Midland Metro Eastside Extension · submitted as part of this scoping report in Appendix A. 1.2...

Midland Metro Eastside Extension

EIA Scoping Report MMD-300207-HS18-DOC-0000-0001 Rev B

November 2015

Centro

MMD/300207 HS18 DOC 0000/0001 B

6 November 2015





November 2015

Centro

Mott MacDonald, 35 Newhall Street, Birmingham, B3 3PU, United Kingdom

T +44 (0)121 234 1500 F +44 (0)121 200 3295 W www.mottmac.com

Centro House 16 Summer Lane Birmingham B19 3SD

Midland Metro Eastside Extension EIA Scoping Report MMD-300207-HS18-DOC-0000-0001 Rev B

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Revision Date Originator Checker Coordinator Approver Standard

A 28 May 2015 P. Coates R. Pong C. Searson E. Lunt First issue to client

B 6 Nov 2015 L. Meek R. Pong C. Searson E. Lunt Final issue to client

Issue and revision record

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..



Chapter Title Page

Abbreviations i

1 Introduction 1

2 Scheme Description 4

3 Environmental Impact Assessment Methodology 13

4 Traffic and Transport 19

5 Noise and Vibration 24

6 Air Quality 31

7 Greenhouse Gases 38

8 Townscape and Visual 43

9 Historic Environment 50

10 Soils, Geology and Contaminated Land 56

11 Water Resources and Land Drainage 63

12 Ecology 68

13 Land Use and Land Take 72

14 Policies and Plans 75

15 Socio-Economics 78

16 Electromagnetic Fields 83

17 Climate Resilience 87

18 Summary to EIA Scoping 90

Appendices 91

A. Figures __________________________________________________________________________ 92 B. Main ES Contents _________________________________________________________________ 93

Contents



C. Preliminary Ecological Assessment ____________________________________________________ 94


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AADT Annual Average Daily Traffic

AQMA Air Quality Management Area

BCC Birmingham City Council

BCCE Birmingham City Centre Extension

BEE Birmingham Eastside Extension

BS British Standard

CCRA Climate Change Risk Assessment

CEMP Construction Environmental Management Plan

CIEEM Chartered Institute of Ecology and Environmental Management

CoCP Code of Construction Practice

DC Direct current

DECC Department of Energy and Climate Change

DETR Department of the Environment, Transport and the Regions

DfT Department for Transport

DMRB Design Manual for Roads and Bridges

EcIA CIEEM Ecological Impact Assessment

EIA Environmental Impact Assessment

EMC Electromagnetic Compatibility

EMF Electromagnetic Fields

EMI Electromagnetic Interference

EPUK Environmental Protection UK

ES Environmental Statement

FRA Flood Risk Assessment

Abbreviations


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GHG Greenhouse Gas

HDV Heavy Duty Vehicle

HGV Heavy Goods Vehicle

IAQM Institute of Air Quality Management

IAN Interim Advice Note

IEMA Institute of Environmental Management and Assessment

LEP Local Enterprise Partnership

LTP Local Transport Plan

LTP Local Transport Strategy

NO2 Nitrogen Dioxide

NPPF National Planning Policy Framework

NTS Non-Technical Summary

OLE Overhead Line Equipment

PCU Passenger Car Unit

PEA Preliminary Ecological Appraisal

PM Particulate Matter

PPG Pollution Prevention Guidelines

PPS Planning Policy Statement

SEL Sound Exposure Level

TA Transport Assessment

TWAO Transport and Works Act Order

UDP Unitary Development Plan

ZoI Zone of Influence


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ZTV Zone of Theoretical Visibility




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1.1 Background

1.1.1 The West Midlands Passenger Transport Executive (known as ‘Centro’) is currently

constructing an extension to Line 1 of the Birmingham Midland Metro light rail system from

Snow Hill to New Street Station (referred to as the Birmingham City Centre Extension -

BCCE). The BCCE is due to open in 2015.

1.1.2 Centro plans to extend the Midland Metro to the Eastside of Birmingham. This route, known

as the Birmingham Eastside Extension (BEE), would connect Snow Hill Station and High

Street Deritend (Digbeth) via the new High Speed Railway Line 2 (HS2) station at Curzon

Street. A description of the BEE Scheme is provided in Chapter 2 Scheme Description.

1.1.3 Drawing MMD-300207-TV12-DRA-0000-0001 details the overall scheme route and is

submitted as part of this scoping report in Appendix A.

1.2 Environmental Impact Assessment

1.2.1 Environmental Impact Assessment (EIA) is a process which identifies the 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 impacts and can provide a mechanism to take into account

environmental issues during the design of the BEE Scheme.

1.2.2 The results and conclusions of an EIA are reported in an Environmental Statement (ES).

1.3 Requirement for an EIA

1.3.1 Centro will be applying to the Secretary of State for an order under the Transport and Works

Act 1992 for the BCCE Scheme. If authorised, the Transport Works and Act Order (TWAO)

would provide the relevant powers for the construction, maintenance and operation of the

BEE.

1.3.2 The procedure for TWAO applications is described in The TWA (Applications and Objections

Procedure) (England and Wales) Rules 2006 (i.e. The TWA Application Rules). The

Application Rules provide that an application for a TWAO shall (unless the Secretary has

made a direction under rule 7(3)), be accompanied by a statement of environmental

information. This Rule is applicable if the project for which consent is sought is of a type

1 Introduction




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mentioned in Annex 1 of the EIA Directive1, 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).

1.3.3 The BEE Scheme does not fall within the types of development listed in Annex 1 of the EIA

Directive. However, the following development description within Annex II of the EIA Directive

is relevant to the BEE Scheme:

1.3.3.1 “10. Infrastructure projects:

(h) Tramways, elevated and underground railways, suspended lines or similar lines of a

particular type, used exclusively or mainly for passenger transport.”

1.3.4 Centro considers that the proposed application constitutes a project of a type mentioned in

Annex II of the Directive. Centro intend to submit an ES with the proposed Transport and

Works Act application.

1.4 Purpose of this EIA Scoping Report

1.4.1 This document is a Scoping Report for the BEE Scheme. It is prepared in support of a request

made under rule 8(1) of the TWA Application Rules that the Secretary of State state his

opinion as to the information to be provided in the ES for the BEE Scheme (Scoping Opinion).

1.4.2 The Scoping Report identifies and describes the key environmental chapters (technical

chapters) that will be considered during the EIA and reported in the subsequent ES. The

Scoping Report sets out:

A brief description of the nature and purpose of the proposed works;

The assessment methodology that will be used in the technical chapters;

The environmental surveys and studies required to evaluate the baseline conditions;

A brief description of the possible effects on the environment of the proposed BEE

Scheme; and

The environmental matters that are considered not likely to create potentially significant

environmental effects. Such matters are proposed to be ‘scoped out’ (i.e. not considered

further) in the ES for the BEE Scheme.

1.4.3 The Scoping Report is based on the requirements of Rule 8(2) under The TWA Application

Rules. Through the submission of this Report, Centro hereby formally request a Scoping

Opinion from the Secretary of State under Rule 8 (1) of The TWA Application Rules.

1 EIA Directive 2014/52/SU of the European Parliament and of the Council of 16 April 2014 amending Directive

2011/92/EU




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1.5 Acknowledgement

1.5.1 This Scoping Report is compiled by Mott MacDonald with input from WYG on the Land Use

and Land Take chapter (Chapter 13) and the Policies and Plans chapter (Chapter 14).

1.5.2 The preparation of this Scoping Report has benefitted from an informal consultation meeting

with Birmingham City Council (BCC) on 12 March 2015. Discussion with and advice from BCC

traffic modelling team at that meeting has informed the Scoping Report for the Transport

Assessment (TA) for the BEE Scheme.




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2.1 Project Need

2.1.1 The strategic need for the BEE Scheme will be set out in detail in Centro's Strategic Case2

and supported by the Birmingham Curzon HS2 Masterplan (BCC, 2015). Preparation of

Centro’s Strategic Case is well underway addressing comments from the Department for

Transport (DfT). It is anticipated that the final Strategic Case will be submitted with the TWAO

application.

2.1.2 The introduction of a high speed rail link to Birmingham, together with the regeneration

proposals of Eastside and Digbeth, will stimulate and increase new travel demand for the

area. Currently, the economic growth of these areas is constrained by a lack of high quality

public transport connection between the proposed HS2 station at Curzon Street and

Birmingham City Centre and its surrounding area. The BEE Scheme would provide a local

rail link in the Eastside and Digbeth for commuters, tourists, leisure travellers and business

travellers.

2.1.3 The Government’s Growth Deal announcement on 7 July 2014 included funding for the

Greater Birmingham & Solihull Local Enterprise Partnership (GBS LEP, 2013) for an

extension of Midland Metro from Stephenson Street to Eastside, serving the new HS2 station

at Curzon Street and onwards through Digbeth. The BEE Scheme has been developed in the

context of this GBS LEP Strategy for Growth.

2.1.4 Centro has the following key aspirations for the BEE Scheme:

To connect HS2 Curzon Street station with the wider Birmingham City Centre area;

To maximise interchange opportunities with existing railway stations at New Street and

Snow Hill, whilst minimising impacts to other road users, including local bus services;

To provide rapid public transport connections to East Birmingham either via the A45 or

Bordesley Green, to the airport/Birmingham International/HS2 Birmingham Interchange;

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, 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 Enterprise Zone and reinforcing the economic momentum of the area;

To reduce journey times between the Eastside and central Birmingham;

2 Centro Business Case, Midland Metro Birmingham Eastside Extension, Strategic Case, April 2015

2 Scheme Description




5

To provide opportunities for modal shift to Metro from private cars through potential park

and ride provision at the Ring Road, helping reduce congestion and bringing opportunities

for improving walking and cycling; and

To provide high-quality public transport links with key population, education and

employment centres in the city and wider region in order to open up access to the jobs

created in the Enterprise Zone.

2.1.5 The need for the BEE Scheme, together with the resultant benefits, will be presented in

Centro’s Strategic Case, and summarised in the ES.

2.2 BEE Scheme Route

2.2.1 Currently, Midland Metro Line 1 travels between Wolverhampton and Birmingham Snow Hill

Station via West Bromwich. The BEE Scheme will connect Snow Hill Station and will

terminate at High Street Deritend.

2.2.2 Drawing MMD-300207-HS29-DRA-0000-0010, located in appendix A of this document, details

the route of the BEE Scheme. Detailed drawings of the route are shown on drawings MMD-

300207-HS29-DRA-0000-0011 to MMD-300207-HS29-DRA-0000-0017. Additional detail on

the Albert Street tram stop is shown in drawing MMD-300207-HS29-DRA-0000-0004.

2.2.3 The tram will run on-street starting from the BCCE at the junction of Bull Street and

Corporation Street, then run on Lower Bull Street into Albert Street. The route will then cross

Moor Street Queensway at grade, travel southeast towards Curzon Street to connect with the

new HS2 station. It will continue south along New Canal Street before running on to Meriden

Street and turn eastwards onto High Street Deritend. The route will terminate on High Street

Deritend opposite Heath Mill Lane.

2.2.4 At this stage, it is envisaged that the BEE Scheme would provide four stops:

Albert Street;

New Canal Street (which would serve the HS2 station);

Meriden Street; and

High Street Deritend (terminus).

2.3 Scheme Location and Surrounding Area

2.3.1 The BEE Scheme will travel through Digbeth and also the Eastside of Birmingham, which is

an area dominated by the industrial legacy of the city with warehouses mixed with public

houses. The majority of buildings along the BEE Scheme route are industrial and commercial,

interspersed with some residential buildings.

2.3.2 The tram will run through various sections of shared highway and segregated track. High

Street Deritend is a busy dual carriageway; it is also a main route for buses connecting the




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city centre to the south and east including routes along and off of the A4540 inner ring road as

well as routes along the A45.

2.3.3 There is also a culvert for the River Rea under High Street Deritend.

2.3.4 Given the urban setting of the BEE Scheme, it is expected that a number of utilities (electricity

cables, gas and water mains, and sewers) will exist within/near the Scheme corridor.

2.4 Key Features of the BEE Scheme

2.4.1 Key features of the BEE Scheme will include:

Installation of a twin-tracked tramline approximately 1.7km in length;

On-street tram vehicles running on shared and segregated tracks;

Use of overhead line equipment (OLE) and OLE-free system subject to design feasibility;

and

Erection of up to two substations, each measuring approximately 15m(L) x 8m(W) x 3m(H)

– one each on Bull Street and High Street Deritend.

2.4.2 Each tram will be approximately 33m in length. Assuming that each passenger car unit (PCU)

equates approximately to 5.75m in length, a typical tram will be 5.74 PCUs in length.

2.4.3 It is expected that the BEE Scheme will be regularly maintained/repaired and remain

operational for at least 60 years.

2.5 Catenary-Free Tram System

2.5.1 Centro is currently working with Construcciones y Auxiliar de Ferrocarriles (CAF) to explore

the possibility of operating catenary-free tram vehicles along sections of the BEE Scheme

route. Catenary-free trams run on batteries and do not rely on OLE to operate. This will result

in reducing the visual effect of the Scheme, reduce the need for development on neighbouring

buildings and increase energy efficiency.

2.5.2 At the time of preparing this Scoping Report, it is considered likely that the BEE Scheme will

be a combination of sections with OLE and without OLE (i.e. catenary-free):

Between the junction at Bull Street/Corporation Street to Albert Street stop would use

OLE;

Along all of High Street Deritend would use OLE; and

Between Albert Street stop and High Street Deritend would be catenary-free.

2.5.3 Where sections use OLE, either OLE poles to support the wires or building fixing would be

used.




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2.5.4 If there are fundamental changes to the Scheme design at EIA stage, then the ES will report

these design changes, review the likely environmental impacts and assess potential for any

significant effects associated with design changes. If effects are likely to be significant,

appropriate design/mitigation measures will be recommended in the ES.

2.6 Alternatives

Bull Street to New Canal Street Route Options

2.6.1 Initial route development for the BEE Scheme focused on options at the point where the BEE

Scheme joins the Metro network, at the junction of Bull Street and Corporation Street. Seven

route options were initially considered, see Table 2.1.

Table 2.1: Route options

Option Description

Option 1 This option would run from Bull Street to High Street, Carrs Lane, Moor Street Queensway, Park Street and Curzon Street.

Option 2 This option would run along the southern edge of the Martineau Galleries redevelopment and on Albert Street. It would then follow Moor Street Queensway towards Curzon Street, 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 re-development. It would then run on Moor Street Queensway before terminating at the Millennium Point within the Eastside Quarter.

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

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.

2.6.2 A high level assessment of each option was undertaken considering the route's impact on the

environment, traffic, pedestrians and statutory undertaker's equipment, as well as other

factors relating to safety, accessibility, integration, engineering and the operation of Metro.

2.6.3 The findings from the assessment recommended that Options 1 and 2 be taken forward for

various reasons including the options not being dependent on provision of land by third

parties, providing the most direct routes, and having fewer associated engineering issues.




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Route options presented for consultation

2.6.4 Route option one and route option two were presented at a public consultation in February

and March 2014. Of the two route options provided, option two received more positive

comments from respondents. Key themes were the directness of the route, cost and a lesser

impact on existing modes of transport and offering the potential for redevelopment within the

City Centre.

2.6.5 Consultation was also carried out with key stakeholders at various times in 2013 and 2014.

These included Martineau Galleries (Hammerson), Dorothy Perkins, St Michael’s Church,

Tesco, Travelodge, Carrs Lane Church, Hotel La Tour and Digbeth Residents Association.

2.6.6 Following the consultation, consideration was given to moving the Albert Street stop outside

Hotel La Tour and combining it with a new section of carriageway that would provide

additional bus stops to mitigate the loss of stops on Moor Street Queensway. This would also

allow Albert Street to remain open to traffic to facilitate existing bus movements.

2.6.7 Consideration was also given to the alignment through the existing buildings on Dale End.

One option passes through the existing McDonalds 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). This

option was discounted as it takes the alignment very close to the existing servicing areas for

Dorothy Perkins and Travelodge which would have led to conflicts with service vehicles. It

would have also required the removal of the further buildings on New Meeting Street and led

to a tortuous alignment through the area.

New Canal Street to Terminus Route Options

2.6.8 Subsequent design work led to further development of the BEE Scheme. This extended the

proposed alignment beyond the New Canal Street stop to serve Digbeth to the south. Two

route options from the New Canal Street stop were developed, see Table 2.2.

Table 2.2: 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 runs southwards along New Canal Street before running onto Meriden Street and turning left onto High Street Deritend. The route will 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.




9

Consultation

2.6.9 Both the Fazeley Street and the High Street Deritend route options were presented at a public

consultation in October 2014. The High Street Deritend route was expressed as the preferred

route with benefits stated including the incorporation of specific locations along the route and

the route choice being a stimulus for economic regeneration.

2.6.10 Following the consultation the decision was made to shorten the route to terminate on High

Street Deritend. Originally the Adderley Street terminus lined to a Park and Ride site that was

being proposed as part of the overall regeneration of the area. However, this Park and Ride

site was removed from the proposals. Terminating the route in Adderley Street required

additional landtake and building demolition as the terminus had to be brought off-street to

allow trams space to wait and turn without blocking general traffic. As such it was felt that the

scheme would be less disruptive by terminating on High Street Deritend. It is still the intention

to continue along Adderley Street as part of future extensions, but in this case the stop would

not be a terminus and the alignment can be placed on-street, shared with traffic, without the

associated landtake and demolition associated with a terminus in this location.

2.6.11 More detailed information on the alternative alignment designs, along with sub-options for all

route alignments, and for tram stop locations will be presented within the ES.

2.6.12 As part of the TWAO an Options Report and a Consultation Report will also be submitted.

2.7 Construction Strategy

2.7.1 A construction strategy for the BEE Scheme will be prepared for consideration in the ES. This

strategy will provide the principles (including phasing and programming) of works which will

form the basis of contract specifications. The principal contractor will be expected to adopt the

contract specifications when delivering the BEE Scheme.

2.7.2 It is currently anticipated that the delivery of the BEE Scheme will be phased over a period of

approximately 24 months (Table 2.1), to include: enabling works, demolition, and construction

activities. Construction is anticipated to commence in early 2020.

2.7.3 Demolition of third party properties at the following locations will be required for the

development of the BEE Scheme:

4-6 Kings Parade, Dale End; and

Partial or full demolition of The Birmingham South of City College Building at the junction

of Meriden Street and High Street Deritend.

2.7.4 The method for constructing and laying the tram track for the BEE Scheme 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;




10

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, sub-stations.

2.7.5 If utility diversions are required as a result of the BEE Scheme, it could be undertaken as part

of the enabling works and/or during Scheme construction. It is envisaged that contract

specifications will require the contractor to liaise with the relevant utility providers, in order to

ensure minimum disruption to services arising from BEE Scheme utility diversions.

2.7.6 A high level indicative construction programme has been prepared. It is envisaged that

construction could be undertaken in 6 work stages which could overlap (Table 2.1). As the

BEE Scheme progresses into detailed design, this programme will be updated for

incorporation in the construction strategy.

Table 2.3: BEE Indicative construction programme

Work Stage Details Date

1 Extends from the tie in to the BCCE on Corporation Street to the intersection with Moor Street Queensway.

Key works to comprise:

Construction of a signalised delta junction with the operational BCCE route. Widening of Bull Street carriageway to accommodate off-line bus stops. Demolition of Dale End builidngs. Highway works in Albert Street. New twin track throughout the section. Tram stop at Albert Street.

2020 –2021

2 Extends across Moor Street Queensway.

Key works to comprises

New twin track throughout the section. Installation of a signalised junction.

2020 –2021

3 The section of tramway between Moor Street Queensway and the junction of New Canal Street and Fazeley Street and is largely off-highway.


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. Possible structural alterations to the foundations to the West Coast Main

Line underbridge. Attaching OLE to existing Network Rail bridges and HS2 station (or

temporary poles depending on programming of the works). Tram stop at New Canal Street to interface with HS2.

2020 –2021

4 New Canal Street and Meriden Street from the junction with Fazeley Street to just north of the junction with High Street Deritend.


2020 –2021




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Work Stage Details Date

New twin track throughout the section.

Possible lowering of the carriageway and structural alterations to the foundations of the railway underbridge in Meriden Street.

Partial or full demolition of The Birmingham South of City College building at the junction of Meriden Street and High Street Deritend.

Attaching OLE to the existing rail underbridge. Tram stop at Meriden Street.

5 The extent of High Street Deritend from the junction with Meriden Street eastwards to the terminus opposite Heath Mill Lane.


New twin track throughout the section. Structural works to the River Rea over bridge. Tram stop platform close to the junction with Milk Street.

2020 –2021

Completion Tram control system / power. Site acceptance tests. Trial running.

2021/2022

2.8 Code of Construction Practice

2.8.1 The Code of Construction Practice (CoCP) is a document that is prepared to minimise /

control any likely harm on the environment and human beings arising from construction

activities. The CoCP Part 1 sets out the 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 principal contractor is

normally required to expand on the CoCP Part 1 into a CoCP Part 2. CoCP Part 2 usually

includes more site specific information to demonstrate how the requirements of CoCP will be

complied.

2.8.2 It is anticipated that if a TWAO is granted for the BEE Scheme, the provision of CoCP Parts 1

and 2 will be one of the conditions attached to the deemed planning permission. Part 1 will be

submitted as part of the ES.

2.8.3 Centro has already prepared CoCP Part 1 for the construction of the BCCE, and updated this

for the Centenary Square Extension (CSQ) Variation. Centro will review and update Part 1 of

the CSQ Variation CoCP for the BEE Scheme. It is expected that BEE Scheme CoCP Part 1,

to be agreed with BCC, will initially include appropriate mitigation requirements that have been

recommended during this EIA. CoCP Part 1 will also include any other relevant matters that

have been identified as the BEE Scheme progresses into detailed design.

2.9 Overall Project Timetable

2.9.1 A high level indicative programme for the BEE Scheme is provided in Table 2.2.




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Table 2.2: Indicative timetable for BEE Scheme

Key Stage Target Date

Adoption of Scoping Opinion Q1 2016

TWAO Application Preparation (including EIA) Q1 2016 – Q3 2016

Submission of TWAO Application Q3 2016

Public Inquiry Q4 2016

Secretary of State’s Decision 2017

Discharge of TWAO planning conditions 2018-2021

Enabling Works 2019

Demolition and Construction 2019-2021

Completion and Operation 2021 onwards




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3.1 The Scoping Process

3.1.1 The purpose of scoping is to establish the scope and methodology for the EIA. Scoping is

undertaken based on a consideration of the potential for environmental impacts that could

arise during the construction and operation of the BEE Scheme.

3.1.2 Although there is no standard format for an ES, Rule 11 and Schedule 1 of the TWA

Application specify information that must be provided as a minimum in the ES:

A description of the development – the ES will provide a detailed description of the BEE

Scheme including:

– The physical characteristics and land use requirements of the BEE Scheme during the

demolition and construction works and the completed development;

– The main characteristics of any production processes;

– The expected residues and emissions (water, air and soil pollution, noise, vibration,

light, heat, radiation, etc.) resulting from the operation of the BEE scheme;

An outline of the main alternatives – the ES will report on the design evolution of the BEE

Scheme and the alternatives which have been considered and the main reasons for the

applicant’s choice taking into account the environmental effects;

Indication of any difficulties encountered in the EIA – any difficulties encountered including

any assumptions used in the EIA will be reported in the ES;

A description of design measures proposed to prevent, reduce and where possible avoid

significant adverse effects on the environment – the BEE Scheme will identify the

embedded design and mitigation measures already incorporated to its design;

A description of the aspects of the environment likely to be significantly affected by the

BEE Scheme, including:

– Humans;

– Fauna and flora;

– Soil;

– Water;

– Air;

– Climate;

– Material assets, including the townscape, heritage, landscape and archaeological

assets;

– the interrelationship between the above factors;

A description of the likely significant effects of the proposed project on the environment,

which, so far as relevant, will cover the direct effects, and any indirect, secondary,

cumulative, short-term, medium-term, and long-term, permanent, temporary, positive and

negative effects of the project resulting from:

– The existence of the project;

– The use of natural resources;

– The emission of pollutants, the creation of nuisances and the elimination of waste, the

description by the applicant of the forecasting methods used to assess the effects on

the environment; and

3 Environmental Impact Assessment Methodology




14

Non-Technical Summary (NTS) – this will be provided as a free-standing document which

will report the key findings of the EIA in plain English for the general public.

3.1.3 To be consistent with the EIA legislative requirements, the following environmental chapters

have been considered in this Scoping Report:

Traffic and transport;

Noise and vibration;

Air quality and dust;

Greenhouse gases;

Townscape and visual impact;

Archaeology and cultural heritage;

Soils, Geology and contaminated land;

Water resources and land drainage;

Ecology and nature conservation;

Land use and land take;

Planning policy framework;

Socio-economic;

Electromagnetic fields; and

Climate change.

3.1.4 Any environmental matters proposed to be ‘scoped out’, i.e. not included in the EIA for further

assessment, are included in Table 18.1 of this Scoping Report with justification for this

decision included within the relevant technical chapter. However, if the design of the BEE

Scheme changes substantially during the EIA, then a review of all environmental matters will

be undertaken. Based on professional judgment and following consultation with the relevant

statutory organisations/bodies, if required, matters previously excluded could be ‘scoped back’

into the EIA.

3.1.5 Although not yet transposed into UK legislation, the BEE Scheme EIA will have regard to the

changes to the new EIA Directive during the assessment of the Scheme. Additional topics that

may be required to be considered in an EIA that are applicable to the BEE Scheme, climate

change, biodiversity and human health, are detailed within the relevant chapters of this report:

Climate change - the likely effects of climate change are considered in Chapter 17 Climate

Resilience;

Biodiversity - the likely effects on biodiversity are considered in Chapter 12 Ecology; and

Human health - the likely effects on human health are considered in Chapter 5 Noise and

Vibration, Chapter 6 Air Quality, Chapter 15 Socio-Economic, and Chapter 16

Electromagnetic Fields.

3.1.6 The scope of the ES will be determined having regard to the Scoping Opinion provided by the

Secretary of State for Transport, and the scoping responses received during consultation by

the DfT. A generic table of contents for the ES Main Statement (Volume 1) is in Appendix A.




15

3.2 Approach to Technical Assessment

3.2.1 Each technical chapter in the ES (e.g. landscape and visual, ecology and nature

conservation) will present a general approach to the environmental assessment, which is

expected to include the following:

General scope (spatial/temporal) of assessments;

Relevant guidance and best practice followed;

Consultation undertaken during EIA;

Mitigation measures incorporated at design stage;

A list of committed developments relevant to the consideration of cumulative effects in the

EIA;

General assessment scenarios; and

Assumptions used and difficulties encountered in the EIA.

3.2.2 Each technical chapter will refer to the relevant current legislations, Government policies and

regulations, good practice, professional institutes’ guidance and industry requirements.

Reference will also be made to relevant Centro environmental policies. The ES will also

contain detailed assessment of baseline information, mitigation design measures and

predicted effects. The individual assessment methodologies and impact prediction techniques

used for each of the technical chapters are provided in Chapters 4 to 17 of this Scoping

Report.

3.2.3 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, 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”.

3.2.4 EIA is an iterative process. If preliminary assessment findings indicate there is potential for

significant environmental effect, appropriate mitigation measure(s) will be identified for re-

assessment. The BEE Scheme ES will report on the assessment of environmental effects

arising from a potential impact/change to environmental receptors following the application of

appropriate mitigation measures. The significance of environmental effects in the absence of

mitigation will not be reported in the ES.

3.2.5 In order to provide a consistent approach to the presentation of residual effects, the following

terminology will be 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.




16

3.2.6 Predicted effects would be classified according to the following semantic scale unless

otherwise prescribed by particular technical assessment published guidance:

Negligible - imperceptible effect;

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).

3.3 Spatial Scope

3.3.1 The spatial (geographic) scope of the ES will be defined in the ES, in order to assess any

potential for significant effects on the environmental receptors identified. For the purpose of

the EIA, the spatial scope will comprise the following areas:

Area within the BEE Scheme boundary (the limits of deviation) – this is expected to cover

the footprint of the tramway and associated OLE, temporary/permanent diversions of

highways and rights of way, any additional landtake (permanent / temporary) that may be

required during its construction and operation; and

Areas beyond the BEE Scheme boundary where environmental impacts could occur –

each individual technical chapter will identify its specific study area for impact

assessment.

3.4 Temporal Scope

3.4.1 The EIA will assess any potential for construction and operational impacts arising from the

BEE Scheme. At this stage, the temporal scope, based on the high level construction

programme (Table 2.1) is assumed to be:

2019 – commencement of enabling works;

2020 – 2021 – commencement of demolition and construction activities; and

2021 – completion of works and BEE Scheme becomes operational.

3.4.2 The BEE Scheme 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. The ES will

provide further information on the maintenance requirements of the BEE Scheme. In view of

the relatively long lifespan of the BEE Scheme and the associated maintenance,

decommissioning is not considered relevant to the EIA. As such, the ES will not discuss the

decommissioning of the BEE Scheme.

3.5 Assessment Scenarios

3.5.1 The EIA will consider two assessment scenarios, namely:

‘Without tram’, or a ‘Do Nothing (DN) scenario; and




17

‘With tram and embedded mitigation design measures’, or a ‘Do Something’ (DS)

scenario.

3.5.2 The DN scenario (identified as the ‘Do Minimum’ (DM) scenario in the Centro’s Strategic

Case) will include:

Background traffic growth;

Committed developments (relevant known schemes with planning consent); and

Committed transport schemes.

3.5.3 The DS scenario will include:

Background traffic growth;

Committed developments (relevant known schemes with planning consent);

Committed transport schemes; and

BEE route alignment scheme.

3.6 Cumulative Effects

3.6.1 The consideration of cumulative effects is 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 Scheme.

3.6.2 Cumulative effects can occur in two ways as a result of development activities:

Intra-project cumulative effects; and

Inter-project cumulative effects.

Intra-project cumulative effects

3.6.3 Intra-project effects 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-project 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

3.6.4 Any intra-project effects identified during the EIA will be reported as appropriate within the ES.

Inter-project cumulative effects

3.6.5 The BEE Scheme has the potential to result in other environmental effects when considered

in conjunction with other ‘committed developments’ in its vicinity.

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




18

3.6.6 For the purpose of this EIA, committed developments are major developments that have not

been implemented but have the benefit of planning permission or likely to be granted planning

permission.

3.6.7 The list of committed developments relevant to the cumulative assessment will be stated in

the ES and will be agreed in consultation with BCC. HS2 and the relevant West Midlands

Connectivity Package developments will be included within the cumulative assessment along

with information on the anticipated construction programme for both HS2 and the BEE

Scheme.

3.6.8 Other committed developments identified will be obtained from BCC and their online planning

application register. Where detailed information on the committed developments is not

available to enable quantitative assessment, qualitative assessments would be undertaken.

3.7 Structure of the ES Documentation

3.7.1 It is anticipated that the ES for the BEE Scheme will comprise the following parts:

ES Volume 1 Main Statement: this will include a description of the BEE Scheme, its needs

and alternatives, impact assessment results. A generic contents page of a typical ES Main

Statement is provided in Appendix A;

ES Volume 2 Technical Appendices: these will include technical reports and figures that

have been referred to in Volume 1 Main Statement; and

ES Volume 3 Non-Technical Summary (NTS): this will be a summary of the main EIA

findings written in plain English.




19

4.1 Assessment methodology

4.1.1 The traffic and transport assessment in the ES will be based on the key findings of the

Transport Assessment (TA), and will consider the potential impact of the BEE Scheme on:

The surrounding and wider highway network;

The public transport, pedestrian and cycle network; and

Car and cycle parking.

4.1.2 The following baseline traffic scenarios will be assessed within the traffic and transport

assessment using traffic modelling information provided by BCC, which is consistent with

Centro’s Strategic Case:

2011 base year;

2021 (year of opening); and

2031.

4.1.3 The scope of the TA has been submitted to BCC (Highways), i.e. the local highways authority,

for agreement. Once agreed, it will form the basis for the preparation of the TA. The transport

chapter will be based on the assumptions and assessments undertaken for the TA.

Legislation and guidance

4.1.4 The traffic and transport impact assessment will be undertaken with due regard and reference

to the key national (UK and England) guidance documents. The following guidance will be

applied to the assessment:

Guidelines for the Environmental Assessment of Road Traffic, The Institute of

Environmental Assessment (now the Institute of Environmental Management and

Assessment (IEMA)), 19934;

Design Manual for Roads and Bridges (DMRB), 20085; and

Guidance on Transport Assessment, DfT, 20076.

Study area

4.1.5 The study area for the traffic and transport assessment will be the same as that identified in

the Scoping Report for the TA. This study area will include:

Affected existing and potential transport infrastructure along the route of the BEE Scheme;

and

Transport infrastructure remote from the BEE Scheme where the significant impacts are

predicted in the TA, e.g. remote highway junctions, parking areas, etc.

4 The Institute of Environmental Assessment (IEMA) Guidelines for the Environmental Assessment of Road Traffic

(1993)

5 Volume 11 of the Design Manual for Roads and Bridges (2008)

6 The DfT Guidance on Transport Assessment (2007)

4 Traffic and Transport




20

4.1.6 Remote impact locations for assessment have been agreed with BCC following output from

the traffic modelling stage. The four offline junctions which are to be assessed are as follows:

Moor Street Queensway/Masshouse Lane;

Moor Street Queensway/Chapel Street;

Moat Lane Gyratory; and

Heath Mill Lane/Liverpool Street.

4.1.7 In addition, the IEMA Guidelines for the Environmental Assessment of Road Traffic state that

traffic flow increases (or HGV increases) of 30% as a result of development represent a

reasonable threshold for inclusion of highway links within the EIA. The guidelines also state

that links with traffic flow increases of at least 10% should be assessed in traffic sensitive

areas, such as near schools/hospitals etc. This guidance will be adopted for determining the

study area for transport impacts of the BEE Scheme.

Surveys

4.1.8 As part of the TA, where existing data is not available, survey data will be collected to:

Validate junction capacity models, particularly for the 2011 base scenario;

Quantify parking that will be affected by the BEE Scheme; and

Quantify the impact on existing pedestrian infrastructure that will be affected by the BEE

Scheme.

4.1.9 It is not anticipated that any other additional surveys will be undertaken as part of the EIA.

Significance criteria

4.1.10 IEMA guidance lists the following environmental impacts relevant to transport that should be

considered as part of the assessment:

Severance;

Driver Delay;

Pedestrian Delay;

Pedestrian Amenity;

Fear and Intimidation;

Accidents and Safety; and

Hazardous Loads.

4.1.11 Categories of receptor sensitivity will be 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;

People walking;




21

People cycling;

Open spaces, recreational sites, shopping areas;

Sites of ecological/nature conservation value; and

Sites of tourist/visitor attraction.

4.1.12 The magnitude of impact depends upon the impact being assessed, and has been based on

the guidance relating to severance which suggests that 30%, 60% and 90% changes in traffic

levels should be considered as “slight”, “moderate” and “substantial” impacts respectively.

4.1.13 For the purposes of this assessment, the following categories for magnitude of impact will be

adopted:

Major (>60%);

Moderate (30% - 60%);

Minor (10% - 30%);

Negligible (0% - 10%); and

No change (0%).

4.1.14 The significance of effects will be based on a combination of the magnitude of impacts and

the sensitivity of receptors. The matrix in Table 4.1 shows the derivation of significance levels

based on these two factors. For the purpose of the EIA, effects that are moderate or above

are considered significant.

Table 4.1: Significance of effect categories

Sensitivity of Receptor

High Medium Low Negligible

Ma

gn

itud

e o

f Im

pact

(D

egre

e o

f C

ha

ng

e)

Major Major to Severe Moderate to Major

Minor to Moderate

Minor

Moderate Moderate to Major

Moderate Minor Not significant to Minor

Minor Minor to Moderate

Minor Not significant to Minor

Not significant to Minor

Negligible Minor Not significant to Minor

Not significant to Minor

Not significant

No Change Not Significant Not Significant Not Significant Not Significant

4.2 Baseline information

4.2.1 The main existing sections, characteristics and receptor types along the BEE Scheme route

are summarised in Table 4.2.

Table 4.2: Baseline characteristics and receptors

Section Characteristics Main Receptor Types

Corporation Street to High Street (Bull Street)

Retail street Pedestrians




22

Section Characteristics Main Receptor Types

High Street to Eastside Park Servicing access and main road Pedestrians/cyclists

Eastside Park Public amenity space Pedestrians/cyclists

Open space

Eastside Park to Digbeth (New Canal Street and Meriden Street)

Light industrial area Drivers

Meriden Street to High Street Deritend Wide trafficked street, retail frontage / car forecourts

Pedestrians/ cyclists

Drivers

Shopping area

4.3 Potential environmental impacts

Construction impacts

4.3.1 A qualitative assessment will be undertaken to review construction phase impacts relating to

traffic and transport. This will be based on an indicative Construction Statement and a traffic

management plan. In addition, the construction impact assessment will be informed by the

CoCP.

4.3.2 Potential impacts which may arise during the construction period are listed in Table 4.3.

Table 4.3: Potential construction impacts

Aspect of BEE construction works Construction impact

Road closures / diversions Severance

Driver delay

Footway closures / diversions Pedestrian/cyclist delay

Pedestrian/cyclist amenity

Construction traffic Pedestrian/cyclist amenity

Fear and intimidation

Accidents and safety

Operational impacts

4.3.3 Potential impacts which may arise during the operational period are listed in Table 4.4. Light

rail vehicles (trams) are usually perceived as cyclist/pedestrian-friendly.

Table 4.4: Potential operational impacts

Aspect of BEE operation Operational impact

Tram alignment Severance

Tram operation Driver delay

Pedestrian/cyclist delay

Pedestrian/cyclist amenity




23

Aspect of BEE operation Operational impact

Fear and intimidation

Accidents and safety

4.4 Summary

4.4.1 The following impacts will be scoped into the traffic and transport assessment for the

construction phase: Severance; Driver Delay; Pedestrian/Cyclist Delay; Pedestrian/Cyclist

Amenity; Fear and Intimidation; and Accidents and Safety.

4.4.2 The following impacts will be scoped into the traffic and transport assessment for the

operational phase: Severance; Driver Delay; Pedestrian/Cyclist Delay; Pedestrian/Cyclist

Amenity; Fear and Intimidation; and Accidents and Safety.

4.4.3 It is proposed that the traffic and transport assessment will exclude consideration of

transportation of hazardous loads during construction and operation, as the BEE Scheme is

not expected to generate any such traffic.




24


5.1.1 The BEE Scheme has the potential to have adverse effects relating to noise and vibration,

during both construction and operation phases.

5.1.2 The assessment will establish the potential impacts the scheme will have from both phases of

development, asses this in line with existing guidance and legislation and the existing noise

environment, through a baseline survey. The assessment will then predict the likely effect and

propose appropriate mitigation, where applicable.


5.1.3 The following key legislations, standards and guidelines are relevant to the BEE Scheme. The

list is not exhaustive. Where necessary, further guidance will be referred to in the ES.

The Noise Insulation Regulations 1975 (amended 1988);

Sections 60 and 61 of The Control of Pollution Act 1974;

The Environmental Protection Act 1990;

The National Planning Policy Framework (NPPF) 2012;

National Road and Rail Networks: Draft National Policy Statement, December 2013;

BCC ‘Planning Consultation Guidance No. 1 Noise and Vibration’ 2013;

The Noise Policy Statement for England 2010;

British Standard (BS) 5228 Code of practice for noise and vibration control on construction

and open sites - Part 1: Noise 2009, amended 2014;

BS5228 'Code of construction practice for noise and vibration control on construction and

open sites - Part 2: Vibration' 2009;

DMRB Volume 11, Section 3, Part 7 "Noise and Vibration" (HD213/11);

Calculation of Road Traffic Noise (CRTN) 1988;

Calculation of Railway Noise (CRN) 1995;

BS4142 Method for Rating Industrial Noise Affecting Mixed Residential and Industrial

Areas 2014;

BS 6472 ‘Part 1: Guide to Evaluation of Human Exposure to Vibration in Buildings

(Vibration sources other than blasting)’ 2008;

The World Health Organisation's "Guidelines for Community Noise" 2000;

The World Health Organisation’s ‘Night Noise Guidelines for Europe’ 2009;

IEMA ‘Guidelines for Environmental Noise Assessment’ 2014; and

Midland Metro Extensions- Noise and Vibration Policy 2003.

Study area

Spatial scope

5.1.4 The spatial extent of the assessment will include:

5 Noise and Vibration




25

All locations where construction impacts generated by activities are likely to directly affect

sensitive receptors;

Diversion routes on public highways during construction if required;

Haulage routes;

Contractor’s compounds;

Areas other than defined diversion routes where existing traffic will be changed as part of

the BEE Scheme; and

Areas in the vicinity of permanent features such as substations.

5.1.5 In terms of construction noise the spatial extent of the assessment would be limited to areas

where the calculated total noise (construction noise plus pre-construction ambient noise) is

expected to exceed the pre-construction ambient noise level by 5 dB or more subject to the

following threshold values:

45dB(A) during the night periods defined as 23:00 to 07:00 on any day of the week;

55dB(A) during evenings and weekends defined as 19:00 to 23:00 on weekdays; 13:00 to

23:00 on Saturdays and 07:00 to 23:00 on Sundays; and

65dB(A) during the daytime periods defined as 07:00 to 19:00 on weekdays and 07:00 to

13:00 on Saturdays.

5.1.6 In terms of operational impacts, the assessment will be limited to locations that are expected

to experience a change in the level of road traffic and or tram noise of at least a 1.0dB in the

BEE Scheme opening year (2021).

Temporal scope

5.1.7 For construction impacts, the noise and vibration assessment will encompass:

The baseline which is considered to be representative of the conditions prior to

commencement of construction; and

The days and hours of construction activity.

5.1.8 For operational impacts the noise and vibration assessment will encompass:

A comparison between DN and DS scenarios in the year of opening (2021) and the future

year (2031);

The DN scenario will include background traffic growth, committed developments, and

committed transport schemes as defined in the TA.

The DS scenario will include background traffic growth, committed developments and

committed transport schemes as defined in the TA;

At this stage it is understood that traffic data will not include speed banding. Therefore the

noise assessment will not consider speed banding as is now used in Highways England

schemes.




26

Surveys

5.1.9 Noise surveys will be undertaken to characterise the baseline noise environment. Surveys will

comprise short-term and long-term measurements at representative sensitive receptors.

Measurement locations will be agreed in consultation with BCC. Noise data gathered would

comprise LAeq, LA10, LA90, LAMax in addition to Sound Exposure Level (SEL) measurements of

tram pass-bys.

5.1.10 Vibration surveys will be undertaken to assess the potential impacts of construction and

potentially operational activities on nearby sensitive receptors. Survey locations will be agreed

in consultation with BCC.


5.1.11 The NPPF and associated Noise Policy Statement for England require the identification of

Significant Observed Adverse Effect Levels (SOAEL), Lowest Observed Adverse Effect

Levels (LOAEL) and No Observed Effect Levels (NOEL) in order to identify potential impacts

which may then be remedied with mitigation. These levels will vary between sources.

Agreement will be sought with BCC on appropriate levels (with regard to the BCC Planning

Consultation Guidance No. 1 Noise and Vibration), but it is envisaged these would accord with

those identified in the following sections.

Construction noise

5.1.12 In accordance with BS 5228:

“Noise level generated by construction activities are deemed to be significant if the total (pre-

construction ambient plus construction noise) exceeds the pre-construction ambient noise by

5 dB or more, subject to lower cut-off values of 65 dB, 55 dB and 45 dB LAeq,Period, from

construction noise alone, for the daytime, evening and night-time periods, respectively and a

duration of one month or more, unless works of a shorter duration are likely to result in

significant impact”.

5.1.13 For this assessment, noise impacts determined as significant in accordance with the above

definition will be regarded as resulting in a significant adverse effect.

Construction vibration

5.1.14 A Peak Particle Velocity (PPV) of 1.0 mm/s or more, lasting for a minimum of one hour during

the normal hours of working, will be considered to have a major adverse impact and will be

deemed to produce a significant adverse effect. Lower vibration magnitudes will be assumed

to have progressively less significant effects.




27

Operational noise – airborne, from transportation

5.1.15 The significance of the effect of any noise and vibration impacts is determined as a function of

the sensitivity of the receptor, the magnitude of the impact to which it is exposed and the

exceedance over threshold values.

Operational noise – airborne, from fixed plant

5.1.16 Significant effects will be determined through a BS4142 assessment; it will be based upon the

difference between the background noise and the corrected calculated noise levels from plant

(rating level). Significant effects will be deemed to occur where the difference between

background noise and rating levels is +5dB.

Operational noise - ground-borne

5.1.17 There are no national standards for ground-borne noise criteria. Planning Condition 11 for the

planning consent for the BCCE scheme on 1st July 2005 set a limit of 40dB LAmax,slow inside

residential receptors and 45dB LAmax, slow inside noise sensitive rooms in offices. In

accordance with these and other criteria adopted on other major infrastructure schemes, as

collated and specified for Crossrail and HS2, the criteria presented in Table 5.1 will be

adopted for this EIA.

Table 5.1: Ground-borne noise limits

Building Level/Measure

Residential Buildings 40dB LAmax,s

Offices 40dB LAmax,s

Hotels 40dB LAmax,s

Theatres 25dB LAmax,s

Large auditoria/Concert halls 25dB LAmax,s

Sound recording studios 30dB LAmax,s

Places of meeting for religious worship 35dB LAmax,s

Courts, lecture theatre 35dB LAmax,s

Small auditoria/halls 35dB LAmax,s

Schools/Colleges 40dB LAmax,s

Hospitals, laboratories 40dB LAmax,s

Libraries 40dB LAmax,s

Source: D10 Ground-borne Noise and Vibration

Operational vibration

5.1.18 Ground-borne vibration will be assessed in terms of potential disturbance to building

occupants. The assessment criteria for disturbance due to vibration is provided in BS 6472.




28

BS6472 provides a method to assess the cumulative vibration from multiple vibration events

over the day and night time period. Based upon that guidance, the criteria relevant to ground-

borne vibration for the BEE Scheme is presented in Table 5.2.

Table 5.2: Significance criteria for ground-borne vibration at sensitive receptors

Vibration exposure VDV ms–1.75 – daytime

Vibration exposure VDV ms–1.75 – night time

Effect

Less than 0.2 Less than 0.1 Negligible

0.2 to 0.4 0.1 to 0.2 Slight

0.4 to 0.8 0.2 to 0.4 Moderate

>0.8 >0.4 to 0.8 Major

5.2 Baseline Information

5.2.1 At a site walkover in September 2014 the following were identified as to potential sensitive

receptors.

5.2.2 Properties adjacent to the route comprise mainly commercial and light industrial buildings;

however there are areas of sensitivity to noise. Buildings of the following types were

observed during the site walkover:

Residential – both permanent and temporary such as Hotel La Tour and apartments on

Masshouse Lane;

Educational – such as South and City College Birmingham located on High Street

Deritend;

Places of Worship such as Carrs Lane United Reformed Church and St Michaels Catholic

church on Moor Street Queensway; and

Offices along Bull Street and High Street Deritend.

5.2.3 Other areas which may be considered as sensitive as a result of their position and their use:

Restaurants – particularly those with external seating; and

Recreational areas – parks, urban open spaces such as the City Park located near

Millennium Point and Hotel La Tour.

5.3 Potential Environmental Impacts

5.3.1 Potential noise and vibration impacts associated with the BEE Scheme during the

construction and operational phases are summarised in Tables 5.3 and 5.4 respectively.




29

Construction impacts (temporary impact unless indicated)


Aspect of BEE Scheme construction works

Potential Construction impact

Demolition of any existing structures and carriageways

Construction impacts, plant noise: fixed and mobile sources

Excavation, compaction and foundations works

Construction impacts, plant noise: fixed and mobile sources

Services, drainage and the new carriageways Construction impacts, plant noise: fixed and mobile sources

Surfacing Construction impacts, plant noise: mobile source

Road traffic noise: permanent change in BNL

Signage, OLE, substation etc. Construction impacts, plant noise: fixed source

Site compounds Construction impacts, plant noise: fixed and mobile sources

Haul routes Road traffic noise: potential increase in %HGV

Diversion routes Road traffic noise: potential volume changes in all types of vehicle

Operational impacts (permanent impact)

Table5.4: Potential operational impacts

Aspect of BEE Scheme operation Potential Operational impact

Tram airborne noise Additional source term: new mobile source (tram) sharing road space with existing road traffic

Replacement source term: new mobile source (tram) operating on sections of road closed to other traffic

Tram ground-borne noise Additional source term: new mobile source (tram) sharing road space with existing road traffic

Replacement source term: new mobile source (tram) operating on sections of road closed to other traffic

Additional Source term: new mobile source (tram) passing within 20m of noise sensitive structures

Tram vibration Additional Source term: new mobile source (tram) passing within 20m of noise sensitive structures

Road traffic noise Road traffic noise: change in volume of flow, removal of flow in some areas

Noise from fixed plant – e.g. substation Operational impact, new point sources: fixed positions

5.4 Summary

5.4.1 This scoping chapter has identified the following impacts for further assessment:

Construction noise;

Construction vibration;




30

Operational noise and vibration from trams;

Operational noise from traffic; and

Operational noise from fixed plant.

All identified sources of noise and vibration will be scoped into the assessment.




31


6.1.1 The BEE Scheme has the potential to cause air quality impacts during the construction and

operational phases. An air quality assessment will be carried out to include the following:

Nitrogen oxides (NOx), particularly nitrogen dioxide (NO2);

Fine particles (particulate matter defined as those less than 10 and 2.5 microns in

diameter; PM10 and PM2.5 respectively); and

Dust (defined as particulate matter in the size range 1-75 microns in diameter).

6.1.2 No assessment is considered necessary for emissions of pollutants other than those identified

above as no significant emission sources of these pollutants would be introduced or affected

by the BEE Scheme and concentrations are expected to be well below air quality objectives

within the study area.


6.1.3 The following legislation and standards are relevant to the air quality assessment of the BEE

Scheme:

Directive 2008/50/EC on ambient air quality and cleaner air for Europe;

The Air Quality Standards Regulations, 2010;

Part IV of the Environment Act, 1995;

Air Quality (England) Regulations, 2000 (as amended); and

The Air Quality Strategy (AQS) for England, Scotland, Wales and Northern Ireland, 2011.

6.1.4 Numerical environmental quality standards relevant to the assessment are summarised in

Table 6.1. No statutory numerical criteria exist in relation to concentrations of dust in ambient

air, or that deposited to land or other surfaces, and therefore none are included within the

table. However, Section 79(1)(d) of the Environmental Protection Act 1990 defines one type

of ‘statutory nuisance’ as “any dust, steam, smell or other effluvia arising on industrial, trade or

business premises and being prejudicial to health or a nuisance”. Where a local authority is

satisfied that a statutory nuisance exists, or is likely to occur or recur, it must serve an

abatement notice. Failure to comply with an abatement notice is an offence. However, it is a

defence if an operator employs the best practicable means to prevent or to counteract the

effects of the nuisance.

6 Air Quality




32

Table 6.1: Relevant air quality objectives

Pollutant Averaging Period

Air Quality Objective 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/EEC 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. (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. (g)

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.

6.1.5 On 27 March 2012 the coalition Conservative and Liberal Democrat government at the time

announced the introduction of the NPPF. The following paragraphs in the NPPF are

particularly relevant to air quality:

6.1.5.1 Para. 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 land instability…”

6.1.5.2 Para. 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

(including cumulative effects) of pollution on health, the natural environment or general

amenity, and the potential sensitivity of the area or proposed development to adverse effects

from pollution, should be taken into account.”

6.1.5.3 Para. 124 “Planning decisions should ensure that any new development in Air Quality

Management Areas is consistent with the local air quality action plan.”




33

6.1.6 The air quality assessment will take account of the current best practice guidance which

includes:

Defra’s ‘Local Air Quality Management Technical Guidance TG(09)’7;

Environmental Protection UK (EPUK) and Institute of Air Quality Management (IAQM)

guidance ‘Land-Use Planning & Development Control: Planning for Air Quality’8; and

Highways England’s DMRB 207/079.

6.1.7 The assessment will also take note of the latest Highways England Interim Advice Notes

(IANs) and follow these where appropriate however it will not follow IAN 185/15 (Updated

traffic, air quality and noise advice on the assessment of link speeds and generation of traffic

data into speed-bands) primarily because:

The assessment is being undertaken using an existing SATURN traffic model that is

maintained by BCC. The existing SATURN model is currently being adapted for the BEE

Scheme rather than being developed specifically; adaption of the SATURN model is

anticipated to be completed in Summer/Autumn 2015; and

The BEE Scheme is not a highways scheme. The key air quality impacts of the BEE

Scheme are associated with redistribution of traffic on the existing road network as a

result of the route corridor, changes to signalised junctions and the effect of modal shift.

6.2 Study area

Spatial Scope

6.2.1 Air quality impacts arising from dust emissions from construction site activities are unlikely to

occur more than 350m from the location in which they are carried out10

. The primary spatial

scope for construction impacts will therefore be confined to a study area within 350m of

construction activities undertaken along the route of the BEE Scheme and/or site compounds.

6.2.2 For construction and operation phase traffic impacts, guidance advises that contributions from

vehicle emissions are generally imperceptible above background concentrations farther than

200m from the source11

. Therefore, for the assessment of road traffic emissions,

consideration will not be given to receptors which are located farther than 200m away from

affected roads. The assessment will primarily focus on those receptors likely to experience

the highest concentrations and/or greatest change in concentrations as a result of the BEE

Scheme. Such receptors are normally located within approximately 5m to 10m of the

roadside.

7 Local Air Quality Management – Technical Guidance LAQM.TG(09). Defra, 2009

8 Land Use Planning & Development Control: Planning for Air Quality EPUK and IAQM 2015

9 Design Manual for Roads and Bridges, Volume 11, Section 3, Part 1, HA 207/07, Air Quality. HA, 2007.

10 Assessment of dust from demolition and construction, Institute of Air Quality Management, 2014

11 Design Manual for Roads and Bridges, Volume 11, Section 3, Part 1, HA 207/07, Air Quality. HA, 2007




34

6.2.3 At this stage it is not possible to identify which roads will undergo sufficient changes in traffic

flows or alignment to warrant inclusion within the assessment as traffic flow data are

unavailable. Therefore, explicit definition of the spatial scope for this aspect of the assessment

is not possible. The DMRB, Section 3, Part 7, HA 207/07 provides criteria to apply to traffic

data to identify roads which are likely to be ‘affected’ by a proposal.

6.2.4 Affected roads for the assessment of local air quality within this assessment are those that

meet the following criteria:

Road alignment will change by 5m or more; or

Annual Average Daily traffic (AADT) flows will change by 1,000 vehicle movements or

more; or

AADT Heavy Duty Vehicle (HDV) flows will change by 200 vehicle movements or more; or

Daily average speed will change by 10 km/h or more; or

Peak hour speed will change by 20 km/hr or more.

6.2.5 Based on the review of the traffic data to identify changes in flows on the road network, air

quality impacts will be assessed in detail using the dispersion model ADMS Roads. ADMS

Roads is widely used in the UK for assessing air quality impacts for the purpose of EIA as well

as by local authorities for their Review and Assessment work.

6.2.6 The ADMS Roads model will be used to calculate concentrations for a number of road links

where significant effects could occur, with a focus on locations near to roads where the

greatest changes are expected and where concentrations are likely to be highest (see above).

If necessary, particular attention will be given to areas of the road network where the BEE

Scheme may cause or alleviate congestion. The model output will be verified and, if

necessary, adjusted using local air quality monitoring results. Three years of meteorological

data will be used to support the modelling to take account of future variations in conditions.

Temporal Scope

6.2.7 For construction, the assessment would be based on the construction period and key phases

within it. The period for which any identified receptors may be exposed would also be

considered.

6.2.8 The operational air quality assessment will be undertaken based on the following traffic

scenarios included within the TA:

2011 base year;

2021 DN; and

2021 DS.




35

Surveys

6.2.9 No air quality baseline surveys will be undertaken as part of the assessment. Baseline

information will be sourced from existing sources as this is considered sufficient. Section 6.3

provides further details of the baseline data that will be used within the assessment.


Construction Phase

6.2.10 The assessment of construction dust impacts will follow a qualitative approach based upon

the latest best practice guidance from the Institute of Air Quality Management (IAQM).

Nevertheless, the criteria of the assessment will be structured to ensure that conclusions are

made based on a clear and logical framework. Assessment of impacts will be based on:

Classification of dust emission potential for activities to be carried out;

Identification of impact magnitude based on the emission potential and length of time the

activities will be carried out; and

Identification of receptor sensitivity based on type and distance from the emission source.

Operational Phase

6.2.11 A number of approaches can be used to determine whether the air quality effects of a

proposal are significant. However, there remains no universally recognised definition of what

constitutes ‘significant’ for air quality effects.

6.2.12 Guidance is available from a range of regulatory authorities and advisory bodies on how best

to determine and present the significance of effects within an air quality assessment. It is

generally considered good practice that, where possible, an assessment should communicate

effects both numerically and descriptively.

6.2.13 To ensure that the descriptions of effects used within the assessment are clear, consistent

and in accordance with recent guidance, definitions for the assessment of changes in ambient

air quality at discrete human health receptors have been adapted from the EPUK and IAQM

Land-Use Planning and Development Control: Planning for Air Quality 2015 guidance. Table

6.2 provides impact descriptors for individual receptors as a result of the BEE Scheme. Impact

descriptors regarded as moderate or substantial are considered to be significant.

Table 6.2: Impact descriptors for Individual receptor in assessment year

Long term average Concentration at receptor in assessment year

% Change in concentration relative to Air Quality Assessment Level (AQAL)

<1 2-5 6-10 >10

75% or less of AQAL Negligible Negligible Slight Moderate

76-94% of AQAL Negligible Slight Moderate Moderate




36

95-102% of AQAL Slight Moderate Moderate Substantial

103-109% of AQAL Moderate Moderate Substantial Substantial

110% or more of AQAL

Moderate Substantial Substantial Substantial

Source: EPUK, IAQM 2015

Notes: AQAL = Air Quality Assessment Level, which may be an air quality objective, EU limit or target value

6.2.14 In line with EPUK and the IAQM, in addition to assessing impacts at discrete receptors, any

judgment on the overall significance of effects of the BEE Scheme will need to take into

account such factors as:

The existing and future air quality in the absence of the BEE Scheme;

The extent of the current and future population exposure to the impacts of the BEE

Scheme; and

The influence and validity of any assumptions adopted when undertaking the prediction of

impacts.


6.3.1 Traffic data is currently unavailable at the time of writing the Scoping Report. Therefore it is

not possible to determine the existing air quality baseline conditions for the BEE Scheme.

These will be determined during the EIA. Key receptors along the BEE Scheme are mainly

commercial/retail/industrial premises with some residential land used.

6.3.2 BCC has declared an AQMA across the whole of Birmingham for the exceedance of the

annual mean objective for NO2.

6.3.3 Baseline conditions will be gathered from a desk based review of existing data sources and

collection of site specific monitoring data. The primary sources to be examined in the desk

study will include:

All relevant Local Authorities Review and Assessment documents (including monitoring

data); and

Defra's UK Air Quality Information Resource (AIR) website.



6.4.1 Air quality impacts associated with construction dust emissions could result in: loss of amenity

and/or nuisance caused by, for example, soiling of buildings and washing, and reduced

visibility.

6.4.2 Construction plant and vehicles are a source of the same pollutants as those associated with

road traffic (NOx, PM10 and PM2.5). The potential exists for changes in traffic flows as a




37

consequence of construction or increased levels of road traffic pollutants caused by traffic

congestion or increased traffic flows on diversionary routes during construction. The

assessment will include a qualitative assessment of the construction traffic impacts. It is

expected that appropriate mitigation measures will be included in the Construction

Environmental Management Plan (CEMP) to control/mitigate any likely potentially negative

construction impacts on air quality (Table 6.3).


Aspect of BEE Scheme construction works Construction impact

Additional construction vehicles Increased emissions of NOx, PM10 and PM2.5

Diversionary traffic routes Changes in emissions of NOx, PM10 and PM2.5

Demolition of building Dust generation

Construction activities associated with BEE Scheme corridor

Dust generation

Construction activities associated with junction upgrades

Dust generation

Operational impacts

6.4.3 The potential for operational impacts on air quality will be associated with changes in traffic

flows as a result of the BEE Scheme. Operational impacts from non-traffic related emissions

(Table 6.4) will not be included within the assessment as these are not considered likely to

have a significant effect on ambient air quality.


Aspect of BEE Scheme operation Operational impact

Changes in traffic flows on surrounding road network area

Changes in emissions of NOx, PM10 and PM2.5

Increase in modal shift from the implementation of the BEE Scheme

Changes in emissions of NOx, PM10 and PM2.5

6.5 Summary

6.5.1 The following impacts on air quality will be considered in the ES:

Impacts associated with construction dust;

Impacts associated with construction traffic;

Changes in air quality resulting from changes in traffic flows (during construction and

operation phases); and

Changes in air quality resulting from modal shift during operational phase.




38


7.1.1 The BEE Scheme has the potential to lead to emissions of greenhouse gases (GHG) in the

construction and operational phases. The key GHG will be carbon dioxide (CO2) which will

arise from sources associated with the construction, due to energy use during operation of the

BEE Scheme and changes to existing traffic flows.

7.1.2 The term ‘carbon’ is used to refer to greenhouse gases in general (the six main greenhouse

gases being CO2, methane, nitrous oxide, perfluorocarbons, hydrofluorocarbons and sulphur

hexafluoride), though any GHG emissions that do occur are likely to be mostly CO2.


7.1.3 In 2014, the European Union revised the EIA Directive which addresses the assessment of

the effects of certain public and private projects on the environment.

7.1.4 The Climate Change Act 2008 governs the management of carbon emissions in the UK. The

Act introduces legally binding GHG emission reduction targets, which are applicable at the

national level. The Act specifies a long-term GHG emission reduction target of at least 80% by

2050 and reductions in CO2 emissions of at least 26% by 2020 (changed to 34% by

subsequent legislation in 2009), both against a 1990 baseline.

7.1.5 The NPPF was published on 27 March 2012 and supersedes previous national Planning

Policy Statements (PPS) and Planning Policy Guidance, including PPS 1 on delivering

sustainable development. Paragraph 94 of the NPPF requires Local Authorities to adopt pro-

active strategies to mitigate and adapt to climate change, in line with the objectives and

provisions of the Climate Change Act 2008.

7.1.6 At the national level, the following key policy areas of the NPPF are relevant to The BEE

Scheme:

Plan for development in locations which reduce greenhouse gas emissions;

Including low-carbon and renewable energy strategies in new development;

Promoting sustainable transport; and

Meeting the challenge of climate change, flooding and coastal change.

7.1.7 Paragraph 30 of the NPPF notes with regards to sustainable transport that: “encouragement

should be given to solutions which support reductions in greenhouse gas emissions and

reduce congestion”.

7.1.8 A number of methodologies for undertaking carbon footprint assessments have been

published. ISO 14064 sets out the general principles for defining a carbon footprint. These

include identifying the relevant greenhouse gases and setting the assessment boundary (i.e.

the study area). Other methodologies such as the GHG Protocol elaborate on the principles

7 Greenhouse Gases




39

of ISO 14064. The methods describe a number of ‘scopes’ which translate to the direct and

indirect sources of emissions. The principles of these methodologies have been followed in

identifying the potential impacts of the scheme.

7.1.9 The DMRB provides a general approach to assessing potential environmental impacts

associated with transport interventions. As part of Volume 11 Section 3 (HA207/07), guidance

is provided on assessing emissions of CO2 which are recognised to be a potential ‘regional

impact’.

Study area

7.1.10 Assessment of impact during the construction phase will focus on construction activities with

the potential to give rise to significant impacts. Therefore the spatial scope of the assessment

will be determined by the location of the main construction areas of the BEE Scheme.

7.1.11 Assessment of the operational phase will consider the potential energy use of the system

along the proposed route of the BEE Scheme. The BEE Scheme has the potential to change

traffic flows on the wider road network. Emissions of GHG from road vehicles are a function of

the engine size, speed and fuel type. At a network level, emissions are dependent on overall

traffic flows and the relative mix of different vehicle classes. Changes to the network therefore

have the potential to affect a combination of these functions, leading to a change in overall

emissions. The assessment will consider the wider changes from the transport network based

on the boundaries of the traffic data produced by the transport model.

Surveys

7.1.12 No surveys will be undertaken as part of the assessment of carbon emissions as this is not

required. There will be a desk-based assessment based on available data.


7.1.13 There are currently no statutory criteria for assessing the relative effects of new development

in relation to emissions of carbon. As noted above, although the Climate Change Act 2008

prescribes a national target for reductions, this has not been transposed into regional, sector

or scheme level targets. In addition, current planning guidance does not give specific

guidance in how to appraise the impacts of developments in terms of carbon emissions.

7.1.14 The European Commission’s “Guidance on Integrating Climate Change and Biodiversity into

Environmental Impact Assessment” (2013) does not provide guidance on how to determine

the significance of changes in carbon emissions. It notes on page 40 that: “Judging an

impact’s magnitude and significance must be context-specific. For an individual project — e.g.

a road scheme — the contribution to GHGs may be insignificant on the global scale, but may




40

well be significant on the local/regional scale, in terms of its contribution to set GHG-reduction

targets”.

7.1.15 In the absence of accepted EIA criteria and therefore uncertainty associated with determining

significance, any changes in carbon emissions arising from the BEE Scheme will be

considered in respect of emissions from relevant sources across the region taking account of

baseline emissions as well as national, regional and local policies and targets.


7.2.1 DECC publishes UK GHG emissions estimates annually for local authorities. The latest year

for which emissions estimates are available is 2012 (published June 2014). The BEE Scheme

is located within the administrative boundary of BCC. To give context for the assessment,

local authority emissions for BCC in the years 2008 to 2012 have been included in this

baseline and are shown in Table 7.1.

7.2.2 Emissions from transport were 24% of total emissions in 2012 within the BCC area. The

majority of these transport emissions were due to road transport. There is no separate

category for emissions from light-rail or trains powered by electricity, and the emissions

associated with the electricity use for these modes is included within the “Industrial and

commercial” category. However, since the electricity could be generated anywhere in the UK,

the specific emissions associated with electricity use by the BEE Scheme may have no

correlation to the emissions associated with energy production in the BCC area. Grand total

emissions in the BCC area in 2012 were 1.3% of UK total emissions.

Table 7.1: BCC greenhouse gas emissions, 2008-2012 (ktCO2e)

Year

Sector 2008 2009 2010 2011 2012

Industry and commercial 2,823 2,326 2,421 2,190 2,358

Domestic 2,247 2,024 2,154 1,902 2,096

Transport 1,476 1,441 1,415 1,406 1,395

- Road transport 1,422 1,388 1,361 1,351 1,340

- Other transport 54 53 54 55 55

LULUCF Net Emissions 7 7 7 7 7

Total 6,553 5,798 5,996 5,505 5,855

Source: Department of Energy and Climate Change

Note: LULUCF = Land Use, Land Use Change and Forestry

7.2.3 A specific baseline for the study area covered by the BEE Scheme will be developed as part

of the EIA. It will be based on the existing operation of the network, and from traffic data

produced as part of the TWAO application submission. The traffic data will be provided by

BCC, which is consistent with Centro’s Strategic Case.




41


7.3.1 Potential sources of carbon emissions are identified in the following section. Some sources of

carbon emissions may be small in comparison to others. In determining whether sources may

be significant, the assessment will consider whether any of the sources have a material effect

on carbon emissions.


7.3.2 The BEE Scheme is likely to have the following impacts on carbon emissions during the

construction phase:

Carbon emissions due to the use of construction materials;

Carbon emissions due to the use of construction plant; and

Carbon emissions due to the construction traffic.

7.3.3 The use of construction materials is considered likely to be the greatest source of emissions

during the construction phase. The assessment of any new assets will consider the likely

approximate quantity of materials required and consider the extent to which the likely

approximate quantity of work, and therefore emissions of carbon, can be minimised. This will

be based on the emerging design for the scheme and will draw on the available information at

the time of the assessment. Similarly, emissions from construction plant and construction

traffic will be considered based on the prevailing information.



Construction impact

Construction of new assets including the track, OLE, welfare facilities and stops.

Use of materials leads to indirect emissions of carbon (‘embodied carbon’)

Delivery of materials to site leads to emissions of carbon from the vehicles used.

Use of construction plant leads to emissions of carbon from the fuel used.

Operational impacts

7.3.4 The operation of the BEE Scheme will lead to an energy (electricity) demand from the traction

power system. Emissions associated with electricity use do not occur at the point of energy

use, but are related to the scheme and therefore will be considered in the assessment. The

BEE Scheme will be powered using electricity from the national grid.

7.3.5 The development of the welfare facilities will have an energy demand for heating and lighting

and other use. In addition there may be small energy uses at proposed stops from signage

and lighting. The assessment will consider these sources of emissions although they are

expected to be small in the context of other potential sources of emissions.




42

7.3.6 Carbon emissions may change due to the changes in the distribution and flow of traffic near to

and leading to each crossing location. Assessment of emissions due to local traffic flows will

be considered in line with the screening criteria set out in the Highways Agency’s DMRB

(HA207/07), which sets out screening criteria for ‘regional’ emissions (including carbon

emissions) including where traffic flows, average speeds and alignments change. These

criteria will be applied within the study to determine whether any roads are affected by the

BEE Scheme.


Aspect of BEE Scheme operation

Operational impact

Traction power use Use of electricity from the national grid for traction power leads to indirect carbon emissions

Energy use in the welfare facilities and stops

Use of electricity and gas for heating and lighting in the welfare facilities and stops leads to carbon emissions, although these may be in comparison to the traction power use.

Changes in traffic flows due to the effect of the scheme.

Changes to the pattern of movements on the transport network (particularly from road vehicles) may lead to changes in carbon emissions from the baseline.

7.4 Summary

7.4.1 The assessment will consider the potential carbon emissions associated with the construction

and operational phases of the BEE Scheme. The assessment will assess the potential

emission sources in accordance with relevant methodologies and guidance.




43


8.1.1 The BEE Scheme has the potential to have a townscape and visual impact during

construction and operation phases. The assessment will establish the predicted impacts

during these phases, assessed against current legislation and guidance and recommend

appropriate mitigation, where applicable.


8.1.2 The assessment of townscape and visual impacts will be based on:

Highways Agency’s IAN 135/10;

The Highways Agency’s ‘DMRB Volume 11: Environmental Assessment’ (DfT, updated

2009); and

Guidelines for Landscape and Visual Assessment, Landscape Institute (LI) and IEMA,

2013 (Third Edition).

8.1.3 The assessment of townscape and visual impacts will use structured, informed and reasoned

professional judgment, taking into account a combination of quantitative and qualitative data,

which will derive from desk study and fieldwork. This will provide the basis of information

against which to predict the magnitude of potential impacts and to assess the significance of

the effects.

8.1.4 This ES chapter will refer to the presence of listed buildings and conservation areas if they

contribute to the value of townscape character or if a listed building forms an important

element or the focal point of a view. The Townscape chapter will not cover the effects of the

BEE Scheme on the setting of listed buildings or the conservation area; this will be assessed

in the Historic Environment chapter in the ES.

Study area

8.1.5 A zone of theoretical visibility (ZTV) will be used to establish the spatial scope of the study

area. The ZTV is defined as the approximate area from which the BEE Scheme will be visible

from the eye level of a person standing on the ground. Due to the screening effects of the

dense urban development around the site the ZTV will be defined as the area within

approximately 250m from the centre of the BEE Scheme.

Surveys

8.1.6 The route will be surveyed to establish a thorough understanding of the local townscape

character areas (defined as broadly homogeneous units of distinct features and elements) as

well as key visual receptors and key views.

8 Townscape and Visual




44


8.1.7 The assessment will consider:

Impacts on the townscape resource: townscape impacts are changes in the fabric,

character and quality of the townscape, which may affect the perceived character and

value ascribed to the townscape. Townscape impacts can be temporary and permanent

and include:

– Direct impacts upon specific townscape elements (such as loss of buildings, trees or

areas of grassland open green space); and

– Indirect impacts on townscape character and designated areas such as conservation

areas.

Impacts on visual amenity: visual impacts relate to specific changes in the composition of

views and the impacts of those changes on visual receptors (e.g. residents, business

users, users of recreational open space).

Sensitivity

Townscape resource

8.1.8 The baseline study will identify the existing character of the townscape, its constituent

elements, features and its geographical and historical context. The assessment of

susceptibility to change will examine whether the townscape receptor can accommodate the

BEE Scheme without significant change to townscape character.

8.1.9 The evaluation of the sensitivity of the townscape resource will be based on factors and

attributes which affect the value of the townscape and its susceptibility to change. These

criteria are set out in the Table 8.1.

Table 8.1: Townscape sensitivity

Sensitivity Typical Descriptors and Examples

Very High Townscapes which by nature of their character, quality and recognised value could be highly sensitive to change, and could not be substituted. Typically these would be of very high quality areas of special recognised value through use, perception or historic and cultural associations.

High Townscapes which by nature of their character, quality and recognised value could be sensitive to change, and could not be substituted.

Medium Townscapes which by nature of their character, quality and value could be moderately sensitive to change, with some features or elements that could be substituted. Typically these would be fairly commonplace and their value may be expressed through non-statutory local publications.

Low Townscapes which by nature of their character, quality and value may not be particularly sensitive to change, and which could be substituted or improved. Typically these would be partly degraded or damaged townscapes.

Degraded Townscapes which by nature of their character, quality and value are unlikely to be sensitive to change, and which could be easily substituted or improved. Typically these would be degraded townscape areas containing few, if any, apparent features of value.




45

Source: Based on DMRB, Volume 11 2011 and GLVIA, IEMA and LI, 2013

Visual amenity

8.1.10 Viewpoints for the base line study will be agreed through consultation with BCC.

8.1.11 The sensitivity of different visual receptors varies according to the interest they take in their

visual environment, distance from the site, viewing opportunity and duration. The visual

receptors will be categorised into the groups reflecting proximity to the site and viewers’

expectations, as set out in the Table 8.2.

Table 8.2: Visual receptor sensitivity

Receptor Sensitivity

Viewers with proprietary interest and/or prolonged viewing opportunities, such as residents, tourists, visitors, recreational users of public open space and designated or protected views.

High

Viewers with moderate interest in their environment and/or transitory viewing opportunities, such as office and other workers, cyclists and recreational users.

Medium

Viewers with passing or momentary interest in their everyday surroundings and/or fleeting viewing opportunities, such as commuters, train passengers and drivers.

Low

Source: Based on GLVIA, IEMA and LI, 2013

Magnitude of impact

Townscape resource

8.1.12 Impacts on the townscape resource may 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 Scheme; and

The duration and reversibility of the impact.

Visual Amenity

8.1.13 Factors that may affect the magnitude of impacts on visual amenity include the following:

The context of the existing view (for example, whether it is across a natural landscape 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 Scheme will occupy;

The scale and appearance of the BEE Scheme and the degree of contrast/integration with

the existing view;




46

The distance of the visual receptor from the BEE Scheme and the angle/position of view;

and

The duration and reversibility of the impact.

8.1.14 The impact magnitude for townscape and visual amenity will be determined based on the

criteria set out in Table 8.3.

Table 8.3: Magnitude of change to townscape resource and visual amenity

Magnitude Descriptor

Major Fundamental change in key townscape elements, subsequent character and existing visual amenity resulting in temporary or permanent change.

Moderate Detectable change in townscape elements, character and existing visual amenity resulting in non-fundamental temporary or permanent change.

Minor Detectable but minor change in townscape elements, character and existing visual amenity.

Negligible Insignificant change to townscape elements, character or visual amenity.

No change No noticeable change to townscape elements, character or existing visual amenity.


Assessment of significance

8.1.15 Effects will be evaluated by combining the assessment of magnitude in Table 8.3 and

sensitivity in Table 8.1 and 8.2 to predict the significance of effect, as shown in Tables 8.4 and

8.5. These effects can be beneficial or adverse and temporary or permanent depending on

the nature of the development and the mitigation and any enhancement measures proposed.

Significance is accorded to major and moderate effects (*), as depicted in grey in Tables 8.4

and 8.5.

Table 8.4: Significance of effects on townscape resource

Magnitude of Impact

Townscape sensitivity

Very High High Medium Low Degraded

Major Major* Major*/ moderate*

Moderate* Moderate*/

minor

Minor/ Negligible

Moderate Major*/ moderate*

Moderate* Moderate*/ minor

Minor Negligible

Minor Moderate* Moderate*/ minor

Minor Minor/ Negligible

Negligible

Negligible Minor Minor Minor/

negligible

Minor/ negligible

Negligible

No change Negligible Negligible Negligible Negligible Negligible





47

Table 8.5: Significance of effects on visual amenity

Magnitude of Impact

Viewer Sensitivity

High Moderate Low

Major Major* Major*/moderate* Moderate*/minor*

Moderate Major*/moderate* Moderate* Minor

Minor Moderate*/Minor Minor Minor/negligible

Negligible Minor Minor/negligible Minor/negligible

No change Negligible Negligible Negligible


Assumptions and limitations

8.1.16 The assessment will focus on the public domain but if it is thought necessary to gain access to

private land, a request will be submitted to BCC to agree access with the appropriate

landowner.

8.1.17 The description of the significance of visual effects will relate to groups rather than individual

properties. In quantifying effects, the assessment process aims to be as objective as possible.

However, while in some instances changes to a view can be factually defined, or the direct

loss of features quantified, the evaluation of townscape character and visual effects frequently

requires qualitative judgments to be made. This is generally considered acceptable if based

on 'professional expertise', supported by clear evidence, reasoned argument and informed

opinion. The conclusions of this assessment therefore combine objective measurement with

informed professional interpretation.


8.2.1 The townscape assessment will be informed by sources including:

National Character Area Profile 97 (Natural England, 2012);

The Birmingham City Plan (2011);

The Eastside Masterplan (2011);

The Warwick Bar Conservation Area Character Appraisal (2008); and

The Digbeth/Deritend Conservation Area Character Appraisal (2009).

8.2.2 Key sources of information for the baseline study will include

OS mapping;

Aerial photography;

Local authority plans;

International, national and local landscape designations;

Protected views;

Existing townscape character assessments; and

Conservation area appraisals where available.




48

8.2.3 The townscape character is of low value and medium to low condition. There is mixed use

development, including shops, offices, commercial and light industrial estates and several

sites under development along the BEE Scheme route. Transport infrastructure has a strong

presence in the area with railway lines on viaducts crossing the route in several locations.

8.2.4 There are ‘unoccupied/under-utilised sites along the proposed route of the BEE Scheme,

some of them are under construction and many are used for parking. The area is

characterised by the relatively coarse urban grain with large scale industrial and commercial

buildings. The main streets are wide, with a number of lanes, creating visual and physical

barriers between blocks.

8.2.5 There are a number of buildings in attractive and distinctive architectural styles. However,

they tend to be dominated by mostly unsympathetic post war redevelopment which has

weakened the overall cohesiveness of the townscape character.

8.2.6 The proposed route passes through the Warwick Bar Conservation Area and the Digbeth,

Deritend and Bordesley High Streets (Digbeth/Deritend) Conservation Area, and lies within

the Arden National Character Area (NCA 97).



8.3.1 Demolition and changes to the arrangements at junctions would have a potentially adverse

impact on layout along the route, but the improvements to transport links could have a

beneficial impact on density, mix and human interaction by increasing activity in the area and

its economic viability.



Construction impact

Demolition of buildings, loss of street trees and public realm

Permanent changes in townscape pattern, layout and character

Presence of plant, construction compound, construction traffic

Temporary changes to the townscape character through the introduction of new temporary elements

Noise and vibration affecting townscape character and conservation area

Temporary changes to visual amenity

Source: Mott MacDonald, 2015




49

Operational impacts

8.3.2 Views of the trams and the infrastructure along the proposed route of the BEE Scheme would

be largely limited to the streets it passes through. Views are largely ‘contained’ by the

buildings along the route; but longer views are possible in the larger scale and more open

townscape of the New Canal Street and along High Street Deritend. It is considered unlikely

that the introduction of the tram would alter the overall character of the study area because

there are already numerous existing transport corridors. Along the narrower streets, new

structures associated with the BEE Scheme would increase street clutter.



OLE wire and associated structures within conservation areas

Potential impact on visual amenity and townscape character through the introduction of new permanent elements

8.4 Summary

Construction and operational impacts on townscape character and visual amenity will be

assessed in the ES.




50


9.1.1 The historic environment as defined by the NPPF 2012 Annex 2 Glossary is:

“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”.

9.1.2 The assessment of the BEE Scheme on the historic environment will consider all above

ground and below ground heritage assets, designated and non-designated, within the Historic

Environment study area (200m from the centre line of the BEE Scheme).


9.1.4 The overarching legislation in relation to the historic environment in Britain is provided by:

The Ancient Monuments and Archaeological Areas Act, 1979; and

The Planning (Listed Buildings and Conservation Areas) Act, 1990.

9.1.5 Policy TP12: ‘Historic Environment’ of the Birmingham Plan 2013, is also of relevance to the

assessment.

9.1.6 The assessment will follow the guidance set out in the following Historic England (formerly

English Heritage) document:

Conservation Principles, Policies and Guidance 200812

; and

Historic England Good Practice Advice in Planning Note 3 2015 The Setting of Heritage

Assets.

9.1.7 Guidance contained within the Chartered Institute for Archaeologists ‘Standards and

Guidance for Historic Environment (2014)’13

will be used when compiling the baseline.

9.1.8 The conservation area strategy and management plans relevant to the BEE Scheme are:

The Birmingham conservation strategy14

(1999);

Digbeth, Deritend and Bordesley High Streets (Digbeth/ Deritend) Conservation Area

Character Appraisal (2009)15

; and

Warwick Bar Conservation Area Character Appraisal16

.

12

English Heritage 2008 Conservation Principles Policies And Guidance For The Sustainable Management of the Historic Environment

13 Chartered Institute for Archaeologists 2014 Standards and Guidance for Historic Environment

14 Birmingham Conservation Strategy 1999 Regeneration through Conservation

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

16 Warwick Bar Conservation Area 2008 Character Appraisal and Supplementary Planning Policies

9 Historic Environment




51

Study area

9.1.9 The study area is defined as 200m from the centre line of the BEE Scheme, which is

considered to be sufficient to fully assess the impact of the scheme on heritage assets.

Surveys

9.1.9 For the BEE Scheme EIA, a desk-based assessment including a walkover survey will be

undertaken to assess character, survival, condition and setting of aspects of the historic

environment. It will also assess existing land use and provide further information on areas of

possible ground disturbance and general archaeological potential.

9.1.10 The need and scope of further archaeological fieldwork surveys will be determined by the

expected significance of the heritage assets identified in the desk-based assessment and the

predicted impact on those assets.


Sensitivity of the receptor

9.1.11 Heritage assets will be assigned a heritage sensitivity based upon the qualifying criteria set

out in Table 9.1.

Table 9.1: Assessment of heritage sensitivity

Heritage sensitivity of asset

Criteria

High The heritage resource is of national and/or international sensitivity. This will consider: 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.

Medium The heritage resource is of regional sensitivity: Grade II Listed Buildings, Grade II Registered Parks and Gardens, Conservation Areas, 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 sensitivity, including: Undesignated assets – 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 no historic, evidential, aesthetic or communal interest; and resources whose importance is compromised by poor preservation or survival or of contextual associations to justify inclusion into a higher grade.




52

Magnitude of the impact

9.1.12 The magnitude of impact can be direct or indirect, and can vary from ‘major’ to ‘neutral’ as set

out in Table 9.2.

Table 9.2: 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.

Neutral The development 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.

9.1.13 The assessment of significance of effects will take into consideration mitigation incorporated

in the BEE Scheme. The overall significance of effect takes into account the sensitivity of the

asset (Table 9.1) and the magnitude of impact (Table 9.2) as shown in Table 9.3. Moderate or

major effects are considered to be significant in EIA terms.

Table 9.3: Matrix for assessment of effects

Ma

gn

itu

de

of

Imp

act

Sensitivity 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


9.2.1 There are 32 statutorily listed structures, two conservation areas, 43 locally listed buildings

and known archaeological sites within the study area. There are no scheduled monuments,

registered parks and gardens, or battlefields in the study area.




53

Built Heritage

Statutory Listed Buildings

9.2.2 The BEE Scheme has the potential to change the setting of built heritage assets. Table 9.4

summarises the designated high value assets (grade I and grade II* listed) which will be

considered in the assessment17

. None of the buildings proposed for demolition are statutorily

listed.

Table 9.4: Key high value built heritage receptors

Name Grade EH Designation Number

Approximate distance from the Scheme to asset (metres)

Distance of asset measured from chainage

Old Crown Public House II* 1076298 10m 11900

St Phillip’s Cathedral I 1076173 90m 10109

The Western Arcade II* 1211434 10m 10909

British Rail Goods Office (Curzon Street Station)

I 1343086 20m 10800

Gun Barrel Proof House II* 1291262 120m 10950

The Listed Building II* 1219510 60m 11750

City Arcade II* 1289578 115m 10250

Grand Hotel II* 1391246 125m 10109

Murdoch Chambers and Pitman Chambers

II* 1075604 145m 10300

9.2.3 The BEE Scheme also has the potential to change the setting of designated grade II listed

buildings. The closest of these to the BEE Scheme are:

The Church of St Michael;

The Woodman Public House;

Devonshire House;

85 Digbeth B5;

224 and 225, High Street B12; and

Former Church, (Part of Premises Occupied By Dolphin Showers).

Locally Listed Buildings

9.2.4 The BEE Scheme has the potential to affect the setting of the undesignated locally listed

buildings. Those at highest risk will be those along Deritend High Street.

17

High valued assets are considered to be grade I and II* listed buildings.




54

Conservation Areas

9.2.5 The BEE Scheme passes through two designated conservation areas:

The Warwick Bar Conservation Area; and

The Digbeth, Deritend and Bordesley High Streets (Digbeth/Deritend) Conservation Area.

Buried Archaeology

9.2.6 The medieval settlement focused around St Martin’s Church extended well into the Digbeth

area. Excavations in advance of the Bullring shopping centre have confirmed the below

ground survival of important medieval deposits around this area of Birmingham18

. It is

therefore possible that the BEE Scheme will impact upon undesignated buried archaeology

during the initial ground investigation (GI) and construction phase.

9.3 Potential historic environment impacts


9.3.1 Potential impacts on the historic environment during the construction and operational phases

are summarised in Tables 9.5 and 9.6 respectively.


Aspect of BEE Scheme construction works Potential Construction impact

Ground reduction (excavations) Permanent impact to buried archaeology

Construction activities (noise, heavy plant & construction workers)

Temporary direct impact to the setting of listed buildings and conservation areas

Presence of construction/storage compounds Temporary direct impact to the setting of listed buildings and conservation areas

Operational impacts


Aspect of BEE Scheme operation Potential Operational impact

Movement of operating trams Permanent direct impact to the setting of listed buildings and conservation areas

OLE (poles, wires and associated structures), staff welfare accommodation, sub-stations

Permanent direct impact to the setting of listed buildings and conservation areas

18

Patrick and Ratkai 2009 The Bull Ring Uncovered; Excavations at Edgbaston Street, Moor Street, Park Street and The Row, Birmingham, 1997-2000.




55

9.4 Summary

9.4.1 The historic environment impact assessment will consider the potential impacts of

construction and operation of the BEE Scheme.

9.4.2 Mitigation and control measures for archaeology and built heritage will be considered during

the design, construction and operation of the BEE Scheme.




56


10.1.1 The assessment of land quality will consider impacts from the BEE Scheme on geology and

soils (including contaminated land).


10.1.2 The main legislative framework regarding geology and soils (including 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.

Geology

Wildlife and Countryside Act 1981 (as amended).

Soils

EU Thematic Strategy on Soils Protection 2006; and

Defra Soil Strategy for England, 2009.

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).

10.1.3 All relevant National and Local Planning Policy guidance will also be considered for the

assessment.

Guidance

10.1.4 The assessment will be undertaken in accordance with good practice guidance including:

Defra 'Construction Code of Practice for the Sustainable Use of Soils on Construction

sites';

Defra guidance on Local sites (formerly known as RIGS); Defra 'Guidance for Successful

Reclamation of Mineral and Waste sites';

10 Soils, Geology and Contaminated Land




57

Natural England guide to good practice for Geological conservation;

The Coal Authority - Resources for developers;

The Highways Agency DMRB Volume 11 Section 3 Part 11 Geology and Soils; and

Environment Agency/Defra Contaminated Land Report (CLR) 11 Model Procedures for

the Management of Land Contamination, 2004.

Study area

10.1.5 The study area for the purpose of the Land Quality assessment will extend 250m from the

centre of the BEE Scheme. This spatial scope has been developed using professional

judgment and is considered to be appropriate. Potential for impacts to groundwater will be

assessed separately in the Water Resources and Drainage assessment in the ES.

Surveys

10.1.6 A desk-based assessment including a walkover survey will be undertaken to assess the

existing land use and presence of potential historical and current contamination sources.

10.1.7 Geotechnical and geo-environmental ground investigation, including soil and groundwater

testing, will be undertaken. This information will inform the scheme design and the preparation

of a remediation strategy, in order to ensure appropriate management of contaminated land,

where present, during BEE Scheme construction.


10.1.8 The significance of effects will be defined in the ES using the matrix in Table 10.1. A

descriptive meaning for the severity of likely environmental effects and corresponding

significance for geological, mining, mineral and soil resources is presented in Table 10.2 and

for the severity of effects from land contamination in Table 10.3. Only effects that are

‘moderate’, ‘large’ and ‘very large’ are considered to be significant for the purpose of the EIA.

Table 10.1: Severity of effects

Sensitivity

Magnitude Low Medium High Very High

Negligible Neutral Neutral Neutral Neutral

Minor Slight Slight Slight Moderate

Moderate Slight Moderate Moderate Large

Major Slight Moderate Large Very Large

Table 10.2: Examples of likely significant effects for geological, mining, mineral and soil resources and

corresponding significance

Severity of effect

Description Significance




58

Severity of effect


Large beneficial

Creation of a local geological site or improvements to a geological SSSI;

Improvement of over 20Ha of grade 1 soils; or

Development enables working of a strategic mineral resource.

Significant

Moderate beneficial

Improvements to accessibility of local geological sites;

Improvements to over 20Ha of grade 2/3a soils; or

Development improves access to strategic mineral resources or allows non-strategic resources to be worked.

Slight beneficial

The proposals improves knowledge of a mineral resource or;

Improvements to less than 20Ha of grade 2/3a soils.

Not significant

Neutral No significant impact on defined resources

Slight adverse

Loss/ degradation/ contamination of a minor area of Grade 1 or Grade 2 or 3a quality soil, or complete loss of 50Ha of Grade 3b, 4 or 5 quality soil;

Loss or sterilisation of a minor area of a nationally important (strategic or non-strategic) mineral resource;

Minor damage to a geological SSSI, or LGS.

Moderate adverse

Loss/ degradation/ contamination of 20Ha of Grade 1 quality soil or complete loss of a large area of Grade 2 or 3a quality soil;

Major loss or sterilisation of a large area of a resource in a mineral safeguarded area; or

Complete loss of an LGS.

Significant

Large adverse

The development causes complete loss or degradation/ destruction/ contamination of:

A 50Ha area of soils of Grade 1 quality; or

Loss of a large area of a geological SSSI; or

A non-strategic mineral resource currently being worked.

Very large adverse

The development causes complete loss or degradation/ destruction/ contamination of:

A 50Ha area of soils of Grade 1 quality; or

A geological SSSI or site of international importance with no potential for replacement; or

A strategic mineral resource.

Table 10.3: Description of likely significant effects from land contamination and corresponding

significance

Severity of Effect


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.

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.




59

Severity of Effect


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).


10.2.1 Land use within the study area comprises a mix of commercial and industrial. The area was

historically more industrial and the following sites were identified19

as potential contributors of

industrial pollution:

A metal production and processing works at 89-90 Meriden Street, Birmingham;

A waste processing plant at 31 Green Street, Deritend, Birmingham, B12 0NB, dealing

mainly in treatment and disposal of chemicals and electrical equipment and another metal

production; and

A processing works also dealing with plastic at 18 to 19 Barn Street, Digbeth,

Birmingham.

10.2.2 Industrial historical land use has been identified in Mott MacDonald’s Geotechnical Desk

Study Report20

, including wharves associated with the Birmingham Canal and the Warwick

and Birmingham Canal, metal workings, breweries, chemical works, brick works and a gas

works. A contamination risk assessment undertaken by Mott MacDonald, and presented in the

Geotechnical Desk Study, has identified moderate risks to groundwater, surface water bodies,

sub-surface infrastructure, and construction and maintenance workers, from the potential

presence of historical contamination associated with historical and current land use.

19

Environment Agency (2015) What’s in your backyard http://apps.environment-agency.gov.uk/wiyby/default.aspx

20 Mott MacDonald (2014) Midland Metro Phase 2 Eastside: Geotechnical Desk Study Report MMD-300207-HS02-DOC-002 Rev B




60

10.2.3 Mapping data from the British Geological Society (BGS 1:50,00021

) indicates the presence of

made ground between Bull Street and the new HS2 station. Published geological mapping

only highlights the presence of Made Ground where its thickness is in excess of 2.5m and

therefore it should be assumed that Made Ground is more widespread than indicated by the

geological mapping. The entire BEE Scheme is located within a built up area, predominantly

following the course of a number of roads, therefore the surface is assumed to be macadam.

The study area is underlain by superficial glaciofluvial deposits and alluvium and River

Terrace Deposits associated with the River Rea. All the superficial deposits are classified as

Secondary A aquifers.

10.2.4 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.

10.2.5 Within the study area, the area around Bull Street lies within an SPZ 3 (Total Catchment)

area, which is associated with a borehole at New Street Station.

10.2.6 The study area is located within a coal mining reporting area for the West Midlands. It is

located within an area designated as a coal licence area for deep mining (between 50m and

1200m)18

.

10.2.7 No quarrying, mining or landfill activities were identified in the study area17&18

.

10.2.8 Based on the review of OS mapping, the River Rea flows in a north easterly direction through

the Digbeth area crossing under the BEE Scheme on High Street Deritend.

10.2.9 No designated sites (Special Area of Conservation (SAC), Special Protection Area (SPA),

Ramsar and Site of Special Scientific Interest (SSSI)) have been identified within the study

area22

.

10.2.10 The Zetica Ltd. Unexploded Bomb Risk Map for the West Midlands identifies Birmingham as

being a high risk area for encountering unexploded ordinance.



10.3.1 Table 10.4 identifies the potential land quality impact during construction of the BEE Scheme.

21

BGS (2015) Onshore Geoindex http://mapapps2.bgs.ac.uk/geoindex/home.html accessed April 2015

22 Magic (2015) http://magic.defra.gov.uk/ , accessed April 2015




61

10.3.2 It is assumed that no hazardous materials would be introduced during construction, any

imported material would be of suitable quality and no landscaping is proposed.

10.3.3 The main potential impacts are considered to relate to the potential presence of contaminated

land which will be informed by the results of the GI.

Table10.4: Potential construction impacts


Construction of tracks and tram stops Creation of pathways for vertical migration of historical soil/groundwater contamination if present

Exposing construction workers to ground contamination

Piling for foundations for development of an electricity substation (if required)

Creation of pathways for vertical migration of historical soil/groundwater contamination if present

Exposing building structure (particularly foundations) to potentially corrosive contaminated ground/ groundwater

10.3.4 Potential impacts to groundwater are considered in the Water Resources and Land Drainage

chapter of this report.

10.3.5 The construction impacts on geology and soils have been scoped out of the ES as it is not

considered likely that the BEE Scheme would have any impacts on local geological sites, or

valuable agricultural soil and would not sterilise any mineral resources within the study area.

10.3.6 The construction impacts with regards to contamination have been ‘scoped in’ as, given the

level of potential historical contamination, it is deemed that further assessment is required.

10.3.7 The design of the BEE Scheme may mitigate adverse potential impacts. Embedded design

measures for BEE Scheme could include:

Undertaking a GI to confirm ground conditions along the length of the BEE Scheme,

particularly in areas of deeper excavation, in order to reduce uncertainties over ground

conditions and inform a contamination risk assessment;

Preparing an appropriate remediation strategy for the BEE Scheme based on the findings

of the GI;

If required, undertaking remediation where unacceptable levels of contamination are

identified along the route, and in accordance with the remediation strategy;

Implementing appropriate CEMP measures, in order to:

– Reduce any impact on ground conditions associated with the BEE Scheme,

– Ensure any spills will be rapidly and effectively dealt with,

– Identify appropriate PPE to protect construction workers from exposure to ground

contamination risks; and

Preparation of a materials management plan for the reuse of excavated materials where

appropriate.




62

Operational impacts

10.3.8 Assessment of land quality during operation of the BEE Scheme 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.

10.4 Summary

10.4.1 The assessment of land quality for the BEE Scheme will assess the following potential

impacts during the construction phase.

Contaminated land which may exist within the local environment and the resultant

potential impacts on:

– Human health receptors; and

– Building structures.

10.4.2 It is proposed that the following impacts are scoped out in the ES:

The potential for impacts to soils and geology during the construction of the BEE Scheme;

and

The potential for impacts on land quality during operation of the BEE Scheme.




63


11.1.1 This section describes the proposed scope and methodology of assessment of the impacts on

surface water and groundwater resources associated with water quality, hydrological and

hydrogeological impacts during the construction and operation of the BEE Scheme.


11.1.2 The assessment will be undertaken based on the following legislation, policy and guidance.

Water Framework Directive (2000/60/EC) (WFD) as amended;

The Groundwater Directive (2006/118/EC) published in 2006 by the European

Commission;

The Water Resources Act 1991;

The Environment Act 1995;

The Water Industry Act 1991;

The Land Drainage Act 1991;

The Flood and Water Management Act 2010;

The NPPF (2012);

Environment Agency’s Pollution Prevention Guidance (PPG); and

CIRIA C532 Control of Water Pollution Methodology.

11.1.3 In order to accommodate for the small increases in flows the drainage design shall be

compliant with the guidance enclosed in:

HD 33/06 from the DMRB;

Planning Practice Guidance; and

BCC Level 1 and 2 Strategic Flood Risk Assessments will also be used to advise on the

design requirements of any attenuation should it be required at a later stage in the design.

Study area

11.1.4 The extent of the study area will be defined during the EIA process once the affected

receptors are confirmed but will include the entire footprint of the BEE Scheme, and any

surrounding surface water features that may be affected. Groundwater resources in the

immediate vicinity of the BEE Scheme will also be assessed.

Surveys

11.1.5 A Flood Risk Assessment (FRA) is likely to be required to assess the risk of flooding caused

by the BEE Scheme as the proposed route passes through Flood Zone 2 and 3 of the River

Rea. Surveys (e.g. dye test survey, CCTV survey, and topographical survey of the river) on

the existing drainage systems and the River Rea might be required for the assessment

subject to the extent of the information already available. If required, the drainage systems

survey will be undertaken.

11 Water Resources and Land Drainage




64


11.1.6 There are no defined significance criteria for the assessment of water resources with respect

to this type of infrastructure development. Thus, the impacts and associated effects will be

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 effect is then derived

from the combination of importance of the receptor and magnitude of impact.

11.1.7 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. The importance of water bodies, based on the indicators of quality, scale, rarity and

substitutability will be set out as in Table 11.1.

Table11.1: 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)

World Heritage Site

Important components of a townscape of particularly distinctive character which are relatively rare and/or are highly susceptible to change.

High Water resources used for major potable supplies (i.e. by a water supply utility) with limited potential for substitution

Scheduled Monument; Grade I or II* Listed Building; Grade I or II* Registered Park and Garden

A townscape of moderately valued characteristics which is reasonably tolerant of changes. This applies to residential suburbs, public open/green space, wildlife sites or historic houses/gardens.

Medium Locally important water resources used for public water supplies but which can be substituted and private water supplies

Undesignated feature or landscape of county importance and value

A relatively indistinct townscape character, which is potentially tolerant of substantial change with little overall effect

Low Controlled waters with limited potable use, or limited input to sensitive or important ecosystems

Undesignated feature or landscape of local importance and value

11.1.8 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 11.2.

The magnitude of all impacts, both beneficial as well as adverse, will be noted in the

assessment.




65

Table 11.2: Criteria for determining the 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.

11.1.9 Using the combination of importance of the water body and the magnitude of impact, the

potential impacts of the BEE Scheme will be allocated a level of significance as shown in

Table 11.3. Potential impacts on water resources and drainage assessed as ‘moderate’,

‘large’ and ‘very large’ are considered to be significant for the purpose of the EIA.

Table 11.3: Assessing the significance of potential effects

Magnitude of Potential Impact

Value (importance) of attribute

Very High High Medium Low

Major Very large Large / very large Large Slight / moderate

Moderate Large / very large Large / moderate Moderate Slight

Minor Moderate / large Slight / moderate Slight Neutral

Negligible Neutral Neutral Neutral Neutral




66


11.2.1 The baseline information has been primarily gathered from the Geotechnical Desk Study

Report23

.

11.2.2 The principle watercourse in the vicinity of the BEE Scheme is the River Rea. Part of the BEE

Scheme route falls within Flood Zone 2 and 3, which are defined as areas with high probability

of flooding from river or sea. According to the Envirocheck Report (included in the

Geotechnical Desk Study) and Environment Agency flood mapping, approximately 400m

length of the BEE Scheme route is within a 1:100 year Flood Zone of the River Rea.

11.2.3 The following aquifers are located along the BEE Scheme route:

Bromsgrove Sandstone Formation (designated by the Environment Agency as being a

Principal Aquifer);

Mercia Mudstone Group (designated as Secondary B aquifer); and

All superficial deposits (designated as Secondary A aquifers).

11.2.4 The route of the BEE from Corporation Street up to New Canal Street will cross and run

parallel to existing surface water, foul sewers and several combined sewers. The BEE

Scheme route from New Canal Street to the terminus on High Street Deritend may impact on

foul and surface water sewers. The existing surface water sewers in the area outfall into the

River Rea. The foul and combined sewers all fall into the 2300mm combined sewer on Barn

Street flowing from a southerly to north-easterly direction.

11.2.5 The local canal network is not expected to be directly/indirectly impacted by the BEE Scheme

during construction and operational phases.


11.3.1 Potential impacts on surface water and groundwater resources during the construction and

operational phases are summarised in Tables 11.4 and 11.5 respectively.



Aspect of BEE Scheme construction works Potential construction impact

Construction site run-off Increased siltation in the surface water drainage systems increasing risk of flooding

Construction work affecting drainage systems Localised flooding

Polluted construction run-off Pollution to surface water drainage

23

Mott MacDonald (2014) Midland Metro Phase 2 Eastside: Geotechnical Desk Study Report MMD-300207-HS02-DOC-002 Rev B




67


Deep excavation for connecting new to existing services Works likely to interfere with existing services and result in damage or loss in local services

Operational impacts


Aspect of BEE Scheme operation Potential operational impact

Change in surface water drainage systems and surface water storage capacity along the proposed tram corridor

Floor risk to adjacent areas

Inefficient or blocked surface water drainage systems Risk of localised flooding

Application of track lubricant Increase in pollutant loading in sewer/watercourse

11.4 Summary

11.4.1 For the purpose of the Scoping Report, the key sensitive receptors that could be likely to be

affected by the BEE Scheme include:

The River Rea;

The existing drainage system;

Canal system;

Surface water flow patterns; and

Flood storage capacity.

11.4.2 Most existing surfaces along the BEE Scheme route are already paved and the new works will

generate minimal additional paved area.

11.4.3 The scope of the EIA will assess impact of the BEE Scheme, during construction and

operation on;

Water quality;

Hydrogeology;

Hydrology; and

Flood risk.

11.4.4 The impact of the BEE Scheme on the water resources and land drainage may be mitigated

using a range of techniques, which will be considered at EIA stage. Typical mitigation

measures may potentially include prevention of sediment from entering watercourses during

construction, maintaining flood routes and drainage paths, including flood storage

compensation, SuDS, including surface water attenuation features; and provision of higher

standard surface water drainage system.

11.4.5 Impacts on the local canal network during construction and operation have been scoped out

of the EIA.




68


12.1.1 A Preliminary Ecological Assessment (PEA) has been undertaken during EIA Scoping stage.

The PEA is provided in Appendix C of this Scoping Report. The purpose of the PEA is to

provide an initial assessment of the ecological importance of the site’s habitats and the

potential for it to support protected ecological features and species.


12.1.2 The Ecological Impact Assessment (EcIA) for the BEE Scheme has followed the procedures

and methodologies laid out in the Guidelines for Ecological Impact Assessment in the UK,

published by Institute of Ecology and Environmental Management (CIEEM) in 2006.

Study area

12.1.3 Current guidance from CIEEM on ecological assessments recommends that all ecological

features that occur within a Zone of Influence (ZoI) around the BEE Scheme are investigated

(IEEM, 2006). The ZOI is a buffer around the site and could potentially include:

Areas directly within the land take for the BEE Scheme 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.

12.1.4 The ZoI depends on the sensitivity of the habitat or species to disturbance and change in

biophysical conditions resulting from the construction and operation of the BEE Scheme. The

ZoI for the ecological features along the route are in presented Table 12.1:

Table 12.1: Ecological features and ZoI

Ecological Receptor ZoI/Survey Area

Designated statutory and non-statutory Sites Working area plus 1km

Habitats Working area only

Bats Working area plus 10m easement

Reptiles Working area only

Birds Working area only

Great Crested Newts (GCN) Working area only

Invasive Species Working area only

12 Ecology




69

Surveys

12.1.5 As part of the scoping exercise, a PEA including an initial assessment of the buildings for

potential to support roosting bats was completed in March 201524

. The findings of this PEA

concluded that no other surveys are considered necessary to assess the ecological impact of

the BEE Scheme.


12.1.6 The IEEM guidance states that professional judgment should be used when evaluating the

importance of ecological features and the magnitude of potential impacts.

12.1.7 In accordance with the IEEM guidelines, a significant effect, in ecological terms, is defined as

an impact (whether negative or positive) on the integrity of a defined site (or ecosystem),

and/or the conservation status of habitats (or species) within a given geographical area,

including any cumulative effects.

12.1.8 The significance of any potential ecological effect is determined based on a discussion of the

factors which characterise it. It is not dependent on the value of the feature in question. This

approach to determining effects significance is consistent with the IEEM guidelines.

12.1.9 For the BEE Scheme, ecological effects are assessed in detail only for receptors of at least

local value or subject to some form of legal protection.

12.1.10 Any significant effects remaining after mitigation, together with an assessment of the

likelihood of success in the mitigation, are the factors to be considered against legislation,

policy and development control in determining the application.

12.1.11 The effects of the BEE Scheme on the ecological receptor in question will be discussed in

terms of the following:

Description of feature and ecological value;

Proposed activity;

Mitigation and enhancement;

Impact of the BEE Scheme on ecological receptors; and

Effect on integrity or conservation status and confidence level.


12.2.1 A PEA was undertaken in March 2015. Its purpose was to provide an initial assessment of the

ecological importance of the BEE Scheme habitats and the potential for it to support protected

24

Mott MacDonald, Birmingham Eastside Extension: Preliminary Ecological Appraisal. April 2015. Report No. 300207/WTD/MID1/001/A




70

ecological features and species. The PEA was commensurate with the recognised

methodologies and best practice guidance including: Guidelines for Preliminary Ecological

Appraisal (CIEEM, 2013); Handbook for Phase 1 habitat survey: A technique for

environmental audit (reprint) (Joint Nature Conservation Council, 2010) and Bat Surveys

Good Practice Guidelines, 2nd

Edition (Hundt, 2012).

12.2.2 There are no statutory sites and four non-statutory sites within 2km of the BEE Scheme.

Further details of the non-statutory sites within 2 km of the Scheme are provided in(Section 3

in Appendix C of the Scoping Report) . Despite the close proximity of some of these sites to

the BEE Scheme, the proposed construction works are not expected to impact any of them,

as the zone of influence (ZoI) of the likely impacts during construction are likely to be limited

to the existing road network and a small number of buildings.

12.2.3 The BEE Scheme is almost exclusively routed through existing roads and hardstanding

pedestrian areas. A small amount of amenity grassland will be removed along with a mixture

of broad-leaved mature and semi-mature street and parkland trees. While the trees have an

aesthetic value, the habitats present have a low ecological value and have therefore been

scoped out of the assessment.

12.2.4 The following buildings will be partially, or completely, demolished along the BEE Scheme

route:

4-6 Kings Parade, Dale End; and

The Birmingham South and City College, at the junction of Meriden Street and High Street

Deritend;

12.2.5 None of these buildings currently show direct or indirect evidence of roosting bats and both

show negligible potential to support bats through a combination of unsuitable construction

types and materials. All of the trees along the BEE Scheme route were also assessed for

potential to support roosting bats, with none of these showing signs of the features required to

support roosting bats. All the trees appear in good health, with the majority too immature to

support roosting bats and unlikely to support roosting in the near future.

12.2.6 There is limited potential for nesting birds within the route of the BEE Scheme. No evidence of

nests, or previous use by nesting birds, was observed in the trees highlighted for removal and

they have limited suitability due to the high levels of disturbance and general lack of cover to

conceal the nests from predators.

12.2.7 All the buildings proposed for demolition have low potential to support nesting birds, with the

exception of 4-6 Kings Parade which has negligible potential, as it is heavily netted to prevent

bird access.

12.2.8 As the buildings and trees have low to negligible potential to support roosting bats and nesting

birds they have been scoped out of this assessment.




71

12.2.9 The BEE Scheme route also has no suitable habitat for amphibians (including great crested

newts), badgers, invertebrates and reptiles and as such these species groups are also scoped

out of this assessment.


12.3.1 There are no anticipated environmental impacts to ecological receptors during the

construction or operational phases of the BEE Scheme as the habitats present are of local

ecological value and there is no potential for protected or notable species to be impacted by

the proposals.

12.3.2 All buildings proposed for demolition have been surveyed and show no evidence of bat

roosting’s and are considered unsuitable for future bat potential. Trees along the proposed

route of the BEE Scheme have also been surveyed for roosts and are unsuitable for future

roosts.

12.3.3 Additionally all buildings proposed for demolition have been surveyed for breeding birds and

are considered to have low potential, either by design or current in place mitigation to prevent

nesting.

12.4 Summary

12.4.1 The PEA has identified a low overall ecological value of the BEE Scheme route, and

confirmed the absence of potential impacts to protected and notable species. As no potential

impacts to ecology are anticipated during construction and operation of the BEE Scheme,

ecology is proposed to be scoped out of the EIA for the BEE Scheme.




72


13.1.1 The ES will describe the potential impact arising from land use and land take associated with

BEE Scheme. It will assess the impact of the Scheme in terms of temporary land take during

construction, and permanent land take during its operation.


13.1.2 There is no specific guidance available that relates to the assessment of land use and land

take. The assessment will be undertaken having regard to the requirements of the TWA

Application Rules. It will describe the land use requirements during the construction and

operational phases of the BEE Scheme, and aspects of the environment likely to be

significantly affected by the proposal.

Study area

13.1.3 The study area will comprise the footprint of the BEE Scheme. The assessment will also

consider all locations where physical works and ground disturbance will take place (i.e.

temporary and permanent land take areas).

Surveys

13.1.4 The assessment will be carried out based on a detailed desk based review of the BEE

Scheme route, supplemented by a site visit.


13.1.5 The impacts of the BEE Scheme on land use and land take will be evaluated for both the

construction and operational phases. Impacts will be categorised having regard to whether

they would be direct or indirect, temporary or permanent, and whether they would result in a

beneficial, adverse or neutral impact.

13.1.6 Effects will be predicted by setting the degree of change due to the project against the type

and importance of each land use and the extent of land take. The significance of the effects

would be categorised as either ‘severe’ (national or regional importance), ‘major’ (local or

district scale), ‘moderate’ (of local scale and with cumulative effects), ‘minor’ (local scale), or

no effect. ‘Severe’, ‘major’ and ‘moderate’ effects are regarded as ‘significant’ in EIA terms.


13.2.1 Baseline conditions will be established through desk based research and a site visit to identify

areas affected by land use and land take associated with the BEE Scheme. Planned and

13 Land Use and Land Take




73

committed developments, will be identified via a review of existing or proposed land use

allocations, discussions with BCC planning officers and reviewing the Council’s published

planning records, including the time limits imposed on planning permissions to identify extant

consents (committed developments).

13.2.2 Land uses adjacent to the BEE Scheme are typical of a major city centre environment and

characterised by retail, office, leisure, food and drink and some residential uses. Demolition is

required at sections of the route, including High Street, where demolition and therefore land

take is needed to reach New Meeting Street and then Albert Street and Moor Street

Queensway beyond. Further demolition is then required of the Birmingham South of City

College to enable trams to enter High Street Deritend from Meriden Street.

13.2.3 There are a number of development sites along the route and the status of associated

planning permissions will be reviewed. This will include those permissions granted for the -

Martineau Galleries site on the northern side of Bull Street and the City Park Gate

development. The route also runs through the Eastside City Park, prior to connecting with the

new HS2 station. The ES will establish the status regarding the HS2 station, the Birmingham

City University development, and other consents granted along the course of the BEE

Scheme.


13.3.1 Potential impacts on land use and land take during the construction and operational phases





Construction impact

Establishment of site compounds Temporary change in use of land, disruption to movement in and out of buildings

Closure of roads for construction activities Temporary change in use of land, disruption to movement in and out of buildings

Operational impacts



Operation of the Midland Metro Permanent changes in land use (including land and properties acquired and/or demolished to accommodate the route alignment




74


Siting of electrical sub stations etc. Permanent changes in land use (including land and properties acquired and/or demolished to accommodate ancillary development

13.4 Summary

This chapter of the ES will consider the potential impacts on current and future land use

arising from the construction and operation of the BEE Scheme. It will have regard to all

exiting land uses and development proposals promoted via through the planning system. The

nature and significance of each impact will be identified.




75


14.1.1 The ES will include a chapter to identify the relevant planning, transport and regeneration. In

doing so, the BEE Scheme will be tested to establish whether it complies with the relevant

planning and other policies.


Planning policies

14.1.2 The National Planning Policy Framework (NPPF) sets out the Government’s planning policies

for England how these are expected to be applied. The Framework is predicated on a

presumption in favour of sustainable development and makes clear that proposals which are

consistent with an up to date statutory development plan should be approved without delay.

On general terms, where the development plan policies are absent or out of date, proposals

should be similarly approved where they are consistent with Framework.

14.1.3 The statutory development plan comprises the saved policies of the 2005 Birmingham Unitary

Development Plan (UDP) which will be reviewed. These saved UDP provides both strategic

and detailed policies for the development and use of land. The Birmingham Development

Plan 2031 will also be reviewed. This Plan has reached an advanced stage in its preparation

and when adopted it will replace the saved strategic and area based policies within the UDP.

Proposed Modifications were published in July 2015 following the Examination Hearings held

in October and November 2014 and the publication of the Inspector’s Interim Findings in

January 2015.

14.1.4 A Development Management Development Plan Document will set out more detailed city-

wide policies to guide planning decisions but has not yet been prepared.

Transport policies

14.1.5 The transport specific policies within the NPPF and statutory development will be reviewed.

The assessment will also have regard to the West Midlands Local Transport Plan (LTP) and

the Local Transport Strategy (LTS). The focus of these documents is to provide sustainable

travel and transport choices in the West Midlands with improved connectivity between

centres.

Regeneration polices

14.1.6 Other non-statutory frameworks and documents will be reviewed including the Birmingham

Curzon HS2 Masterplan 2015. This document was adopted by the City Council in 2015 to

provide 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.

14 Policies and Plans




76

14.1.7 The Policies and Plans ES Chapter will provide a brief summary of the relevant policies. Full

details will be set out in an accompanying appendix.

Study area

14.1.8 The BEE Scheme is wholly within the administrative boundary of BCC. The ES chapter will

review and assess all of the policies relevant to the BEE Scheme, including the policies of the

statutory development plan and any other material considerations.

Surveys

14.1.9 No surveys are required for this assessment. All polices will be reviewed from both paper and

online web sources.

Assessment against policy

14.1.10 The ES chapter will test the BEE Scheme against the policy framework, specifically in relation

to the principle of the Scheme in land use planning terms. The degree of compliance will be

assessed having regard to the status of each policy document, including the weight that can

be attributed to them in planning decisions.


14.2.1 The NPPF aims to promote a strong, competitive economy and encourages local planning

authorities to promote investment in infrastructure. Section 4 specifically promotes

sustainable transport and its role in facilitating sustainable development and wider

sustainability and health objectives.

14.2.2 Regionally, the West Midlands LTP 2011-2026 supports for the delivery of Midland Metro

extensions in Birmingham City Centre and new rapid transit lines in other appropriate high

volume corridors.

14.2.3 The existing Birmingham UDP (adopted 2005) places an emphasis on promoting Birmingham

as an international city. It prioritises transport provision to underpin the city centre’s well-being

and contains support for the development of a modern light rail/rapid transit system. The draft

Birmingham Development Plan contains similar support. The emerging Birmingham

Development Plan 2031: Proposed Main Modifications document has been published and

supports Metro extensions in the City Centre, including an extension to Eastside and the

Curzon Street HS2 station. The Birmingham Curzon HS2 Masterplan (2015) also makes

provision for a proposed extension within the City Centre.




77

14.3 Summary

14.3.1 The ES will identify all relevant planning policy documents and undertake an assessment of

the proposed BEE against the policy framework. The Policies and Plans chapter will

determine the extent to which the principle of the BEE Scheme is compliant with the policies,

based on professional planning judgment.




78


15.1.1 The BEE Scheme has the potential to result in socio-economic effects related to the

construction and operational phases of Scheme. The assessment will consider the potential

impacts of the development on socio-economic receptors, and provide an evaluation of the

nature, extent and significance of any socio-economic effects.


15.1.2 The socio-economic assessment will be undertaken with due regard and reference to the key

national (UK and England); sub-national (West Midlands Metropolitan Area, Greater

Birmingham and Solihull Local Enterprise Partnership (LEP) area); and local (Birmingham)

socio-economic policy documents. This will include the following:

The NPPF; the Government’s economic development White Paper ‘Local Growth:

Realising Every Place’s Potential’ and Localism Act 2011;

Greater Birmingham and Solihull LEP Strategic Objectives and Strategic Economic Plan

(SEP), 2013;

The Local Development Framework for Birmingham;

The Birmingham Unitary Development Plan (UDP), 2005; and

The Birmingham Big City Plan, 2011.

Study area

15.1.3 Localised and wider construction impacts on socio-economic receptors and resources will be

assessed where appropriate. The local impact area (LIA) will be an area extending 250m from

the centre of the BEE Scheme.

15.1.4 The wider impact area (WIA), where it is appropriate to consider it, will be comprised of the

city of Birmingham.

Surveys

15.1.5 The survey method for determining and appraising baseline conditions will be based on that

proposed in best practice guidance for EIAs. Baseline data on resources and receptors will be

collected for the spatial scope identified above. The data will comprise maps locating these

resources and receptors, together with a description of their number and location. They will

include the following:

Population and community clusters (using population data and an examination of the

communities in close proximity to the route);

Relevant socio-demographic and economic data (mainly from the Office of National

Statistics (ONS), nomis and Neighbourhood Statistics);

Incidence of deprivation (from Department for Communities and Local Government data);

15 Socio-Economics




79

Local community facilities, assets and services, such as health, education, public services

etc. (using OS AddressBase software if a licence is available, or using local service

directories and open source mapping software if a licence is not available);

Local businesses (using the same method as for local community facilities above); and

Strategic employment and housing sites (as identified in the Core Strategy for the local

area).

15.1.6 The survey methods for determining and appraising significant effects will include site visits to

the route, additional desk-based analysis of primary and secondary research sources, and

consultation with the local authority and community receptors where appropriate and

available.

15.1.7 The full extent of the proposed consultation process for the purposes of the socio-economic

assessment will be agreed with Centro and BCC.


15.1.8 The significance of an effect is a product of the magnitude of the impact identified and the

sensitivity of the receptor or resource that is experiencing the impact. Each type of effect will

be allocated a level of significance as shown in Table 15.1.

Table 15.1: Evaluation of significance

Sensitivity of receptor

Low Medium High

Magnitude of impact

Negligible Neutral Neutral Minor

Minor Neutral Minor Moderate

Moderate Minor Moderate Major

Major Moderate Major Major

15.1.9 In each case effects can be beneficial or adverse. Effects that are considered to be

moderate25

or major are deemed to be significant in EIA terms and these are highlighted in

the table.


15.2.1 In 2013, Birmingham had a population of 1,092,300, of which 699,700 (64%) were of working

age, which corresponds with the national average. The population of the West Midlands was

5,674,700; however in comparison it has a smaller proportion of the population of working age

at (63%)26

.

25

Note that moderate effects, rather than moderate impact denote significance.

26 Source: ONS mid-year population estimates, 2013




80

15.2.2 The percentage of the population economically active in Birmingham is 70%, while in the

West Midlands it is 75%, both of which are lower than the national average (77%). A large

proportion of the employment in Birmingham and the West Midlands is focused on public

administration, education and health (34% for both districts), this compares to only 28%

nationally. There is also a higher proportion of the population in Birmingham working in

financial and other business services, with 23% compared to a regional average of 19% and a

national average of 22%. In contrast employment within other sectors such as Information and

Communication (2%) and Accommodation and Food Services (6%) is lower than the national

average (4% and 7% respectively)27

.

15.2.3 The employment profile for Birmingham illustrates a broadly similar profile in terms of

distribution across all major Standard Occupational Classification (SOC) 2010 groups

compared to the regional and national profile. However, Birmingham does show some

variation with lower proportions of employment in SOC 2010 major groups 1-3 (38%)

compared to the regional (40%) and national average (44%), and SOC 2010 major groups 4-5

(21%) compared to the regional and national average (22%). This includes employment of

managers, directors and senior officials, and administrative and secretarial and skilled trades

occupations. Conversely there are a higher proportion of employment in SOC 2010 major

groups 6-7 (20%), compared to the regional (18%) and national (17%) average, and SOC

2010 major groups 8 and 9 (22%) compared to the regional (20%), and national (17%)

average. This includes employment in caring, leisure and other service occupations and

sales and customer services, and process plant and machine operatives, and elementary

occupations28

.

15.2.4 The proportion of working age people claiming Jobseekers Allowance (JSA) in Birmingham

(5%) which is higher than the regional (3%) and national (2%) average29

.

15.2.5 Sensitive business and community receptors are likely to include, but are not limited to, the

following (from west at Dale End, to east at High Street Deritend):

McDonalds Dale End;

St Michael’s Catholic Church;

Birmingham Methodist Circuit;

The Woodman public house;

Hotel la Tour;

Travelodge, Birmingham;

Eastside City Park;

Digbeth Banqueting Hall;

Latif’s furniture wholesaler;

Snax Café;

27

Source: nomis, 2015

28 Source: Annual Population Survey, 2015

29 Source: nomis, 2015




81

Suki 10c Bar;

Whittaker Fleet Care;

Chicken.com;

Meriden Paper;

Mobile Money;

Morden Solicitors;

South and City College;

SA Car Traders;

Pizza Grill;

Salt n Pepper;

Cow Vintage Clothing;

The Kerryman;

The Institute;

Digbeth Coach Station;

Café Nero;

Chris’s Café;

Big Bull’s Head;

Subway Birmingham;

South and City College; and

The Custard Factory (including: Pi-Space, Art 4 Arts Sake).


15.3.1 Potential socio-economic impacts of the BEE Scheme during construction and operation are

summarised in Tables 15.2 and 15.3 respectively.


Table15.2: Potential construction impacts


Demolition of buildings Loss of premises for business purposes

Loss of premises for educational purposes

Land take from premises adjacent to the proposed route

Loss of private land and land used for employment purposes.

Loss of open space around Eastside City Park.

Temporary land take for construction compounds Loss of land for community, economic purposes

Transportation of plant, materials and workers to site

Additional traffic (including HGVs) leading to delay and journey time unreliability

Construction works on highways adjacent to business and community premises

Disruption to business activity and service delivery

Potential loss of custom and earnings

Diversions of and severance to Public Rights of Way

Reduced accessibility, increased difficulty in way finding and increased walking distances

Construction workers on site Temporary direct employment




82

Short term increase in economic activity in vicinity of works

Operational impacts



Additional public transport links to Eastside Improved journey times and accessibility to key community resources and facilities

Improved journey times and accessibility to key employment sites

Improved distribution of economic benefits of HS2 and other city centre development across Eastside and Digbeth

Additional Midlands Metro services Permanent direct employment

Support for other development projects in the immediate and wider area

Increased economic opportunities across Eastside, Birmingham and the wider West Midlands Metropolitan Area

Additional economic uplift including jobs and GVA

15.4 Summary

15.4.1 Due to the range and extent of the socio-economic receptors potentially impacted and the

specific nature of many of the impacts (including extensive disruption and potential

demolitions), a socio-economic assessment of the BEE Scheme at both the construction and

operational stages will be included (i.e. scoped in) in the ES.




83


16.1.1 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. NB. 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.


16.1.2 Most electrical and electronic equipment (apparatus and fixed installations) placed on the

market in the UK come within the scope of the EU EMC Directive 2004/108/EC, which is

transposed into UK Law by the implementing UK Statutory Instrument30

.

16.1.2.1 The BEE Scheme infrastructure and associated stops will be regarded as ’fixed installations’

under the EMC Regulations. These are installations that are assembled by a contractor at a

fixed location on behalf of the user, but are not supplied as a single installation by a supplier,

or manufacturer.

16.1.3 EMF are an important consideration in terms of minimum health and safety requirements

regarding the exposure of workers and members of the public to the risks arising from them.

16.1.3.1 The European Union (EU) Physical Agents Directive (PAD) EMF 2013/35/EU is due to be

accepted into the UK legal framework by 1 July 2016. It will be implemented to improve the

working environment in order to protect the health and safety of workers. The Directive

provides a legal requirement for owners of infrastructure and employers to demonstrate

compliance.

16.1.3.2 Guidelines have been produced by the International Commission on Non-Ionising Radiation

(ICNIRP)31

with regard to occupational and general public exposure to static (i.e. direct current

(DC)) magnetic fields.

30

Statutory Instrument 2006, No. 3418 ’The Electromagnetic Compatibility Regulations’

31 Guidelines on limits of exposure to static magnetic fields. Published in: Health physics 96(4):504-514;2009

16 Electromagnetic Fields




84

Study area

16.1.4 A qualitative EMC assessment will be carried out on receptors within a 50m corridor of the

BEE Scheme fitted with standard OLE. In areas which are catenary-free the corridor may be

reduced, though this is dependent on results from the catenary-free operational tram study.

16.1.5 The Midland Metro Tram (CAF URBOS 3) fitted to operate on 750 volt (V) direct current (DC)

OLE has been certified compliant with all required EMC and EMF standards for its operation

on Midland Metro Line 1, operating with a 6 minute headway32

. It is not proposed to repeat

these tests but perform a limited number of tests on the operational system to confirm

compliance.

Radio Frequency EMI

16.1.6 EMC testing will be limited to an operational system test to BS EN 50121-2 to measure the

radio frequency emissions from the whole system. The testing will conducted in an area of the

route which modelling has shown to have the highest current drawn.

DC EMI

16.1.7 DC magnetic fields as low as 0.5 milli Tesla (mT) may cause malfunction of implanted medical

devices e.g. pacemakers. The URBOS 3 Tram has been tested and found compliant with

these levels so does not need to be considered further. However, where members of the

public or workers use low bridges or structures within 2m of the OLE, the level of DC magnetic

fields will need to be assessed.

16.1.8 However, if a catenary-free solution is selected for this route, a complete set of tests will be

required on the modified URBOS 3 Tram – this may be conducted under a separate project

e.g. by the manufacturer. Subject to the tram passing the complete set of EMC tests the same

set of limited tests above will be performed by the project.

16.1.9 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 (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 figure and therefore, it is not feasible

that the tram system will generate DC magnetic fields of this intensity,

Surveys

16.1.10 A site visit will be undertaken to inform the baseline for this assessment.

32

CAF (2014) Test Report EMC, Midland Metro Trams, Q.39.92.325.50




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16.1.11 The significance of EMC effects with regard to receptors will be based on the following:

Amplitude of current drawn and magnetic fields produced by the traction system;

Amplitude of radio frequency emissions produced by the tram(s);

Immunity/susceptibility of the receptor; and

Geometry i.e. the distance and alignment between OLE and receptor.

16.1.12 The significance of stray DC effects with regard to receptors will be based on the following:

Amplitude of current drawn by the traction system;

Design with regard to management and control of stray DC; and

Susceptibility of receptors to stray DC e.g. Network Rail train detection equipment.


16.2.1 The BEE Scheme route is characterised mainly by commercial and light industrial premises

with some residential land uses.

16.2.2 Sensitive receptors to EMF exposure such as hospitals, health centres or university

laboratories along the route will be identified during the EIA.

16.2.3 For the purpose of this Scoping Report, the key sensitive receptors to EMF includes existing

Network Rail infrastructure.


16.3.1 Potential EMF impacts associated with the BEE Scheme during construction and operation





Construction plant and machinery Increase in electromagnetic radio frequency emissions

Construction radios Increase in electromagnetic radio frequency emissions




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Operational impacts


Aspect of BEE Scheme operation Potential operational impact

Traction power infrastructure i.e. OLE wire and associated running rails

Increase in DC and low frequency magnetic fields

Tram operation Increase in electromagnetic radio frequency emissions

Traction power infrastructure i.e. OLE wire and associated running rails

Increase in stray DC through adjacent metallic structures and equipment

16.4 Summary

16.4.1 The scope of the EMF assessment for the BEE Scheme will include the following:

The EMI generated by plant, machinery and radios during construction and its impact on

co-located equipment and third parties;

The EMI generated by the BEE traction power and trams during operation and its impact

on co-located equipment and third parties;

The stray DC generated by the BEE traction power during operation and its impact on

adjacent metallic structures and equipment; and

Assess the level of DC magnetic fields at locations where members of the public and

workers use bridges or structures that are within 2m of the OLE. This is to assess the risk

to those wearing implanted electronic medical devices.

16.4.2 The potential effect of co-located and third party equipment on the BEE Scheme is not

included within the scope of this assessment.




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17.1.1 A Climate Change Risk Assessment (CCRA) will be undertaken and presented as a technical

appendix to the ES for the BEE Scheme. The influence of the CCRA during the design

process will be presented within the ES in the following locations:

The BEE Scheme description will include any mitigation measures as an outcome of the

CCRA which will provide an adequate level of resilience to the future climate;

Within the design alternatives; and

In specific environmental chapters, will assess wider receptor vulnerability and the

capacity to adapt to climate change.

17.1.2 The CCRA will include:

Scoping of climate resilience issues and the determination of an evolving climate baseline;

Appraisal of climate risks to the BEE Scheme and its long term climate resilience;

Appraisal of the impact of the BEE Scheme on wider vulnerability and capacity to adapt to

climate change; and

The development of recommendations for climate change adaptation measures to

improve climate resilience of the BEE Scheme, where necessary.


17.1.3 In May 2014, the revised EIA Directive (2014/52/EU) strengthened the provisions related to

climate change. It introduced clear references to ‘climate change’ and provided detailed

descriptions of climate change adaptation issues to be addressed in EIA. This includes

consideration for project climate resilience measures and the contribution of new

developments to wider climate resilience. The regulations must be transposed into UK

regulation by May 2017. Whilst the revised EIA Directive has not yet been formally transposed

into UK regulations, the intention is to take account of it for the purposes of the ES for the

BEE Scheme.

17.1.4 Guidance used to inform the assessment will include:

European Commission (2013) Guidance on Integrating Climate Change and Biodiversity

into EIA;

Defra (2012) UK Climate Change Risk Assessment for the Transport Sector;

Draft IEMA guidance on integrating climate change within the EIA; and

UKCIP (2003) Climate adaptation: risk, uncertainty and decision-making.

Study area

17.1.5 References will be made to the local area adjacent to the BEE Scheme and the region

(Birmingham). The nearest available weather station (i.e. Hayley Green or Coleshill) with

suitable and available data will be identified to provide weather and climate information which

17 Climate Resilience




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is representative of the area. For projections of future climate, the nearest 25km UK Climate

Projections 2009 (UKCP09) grid square to the scheme area will be selected.


17.1.6 The CCRA will outline the level of climate risk to specific elements of the BEE Scheme design

and identify their long term climate resilience. This will be based on expert review of the

available evidence, literature and data. In response to any significant areas of low climate

resilience identified, recommendations for ‘supplementary’ climate change adaptation

measures will be provided to the design team, if appropriate. Any climate change adaptation

matters or implications for wider resilience will also be reported topic by topic in the ES, where

effects are likely to be significant.


17.2.1 An evolving climate baseline will be developed to understand the current climate and how

these are projected to change over time, together with the associated impact on infrastructure

in the region. This evolving climate baseline will be developed based on current climate

variability and projected climate change information and data. Current weather and climate

data will be obtained from observational records from the nearest freely available weather

station.

17.2.2 Data will be gathered for the most recent 30 year climate period (1981 to 2010), but there will

also be consideration for any climate variability over more recent years. A 1961 to 1990

baseline period will also be developed, from which climate change projections can be applied

to develop absolute climate scenarios. Climate change projections will be obtained from

UKCP09 for the 2030s (2020 to 2049) to consider climate change within the timescales of the

planned ‘opening’ year and ‘future’ year, as well as for the 2060s (2050 to 2079) to provide an

indication of conditions as it is expected to perform beyond these dates.


17.3.1 Table 17.1 outlines potential climate resilience issues associated with the construction and

operation of the BEE Scheme, as well as the wider vulnerability and capacity of the BEE

Scheme to adapt to climate change.

Table 17.1: Potential project climate resilience issues

Climate resilience issue Potential impact


Weather extremes Damage, delay, health and safety impacts and increased costs

Warm, dry and windy conditions Exacerbate dust generation and dispersion

Heavy rainfall, flooding and drought Increased soil erosion and increased risk of contamination




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Climate resilience issue Potential impact

Operational impacts

Heavy rainfall/flooding Structural damage, disruption, delay, or danger to users

Drought Maintenance issues, increased risk of subsidence

Gales Damage from wind borne debris, loading of structures and overhead lines, disruption and potential danger to users, damage to trees or landscaping

Temperature extremes Stress on structures and surfaces, maintenance and operational challenges, and comfort and health and safety impact on staff and user

Wider impacts

Air quality Warm and dry conditions generated by high pressure systems can exacerbate the effects of air pollutants. Potential improvements in air quality from improved traffic flows could offset this effect

Geology and soils Drought conditions and heavy or prolonged rainfall could impact soils, potentially affecting slopes and retaining walls.

Landscape Landscape features provide natural shading and buffering

Biodiversity Potential to enhance urban biodiversity

Transport and Access Impacts to users and changes in accessibility affecting community climate resilience

Water Resources Hard standing areas can increase surface run-off during heavy rainfall events

17.4 Summary

17.4.1 There is potential for the BEE Scheme to be affected by natural climate variability, climate

extremes and changes in the climate during construction and operation. There is also

potential for the BEE Scheme to influence wider vulnerability to climate change and its

capacity to adapt to a changing climate.

17.4.2 Climate change resilience will be scoped in for the BEE Scheme ES and will be informed by a

CCRA.




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18.1 Summary

18.1.1 This report sets out the proposals for an extension to the Midland Metro, known as the BEE. It

has been prepared to support a request to the Secretary of State to provide a scoping opinion

on the information to be included in the ES for the scheme.

18.1.2 A summary of the proposed technical scope outlined in Chapters 4 to 17 is provided in Table

18.1 below.

Table 18.1: Summary of impacts scoped in for further assessment

Topic Construction Operation Comments

Traffic and Transport Impacts on transportation of hazardous loads have been scoped out of both the construction and operational assessment.

Noise and Vibration N/A

Air Quality N/A

Greenhouse Gases N/A

Townscape and Visual N/A

Historic Environment N/A

Soils, Geology and Contaminated Land

Impacts to soils, geology and contaminated land have been scoped out of the operational assessment.

Water Resources and Land Drainage

Impacts on the local canal network have been scoped out of both the construction and operational assessment.

Ecology A PEA (Appendix C of Scoping Report) has identified low overall ecological value of habitats and species within the BEE Scheme route.

Land Use and Land Take N/A

Policies and Plans N/A

Socio Economics N/A

Electromagnetic Fields The potential effect of co-located and third party equipment on the BEE Scheme is not included within the scope of this assessment.

Climate Resilience N/A

18 Summary to EIA Scoping




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Appendices

A. Figures __________________________________________________________________________ 92 B. Main ES Contents __________________________________________________________________ 93 C. Preliminary Ecological Assessment ____________________________________________________ 94




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Table A.1: Table of figures

Drawing reference and description Notes

MMD-300207-TV12-DRA-0000-0001 Catenary-free schematic

MMD-300207-HS29-DRA-0000-0010 Route layout overview plan

MMD-300207-HS29-DRA-0000-0011 Route layout sheet 1

MMD-300207-HS29-DRA-0000-0012 Route layout sheet 2 This drawing does not show the Albert Street stop. Please refer to drawing MMD-300207-HS29-DRA-0000-0004 for details.






MMD-300207-HS29-DRA-0000-0004 Albert Street stop

A. Figures




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This appendix presents a list of generic chapters in Volume 1 - ES Main Statement. This list

will be reviewed again following the adoption of a formal Scoping Opinion.

Chapter Number

Chapter Title

1 Introduction

2 Site and Surrounding Area

3 Scheme Description

4 Project Need and Alternatives

5 EIA Methodology

6 Traffic and Transport

7 Noise and Vibration

8 Air Quality

9 Greenhouse Gases

10 Townscape and Visual

11 Historic Environment

12 Land Quality

13 Water Resources and Land Drainage

14 Ecology

15 Land Use and Land Take

16 Policies and Plans

17 Socio Economics

18 Electromagnetic Fields

19 Climate Resilience

20 Summary and Conclusion

B. Main ES Contents




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The preliminary ecological assessment was carried out in April 2015 based on a previous

BEE Scheme design. The previous Scheme design covered a larger area than the current

design therefore the impact results of the preliminary ecological assessment should be

considered a worst case scenario.

C. Preliminary Ecological Assessment


Midland Metro Eastside Extension · submitted as part of this scoping report in Appendix A. 1.2...

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