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«LONDONWEST MIDLANDS ENVIRONMENTAL STATEMENT Volume 2 | Community Forum Area report CFA7 | Colne Valley November 2013 ES VOL LondonWest Midlands ...»

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11.2.8 On Chalfont Lane towards West Hyde, there is a small residential settlement at Sunnyhill Road. Daytime sound levels here are around 60dB and the soundscape is comprised of distant road traffic from the M25 motorway and occasional local vehicles, occasional aircraft over flights and natural sounds. The night time noise levels along Chalfont Lane are typically 9dB lower than the daytime.

11.2.9 Further information on the existing baseline, including baseline sound levels and baseline monitoring results, is provided for this area, Volume 5: Appendix SV-002-007.

11.2.10 It is likely that the majority of receptors adjacent to the line of route are not currently subject to appreciable vibration97. Vibration at all receptors from the Proposed Scheme has therefore been assessed using specific thresholds, below which receptors will not be affected by vibration. Further information is provided in Volume 1, Section 8.

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Further information is available in the Volume 5: Appendix SV-001-000, the SMR and its Addendum.

Tyre noise typically becomes the dominant sound source for steady road traffic at speeds above approximately 30mph CFA Report – Colne Valley/No7 | Sound, noise and vibration with the proposed start of passenger services. The future baseline is for the sound environment that would exist in 2026 without the Proposed Scheme.

Effects arising during construction 11.3 Local assumptions and limitations Local assumptions 11.3.1 The construction arrangements that form the basis of the assessment are presented in Section 2.3 of this report.

11.3.2 Tunnelling support activities at Chiltern tunnel south portal will need to be undertaken during the evening and night-time for reasons of safety, engineering practicability or to reduce the impact on existing transport.

11.3.3 The assessment takes account of people’s perception of noise throughout the day.

More stringent criteria are applied during evening and night-time periods, when people are more sensitive to noise, compared to the busier and more active daytime period.

Local limitations 11.3.4 In this area, there are a number of locations where the land or property owners did not permit baseline sound level monitoring to be undertaken at their premises. However, sufficient information has been obtained to undertake the assessment. Further information is provided, Volume 5: Appendix SV-002-007.

Avoidance and mitigation measures 11.3.5 The assessment assumes the implementation of the principles and management

processes set out in Section 13 of the draft CoCP which are:

 Best Practicable Means (BPM) as defined by the Control of Pollution Act 1974 (CoPA) and Environmental Protection Act 1990 (EPA) will be applied during construction activities to minimise noise (including vibration) at neighbouring residential properties;

 as part of BPM, mitigation measures are applied in the following order:

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Residential receptors: direct effects –communities 11.4.2 The avoidance and mitigation measures in this area will avoid airborne construction noise adverse effects100 on the majority of receptors and communities. Residual temporary noise or vibration effects are identified later in this section.With regard to noise outside dwellings, the assessment of temporary effects takes account of construction noise relative to existing sound levels.

In locations with lower existing sound levels101, construction noise effects100are likely 11.4.3 to be caused by changes to noise levels outside dwellings. These may be considered by the local community as an effect on the acoustic character of the area and hence be perceived as a change in the quality of life. These effects are considered to be significant when assessed on a community basis taking account of the local context102.

11.4.4 Piling is likely to result in appreciable ground-borne vibration at a small number of dwellings, situated very closest to these activities. These receptors will also be exposed to appreciable noise from the construction of the Proposed Scheme. The significance of the identified vibration effects has been assessed in combination with the airborne noise also identified at these receptors.

As described in the draft CoCP, provided as necessary by solid temporary hoarding, temporary earth stockpiles, screening close to the activities or other means to provide equivalent noise reduction.

Information is provided in the emerging National Planning Practice Guidance – Noise http://planningguidance.planningportal.gov.uk, Further information is provided, Volume 5: Appendix SV-001-000.

Further information is provided in SV-001-000 and SV-003-007.

CFA Report – Colne Valley/No7 | Sound, noise and vibration

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Activity disturbance, especially for activities that require good conditions for verbal communication Equivalent continuous sound level at the facade, LpAeq, 0700-1900.

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The change in noise and vibration effects between the different passenger services is assessed in Volume 1 CFA Report – Colne Valley/No7 | Sound, noise and vibration Table 17: Train flows and speeds

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Avoidance and mitigation measures 11.5.3 The development of the Proposed Scheme has, as far as reasonably practicable, kept the alignment away from main communities. This avoidance measure has protected communities from likely significant noise or vibration effects.

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The Noise Insulation (Railways and Other Guided Transport Systems) Regulations (1996). Her Majesty’s Stationery Office, London.

World Health Organization (2010) Night-time Noise Guidelines for Europe.

During the night (2300-0700) a significant effect is identified where the Proposed Scheme results in a maximum sound level at the façade of a building at or above: 85 dB LpAFmax (where the number of train pass-bys exceeding this value is less than or equal to 20); or 80 dB LpAFmax (where the number of train pass-bys exceeding this value is greater than 20).

Equivalent continuous level, LpAeq,23:00-07:00 measured without reflection from the front of buildings.

CFA Report – Colne Valley/No7 | Sound, noise and vibration

Assessment of impacts and effects Residential receptors: direct effects –individual dwellings Surface sections of route; airborne noise and ground-borne vibration 11.5.15 The assessment has identified two residential buildings, 1 – 2 Weybeards Cottages on Old Uxbridge Road, close to the Proposed Scheme where the daytime forecast noise level does not exceed the threshold set in the Regulations but the forecast night-time noise level will exceed the World Health Organization’s Interim Target of 55dB 109 or the maximum noise level (dependent on the number of train passes) as a train passes exceeds the criterion 108. It is estimated that these buildings will also be offered noise insulation as described previously in the Avoidance and mitigation measures section.

These buildings are indicated on Map Series SV-05 (Volume 2, CFA7 Map Book).

11.5.16 The mitigation measures including noise insulation will reduce noise inside all dwellings, including those at Weybeards Cottages, such that it will not reach a level where it would significantly affect residents.

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Defined as the equivalent continuous sound level from 23:00 to 07:00 ( or LpAeq,night) With the train flows described in the assumptions section of this CFA Report, the daytime sound level (defined as the equivalent continuous sound level from 07:00 to 23:00 or LpAeq,day) from the Proposed Scheme would be approximately 10dB higher than the night-time sound level.

The 40dB contour therefore indicates the distance from the Proposed Scheme at which the daytime sound level would be 50dB.

Further information is provided in SV-001-000 and SV-004-007.

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Residential receptors: indirect effects 11.5.22 The assessment of operational noise and vibration indicates that significant indirect effects on residential receptors are unlikely to occur in this area.

Non-residential receptors: direct effects 11.5.23 The assessment of operational noise and vibration indicates that significant effects are likely on the non-residential receptors identified in Table 19.

11.5.24 The assessment of effects on non-residential receptors has been undertaken on a reasonable worst case basis taking account of all the public information about each receptor. Further information can be found, Volume 5: Appendix SV-004-007.

CFA Report – Colne Valley/No7 | Sound, noise and vibration Table 19: Likely significant noise or vibration effects on non-residential receptors arising from operation of the Proposed Scheme

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Non-residential receptors: indirect effects 11.5.25 The assessment of operational noise and vibration indicates that significant indirect effects are unlikely to occur on non-residential receptors in this area.

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12 Traffic and transport


12.1 12.1.1 This traffic and transport section describes the likely impacts on all forms of transport and the consequential effects on transport users arising from the construction and operation of the Proposed Scheme through the Colne Valley area.

12.1.2 With regards to traffic and transport, the main issues as a result of the Proposed Scheme are traffic generated during construction and the closures of PRoW and roads, either temporarily or in some cases permanently, with associated diversions or realignments.

12.1.3 The effects on traffic and transport have been assessed quantitatively, based on baseline conditions and future projection scenarios.

12.1.4 A detailed report on traffic and transport and surveys undertaken within the area is contained, Volume 5: Appendix TA-001-000, Transport Assessment.

12.1.5 Figure 2 shows the location of the key transport infrastructure in this area.

12.1.6 Engagement has been undertaken with the relevant highway authorities including the Highways Agency (HA), Buckinghamshire County Council (BCC) and Hertfordshire County Council (HCC).

Scope, assumptions and limitations 12.2 12.2.1 The assessment scope, key assumptions and limitations for the traffic and transport assessment are set out in Volume 1, and in the SMR (see Volume 5: Appendix CT-001and the SMR Addendum (see Volume 5: Appendix CT-001-000/2). This report follows the standard assessment methodology.

12.2.2 The study area includes the M25, M40, A40 Western Avenue, A413 Amersham Road, A405 Kingsway (North Orbital Road), A412 Denham Way/North Orbital Road, B467 Swakeleys Road and local roads that are affected by the Proposed Scheme.

12.2.3 The baseline forecast traffic flows for future years of assessment have been derived using the Department for Transport’s traffic forecasting tool, Trip End Model Presentation Program (TEMPRO). The assessment covers the morning (08:00-09:00) and evening (17:00-18:00) peak periods for an average weekday.

12.2.4 It has been assumed that bus services for the future years of assessment will be the same as those currently operating, since it is not possible to forecast how the services may change in the future.

12.2.5 Forecast future year traffic flows with and without the Proposed Scheme have been based on an approach that does not take account of wider effects, such as redistribution and reassignment of traffic, modal shift and peak spreading, except where traffic flows have been obtained from a strategic traffic model (e.g. the West London Highways Assessment Model (WeLHAM) transport model). As a consequence, local transport effects may be over-estimated.

CFA Report – Colne Valley/No7 | Traffic and transport

Environmental baseline 12.3 Existing baseline 12.3.1 Existing conditions in the Colne Valley area have been determined through site visits, specially commissioned transport surveys and liaison with relevant transport authorities and stakeholders to source traffic data, information on public transport, PRoW and accident data.

12.3.2 Traffic surveys were undertaken, to establish current traffic flows on the road network subject to assessment, during June and September 2012 and February 2013. The surveys comprised of automatic traffic counts, junction turning counts and queue surveys. This was supplemented by traffic and transport data obtained from other sources where available, including from the HA, BCC and HCC.

12.3.3 PRoW surveys were undertaken in August and September 2012, to establish the nature of the PRoW and their usage by pedestrians, cyclists and equestrians (nonmotorised users). The surveys included all PRoW and roads that will cross the Proposed Scheme and any additional PRoW that will be affected by the Proposed Scheme. The surveys indicated that the majority of PRoW are used by no more than 30 people per day aside from one off-road cycle route (ref: ROW/5005/0268) which is used by no more than 60 people per day. The Proposed Scheme affects eight PRoW within the Colne Valley area and crosses five of these. In addition to the five PRoW, the Proposed Scheme also crosses four roads with potential for use by non-motorised users.

12.3.4 There are several strategic routes that pass through the area. The M25 runs in a north/south direction and forms the western boundary of the area. It is accessible from Junction 17 at Rickmansworth and intercepts the M40 at Junction 16. The M40 crosses the south of the area and merges with the A40 at Junction 1. A short stretch of the A413 Amersham Road passes to the south-west of the area and connects to the A40 west of Denham. The A405 and A412 Denham Way/North Orbital Road connects to the M25 at Junction 17 and travels in a north/south direction through the Colne Valley before merging with the A40 at Denham.

12.3.5 The main local roads affected by the Proposed Scheme are the B467 Swakeleys Road, Harvil Road, Tilehouse Lane, Denham Green Lane, Chalfont Lane, Hornhill Road, Woodland Road, Moorhall Road/Moorfield Road and Chalfont Road.

12.3.6 Relevant accident data for the roads subject to assessment has been obtained from the HA for the five year period of 2007 to2011 and from BCC and HCC for the three year period of 2009 to 2011. This has been assessed and any identified accident clusters have been examined. No significant accident clusters have been identified in the area.

12.3.7 The following eight public bus services operate along roads that were subject to


 Route 331- connecting Uxbridge to Ruislip and serving Denham, Harefield in this area;

CFA Report – Colne Valley/No7 | Traffic and transport

 Route 581 – connecting Beaconsfield to Uxbridge and serving Gerrards Cross and Denham;

 Route 582 – Saturday only service connecting Higher Denham to Windsor and serving Iver and George Green;

 Route 724 – connecting Harlow to Heathrow and serving Maple Cross, and Denham;

 Route 951 – Saturday only service connecting Thorpe Park to Boreham Wood and serving Denham and Maple Cross;

 Route R21 – connecting Mount Vernon Hospital to Uxbridge and serving Mill End, Maple Cross and Denham;

 Route A30 – connecting Chesham to Heathrow and serving Amersham, Chalfont St Giles, Chalfont St Peter, Gerrards Cross and Denham; and  Route A40/640 – connecting High Wycombe to Heathrow Airport and serving Gerrards Cross and Denham.

12.3.8 These bus routes all operate along the A40 Oxford Road with a combined peak frequency of 10 buses per hour. Six of these routes operate along the A412 Denham Way/North Orbital Road with a combined peak frequency of six buses per hour. Two services operate along Tilehouse Lane south of Wyatt’s Caravan Site with route 581 providing the weekday service at up to one bus per hour. Route 331 operates along Moorhall Road/Moorfield Road and Harvil Road with a maximum frequency of three buses per hour. Route R21 operates along Hornhill Road at up to one bus per hour.

12.3.9 Frequent passenger rail services operate along the Chiltern Main Line serving stations within the area, including Denham and Denham Golf Club.

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