessment is included within the ES. Surface Water Quality 5.2 During the construction phase there is the potential for slight adverse effects on the Clifton Brook and Clifton Brook Tributary from construction site runoff and spillage risk. 5.3 However, proposed environmental improvements to the Clifton Brook Tributary will result in a large beneficial impact, and will outweigh any minor adverse effects due to the works. It is likely that the river corridor improvements will contribute positively to improving the current designated poor status of the Clifton Brook in terms of water quality. 5.4 During the operation of the site, a proposed sustainable drainage system will provide adequate treatment of pollutants in runoff and containment of spillages, and thus no significant adverse impact is predicted. Neutral effects are also predicted with respect to the impact of the development on water resources, although some longer term investment in the nearby sewage treatment works will be required. 5.5 It has been confirmed that there is capacity in existing infrastructure to provide drinking water and to treat foul water. Flood Risk 5.6 The proposed built part of the development will be in Flood Zones 1 and 2 as defined by the Environment Agency, with areas of the floodplain within the site boundary remaining undeveloped. The impact on the development from river related flood risk is assessed as being negligible and the impact from the built development on flood risk is neutral or minor/moderate beneficial (due to the design of the development incorporating proposals to improve the existing situation). Non-Technical Summary 11

13 5.7 During the construction phases, work to ensure that the flood risk remains negligible or is minor/moderate beneficial will take place ahead of any works affecting the floodplain. To avoid any additional flood risk during the construction period, mitigation including appropriate construction techniques, working where practical during dry weather months and monitoring of weather and flood forecasts will be taken into account. These measures will ensure the flood risk to the construction works is minimised and adequate to reduce the significance of the risk to minor adverse. 5.8 The remaining impact from flood risk on all proposed development after works to the Clifton Brook and implementation of sustainable drainage systems is neutral. Upstream of the site, the flood risk will be neutral or moderate beneficial and downstream the flood risk will be minor beneficial. 5.9 The impact of the development on other forms of flood risk (including ground water, sewer and flooding from the Oxford Canal) both during the construction phase and after the development is completed has been assessed and is considered neutral. No mitigation is therefore required to address this potential flood risk A remaining risk does exist in the event of the deterioration of the sustainable drainage systems and the potential for blockage of proposed new bridges over the Clifton Brook and Tributary however these risks are minimised to neutral and minor adverse due to proposed maintenance programmes. 6.0 Ecology & Nature Conservation 6.1 As part of the assessment of the potential ecological impact of the DIRFT III proposals, the site has been subject to a series of habitat surveys as well as specific species surveys for badgers, bats, otters, water voles, reptiles, Great Crested Newts and breeding birds. The site encompasses an extensive area, and given its size its nature conservation value is remarkably limited, with areas of ecological interest present in relatively discrete pockets. 6.2 Much of the site consists of heavily grazed improved grassland pasture interspersed with arable cultivation, which offer minimal ecological value. The areas of semi-improved grassland are of relatively greater interest. The majority of the hedgerows are not especially remarkable in terms of their species composition, but they do serve as a habitat network for the application site, in particular for the dispersal of Great Crested Newts, as well as offering general nesting and foraging resources to birds. Similarly, Clifton Brook Tributary within the northern part of the site is important for the ecological linkages it provides more than any intrinsic interest. The ponds distributed throughout the site are chiefly of interest for the breeding habitat they offer for Great Crested Newts. Non-Technical Summary 12

14 6.3 Given the design constraints the majority of habitats (grassland, hedgerows and ponds) south of the Clifton Brook Tributary are to be lost to facilitate the development. The remaining habitats to the north of the Clifton Brook Tributary and an area of habitat south of the watercourse will be retained as part of Lilbourne Meadows. 6.4 Retained and newly created habitats within Lilbourne Meadows will be subject to targeted management to promote their ecological interest. The Clifton Brook Tributary will be realigned and enhanced in order to provide a mosaic of new habitats. New hedgerows, woodland and tree planting, species-rich grassland and ponds will be established, and new wetland habitats will be provided as part of the flood compensation strategy. All new planting will consist of native species of local provenance that are of known value to wildlife. These, as well as retained habitats, will be subject to a detailed Ecological Management Plan in order to ensure long-term biodiversity gains. 6.5 A Brown Long-eared bat maternity roost is present within one of the farmhouses within the site. The majority of the site comprises open grassland of little value to bats in terms of foraging or navigational opportunities. Some trees have been identified for their potential to support roosting bats. A dedicated bat house will be provided within Lilbourne Meadows to provide replacement and enhanced roosting opportunities. In addition, 50 bat boxes will be erected on retained and newly planted trees within Lilbourne Meadows. Overall, the proposed development will provide a net gain in roosting and foraging opportunities for bats. 6.6 Both Clifton Brook and Clifton Brook Tributary are being utilised by Otter to some extent for foraging and navigational purposes. No evidence of Water Vole was found during the specific surveys undertaken. Sections of Clifton Brook and the length of its tributary which is being aligned will be subject to a pre-construction check and a watching brief would be maintained during works. New enhancements, in particular realignment of Clifton Brook Tributary to create a more sinuous and diverse watercourse will provide new opportunities for these species, in particular Water Vole. 6.7 Brown Hare utilise parts of the site. In line with best practice, the clearance of suitable habitat within the site will be undertaken in a systematic manner where possible to encourage Brown Hare to leave of their own accord. Loss of their habitat is not considered significant given the retention of suitable habitat within Lilbourne Meadows where recolonisation is considered likely. 6.8 Barn Owl was recorded utilising the abandoned barn in the south of the site for shelter and is likely to forage across the habitats within the site. Prior to the demolition of the barn two Barn Owl nesting boxes suitable for attachment to trees will be installed in Lilbourne Meadows. These will provide replacement shelter options, as well as offering increased potential breeding sites in the local area. Non-Technical Summary 13

15 6.9 Breeding Curlew have been identified on the site. Their presence is notable since this species is now uncommon in a lowland farmland setting. New wetland habitats are being provided specifically for this species within Lilbourne Meadows however it is reasonable to expect that increased disturbance as a result of the development could impact upon this species Breeding Skylark have also been recorded with the majority of activity located in the southern half of the site. Retained and enhanced grassland habitat within Lilbourne Meadows will be provided Great Crested Newts utilise the site for breeding purposes. A comprehensive package of mitigation will be provided to the satisfaction of Natural England and this has already informed the design of the development. The development will create a significant amount of new ponds within Lilbourne Meadows which will be designed specifically for Great Crested Newts. A trapping and relocation programme will be undertaken under license from Natural England and will be implemented prior to the commencement of development. Overall, on completion, the development would maintain the conservation status of this species and is considered to lead to an enhancement at the local level Lilbourne Meadows will provide a range of new habitats considered to be of benefit to a range of aquatic and terrestrial invertebrates. In particular, new woodland habitat within Lilbourne Meadows may provide suitable opportunities for Wood White and White Admiral butterflies which are known to breed in woodland ride habitats and have been recorded in the local area Apart from Curlew all other species are, at worst, neutral in terms of impact following the development and overall, impacts following mitigation and enhancements are considered to be of moderate beneficial significance subject to the delivery and long-term management of retained and new habitats within Lilbourne Meadows. Owing to increased disturbance levels Curlew could be lost from the site; nevertheless, a comprehensive programme of mitigation and enhancement measures will be brought forward to provide Curlew habitat and encourage its continued presence 7.0 Heritage 7.1 The principal buildings and structures within the DIRFT III development include 'B' Station, ancillary buildings and its aerial system all are undesignated heritage assets and their loss is considered to be of minor significance. In addition, a number of undesignated heritage assets have been identified that will be directly impacted by the proposed development including Shenley Farm and a number of derelict farm buildings. However, the loss of these buildings is considered to be of minor significance. Non-Technical Summary 14

16 7.2 During the Medieval period, the site comprised parts of the open fields of Crick, Lilbourne and Yelvertoft and these survived until the 18th/19th century when each parish was enclosed and the current field pattern created. English Heritage has indicated that the earthwork ridge and furrow within Lilbourne Parish is of potential national importance. A small proportion of the undesignated asset will be protected and managed and a small proportion of the asset will be removed, following excavation and recording. The residual effect on potential nationally important earthwork ridge and furrow will, therefore overall, be of minor significance. 7.3 The heritage assessment that has been carried out has established that there are a number of designated heritage assets that are related to, but outside, the site. Most significant is the impact on the setting of a Motte and Bailey Castle south of Lilbourne Gorse, Rugby 'C' Station building and Dunsmore House. However, the changes occurring to the wider setting of these features are considered to be of no more than moderate significance. 7.4 The assessment has established that there are also a number of undesignated heritage assets that are related to, but outside, the site. These include buildings on the Lilbourne Road, Dunsmore. The changes to the setting of these heritage assets are considered to be of no more than minor significance. 7.5 The site is bound by the Roman road of Watling Street. Works to create junctions along the A5 may impact on remains of the Roman road. However, excavation and recording ahead of these works will result in a better understanding of the construction and alignment of the road. A residual impact of negligible significance is therefore identified. 7.6 As a result of baseline field studies, it is known that there are a small number of other archaeological features. These remains are considered to be of no more than local significance. 7.7 Design measures have been incorporated into the Development Framework Plan to protect, preserve, manage and enhance certain heritage assets. In particular, the preservation of earthwork ridge and furrow within Lilbourne Meadows will result in a beneficial effect of moderate beneficial significance. 7.8 Further mitigation measures have been identified and these are to comprise an earthwork survey of the ridge and furrow including historical documentary research, a programme of building recording and a programme of archaeological investigation, excavation and recording. These further mitigation measures will be secured by a requirement of the DCO. Non-Technical Summary 15

17 8.0 Landscape & Visual Effects Landscape Effects Summary 8.1 The site and its immediate environs are within Landscape Character Type 4A: Unwooded Vales (as defined by the East Midlands Regional Landscape Character Assessment and are surrounded by a number of other landscape character areas defined by Natural England and local and sub-regional studies. 8.2 The landscape can be characterised as a medium scale, regular landscape which is well contained to the south by existing employment development at DIRFT I and II, by the M1 embankment and planting to the east and lessso to the north and east by rising ground. Existing vegetation defines the western boundary with the A5, but beyond it is flat, open countryside towards the edge of Rugby. Locally, the site consists of arable fields and pastoral grassland, which are of low landscape value. Established native hedgerows dissect the site into a regular field pattern, while belts of mature trees are along the M1 embankment and A5 verge. 8.3 Around the site edges, and either side of the retained bridleway, established trees and hedgerows would be retained as part of the development and would be augmented with new native woodland planting. Within the site, tree planting along access road verges will help to break up the strong lines of the proposed units. At the north of the site, Lilbourne Meadows will comprise significant areas of new woodland, as well as wetland, retained semi-improved grassland, retained ridge & furrow, retained trees and hedgerows as well as new wetland habitat. 8.4 An earthwork ridge will be constructed within Lilbourne Meadows, using material excavated from the site. This will be naturalised by planting it with native woodlands and grassland. Woodland will be planted on top of the ridge, to maximise its effectiveness as screening. The ridge combined with tree planting has been designed to minimise effects to receptors to the north. 8.5 The appraisal of landscape character effects concludes that the initial development will result in a substantial adverse effect on the immediate landscape, and negligible to minor adverse effect on the landscape beyond. By including the measures identified above, it is likely to result in a moderate adverse effect once the landscape structure planting begins to establish after a period of approximately fifteen years. However, the proposals will have only a negligible or minor adverse effect on surrounding landscapes by year 15. Visual Effects Summary 8.6 The site is in located within a broad low lying plain and as a result there are relatively distant areas of rural land to the north, to the east and to the Non-Technical Summary 16

18 south where the Radio Station site are visible in the distance. Some of the places from where there are views are relatively sensitive but, because of the other urban elements in the area, this sensitivity is slightly reduced when looking at the site from a distance. Figure 8.1 Identification of area within which buildings on DIRFT III may be visible Areas where buildings may be visible Site Boundary Points marked with or are specific receptors considered in the EIA and are shown for information only in the Non-Technical Summary Source: Extract from Figure H6 in Appendix H3 of the DIRFT III ES 8.7 The assessment concludes that the visual effects of the development at Year 0 range from moderate-substantial adverse to minor beneficial depending from where the site is viewed and the sensitivity of that viewpoint to change. The greatest effects (moderate-substantial adverse) are on the public bridleway within the site, but this is within the current context which includes views of DIRFT I buildings, the A5 and the existing radio masts. 8.8 After 15 years, the proposed landscaping on the ridge and adjacent to the M1 and A5 would be reaching maturity supplementing the retained hedgerow vegetation alongside the A5 and the M1 to the south. From most viewpoints, this would lead to a more beneficial impact than that experienced in Year 0. Only from a limited number of viewpoints would there be an increase in adverse visual effects between Year 0 and 15. These viewpoints include from the Rugby C Station building, from Hillmorton Lane and from the West Coast Mainline where the increased visibility of the development would not be entirely offset by the proposed Non-Technical Summary 17

19 landscape mitigation. Generally there would be no change or a slight improvement in effects of views between Year 0 and 15 due to the maturing of landscaping. 9.0 Ground Conditions 9.1 The assessment of background information on the site and the findings of the ground investigations has shown:- the site is underlain by deposits of sand, gravel and clay, which overlie clays of the Charmouth Mudstone Formation. Generally, the deposits are very thin or absent there are no deposits in the south eastern corner; there is no evidence of significant, economically viable, mineral deposits beneath the site; groundwater is present in the deposits, typically at a depth between 0.5m and 1.0m; the use of the site for agricultural purposes and within the Radio Station means that there are areas of potentially contaminated ground. These include those associated with the activities of B Station within the centre of the site and Shenley Farm to the east; there is no evidence of significant or extensive ground contamination on the site. There are a few isolated hotspots of contamination but it is concluded that the ground conditions do no place any major constraints on the proposed development. In these areas, treatment and/or excavation of ground contamination may be required; there is no evidence of widespread or significant groundwater contamination and it is concluded that previous activities on the site do not pose a risk to groundwater or surface water quality; and elevated ground gases concentrations have not been detected on the site. Based on the results of limited monitoring, and subject to the findings from additional monitoring, it is concluded that gas protection measures are not likely to be needed for the proposed development. 9.2 Whilst the ground investigation has been completed to a level sufficient for the EIA, further detailed ground investigation should be carried out as the construction proceeds to confirm the ground conditions and to help in the design of building foundations Noise & Vibration Non-Technical Summary 18

20 10.1 A detailed noise and vibration assessment has been undertaken in order to assess the potential impact of DIRFT III on existing and future noise levels at existing nearby noise sensitive receptors Construction impacts, without mitigation, have the potential to exceed recommended construction noise limits. However, with implementation of appropriate mitigation measures and monitoring, these would be controlled to within the noise limits Baseline noise and vibration monitoring was undertaken to establish the existing ambient levels and significant sources in the vicinity of the proposed DIRFT III development A noise prediction model was used to establish the effects on the local road network in the vicinity of the development of changes in road traffic noise levels Increases in road traffic noise at existing residential properties due to changes in road traffic flows as a result of the proposed DIRFT III development are predicted to result in a worst case Minor increase in noise levels. Increases in rail traffic noise and vibration at existing residential properties due to the proposed DIRFT III development are predicted to be Negligible Operation of the proposed DIRFT III development has been assessed according the BS4142 method and the 24 hour operation of the terminal is expected largely to be less than a marginal significance of impact when compared to existing background levels of noise if the recommended mitigation measures are employed. Moderate adverse impacts are predicted at four properties Air Quality 11.1 A detailed air quality assessment has been undertaken in order to assess the potential impact of DIRFT III on local air quality within Daventry and Rugby during its construction and operation The assessment suggests that air quality impacts associated with the demolition and construction phase of the proposed development have the potential to be significant given the scale of the proposed development and the likely duration of construction activities. However, following the implementation of appropriate mitigation measures in accordance with best practice guidance it is likely that these impacts can be considered to be at most of negligible significance Baseline air quality was established by undertaking a site specific survey using Nitrogen Dioxide monitoring equipment over a period of six months which, in conjunction with the results of monitoring undertaken by Daventry Non-Technical Summary 19

21 District Council and Rugby Borough Council, were used to confirm the results of an air quality dispersion model Using this model, concentrations of Nitrogen Dioxide and particulate matter in the air were predicted at existing sensitive receptors in 2009, 2016 and The results of this assessment indicate that DIRFT III is predicted to have at most a negligible effect on local air quality at eight receptors and an imperceptible effect at all other receptors Given current uncertainties and concern regarding trends in Nitrogen Oxide emissions associated with road transport, a worst-case sensitivity analysis has also been undertaken where it has been assumed that there will be no improvement in urban road traffic Nitrogen oxide emissions between 2016 and The results of this worst case assessment suggest that DIRFT III is likely to have a slight adverse effect on local air quality at only two receptors. At all other receptor locations the predicted impacts are negligible or imperceptible Socio-Economics 12.1 Overall, the proposals will deliver a large scale rail freight interchange, providing a regionally and nationally significant distribution facility. The proposals will have major positive economic impacts in Daventry, Rugby and the main impact area through the creation of new jobs at both construction and operational stages While the scale of employment growth will be substantial, the effects upon the labour market will be reduced by the phasing of the development. The additional employment arising from the scheme will be large but its net impact on commuting, housing and other services will be relatively minor in comparison to the scale of the development and in consideration of measures taken within the scheme to reduce these impacts The overall negative impacts of the scheme are relatively minor reflecting the fact that the scheme will provide significant employment to address current deficiencies in the local labour market and that the scheme is viewed in the context of the wider growth agenda for the sub-region The most significant impacts of DIRFT III on the local economy would be:- 1 up to 4,433 person-years of temporary construction work; 2 approximately 8,080 permanent job opportunities based on the site; 3 over 9,300 net additional direct and indirect job opportunities in total in the local area and over 10,700 net additional direct and indirect job opportunities spread across the region (including those in the local area and on the site); and Non-Technical Summary 20

22 4 wider economic benefits, including enhancing the role of the area as a major focus for the distribution sector, helping to underline investor confidence and providing major employment benefits to the local labour market DIRFT represents a significant new capital investment in the area and will raise the overall level of economic activity and expenditure in the local area 13.0 Utilities 13.1 An assessment has been carried out of constraints with regard to potential existing utilities (cement slurry pipeline, electricity, gas and telecommunications), the need for diversions and/or protections within and adjacent to the site and how this should be taken forward as the site is constructed The main utility constraints to the development are the existing 450mm diameter high pressure gas main and the 280mm diameter Cemex slurry pipeline which run through part of the site. It is proposed to divert the gas main and protect the slurry pipeline to allow DIRFT III to proceed From detailed consultation with the current electricity provider it has been established that the early phasing of the proposed development can be supplied from an extension of the currently available network within the local primary substations at Hillmorton and Crick. In the later stage of development, offsite reinforcement and the establishment of a new onsite primary substation will be required. Anticipated environmental effects of those works are not substantial Consultation with the current gas network provider has identified that the existing gas network within the area of the site currently has sufficient capacity to supply DIRFT III The existing telecommunication providers within the area have confirmed that the proposed development can be served by extending and/or adapting existing network infrastructure into the development Agriculture 14.1 The proposed development will progressively remove 300 ha of agricultural land from use Over half is of poor quality (Grade 4) with its use constrained by masts, mast supports, buried cables and tenancy conditions that preclude cultivation and drainage. The rest is of moderate quality, and there will be no loss of best and most versatile land. The impact of the loss is negligible. Non-Technical Summary 21