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Surrey Transport Plan / Surrey Future

Appendix 1: Assessment Records for the Major Schemes identified in the Congestion Programme March 2013

Appendix 1 to the Surrey Congestion Programme Environmental Report – March 2013

Contents Page

Assessment Records for the Major Schemes identified in the Congestion Programme

Table A1.1 Assessment summary for major schemes programmed to start in 2015, 2016 or 2017 1

Table A1.2 Assessment summary for major schemes programmed to start in 2018 or 2019 2

Table A1.3 Assessment summary for major schemes programmed to start post-2019 3

Scheme A Epsom Town Centre Action Plan 4

Scheme B Guildford Gyratory 10

Scheme C Redhill Balanced Network 16

Scheme D Runnymede Roundabout 22

Scheme E A30/A331 Corridor Improvements 28

Scheme F Egham Sustainable Transport Package 34

Scheme G Farnham Town Centre Package 40

Scheme H Camberley Highway Improvements 46

Scheme I Wider Network Benefits Package 52

Scheme J A24 Capel to Surrey/West Sussex Border Corridor Improvements 54

Scheme K A31 Hickley's Corner Junction Improvement, Farnham 60

Scheme L Dorking Town Centre Traffic Management Measures 66

Scheme M Kiln Lane Link, Epsom & Ewell 72

Scheme N Victoria Arch Capacity Improvements, Woking 78

Scheme O A24 Clarks Green to Holmwood, Mole Valley 82

Scheme P Road Network Improvements, Reigate 88

Scheme Q A31 Hickley’s Corner Underpass, Farnham 94

Scheme R Guildford A3 Strategic Corridor Improvements 100

Scheme S Guildford Hub Transport Improvements 110

Scheme T Reigate-Redhill Hub Transport Improvements 118

Scheme U Staines-upon-Thames Bridge Widening 124

Scheme V Woking Hub Transport Improvements 130

Scheme W Wrecclesham Relief Road, Farnham 136


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Table A1.1: Assessment summary for major schemes programmed to start in 2015, 2016 & 2017

Major Scheme

Air Quality Climate Change Land, Soil &

Mineral Resources

Materials Efficiency & Waste

Water Resources & Management

Built Environment

Historic Environment& Archaeology

Natural Environment &

Biodiversity

Landscape & Visual Amenity

Welfare, Health & Well-being

AQ

1

AQ

2

AQ

3

CC

1

CC

2

CC

3

CC

4

LS

MR

1

LS

MR

2

LS

MR

3

ME

W1

ME

W2

WR

M1

WR

M2

WR

M3

BE

1

BE

2

BE

3

HE

A1

HE

A2

HE

A3

NE

B1

NE

B2

NE

B3

LV

A1

LV

A2

WH

WB

1

WH

WB

2

WH

WB

3

WH

WB

4

WH

WB

5

Schemes programmed to commence in 2015 (subject to feasibility & transport body approval)

Scheme A: Epsom Town Centre Action Plan (Plan E)

Scheme B: Guildford Gyratory

Scheme C: Redhill Balanced Network

Scheme D: Runnymede Roundabout


Scheme E: A30/A331 Corridor Improvements

Scheme F: Egham Sustainable Transport Package

Scheme G: Farnham Town Centre Package


Scheme H: Camberley Highway Improvements

Scheme I: Wider Network Benefits Package

Key

Significant Adverse Impact Adverse Impact Significant Beneficial Effect Beneficial Effect

Adverse Impacts & Beneficial Effects: No impact or effect Not assessed

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Table A1.2: Assessment summary for major schemes programmed to start in 2018 & 2019

Major Scheme


Mineral Resources



Built Environment



Biodiversity



AQ

1

AQ

2

AQ

3

CC

1

CC

2

CC

3

CC

4

LS

MR

1

LS

MR

2

LS

MR

3

ME

W1

ME

W2

WR

M1

WR

M2

WR

M3

BE

1

BE

2

BE

3

HE

A1

HE

A2

HE

A3

NE

B1

NE

B2

NE

B3

LV

A1

LV

A2

WH

WB

1

WH

WB

2

WH

WB

3

WH

WB

4

WH

WB

5


Scheme J: A24 Capel to Surrey / West Sussex Border Corridor Improvements

Scheme K: A31 Hickley’s Corner Junction Improvement, Farnham

Scheme L: Dorking Town Centre Traffic Management Measures

Scheme M: Kiln Lane Link, Epsom & Ewell

Scheme N: Victoria Arch Capacity Improvements, Woking


Scheme O: A24 Clarks Green to Holmwood

Scheme P: Reigate Town Centre Road Network Improvements

Key



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Table A1.3: Assessment summary for major schemes programmed to start post-2019

Major Scheme


Mineral Resources



Built Environment



Biodiversity



AQ

1

AQ

2

AQ

3

CC

1

CC

2

CC

3

CC

4

LS

MR

1

LS

MR

2

LS

MR

3

ME

W1

ME

W2

WR

M1

WR

M2

WR

M3

BE

1

BE

2

BE

3

HE

A1

HE

A2

HE

A3

NE

B1

NE

B2

NE

B3

LV

A1

LV

A2

WH

WB

1

WH

WB

2

WH

WB

3

WH

WB

4

WH

WB

5

Schemes programmed to commence post 2019 (subject to feasibility & transport body approval)

Scheme Q: A31 Hickley’s Corner Underpass at Farnham

Scheme R: A3 Improvements at Guildford

R(a): Improve A3

R(b): Widen A3

R(c): New by-pass

Scheme S: Guildford Hub Transport Improvements

Scheme T: Reigate-Redhill Hub Transport Improvements

Scheme U: Staines-upon-Thames Bridge Widening

Scheme V: Woking Hub Transport Improvement

Scheme W: Wrecclesham Relief Road at Farnham

Key




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Scheme A: Epsom Town Centre Action Plan (Plan E)

Scheme Summary:

Description from the draft Congestion Programme:

Epsom is an important commercial and retail centre and contains a number of head offices and a campus of the University of the Creative Arts. The town centre is subject to high volumes of through traffic due to the A24 bisecting the town, which has a negative impact on the townscape, air quality and provides a poor environment for pedestrians and cyclists. The high volumes of traffic often cause congestion on the one-way gyratory system within the town centre impacting upon journey time reliability. An action plan has been developed forming part of the Local Development Framework (LDF), which focuses on relieving congestion, improving air quality and improving the environment for pedestrians and cyclists. The scheme, known as Plan E, will look to return a part of the gyratory to two way traffic, provide new pedestrian and cycle links and improve public transport accessibility.

Description from the Major Schemes Fact Book:

The scheme includes a number of improvements to Epsom town centre. The schemes are part of the Epsom town centre Area Action Plan (AAP) developed by Epsom & Ewell BC as part of their LDF. The proposals include:

Returning South Street to two-way traffic;

New pedestrian and cycle links;

Development of Epsom Station into a public transport interchange;

Traffic management;

Contra-flow lane through Station Approach and shared cycle path and footway along East Street.

Description from the Major Schemes Surrey County Council Cabinet Report (27 November 2012):

Return South Street to two-way traffic;

New pedestrian and cycle links;

Improve public transport accessibility;

Develop Epsom Station into a public transport interchange;

Traffic management;

Contra-flow lane through Station Approach and shared cycle path and footway along East Street.

Centred on NGR 520850 160776 & located in the Epsom & Ewell BC area

Key Features of the Effected Area:

Nature Conservation: There are no SACs, SPAs or Ramsar Sites located within the area covered by the Epsom Town Centre AAP. There are no SSSIs located within the area covered by the AAP, but the Stones Road Ponds SSSI lies some 75 metres to the north of the area covered by the AAP. There are no SNCIs located within the area covered by the AAP. There is no ancient woodland located within the area covered by the AAP.

Heritage & Archaeology: There are 3 Grade II* Listed Buildings, and 54 Grade II Listed Buildings located within the area covered by the Epsom Town Centre AAP. The area covered by the AAP encompasses six designated Conservation Areas, including the Woodcote Conservation Area, the Epsom Town Centre Conservation Area, the Church Street – Epsom Conservation Area, the Adelphi Road Conservation Area, the Lintons Lane Conservation Area, and the Providence Place Conservation Area. There are no Scheduled Monuments, no Grade I Listed Buildings and no Registered Parks & Gardens located within the area covered by the AAP.

Landscape: The area covered by the Epsom Town Centre AAP does not fall within the boundaries of the Surrey Hills AONB or the Surrey Hills AGLV.

Water Environment: The area covered by the Epsom Town Centre AAP is located within an area of land designated as zone 1 in terms of fluvial flood risk. The area covered by the AAP includes areas that are noted in the Epsom & Ewell Surface Water Management Plan (SWMP) as being at risk of surface water flooding, which includes six areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The area covered by the AAP is underlain by a groundwater SPZ designation (SPZ1 – Inner Zone), and is partially underlain by a ‘secondary A’ class bedrock aquifer, and by a ‘secondary A’ class superficial deposits aquifer. The underlying bedrock aquifer is the Bromley Tertiaries, which currently exhibits ‘poor’ quantitative quality and ‘good’ chemical quality. There are no main rivers located within the area covered by the AAP.

Air Quality: The area covered by the Epsom Town Centre AAP does not coincide with any designated AQMAs.


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Scheme A: Epsom Town Centre Action Plan (Plan E) (continued)

Is assessment required under the Environmental Impact Assessment regime?

Unlikely – based on the level of detail that has been provided about the proposed scheme of improvement works,

the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). However, the area covered by the AAP does not coincide with any sensitive receptors as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment).

Is assessment required under the Conservation of Habitats & Species Regulations 2010?

Unlikely – as there are no SPA, SAC or Ramsar Sites located within, or within 5 kilometres, of the area covered

by the Epsom Town Centre AAP.

Recommendations:

EIA: In order to provide certainty in respect of the question of whether or not EIA is required, and in order to clarify

the situation in respect of any parts of the proposed scheme that are to be carried out under permitted development rights, it would be advisable to obtain an EIA screening opinion (to be requested under Regulation 5 of the EIA Regulations 2011) from the relevant planning authority as part of the project development process.

Historic Environment: As the implementation of scheme would involve works being undertaken within areas that

are covered by Conservation Area designations, and that include both Grade II and Grade II* Listed Buildings, early consultation should be undertaken with the Epsom & Ewell BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Listed Buildings or the Conservation Areas.

Water Environment & Flooding: As implementation of the scheme would involve works within an area that is

known to be affected by surface water flooding, early consultation should be undertaken with both Epsom & Ewell BC and with Surrey County Council as Lead Local Flood Authority (LLFA), in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.

Likely Environmental Impacts

Air Quality

Addressing poor air quality in Epsom town centre, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Epsom town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.

Over the short-term, there is scope for works associated with the implementation of the scheme to give rise to localised adverse impacts, including dust arising from construction works, and emissions arising from vehicles as a consequence of delays resulting from temporary traffic control measures. Consequently an adverse impact is anticipated in respect of impact pathway AQ3, but not on a scale that would warrant the undertaking of an EIA on air quality grounds.

Impact Pathway AQ1: Emissions to air associated with changes in the total volume of traffic on Surrey’s roads

Impact Pathway AQ2: Emissions to air associated with changes in the distribution of traffic on Surrey’s roads

Impact Pathway AQ3: Emissions to air associated with the construction &/or maintenance of transport networks & infrastructure in Surrey


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Climate Change

Addressing heavy volumes of traffic and congestion in Epsom town centre is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Epsom town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.

There is scope for works associated with the implementation of the scheme, and the ongoing maintenance of new infrastructure, to give rise to carbon emissions as a consequence of the energy consumed during the production of materials, the initial construction works and ongoing maintenance, and emissions arising from vehicles, plant and machinery used for construction and maintenance works. Consequently an adverse impact is anticipated in respect of impact pathway CC4, but not on a scale that would warrant the undertaking of an EIA on climate change grounds.

Impact Pathway CC1: GHG emissions associated with changes in the total volume of traffic on Surrey’s roads

Impact Pathway CC2: GHG emissions associated with changes in the composition of traffic on Surrey’s roads

Impact Pathway CC3: GHG emissions associated with changes in the total distance travelled by Surrey residents

Impact Pathway CC4: GHG emissions associated with the maintenance & development of the highway network (embodied energy)

Land, Soil & Mineral Resources

The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Epsom, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.

Impact Pathway LSMR1: Changes in land use due to the provision of transport networks, interchanges & other facilities

Impact Pathway LSMR2: Use of mineral resources in the development & maintenance of transport infrastructure

Impact Pathway LSMR3: Changes in soil composition & structure associated with the development, maintenance & use of transport infrastructure


The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Epsom, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate materials that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.

Impact Pathway MEW1: Use of material resources in the development & maintenance of transport infrastructure

Impact Pathway MEW2: Generation of wastes in the development & maintenance of transport infrastructure


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The area of Epsom that would be affected by the proposed scheme coincides with areas of surface water flood risk, the disposition of which could be affected by changes to the physical environment. Flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of surface water flooding. However, through careful design the risks of surface water flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. There are no main rivers located within the area affected by the proposed scheme, but changes in traffic levels and distribution could have impacts on the volume and type of contaminated highways runoff arising from the affected surface water drainage catchments. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1 and impact pathway WRM2.

Impact Pathway WRM1: Impacts on the flow of water & the functioning of floodplains

Impact Pathway WRM2: Impacts on water quality

Impact Pathway WRM3: Demand for water resources

Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Epsom town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.

Impact Pathway BE1: Quality of design in new development

Impact Pathway BE2: Impacts on existing built structures

Impact Pathway BE3: Impacts on the tranquillity of settlements

Historic Environment & Archaeology

The area that would be affected by the proposed scheme coincides with six Conservation Areas, and contains 3 Grade II* and 54 Grade II Listed Buildings. Changes to the layout and function of the town centre’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made within Conservation Areas or in close proximity to Listed Buildings. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.

Impact Pathway HEA1: Impacts on heritage assets due to land take

Impact Pathway HEA2: Impacts on heritage assets due to pollution

Impact Pathway HEA3: Impacts on heritage assets due to disturbance


8


Natural Environment & Biodiversity

The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. A SSSI is located close to the affected area, and changes in the incidence and distribution of congestion in Epsom town centre could, dependent on the nature of those changes, have implications for the integrity of the SSSI, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.

Impact Pathway NEB1: Impacts on habitats & species due to land take

Impact Pathway NEB2: Impacts on habitats & species due to pollution

Impact Pathway NEB3: Impacts on habitats & species due to disturbance


The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Epsom town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.

Impact Pathway LVA1: Impacts arising from new network or facility provision

Impact Pathway LVA2: Impacts arising from network or facility maintenance & improvement


Addressing heavy volumes of traffic and congestion in Epsom town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Epsom town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.

Over the short-term, there is scope for works associated with the implementation of the scheme to give rise to localised adverse impacts, including dust, noise and delays arising from construction works and from traffic disruption caused by temporary traffic control measures. Consequently adverse impacts are anticipated over the short term in respect of impact pathway WHWB2, impact pathway WHWB3 and impact pathway WHWB4, but not on a scale that would warrant the undertaking of an EIA on welfare, health and well-being grounds.

Impact Pathway WHWB1: Risks of death & serious injury to road users

Impact Pathway WHWB2: Risks to respiratory health from transport related air quality impacts

Impact Pathway WHWB3: Risks to health & well-being from transport related noise

Impact Pathway WHWB4: Risks to health & well-being from transport related stress

Impact Pathway WHWB5: Opportunities to increase physical activity


9



10

Scheme B: Guildford Gyratory

Scheme Summary:


Guildford is the county town of Surrey and is an established regional centre within the south east. The town plays a major strategic role in terms of the economy and Guildford rail station acts as a major transport interchange hub. In 2010 the UK Competitiveness Index ranked Guildford as the most competitive city in the UK outside London. It is the dominant shopping and employment centre in the county and has been subject to considerable employment growth in recent years. The University of Surrey, Royal Surrey County Hospital and the Surrey Research Park are all located within the town. The Surrey Research Park in an important contributor to the local economy equating to £350-450 million annually. We have already delivered a new signalised junction, which opened in December 2012, to replace Hospital Roundabout which has improved journey time reliability to and from the Surrey Research Park and the Royal Surrey County Hospital.

The A3, which runs through and bisects the Guildford urban area, is subject to high levels of congestion. Technical modelling has forecast that this congestion is likely to become worse in the future along with further traffic congestion within the town centre. In order for Guildford to remain economically competitive and continue to attract and retain businesses, congestion and journey time reliability in the area needs to be addressed especially on the A3 corridor. There is already evidence of businesses, within the area relocating due to the poor transport infrastructure surrounding the A3.

A number of schemes and interventions have either been developed, are under development and are under consideration. Further measures are proposed to develop Guildford as a public transport hub. Pedestrian and cycle improvements and a new park and ride site at Onslow are committed and will be delivered. A major scheme for the present Guildford gyratory in the town centre is under development. Schemes under consideration for future development include improvements to the A3 as it runs through the town of Guildford and the potential provision of new park and ride sites serving the town centre.


This proposal includes a number of improvements to the gyratory in Guildford. The scheme is incorporated in the key planning documents for Guildford town centre, developed by the Borough Council and the County Council. The proposals include:

Removal of current one-way arrangement, and Introduction of two-way traffic movement;

Reduction/removal of traffic in Bridge Street;

Improved pedestrian and cycle links;

Improved public transport accessibility;

Improved station interchange arrangements;

Traffic management/road safety measures.


To improve journey time reliability and traffic flow through the gyratory;

To increase the urban permeability for walkers and cyclists;

To provide bus priority.

Centred on NGR 499352 149532 & located in the Guildford BC area


Nature Conservation: There are no SPAs, SACs, Ramsar Sites or SSSI located within the area of land that would be affected by the proposed scheme of works and measures. There are no SNCIs located within the area of land that would be affected by the proposed works, although The Mount-Guildford SNCI is located some 0.41 kilometres to the south west of the affected area. There are no areas of ancient woodland located within the area of land that would be affected by the proposed scheme, the closest such area is some 0.80 kilometres to the south west within the boundaries of The Mount-Guildford SNCI.


11

Scheme B: Guildford Gyratory (continued)


Heritage & Archaeology: There are five Scheduled Monuments located within 1 kilometre of the area that would be affected by the proposed scheme. Two of those Scheduled Monuments, ‘The Treadwheel Crane’ (English Heritage List Entry ID 1005918), and ‘Medieval undercroft remains at No.s 50-52 High Street, Guildford’ (English Heritage List Entry ID 1400306) are located within the affected area. The other three Scheduled Monuments are located within 1 kilometre of the affected area, ‘Medieval undercroft at 72/74 High Street’ (English Heritage List Entry ID 1005924) some 70 metres to the east, ‘Guildford Castle’ (English Heritage List ID 1012340) some 200 metres to the south east, and ‘Henley Fort – a London mobilisation centre’ (English Heritage List Entry ID 1019286) approximately 1 kilometre to the south west. There is one Grade II* Listed Building and some 12 Grade 2 Listed Buildings located within the area covered by the scheme. There is one Registered Park & Garden, the Grade II Jellicoe Roof Garden, Guildford, located in close proximity (some 95 metres to the east) to the affected area. The area of land that would be affected by the proposed scheme of works and measures coincides with three designated conservation areas, the Millmead & Portsmouth Road Conservation Area, the Guildford Town Centre Conservation Area and the Bridge Street Conservation Area.

Landscape: The affected area is not located within the boundaries of the Surrey Hills AONB or the Surrey Hills AGLV. The closest boundary of the Surrey Hills AONB is some 0.83 kilometres to the south west of the affected area, and the closest boundary of the AGLV is some 0.44 kilometres to the south west.

Water Environment: The area covered by the scheme is located primarily within an area of land designated as zone 3 or zone 2 in terms of fluvial flood risk associated with the River Wey. The area covered by the scheme includes one area of highways flooding noted on the Surrey County Council highways wetspots dataset. The area covered by the scheme is underlain by a groundwater SPZ designation (SPZ1 – Inner Zone, and SPZ 2 – Outer Zone), and is partially underlain by ‘principal’ and ‘secondary A’ class bedrock aquifers, and by a ‘secondary A’ class superficial deposits aquifer. The underlying ‘principal’ class bedrock aquifer is the Alton Upper Greensand, which currently exhibits ‘poor’ quantitative quality and ‘poor’ chemical quality. The underlying ‘secondary A’ class bedrock aquifer is the Effingham Tertiaries, which currently exhibits ‘poor’ quantitative quality and ‘good’ chemical quality. The River Wey (Wey – Shalford to River Thames confluence at Shalford) runs through the centre of the area affected by the proposed scheme, and is described by the Environment Agency as a low, medium, siliceous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘fail’ for chemical quality.

Air Quality: There are no AQMAs declared within the borough of Guildford.



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). The area covered by the scheme coincides with one of the categories of sensitive receptors, Scheduled Monuments, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). Whilst the presence of Scheduled Monuments increases the probability of EIA being required, based on what is known about the proposed scheme, and based on the assumption that it would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA is unlikely to be required in this case. However, in order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Unlikely – there are no SACs or Ramsar Sites located within, or within 5 kilometres, of the area covered by the

proposed scheme. The closest SPA to the affected area is the Thames Basin Heaths SPA, a component part of which (Whitmoor Common SSSI) is located some 3.2 kilometres to the north of the scheme location.


12


Recommendations:

EIA: In order to provide certainty in respect of the question of whether or not EIA is required, and in order to

clarify the situation in respect of any parts of the proposed scheme that are to be carried out under permitted development rights, it would be advisable to obtain an EIA screening opinion (to be requested under Regulation 5 of the EIA Regulations 2011) from the relevant planning authority as part of the project development process.

Historic Environment:

As the implementation of scheme would involve works being undertaken within areas that encompass Scheduled Monuments, and lie in close proximity to a Grade II Registered Park & Garden, early consultation should be undertaken with English Heritage, in order to determine whether consents, licences or conditions will be required with respect to any works that may affect the fabric or context of the Scheduled Monuments or the Registered Park & Garden.

As the implementation of scheme would involve works being undertaken within areas that are covered by Conservation Area designations, and that include both Grade II and Grade II* Listed Buildings, early consultation should be undertaken with the Guildford BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Listed Buildings or the Conservation Areas.

Water Environment & Flooding:

As implementation of the scheme would involve works within an area that is known to be affected by fluvial flooding and that encompasses a main river that currently exhibits ‘moderate’ ecological potential and ‘fail’ chemical quality, early consultation should be undertaken with the Environment Agency, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of fluvial flooding, and to contribute to attainment of the objectives of the Water Framework Directive in respect of river water quality.

As implementation of the scheme would involve works within an area that is known to be affected by surface water flooding, early consultation should be undertaken with both Guildford BC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.


Air Quality

Addressing poor air quality in Guildford town centre, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Guildford town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.






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Climate Change

Addressing heavy volumes of traffic and congestion in Guildford town centre is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Guildford town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.

There is scope for works associated with the implementation of the scheme, and the ongoing maintenance on new infrastructure, to give rise to carbon emissions as a consequence of the energy consumed during the production of materials, the initial construction works and ongoing maintenance, and emissions arising from vehicles, plant and machinery used for construction and maintenance works. Consequently an adverse impact is anticipated in respect of impact pathway CC4, but not on a scale that would warrant the undertaking of an EIA on climate change grounds.






The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Guildford, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.





The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Guildford, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




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The area of Guildford that would be affected by the proposed scheme coincides with areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. During construction and over the longer term, the water quality of the river Wey, which currently exhibits ‘moderate’ ecological potential, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Guildford town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





The area that would be affected by the proposed scheme encompasses two Scheduled Monuments, and 1 Grade II* and 12 Grade II Listed Buildings, coincides with three Conservation Areas, and is located within 95 metres of a Grade II Registered Park & Garden. Changes to the layout and function of the town centre’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Scheduled Monuments, Registered Parks & Gardens, and Listed Buildings, and within Conservation Areas. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





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The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. An SNCI is located close to the affected area, and changes in the incidence and distribution of congestion in Guildford town centre could, dependent on the nature of those changes, have implications for the integrity of the SNCI, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Guildford town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Guildford town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Guildford town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme C: Redhill Balanced Network

Scheme Summary:


Redhill, located in the east of the county, is a major employment and business centre accommodating specialist businesses in advanced electronics, engineering and financial services. The town centre has been in decline and requires significant regeneration. Redhill suffers from severance caused by the A23 passing through the town centre and from congestion and poor accessibility especially to Reigate, which is located two miles to the west. Poor bus services and train connectivity to Reigate are also having a negative impact on businesses within the area and some large employers have resorted to funding coaches from Redhill to Reigate due to the poor connectivity. This will be addressed through the planned Reigate-Redhill Hub Transport Improvements. These improvements will improve bus services over the area and introduce two park and ride sites between the two towns and improve the interchange facilities. To support regeneration in the area and to support and retain businesses, improvements included within the Redhill Balanced Network scheme will be delivered. These

include improved facilities for buses, cycling and walking which will reduce congestion and improve journey time reliability.


Component B1 – Remodelling of Lombard roundabout;

Component B2 – Pedestrian crossing at Sainsbury’s access on Princes Way;

Component B3 – Re-modelling of Station roundabout; &, Urban realm improvements under the railway bridge;

Component B4 – Conversion of one-way system to two-way working & provision of three sets of traffic signals along Cromwell Road & St Matthews Road; &, Public realm improvements on Station Road East;

Component B5 – Cycle & pedestrian linkages;

Component N1 – Mini-roundabout on Redstone Hill for Station car park.


Provide improved facilities for buses, cycling & walking, including disabled people;

Introduce two-way working along existing one-way system;

Alterations to Lombard & Station roundabouts;

Layout changes along Princess Way & Station Road/Redstone Hill;

Reduce congestion & journey time for vehicles.

Centred on NGR 527836 150660 & located in the Reigate & Banstead BC area


Nature Conservation: There are no SPAs, SACs, Ramsar Sites or SSSIs located within or adjacent to the area affected by the proposed scheme, the closest to the scheme location is the Mole Gap to Reigate Escarpment SSSI and SAC, for which the SSSI begins some 1.45 kilometres to the north west and the SAC begins some 2.24 kilometres to the north west. The closest SNCI to the scheme location is the Holmethorpe Sandpits Complex SNCI, which is located some 0.40 kilometres to the east. The closest area of ancient woodland to the scheme location is some 1.32 kilometres to the south east, at Byes Wood, Hillbrow and Chartfields.

Heritage & Archaeology: There is one Grade II Listed Building located within the area affected by the proposed scheme. The area affected by the proposed scheme does not coincide with any Scheduled Monuments, any Grade I or II* Listed Buildings, or any Registered Parks & Gardens. Scheme component N1 would involve works being undertaken adjacent to, or possibly within, the boundaries of the Redstone Hill (Redhill) Conservation Area.

Landscape: The area affected by the proposed scheme does not fall within the Surrey Hills AONB or the Surrey Hills AGLV. The closest boundary of the Surrey Hills AONB is some 1.2 kilometres to the north of the scheme location. The closest boundaries of the Surrey Hills AGLV are located some 1.2 kilometres to the north and some 1.3 kilometres to the east.

Water Environment: The proposed scheme would involve works on areas of land that are classified as either Zone 2 (0.1% AEP) or Zone 3 (1% AEP) for fluvial flood risk, associated with the Redhill Brook. The area affected by the proposed scheme is not underlain by any groundwater SPZ designations. The potentially affected area is underlain by a combination of ‘principal’ and ‘secondary A’ bedrock aquifers. The underlying aquifer is the Reigate Lower Greensand aquifer, which is currently classified as exhibiting ‘poor’ quantitative quality and ‘poor’ chemical quality. The Redhill Brook is a low, small calcareous river that has been heavily modified, that forms part of the catchment of the River Mole, and is classified as exhibiting ‘poor’ ecological potential. The area covered by the proposed scheme does not include any areas subject to surface water flooding as recorded on the Surrey Highways Wetspots dataset.


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Scheme C: Redhill Balanced Network (continued)

Key Features of the Effected Area (continued):

Air Quality: The area affected by the proposed development coincides with the AQMA designated by Reigate & Banstead BC in 2011 (AQMA Order No.12) for the town centre of Redhill, including Cromwell Road, Queensway, Redstone Hill (A25), and the A23 (Brighton Road, Marketfield Way & Princess Way). The AQMA is designated for concentrations of nitrogen dioxide (NO2).



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). However, the area covered by the scheme does not coincide with any sensitive receptors as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment).


Unlikely – There are no SPAs or Ramsar Sites located within, or within 5 kilometres, of the area covered by the

proposed scheme. The closest SAC to the affected area is the Mole Gap to Reigate Escarpment SAC, which is located some 2.24 kilometres to the north west of the scheme location.

Recommendations:



Historic Environment: As the implementation of scheme would involve works being undertaken in close

proximity to one area that is covered by a Conservation Area designation, and there is one Grade II Listed Building within the area affected by the scheme, early consultation should be undertaken with the Reigate & Banstead BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Listed Buildings or the Conservation Areas.

Air Quality: As implementation of the scheme would involve works within an area that is designated as an AQMA

for NO2 concentrations, early consultation should be undertaken with the Environmental Health officers of Reigate & Banstead BC, in order to ensure that the proposals are consistent with the relevant air quality action plan.


Air Quality

Addressing poor air quality in Redhill town centre, which is designated as an AQMA for NO2 levels, and which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Redhill town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.



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Air Quality (continued)




Climate Change

Addressing heavy volumes of traffic and congestion in Redhill town centre is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Redhill town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Redhill, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.





The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Redhill, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2.




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The area of Redhill that would be affected by the proposed scheme coincides with areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. During construction and over the longer term, the water quality of the nearby Redhill Brook, which currently exhibits ‘poor’ ecological potential, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Redhill town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





The area that would be affected by the proposed scheme coincides with one Conservation Area, and encompasses 1 Grade II Listed Building. Changes to the layout and function of the town centre’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made within the Conservation Areas or in close proximity to the Listed Building. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





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The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. An SNCI is located close (within 400 metres) to the affected area, and changes in the incidence and distribution of congestion in Redhill town centre could, dependent on the nature of those changes, have implications for the integrity of the SNCI, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Redhill town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Redhill town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Redhill town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme D: Runnymede Roundabout – Egham

Scheme Summary:


Runnymede roundabout is a congestion pinch point serving the M25 Junction 13 slip roads via the A30. There is significant growth potential for commercial, retail and residential development in the area, but in order to unlock this potential improvements to this junction are required. The proposed scheme looks to convert the roundabout to signal control and widen the carriageways. These improvements will have a positive impact on traffic congestion in the area and are expected to deliver substantial journey time savings.


The roundabout serves as the access and egress onto the M25 motorway (Junction 13) which many local residents use to access not only the wider strategic highway network, but more especially Heathrow Airport. Runnymede roundabout is a 5-armed roundabout connected to Windsor to the north west via the A308 Windsor Road, to nearby Staines-upon-Thames via the A308 The Causeway to the east, and to Bagshot and Camberley to the south west via the A30, as well as to the M25. The Causeway is a commercial area terminating at Staines Bridge, which is the key entry point into Staines-upon-Thames. The proposals are to:

Convert the roundabout to signal control;

Widen the circulatory carriageway and approach lanes;

Provide enhanced pedestrian and off-road cycle facilities;

Provide more direct routes;

Improve access to Egham High Street.


To convert the roundabout to signal control, widen the circulatory carriageway and approach lanes, with enhanced pedestrian and cycle facilities, to provide more direct routes and improve access to Egham High Street.

Centred on NGR 501706 171799 & located in the Runnymede BC area


Nature Conservation: The scheme location lies within 2 kilometres of three component parts of the South West London Waterbodies SPA and Ramsar Site, the Wraysbury & Hythe End Gravel Pits SSSI (some 0.90 kilometres to the north), the Wraysbury Reservoir SSSI (some 1.77 kilometres to the north), and the Staines Moor SSSI (some 1.30 kilometres to the north east). The Windsor Forest & Great Park SSSI and SAC is located some 3.26 kilometres to the west of the scheme location. The Langham Ponds SSSI lies some 0.91 kilometres to the west of the scheme location. The scheme location lies immediately adjacent to the Runnymede (including Coopers Hill & Coopers Hill Slopes) SNCI and to the River Thames – Runnymede SNCI. The closest area of ancient woodland lies some 1.4 kilometres to the west of the scheme location, within the Langham Ponds SSSI.

Heritage & Archaeology: The area affected by the proposed scheme is located adjacent to a Scheduled Monument, ‘Bronze Age settlement west of Runnymede Bridge’ (English Heritage List Entry ID 1003807). Two Grade II Listed Buildings are located to the immediate west of the roundabout and the south of the Windsor Road (A308). There are no Grade I or II* Listed Buildings located within the area affected by the proposed scheme or the surrounding area. The area affected by the proposed scheme is not located within any designated Conservation Areas, the closest of which is the Egham Town Centre Conservation Area some 0.27 kilometres to the south west of the proposed site. The scheme location does not coincide with any Registered Parks & Gardens, the closest being the Grade II* Great Fosters some 1.7 kilometres to the south, and the Grade I Royal Estate at Windsor some 3.14 kilometres to the south west.

Landscape: The site of the proposed works is not located within the Surrey Hills AONB or the Surrey Hills AGLV designations, both of which lie more than 5 kilometres to the south of the affected area.

Water Environment: The area covered by the scheme is located primarily within an area of land designated as zone 3 or zone 2 in terms of fluvial flood risk associated with the River Thames, and as being at risk of flooding from reservoirs in the event of embankment or containing wall failure. The area covered by the scheme includes two areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The area covered by the scheme is underlain by a groundwater SPZ designation (SPZ3 – Total Catchment), and is partially underlain by ‘principal’ and ‘secondary A’ class superficial deposits aquifers. The underlying aquifer is the Lower Thames Gravels aquifer, which currently exhibits ‘good’ quantitative quality and ‘poor’ chemical quality. The River Thames (Thames (Cookham to Egham)) runs immediately to the north of the area affected by the proposed scheme, and is described by the Environment Agency as a low, large, calcareous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘good’ for chemical quality.


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Scheme D: Runnymede Roundabout – Egham (continued)


Air Quality: Part of the area affected by the proposed scheme coincides with the AQMA designated by Runnymede BC for the section of the M25 motorway that runs between Junction 11 of the motorway and the northern boundary of the borough. The AQMA is designated for concentrations of nitrogen dioxide (NO2) and concentrations of particulate matter (PM10).



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). The area covered by the scheme coincides with one of the categories of sensitive receptors, Scheduled Monuments, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). Whilst the presence of a Scheduled Monument increases the probability of EIA being required, based on what is known about the proposed scheme, and based on the assumption that it would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA is unlikely to be required in this case. However, in order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Unlikely – The closest SPA and Ramsar Site to the affected area is the South West London Waterbodies SPA

and Ramsar Site, a component part of which (Wraysbury & Hythe End Gravel Pits SSSI) is located some 0.91 kilometres to the north of the scheme location. The Windsor Forest & Great Park SAC is located some 3.26 kilometres to the west of the scheme location. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the South West London Waterbodies SPA and Ramsar Site, or the Windsor Forest & Great Park SAC.

Recommendations:



Historic Environment: As the implementation of scheme would involve works being undertaken within an area

that lies in close proximity to a Scheduled Monument, early consultation should be undertaken with English Heritage, in order to determine whether consents, licences or conditions will be required with respect to any works that may affect the fabric or context of the Scheduled Monument.


As implementation of the scheme would involve works within an area that is known to be affected by fluvial flooding and that encompasses a main river that currently exhibits ‘moderate’ ecological potential, early consultation should be undertaken with the Environment Agency, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of fluvial flooding, and to contribute to attainment of the objectives of the Water Framework Directive in respect of river water quality.

As implementation of the scheme would involve works within an area that is known to be affected by surface water flooding, early consultation should be undertaken with both Runnymede BC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.

Natural Environment:

As implementation of the scheme would involve works being undertaken within an area that lies in close proximity to SPAs, SACs and Ramsar Sites, early consultation should be undertaken with Natural England, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As implementation of the scheme would involve works being undertaken within an area that lies immediately adjacent to two SNCIs, early consultation should be undertaken with the ecologists at Surrey County Council and Runnymede BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.


for NO2 concentrations and PM10 concentrations, early consultation should be undertaken with the Environmental Health officers of Runnymede BC, in order to ensure that the proposals are consistent with the relevant air quality action plan.


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Air Quality

The proposed works would not be expected to give rise to any discernible change in the total volume of traffic present on Surrey’s roads, and consequently would not have any effect on impact pathway AQ1. The proposed scheme seeks to reduce congestion at the Runnymede Roundabout in Egham, which is partially located within an AQMA designation for nitrogen dioxide and particulate matter concentrations. Consequently a beneficial effect would be anticipated in respect of impact pathway AQ2.





Climate Change

The proposed scheme would seek to reduce the incidence of congestion in Egham by improving the capacity of the Runnymede roundabout to carry traffic through the area without interruption. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.







The proposed scheme involves a programme of changes to the Runnymede roundabout, including physical alterations and amendments to the way in which the junction is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use are not likely to be required, as the planned improvements are concentrated on existing highways land and soil quality is not likely to be affected. Adverse impacts are anticipated in respect of impact pathway LSMR2 but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds, and no significant effects are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR 3.





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The proposed scheme involves alterations to the Runnymede roundabout to the north of Egham. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.



Water Resources & Management (continued)

The Runnymede roundabout lies within the floodplain of the River Thames, in an area subject to zone 2 and zone 3 fluvial flood risk. The proposed scheme of improvements would not be expected to significantly alter the level of flood risk to which the roundabout and the surrounding area is subject, and consequently no impacts are anticipated in respect of pathway WRM1. The nearby River Thames is currently classed as exhibiting ‘moderate’ ecological potential, but the scheme of proposed improvements to the roundabout would not be expected to affect the quality of water in the river, and consequently no impacts are anticipated in respect of pathway WRM2. The works associated with the improvement of the roundabout are expected to entail the use of a range of construction materials, and would be expected to require the consumption of water. Consequently adverse impacts are anticipated in respect of pathway WRM3, but not on a scale that would warrant EIA on grounds of effects on the water environment.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in terms of the structure and function of the Runnymede roundabout, which dependent on the standards achieved in delivery could enhance or detract from the established character of the affected area. Consequently there is scope for adverse impacts or beneficial effects in respect of impact pathway BE2. The scheme would not entail any new development, and would not reduce the volume of traffic making use of the roundabout and the surrounding road network, and consequently no impacts are anticipated in respect of pathway BE1 and impact pathway BE3





The Runnymede roundabout is located immediately to the east of a Scheduled Monument, but it is understood that implementation of the proposed scheme of improvements would not involve any additional land take, and consequently no impacts are anticipated in respect of pathway HEA1. The improvement of the roundabout is not likely to give rise to any new significant sources of pollution that could give rise to damaging impacts on the adjacent Scheduled Monument or the wider surrounding historic environment, and consequently no impacts are anticipated in respect of impact pathway HEA2. There is scope for works associated with the improvement of the roundabout to give rise to physical disturbance that could affect the integrity of the adjacent Scheduled Monument, and that may warrant EIA and consequently trigger the need for a planning application.





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The Runnymede roundabout is located in close proximity to two SNCIs, but it is understood that implementation of the proposed scheme of improvements would not involve any additional land take, and consequently no impacts are anticipated in respect of pathway NEB1. The improvement of the roundabout is not likely to give rise to any new significant sources of pollution that could give rise to damaging impacts on the nearby SNCIs or the wider surrounding natural environment, and consequently no impacts are anticipated in respect of impact pathway NEB2. There is scope for works associated with the improvement of the roundabout to give rise to physical disturbance that could affect the nearby SNCIs, but not on a scale that would warrant EIA on nature conservation grounds.





The Runnymede roundabout is an established component of the highways network that is not located within any national or local level landscape designations. The proposed improvement works would not significantly alter the appearance of the roundabout or the surrounding area, and consequently no impacts are anticipated in respect of pathway LVA1 or pathway LVA2.




The scheme seeks to address congestion on the Runnymede roundabout to the north of Egham. Based on the assumption that the proposed schemes succeeds in delivering improvements in the functioning of the roundabout in terms of traffic management, congestion and delays to journeys associated with the junction could be reduced, and safety for pedestrians and cyclists and cyclists improved. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2 and impact pathway WHWB4.








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28

Scheme E: A30/A331 Corridor Improvements – Camberley

Scheme Summary:


The A30/A331 scheme comprises improvements to the Meadows Roundabout and improving accessibility to the business sector in Camberley providing a more attractive environment for businesses. The scheme would manage congestion within the area and provide improved accessibility for all modes of transport in the area. The proposals will also improve access to the shopping centre and nearby locations in Bracknell Forest and Hart District in Hampshire, including Blackwater rail station and its industrial hinterland.


Meadows roundabout is a signal controlled gyratory linking Camberley with the M3 motorway, Farnborough and locations in Bracknell Forest and Hampshire. Approximately 55,000 vehicles (Annual Average Daily Traffic) pass through the gyratory, which as a consequence experiences severe congestion in peak periods. This limits the potential for economic growth in the area. The scheme is a package of measures which could be implemented in phases if required, and may include:

Improvements to Meadows roundabout to relieve congestion and improve accessibility;

Realignment and refurbishment of the B3411 Frimley Road/A30 London Road;

New Bracebridge to London Road link;

Off-carriageway pedestrian and cycle route along the A331;

Reduce speed limits on the A331 to 50 miles per hour;

Four bus lay-bys on the A331;

Toucan crossings on The Meadows shopping centre accesses.


Package of measures which may include:

Improvements to Meadows Roundabout to relieve congestion and improve accessibility;

Realignment and refurbishment of B3411 Frimley Road / A30 London Road;

New Bracebridge – A30 London Road link;

Off-carriageway pedestrian and cycle route along A331;

Reduce speed limits on the A331 to 50 miles per hour;

Four bus lay-bys on the A331;

Toucan crossings on The Meadows shopping centre accesses.

For a distance of some 2.2 kilometres along the A331 between NGR 486766 158226 (A331/M3 interchange) & NGR 485477 159946 (A30/A331 interchange), & at NGR 486415 160387 (junction of the B3411 and the A30), all located in the Surrey Heath BC area


Nature Conservation: The location of the proposed scheme does not coincide with any SPAs, SACs, Ramsar Sites or SSSIs. At its closest point, the scheme location lies approximately 1.0 kilometre to the east of the Castle Bottom to Yateley & Hawley Commons SSSI in Hampshire, which is part of the Thames Basin Heaths SPA. Some 1.2 kilometres to the north of the scheme location, at the point of closest proximity, is the Broadmoor to Bagshot Woods & Heaths SSSI, also part of the Thames Basin Heaths SPA. Some 3.34 kilometres to the south east of the scheme location, at the point of closest proximity, is the Ash to Brookwood Commons SSSI, which also forms part of the Thames Basin Heaths SPA, and is designated as part of the Thursley, Ash, Pirbright & Chobham SAC. At its closest point the Blackwater Valley SSSI is located some 0.07 kilometres to the north of the junction of the A30 with the A331 and the A321. At its closest point the scheme location lies some 44 metres to the south of the Sandhurst Royal Military Academy SNCI, which encompasses areas of ancient woodland. The Hawley Meadows SNCI lies immediately adjacent to the west of the southern part of the A331.

Heritage & Archaeology: There are no Scheduled Monuments located within the area that would be affected by the proposed scheme, or in the surrounding area. The scheme location is some 0.64 kilometres to the west of the Grade II Registered Park & Garden of Frimley Manor, and some 0.77 kilometres to the east of the Grade II Registered Park & Garden at Minley Manor in Hampshire. There are 14 Grade II Listed Buildings located on the northern side of the A30 London Road, between its junction with the B3341 and its junction with the A331, which coincide with the Surrey Heath Conservation Area. There are no Grade I or Grade II* Listed Buildings located within the potentially affected area.

Landscape: The scheme location is not located within, and does not lie within 5 kilometres of, the Surrey Hills AONB or the Surrey AGLV.


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Scheme E: A30/A331 Corridor Improvements – Camberley (continued)


Water Environment: The majority of the area covered by the scheme is located within an area of land designated as zone 3 or zone 2 in terms of fluvial flood risk associated with the River Blackwater, and as being at risk of flooding from reservoirs in the event of embankment or containing wall failure. The area covered by the scheme does not include any areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The area covered by the scheme is not underlain by any groundwater SPZ designations, and is partially underlain by ‘secondary A’ bedrock aquifer, and a ‘secondary A’ class superficial deposits aquifers. The underlying bedrock aquifer is the Farnborough Bagshot Beds aquifer, which currently exhibits ‘good’ quantitative quality and ‘good’ chemical quality. The River Blackwater runs immediately to the west of the A331, the section identified as the Blackwater (Aldershot to Cove Brook confluence at Hawley) is described by the Environment Agency as a low, small, siliceous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘good’ for chemical quality, the section referred to as the Blackwater (Hawley to Whitewater confluence at Bramshill) is described by the Environment Agency as a low, medium, calcareous and un-modified river that currently exhibits ‘moderate’ ecological potential.

Air Quality: The scheme location partially coincides with the Surrey Heath AQMA, which covers the M3 motorway to the boundary of the borough with neighbouring Hart DC. The AQMA was declared for nitrogen dioxide concentrations.



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). The area covered by the scheme lies in very close proximity to one of the categories of sensitive receptors, SSSIs, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). Whilst close proximity to a SSSI increases the probability of EIA being required, based on what is known about the proposed scheme, and based on the assumption that it would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA is unlikely to be required in this case. In order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Unlikely – The closest SPA to the affected area is the Thames SPA, components of which (Castle Bottom to

Yateley & Hawley Commons SSSI, Broadmoor to Bagshot Woods & Heaths SSSI, Ash to Brookwood Heaths SSSI) are located between 1.0 kilometres and 3.34 kilometres from the scheme location. A component (Ash to Brookwood Heaths SSSI) of the Thursley, Ash, Pirbright & Chobham SAC is located some 3.34 kilometres to the south east of the scheme location. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the Thames Basin Heaths SPA, or the Thursley, Ash, Pirbright & Chobham SAC. There are no Ramsar Sites located within 5 kilometres of the affected area.

Recommendations:




known to be affected by fluvial flooding and that encompasses a main river that currently exhibits ‘moderate’ ecological potential, early consultation should be undertaken with the Environment Agency, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of fluvial flooding, and to contribute to attainment of the objectives of the Water Framework Directive in respect of river water quality.


As implementation of the scheme would involve works being undertaken within an area that lies in relatively close proximity to a SPA, a SAC and a SSSI not covered by the SPA or SAC designations, early consultation should be undertaken with Natural England, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As implementation of the scheme would involve works being undertaken within an area that lies immediately adjacent to two SNCIs, early consultation should be undertaken with the ecologists at Surrey County Council and Surrey Heath BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.


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Recommendations (continued):


proximity to a Conservation Area, and in close proximity to Listed Buildings, early consultation should be undertaken with the Surrey Heath BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.


for NO2 concentrations, early consultation should be undertaken with the Environmental Health officers of Surrey Heath BC, in order to ensure that the proposals are consistent with the relevant air quality action plan.


Air Quality

Addressing poor air quality in Camberley and the surrounding area, which encompasses an AQMA designated for NO2 levels, and which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Camberley and the surrounding area, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.





Climate Change

Addressing heavy volumes of traffic and congestion in Camberley and the surrounding area is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Camberley, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







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The proposed scheme involves a programme of changes to existing transport infrastructure within the Camberley and the surrounding area, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.





The proposed scheme involves a programme of changes to existing transport infrastructure within Camberley and the surrounding area, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate materials that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The area of Camberley that would be affected by the proposed scheme coincides with areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. During construction and over the longer term, the water quality of the river Blackwater, which currently exhibits ‘moderate’ ecological potential, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.





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Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Camberley and the surrounding area, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





The area that would be affected by the proposed scheme lies in close proximity to 14 Grade II Listed Buildings and one Conservation Area. Changes to the layout and function of the area’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to the Listed Buildings and the Conservation Area. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. A SSSI is located close (within 70 metres) to the affected area, and changes in the incidence and distribution of congestion in Camberley and the surrounding area could, dependent on the nature of those changes, have implications for the integrity of the SSSI, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





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The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Camberley and the surrounding area, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Camberley and the surrounding area, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Camberley, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme F: Egham Sustainable Transport Package

Scheme Summary:


Egham is a small town located within the north of Surrey and is considered to be within the London commuter belt. It has good access to the strategic route network near junction 13 of the M25 motorway. Egham is an important economic centre with a number of international businesses but suffers from congestion within the town centre. Congestion in the area is a serious impediment to future economic activity which is further exacerbated by the railway line which is a barrier to movement causing further traffic delay. The proposed scheme for the town centre provides sustainable transport infrastructure which will help tackle existing congestion and unlock the economic potential of the area.


The scheme comprises a package of sustainable transport measures, including cycling and walking measures, concentrating on railway line crossing points that could be crossed easily by walking or cycling, and improved bus priority. The cycling and walking proposals include:

New Toucan crossings;

A new link to a cycle track;

Conversion of four footways to shared use;

Conversion of a cycle track;

Conversion of road cushions to speed tables;

Cycle route signing throughout Egham;

Cycle storage improvements at Egham station.

The bus priority proposals include bus infrastructure improvements to Bus Routes 51 (Staines to Brooklands), 71 (Slough to Heathrow Airport) and 441 (Heathrow Airport to Englefield Green), including:

Road alignment changes to reduce bus delays;

Intelligent bus priority;

Bus stop cage markings on all on-road bus stops;

Better enforcement of waiting restrictions;

Carriageway re-aligning to allow buses easier movement through junctions.


A package of cycling and walking measures, concentrating on railway line crossing points that could be crossed easily by walking or cycling.

Improved bus priority.

Centred on NGR 501110 171330 & located in the Runnymede Ewell BC area


Nature Conservation: There are no SPAs, SACs, Ramsar Sites or SSSI located within the area that would be affected by the proposed scheme. The closest SSSIs are the Thorpe Hay Meadow SSSI, some 0.27 kilometres to the south east of Egham Hythe, and the Langham Ponds SSSI some 0.04 kilometres to the north west of Egham. There are a number of components of the South West London Waterbodies SPA and Ramsar Site located in close proximity to the affected area, the Thorpe Park No.1 Gravel Pit SSSI lies some 1.25 kilometres to the south of Thorpe Lea, the Staines Moor SSSI is some 1.08 kilometres to the north east of Egham Hythe, and the Wraysbury & Hythe End Gravel Pits SSSI is some 1.03 kilometres to the north of Egham. The Windsor Forest & Great Park SSSI and SAC lies some 2.59 kilometres to the north west of Egham. The scheme location lies immediately adjacent to the Runnymede (including Coopers Hill & Coopers Hill Slopes) SNCI and to the River Thames – Runnymede SNCI. The closest area of ancient woodland lies some 1.4 kilometres to the west of Egham, within the Langham Ponds SSSI. The 441 bus route passes to the immediate east and south of the Staines Moor SSSI, and terminates at Englefield Green to the east of the Windsor Forest & Great Park SSSI. The 71 bus route passes along the A3044, which runs between the King George VI Reservoir and the Staines North and Staines South Reservoir components of the Staines Moor SSSI, and continues on to Windsor via Staines-upon-Thames, Egham Hythe, Egham and Englefield Green along a route that passes to the north east of the Windsor Forest & Great Park SSSI. The 51 bus route runs between Slough and Brooklands, via Staines-upon-Thames, passing close to the Windsor Forest & Great Park SSSI, the Wraysbury & Hythe End Gravel Pits SSSI, and the Thorpe Park No.1 Gravel Pits SSSI along its route.


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Scheme F: Egham Sustainable Transport Package (continued)


Heritage & Archaeology: Part of the area affected by the proposed scheme is located adjacent to a Scheduled Monument, ‘Bronze Age settlement west of Runnymede Bridge’ (English Heritage List Entry ID 1003807). The scheme location encompasses the Egham Town Centre Conservation Area and the Egham Hythe Conservation Area, which encompass a wide range of Listed Buildings. The scheme location does not coincide with any Registered Parks & Gardens, the closest being the Grade II* Great Fosters some 1.7 kilometres to the south, and the Grade I Royal Estate at Windsor some 3.14 kilometres to the south west. The 441 bus route passes through the Stanwell Conservation Area, the Staines Conservation, the Egham Hythe Conservation Area, the Egham Conservation Area and the Englefield Green Conservation Area, numerous Listed Buildings, and terminates to the east of the Grade I Registered Parks & Gardens of the Royal Estate at Windsor. The 71 bus route passes through the Staines Conservation, the Egham Hythe Conservation Area, the Egham Conservation Area and the Englefield Green Conservation Area, and continues on to Windsor along a route that passes to the north east of the Grade I Registered Parks & Gardens of the Royal Estate at Windsor, and to the west and east of a number of Scheduled Monuments, and numerous Listed Buildings, that are located along the route. The 51 bus route runs between Slough and Brooklands, via Staines-upon-Thames, passing through the Englefield green Conservation Area, the Staines Conservation area, the Egham Hythe Conservation Area, and terminating at the Brooklands Conservation Area, the route passes the Grade I Registered Parks & Gardens of the Royal Estate at Windsor and a number of other Registered Parks & Gardens, numerous Listed Buildings, and a number of Scheduled Monuments along the route, including the one located to the north west of the Runnymede Roundabout.

Landscape: The area affected by the proposed scheme is not located within the Surrey Hills AONB or the Surrey Hills AGLV designations, both of which lie more than 5 kilometres to the south of the affected area.

Water Environment: The area covered by the scheme is located primarily within an area of land designated as zone 3 or zone 2 in terms of fluvial flood risk associated with the River Thames, and as being at risk of flooding from reservoirs in the event of embankment or containing wall failure. The area covered by the scheme includes at least three areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The area covered by the scheme is underlain by a groundwater SPZ designation (SPZ3 – Total Catchment), and is partially underlain by ‘principal’ and ‘secondary A’ class superficial deposits aquifers. The underlying aquifer is the Lower Thames Gravels aquifer, which currently exhibits ‘good’ quantitative quality and ‘poor’ chemical quality. The River Thames (Thames (Cookham to Egham)) runs immediately to the north of the area affected by the proposed scheme, and is described by the Environment Agency as a low, large, calcareous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘good’ for chemical quality.

Air Quality: Part of the area affected by the proposed scheme coincides with the AQMA designated by Runnymede BC for the section of the M25 motorway that runs between Junction 11 of the motorway and the northern boundary of the borough. The AQMA is designated for concentrations of nitrogen dioxide (NO2) and concentrations of particulate matter (PM10).



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). However, the area covered by the scheme does not coincide with any sensitive receptors as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment).



and Ramsar Site, a component part of which (Wraysbury & Hythe End Gravel Pits SSSI) is located some 0.91 kilometres to the north of the scheme location. The Windsor Forest & Great Park SAC is located some 3.26 kilometres to the west of the scheme location. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the South West London Waterbodies SPA and Ramsar Site, or the Windsor Forest & Great Park SAC.


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Recommendations:




As the implementation of scheme would involve works being undertaken within an area that lies in close proximity to a number of Scheduled Monument and Registered Parks & Gardens, early consultation should be undertaken with English Heritage, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As the implementation of scheme would involve works being undertaken in close proximity to or within Conservation Areas, and in close proximity to Listed Buildings, early consultation should be undertaken with the Runnymede BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.

Natural Environment: As implementation of the scheme would involve works being undertaken within an area

that lies in close proximity to SPAs, SACs and Ramsar Sites, early consultation should be undertaken with Natural England, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.



As implementation of the scheme would involve works within an area that is known to be affected by surface water flooding, early consultation should be undertaken with both Runnymede BC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.


for NO2 concentrations and PM10 concentrations, early consultation should be undertaken with the Environmental Health officers of Runnymede BC, in order to ensure that the proposals are consistent with the relevant air quality action plan.


Air Quality

Addressing poor air quality in Egham and the surrounding area, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Egham and the surrounding area, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.






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Climate Change

Addressing heavy volumes of traffic and congestion in Egham and the surrounding area is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within the area, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







The proposed scheme involves a programme of changes to existing transport infrastructure and the provision of new facilities in Egham and the surrounding area, including physical alterations. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.





The proposed scheme involves a programme of changes to existing transport infrastructure and the provision of new facilities in Egham and the surrounding area, including physical alterations. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate materials that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




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The area of Egham that would be affected by the proposed scheme coincides with areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. During construction and over the longer term, the water quality of the river Thames, which currently exhibits ‘moderate’ ecological potential, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Egham and the surrounding area, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





The area that would be affected by the proposed scheme encompasses two Conservation Areas and a large number of Listed Buildings. Changes to the layout and function of the area’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Listed Buildings and Conservation Areas. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





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The affected area does not coincide with any national or local level nature conservation designations, and is predominantly suburban in character. There are a number of SSSIs, and higher level nature conservation designations located within the wider surrounding area, but changes in the incidence and distribution of congestion in Egham and its environs would not have any major implications for the integrity of the SSSIs, SAC, SPA and Ramsar Site. Implementation of the proposed measures could have implications however for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily suburban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Egham and the surrounding area, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Egham and the surrounding area, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Egham, and in particular encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme G: Farnham Town Centre Package

Scheme Summary:


Farnham is the largest shopping centre in Waverley and has a significant employment role. Growth is currently inhibited by the significant and growing adverse impact of traffic in the town centre affecting the vitality of the town. There are a high number of road traffic accidents involving pedestrians and poor air quality is present within the town. The proposed town centre package would provide a better and safer environment for pedestrians. The enhancement of the town centre environment will provide a long-term contribution to the viability and vitality of the town and the reduction in town centre congestion should result in economic benefits in terms of reduced lost working time and health benefits due to improved air quality.


The project is intended to relieve congestion through Farnham town centre and improve accessibility for all modes.


Improvements to the highway network to reduce congestion, improve air quality, support economic growth and to enhance the town's employment status.

Centred on NGR 484066 146805 & located in the Waverley BC area


Nature Conservation: A component part of the Thames Basin Heath SPA, the Bourley & Long Valley SSSI is located some 2.4 kilometres to the north of Farnham, and the Moor Park SSSI is located some 2.5 kilometres to the south east of the town. There are a number of SNCIs located within or in the vicinity of the area that would be affected by the proposed works, including the River Wey – North SNCI which passes through the affected area, the Farnham Park SNCI some 0.29 kilometres to the north, the Snayleslynch SNCI some 0.56 kilometres to the east, and the Snayleslynch – River Wey SNCI some 0.70 kilometres to the east. There are no areas of ancient woodland located within the area of the town that would be affected by the proposed works.

Heritage & Archaeology: There are 4 Scheduled Monuments located within 2.5 kilometres of the affected area of the town, ‘Farnham Castle’ (English Heritage List ID 1012181) some 0.29 kilometres to the north, ‘Roman site – Roman Way Estate’ (EH List ID 1005930) some 1.4 kilometres to the north east, ‘Bowl barrow 100 metres east of Forest Cottage’ (EH List ID 1007907) some 2.3 kilometres to the south east, and ‘Waverley Abbey: a Cistercian monastery south of Waverley Abbey House’ (EH List ID 1007814) some 2.5 kilometres to the south east of the town. There are two Registered Parks & Gardens located within 2.5 kilometres of the town centre, the Grade II ‘Farnham Park’ some 0.25 kilometres to the north, and the Grade II ‘Moor Park’ some 1.8 kilometres to the south east. There are some 15 Grade II* Listed Buildings and some 81 Grade II Listed Buildings located within the area that would be affected by the proposed scheme of works. The area affected by the proposed works coincides with the Farnham Conservation Area.

Landscape: The centre of Farnham is not covered by any national or local level landscape designations. The closest boundary of the Surrey Hills AONB is some 1.9 kilometres to the south east of the area of the town that would be affected by the proposed scheme. The closest boundary of the South Downs National Park is some 3.5 kilometres to the south west of the town centre. The closest boundary of the Surrey Hills AGLV is some 0.19 kilometres to the north and north west of the area of the town that would be affected by the proposed works.

Water Environment: The southern part of Farnham town centre is subject to areas of Zone 2 (0.1% AEP) and Zone 3 (1.0% AEP) fluvial flood risk associated with the River Wey. Much of centre of the town is underlain by a groundwater SPZ (Zone 3 – Total Catchment) designation, and by a combination of a ‘principal’ bedrock aquifer, and ‘secondary A’ and ‘secondary (undifferentiated)’ superficial deposits aquifers. The underlying bedrock aquifer is the Godalming Lower Greensand, which is currently classified as exhibiting ‘poor’ quantitative status and ‘poor’ chemical status. The River Wey (North Wey (Alton to Tilford)) flows through the centre of Farnham and is a low, medium, siliceous and unmodified river that is currently classified as exhibiting ‘moderate’ ecological status. The area that would be affected by the proposed scheme includes 2 incidences of surface water flooding as recorded on the Surrey highways wetspots dataset.

Air Quality: The centre of Farnham has been designated by Waverley BC as an AQMA for concentrations of nitrogen dioxide. Much of the area that would be affected by the proposed works coincides with the designated AQMA.


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Scheme G: Farnham Town Centre Package (continued)



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). However, the area covered by the proposed scheme does not coincide with any sensitive receptors as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment).


Unlikely – The closest SPA to the affected area is the Thames Basin Heaths SPA, a component part of which

(Bourley & Long Valley SSSI) is located some 2.40 kilometres to the north of the town centre. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the Thames Basin Heaths SPA.

Recommendations:




As the implementation of scheme would involve works being undertaken within an area that lies in close proximity to a number of Scheduled Monument and Registered Parks & Gardens, early consultation should be undertaken with English Heritage, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As the implementation of scheme would involve works being undertaken within a Conservation Area, and in close proximity to Grade II* and Grade II Listed Buildings, early consultation should be undertaken with the Waverley BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.

Natural Environment As implementation of the scheme would involve works being undertaken within an area

within which an SNCI is located, early consultation should be undertaken with the ecologists at Surrey County Council and Waverley BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.



As implementation of the scheme would involve works within an area that is known to be affected by surface water flooding, early consultation should be undertaken with both Waverley BC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.


for NO2 concentrations, early consultation should be undertaken with the Waverley BC Environmental Health Officers, in order to ensure that the proposals are consistent with the relevant air quality action plan.


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Air Quality

Addressing poor air quality in Farnham town centre, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Farnham town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.





Climate Change

Addressing heavy volumes of traffic and congestion in Farnham town centre is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Farnham town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Farnham, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.


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Land, Soil & Mineral Resources (continued)





The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Farnham, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The area of Farnham that would be affected by the proposed scheme coincides with areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. During construction and over the longer term, the water quality of the river Wey, which currently exhibits ‘moderate’ ecological status, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Farnham town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.


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Built Environment (continued)





The area that would be affected by the proposed scheme encompasses some 15 Grade II* and 81 Grade II Listed Buildings, coincides with the Farnham Conservation Area, and is located within 250 metres of a Grade II Registered Park & Garden and within 290 metres of a Scheduled Monument. Changes to the layout and function of the town centre’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Scheduled Monuments, Registered Parks & Gardens, and Listed Buildings, and within the Conservation Area. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area does not coincide with any national level nature conservation designations, and is predominantly urban in character. One SNCI passes through the affected area, and three further SNCIs are located close to the affected area, changes in the incidence and distribution of congestion in Farnham town centre could, dependent on the nature of those changes, have implications for the integrity of the SNCIs, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Farnham town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




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Addressing heavy volumes of traffic and congestion in Farnham town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Farnham town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme H: Camberley Highway Improvements

Scheme Summary:


In the west of the county, Camberley is a major commercial, retail and leisure centre. Located between Junction 3 and 4 of the M3, the town has good links to the strategic road network and industrial parks are located to the south of the town centre. The town has seen rapid growth over the last 30 years and with the planned cross boundary development in Bracknell and Aldershot will place increasing pressure on transport infrastructure within the area will continue. Such pressure can inhibit growth as the area becomes less attractive to business. The town and surrounding area also suffers from traffic congestion as a result of the A30 bisecting the town centre. A number of highway improvements have been developed within and surrounding the town centre as part of the larger A30/A331 corridor improvements. These include a number of junction improvements to the A30 and cycle networks along the A30 to provide more sustainable transport choices. They will improve accessibility to the shopping and business sector in Camberley.


Junction/highway improvements at:

A30 London Road/Knoll Road/Kings Ride

A30 London Road/Park Street

Knoll Road/ Portesbery Road

High Street/ Portesbery Road / Pembroke Broadway

A30 London Road between town centre and Meadows gyratory.

A cycle network along A30 London Road/Knoll Road/Portesbery Road/Pembroke Broadway/Charles Street


Junction/highway improvements at:

A30 London Road/Knoll Road/Kings Ride

A30 London Road/Park Street

Knoll Road/ Portesbery Road

High Street/ Portesbery Road / Pembroke Broadway

A30 London Road between town centre and Meadows gyratory.

A cycle network along A30 London Road/Knoll Road/Portesbery Road/Pembroke Broadway/Charles Street

Centred on NGR 487426 160634 & located in the Surrey Heath BC area


Nature Conservation: The location of the proposed scheme does not coincide with any SPAs, SACs, Ramsar Sites or SSSIs. At its closest point, the scheme location lies approximately 1.0 kilometre to the east of the Castle Bottom to Yateley & Hawley Commons SSSI in Hampshire, and some 1.2 kilometres to the south of the Broadmoor to Bagshot Woods & Heaths SSSI, both part of the Thames Basin Heaths SPA. At its closest point the Blackwater Valley SSSI is located some 0.07 kilometres to the north of the junction of the A30 with the A331 and the A321, which fall within the area potentially affected by the scheme. At its closest point the scheme location lies some 0.04 kilometres to the south of the Sandhurst Royal Military Academy SNCI, which encompasses areas of ancient woodland.

Heritage & Archaeology: There are no Scheduled Monuments located within the area that would be affected by the proposed scheme, or in the surrounding area. The scheme location is some 0.7 kilometres to the east of the Grade II Registered Park & Garden at Minley Manor in Hampshire. There are 14 Grade II Listed Buildings located on the northern side of the A30 London Road, between its junction with the B3341 and its junction with the A331, which coincide with the Surrey Heath Conservation Area. There are no Grade I or Grade II* Listed Buildings located within the potentially affected area.

Landscape: The scheme location is not located within, and does not lie within 5 kilometres of, the Surrey Hills AONB or the Surrey AGLV.


47

Scheme H: Camberley Highway Improvements (continued)


Water Environment: The majority of the area covered by the scheme is located within an area of land designated as zone 3 or zone 2 in terms of fluvial flood risk associated with the River Blackwater, and as being at risk of flooding from reservoirs in the event of embankment or containing wall failure. The area covered by the scheme does not include any areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The area covered by the scheme is not underlain by any groundwater SPZ designations, and is partially underlain by ‘secondary A’ bedrock aquifer, and a ‘secondary A’ class superficial deposits aquifers. The underlying bedrock aquifer is the Farnborough Bagshot Beds aquifer, which currently exhibits ‘good’ quantitative quality and ‘good’ chemical quality. The River Blackwater runs immediately to the west of the A331, the section identified as the Blackwater (Aldershot to Cove Brook confluence at Hawley) is described by the Environment Agency as a low, small, siliceous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘good’ for chemical quality, the section referred to as the Blackwater (Hawley to Whitewater confluence at Bramshill) is described by the Environment Agency as a low, medium, calcareous and un-modified river that currently exhibits ‘moderate’ ecological potential.

Air Quality: The scheme location does not coincide with any designated AQMA.



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). The area covered by the scheme lies in very close proximity to one of the categories of sensitive receptors, SSSIs, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). Whilst close proximity to a SSSI increases the probability of EIA being required, based on what is known about the proposed scheme, and based on the assumption that it would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA is unlikely to be required in this case. In order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Unlikely – The closest SPA to the affected area is the Thames SPA, components of which (Castle Bottom to

Yateley & Hawley Commons SSSI, Broadmoor to Bagshot Woods & Heaths SSSI) are located between 1.0 kilometres and 1.2 kilometres from the scheme location. There are no SACs or Ramsar Sites located within 5 kilometres of the location of the proposed scheme. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the Thames Basin Heaths SPA.

Recommendations:






As implementation of the scheme would involve works being undertaken within an area that lies in relatively close proximity to a SSSI, early consultation should be undertaken with Natural England, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As implementation of the scheme would involve works being undertaken within an area that lies immediately adjacent to two SNCIs, early consultation should be undertaken with the ecologists at Surrey County Council and Surrey Heath BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.


proximity to a Conservation Area, and in close proximity to Listed Buildings, early consultation should be undertaken with the Surrey Heath BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.


48



Air Quality

Addressing poor air quality in Camberley and the surrounding area, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Camberley and the surrounding area, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.





Climate Change

Addressing heavy volumes of traffic and congestion in Camberley and the surrounding area is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Camberley, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







The proposed scheme involves a programme of changes to existing transport infrastructure within the Camberley and the surrounding area, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.


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The proposed scheme involves a programme of changes to existing transport infrastructure within Camberley and the surrounding area, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate materials that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The area of Camberley that would be affected by the proposed scheme coincides with areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. During construction and over the longer term, the water quality of the river Blackwater, which currently exhibits ‘moderate’ ecological potential, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Camberley and the surrounding area, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.


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Built Environment





The area that would be affected by the proposed scheme lies in close proximity to 14 Grade II Listed Buildings and one Conservation Areas. Changes to the layout and function of the area’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Listed Buildings and Conservation Areas. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. A SSSI is located close (within 70 metres) to the affected area, and changes in the incidence and distribution of congestion in Camberley and the surrounding area could, dependent on the nature of those changes, have implications for the integrity of the SSSI, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Camberley and the surrounding area, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




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Addressing heavy volumes of traffic and congestion in Camberley and the surrounding area, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Camberley, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme I: Wider Network Benefits Package

Scheme Summary:


Traffic management on the local road network in Surrey is delivered through the county council’s Network Management and Information Centre (NMIC). The use of this facility has helped resolve problems on the network by providing accurate and timely information to road users and in managing and addressing issues when problems arise.

Currently, our network management facilities have limited capability in the west and south west border area of the county. A priority for the county is to improve the system in areas such as the A331 Blackwater Valley in the Aldershot-Camberley area, and the A30 corridor through better links with neighbouring authorities and enabling information sharing. Improving our network management facilities would also enhance the county council’s ability to respond to major incidents, in partnership with the Highways Agency and Surrey Police.

By improving our network management we will deliver improvements through coordinating existing information sources, provide real time updates on incidents and operational activities and extend variable message signs to include A31/Blackwater Valley Route and M3 junctions. This will allow accurate and timely driver information resulting in re-routing to avoid congestion/incidents with the potential to link and integrate our system with the M3 and M25 Managed Motorway.


Surrey County Council has 96 traffic signal sites within its urban traffic control (UTC) systems, operated from the Network Management Information Centre (NMIC) currently located in Leatherhead. Communications between the on-street sites and the UTC servers is an essential part of the overall system. The proposal is to expand and upgrade the County Council’s traffic management capability to enable congestion and road safety to be managed with increased resilience and more effectively county-wide. Work would focus on improving traffic management of the network in the west and south west of the county and along the border with Hampshire.


Expansion and development of SCC’s Network Management & Information Centre (NMIC).

NMIC is located at NGR 516475 156611 & in the Mole Valley DC area


Nature Conservation: Insufficient information has been provided about the types of works involved and the locations that would be affected for any detailed characterisation work to be undertaken.

Heritage & Archaeology: Insufficient information has been provided about the types of works involved and the locations that would be affected for any detailed characterisation work to be undertaken.

Landscape: Insufficient information has been provided about the types of works involved and the locations that would be affected for any detailed characterisation work to be undertaken.

Water Environment: Insufficient information has been provided about the types of works involved and the locations that would be affected for any detailed characterisation work to be undertaken.

Air Quality: Insufficient information has been provided about the types of works involved and the locations that would be affected for any detailed characterisation work to be undertaken.


Not possible to advise – the information provided is not sufficiently detailed.


Not possible to advise – the information provided is not sufficiently detailed.

Recommendations:

Any future works should be designed to minimise the risk of adverse impact on sensitive receptors, such as ecology, heritage, landscape character, flood risk, and water quality.


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Scheme I: Wider Network Benefits Package (continued)


No assessment of impacts undertaken – the information provided is not sufficiently detailed.

Air Quality Built Environment

Climate Change Historic Environment & Archaeology

Land, Soil & Geology Natural Environment & Biodiversity

Materials Efficiency & Waste Landscape & Visual Amenity

Water Resources & Management Welfare, Health & Well-being


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Scheme: J A24 Capel to Surrey/West Sussex Border Corridor Improvements

Scheme Summary:


The A24 is a busy primary route linking London with the south coast and provides access to significant employment opportunities within the Gatwick Diamond economic area. This stretch of the dual-carriageway has several gaps in the central reservation for access and is a major source of accidents. The Horsham to Capel section has an accident rate three times the national average. It is essential that the gaps in the central reservation are closed and that the speed differential problems at the existing roundabouts are addressed. The entire length will be subjected to comprehensive road safety improvements including gap closures, enhanced access arrangements, improved visibility, signing and road markings.


A safety scheme to improve Clark’s Green roundabout and Clockhouse Bends, to include carriageway widening / realignment.


A safety scheme to improve Clark’s Green roundabout and Clockhouse Bends; carriageway widening/ realignment.

Located over a distance of some 3 kilometres between NGR 516826 140331 (north) & NGR 517274 137596 (south) & in the Mole Valley DC area


Nature Conservation: There are no SPAs, SACs or Ramsar Sites located within 5 kilometres of the section of the A24 that would be affected by the proposed scheme. The Clockhouse Brickworks SSSI lies some 0.08 kilometres to the east of the affected section of the A24, the Auclaye SSSI lies some 0.40 kilometres to the west of the affected section of the A24, and the Vann Lake & Ockley Woods SSSI lies some 1.5 kilometres to the west. There are a number of SNCIs in close proximity to the affected section of the A24, the Greenhurst Copse SNCI lies adjacent to the road, the Fylls Brook SNCI is some 0.19 kilometres to the east, the Osbrooks SNCI is some 0.22 kilometres to the west, and the Strood Copse SNCI lies some 0.4 kilometres to the east. All four SNCIs also encompass areas of ancient woodland.

Heritage & Archaeology: There is one Scheduled Monument (‘Medieval moated site north of Oakdale Farm’ – English Heritage List ID 1012782) located some 1.54 kilometres to the west of the section of the A24 that would be affected by the proposed scheme. The closest Registered Park & Garden to the affected section of the A24 is the Grade II Warnham Court in West Sussex, some 4.43 kilometres to the south. There are two Grade II Listed Buildings located within 0.20 kilometres of the affected section of the A24, ‘The Clock House’ (English Heritage List ID 1028764) which lies some 0.11 kilometres to the east of the carriageway, and ‘Old Mead’ (English Heritage List ID 1293516) which lies some 0.16 kilometres to the east of the carriageway. The closest Conservation Area to the affected section of the A24 is the Capel Conservation Area, which is some 0.42 kilometres to the east of the carriageway.

Landscape: The affected section of the A24 is located some 1.55 kilometres to the south of the closest boundary of the Surrey Hills AONB and the Surrey Hills AGLV designations.

Water Environment: The affected section of the A24 is located within an area of land designated as zone 1 in terms of fluvial flood risk. The affected section of the A24 does not include any areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The affected section of the A24 is not underlain by any groundwater SPZ designations, or any major aquifers. The affected section of the A24 is more than 1 kilometre from any major river.

Air Quality: The affected section of the A24 does not lie within any designated AQMA.


Possibly – based on the level of detail that has been provided about the proposed scheme of improvement

works, the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(f) (construction of roads (unless included in Schedule 1)), for which the indicative threshold is 1 hectare). The area covered by the scheme lies in very close proximity to one of the categories of sensitive receptors, SSSIs, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). Close proximity to a SSSI increases the probability of EIA being required, and based on what is known about the proposed scheme, and based on the assumption that it may involve activities that could exceed some of the indicative thresholds set out in paragraph A22 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA may be required in this case. In order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


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Scheme: J A24 Capel to Surrey/West Sussex Border Corridor Improvements (continued)


Unlikely –There are no SPAs, SACs or Ramsar Sites located within 5 kilometres of the location of the proposed

scheme. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of any SACs, SPAs or Ramsar Sites.

Recommendations:




As implementation of the scheme would involve works being undertaken within an area that lies in close proximity to several SSSIs, early consultation should be undertaken with Natural England, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As implementation of the scheme would involve works being undertaken within an area that lies immediately adjacent to a number of SNCIs and areas of Ancient Woodland, early consultation should be undertaken with the ecologists at Surrey County Council and Mole Valley DC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

Historic Environment

As the implementation of scheme would involve works being undertaken in relatively close proximity to a Conservation Area, and in very close proximity to Listed Buildings, early consultation should be undertaken with the Mole Valley DC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.


Air Quality

The proposed works would not be expected to give rise to any discernible change in the total volume or the distribution of traffic present on Surrey’s roads, and consequently would not have any effect on impact pathway AQ1 or impact pathway AQ2.





Climate Change

The proposed scheme would seek to improve road safety along the section of the A24 that runs between the Clark’s Green roundabout near Capel and the border with West Sussex. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.



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(continued)

Climate Change (continued)






The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the widening of the carriageway, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, on a scale that could warrant the undertaking of an EIA on land, soil or mineral resource grounds.





The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. The affected area is classified as zone 1 for fluvial flood risk, and is not recorded as experiencing particular surface water flooding issues. Widening of the road would increase the area of land covered by impermeable surfaces, which would change the surface water flow regime in the area and could lead to flood risk where there is currently not a problem. There are no main rivers in close proximity to the affected section of the A24, but a widening of the carriageway and associated increase in the volume of contaminated highways runoff requiring drainage could increase the risks of pollution that the road presents to local watercourses. The widening of the carriageway will involve the use of construction materials, and will therefore result in the consumption of water resources. Adverse impacts are anticipated in respect of pathways WRM1, WRM2 and WRM3.





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(continued)

Built Environment

The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. To the south of the Clarks Green roundabout the road passes in close proximity to a number of residential properties and business premises, which are located to the east and the west of the carriageway. Widening of the road would have implications for the properties located adjacent to the carriageway, and would likely bring the road closer to a number of residences than is currently the case, which could have implications for the setting and integrity of the existing buildings and associated structures, and for the relative tranquillity of the area. A combination of adverse and beneficial effects are anticipated in respect of pathway BE1, whilst adverse impacts are anticipated in respect of pathways BE2 and BE3.





The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. There are two Grade II Listed Buildings located within 200 metres of the existing carriageway, the setting of which could be affected by the proposed improvements, and in particular any widening of the road. Adverse impacts are anticipated in respect of pathways HEA1, HEA2 and HEA3.





The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. There is one SSSI and two SNCIs located within 200 metres of the existing carriageway, which could be affected by the proposed improvements, and in particular by any widening of the road. Adverse impacts are anticipated in respect of pathways NEB1, NEB2 and NEB3, potentially on a scale that would warrant EIA on nature conservation grounds.





The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. The affected section of the road does not lie within the Surrey Hills AONB or the AGLV, but the proposed improvements would have a further urbanising effect in a rural context, and consequently adverse impacts are anticipated in respect of pathways LVA 1 and LVA2.




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(continued)


The proposed scheme involves a programme of safety improvements, including widening, to the section of the A24 that runs between the Clarks Green roundabout near Capel and the West Sussex border. Consequently beneficial effects are anticipated for impact pathway WHWB1.

Implementation of the scheme would result in changes to the existing road, potentially including widening, which could bring the carriageway closer to properties located on either side of the road, increasing exposure to transport related noise and air quality impacts for the affected communities. Consequently adverse impacts are anticipated in respect of pathways WHWB2 and WHWB3.

The proposed scheme is not expected to any significant changes in respect of the incidence of congestion, or the use of alternatives to the car, and consequently no impacts are anticipated for pathways WHWB4 and WHWB5.







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Scheme K: A31 Hickley’s Corner Junction Improvement

Scheme Summary:


The Hickley’s Corner junction lies on the A31 Farnham Bypass and is heavily congested at peak times, resulting in long traffic queues and delays. This has an adverse impact on development, not just locally, but also in the wider sub-region. This is because the junction and A31 form a key link in the Primary Route Network, providing access to major destinations in Surrey and Hampshire. The proposal is for a junction improvement to remove a severe bottleneck on the regionally important A31. As a result, the reduced journey times and improved journey time reliability will help support planned development in the Blackwater Valley, the Aldershot Urban Extension, Guildford town centre, the Whitehill-Bordon Eco Town and further afield.


The scheme includes a number of improvements to Hickley’s Corner junction in Farnham. The proposals include:

Junction improvements to reduce congestion and re-routing of traffic through Farnham, and improve crossing facilities for pedestrians and cyclists on the A31;

Changing the junction layout to result in greater capacity for traffic from the A31;

Increasing the number of lanes from two to three narrow straight-ahead lanes plus left turn filter lanes;

Introduction of a pedestrian phase at the traffic signals to improve crossing facilities for pedestrians and cyclists.


Junction improvement to reduce congestion and re-routing of traffic through Farnham, and improve A31 crossing facilities for pedestrians and cyclists.

Change the junction layout, increasing capacity from A31, subject to feasibility



Nature Conservation: A component part of the Thames Basin Heath SPA, the Bourley & Long Valley SSSI is located some 2.9 kilometres to the site of the proposed works, and the Moor Park SSSI is located some 2.4 kilometres to the south east. There are a number of SNCIs located within or in the vicinity of the area that would be affected by the proposed works, including the River Wey – North SNCI some 0.10 kilometres to the north, the Snayleslynch SNCI some 0.57 kilometres to the north east, the Farnham Park SNCI some 0.64 kilometres to the north, and the Snayleslynch – River Wey SNCI some 0.67 kilometres to the north east. There are no areas of ancient woodland located within the area of the town that would be affected by the proposed works.

Heritage & Archaeology: There are 4 Scheduled Monuments located within 2.5 kilometres of the site of the proposed works, ‘Farnham Castle’ (English Heritage List ID 1012181) some 0.78 kilometres to the north, ‘Roman site – Roman Way Estate’ (EH List ID 1005930) some 1.5 kilometres to the north east, ‘Bowl barrow 100 metres east of Forest Cottage’ (EH List ID 1007907) some 2.2 kilometres to the south east, ‘Bowl barrow 180 metres south east of Forest Cottage’ (EH List ID 1007976) some 2.3 kilometres to the south east, and ‘Waverley Abbey: a Cistercian monastery south of Waverley Abbey House’ (EH List ID 1007814) some 2.3 kilometres to the south east of the town. There are two Registered Parks & Gardens located within 2.5 kilometres of the site of the works, the Grade II ‘Farnham Park’ some 0.70 kilometres to the north, and the Grade II ‘Moor Park’ some 1.7 kilometres to the south east. There is one Grade II Listed Building located within the area that would be affected by the proposed scheme of works. The area affected by the proposed works incorporates part of the Farnham Conservation Area.

Landscape: The Hickley’s Corner junction is not covered by any national or local level landscape designations. The closest boundary of the Surrey Hills AONB is some 1.8 kilometres to the south east of the area that would be affected by the proposed scheme. The closest boundary of the South Downs National Park is some 3.85 kilometres to the south west of the area that would be affected by the proposed scheme. The closest boundary of the Surrey Hills AGLV is some 0.69 kilometres to the north and north west of the area that would be affected by the proposed works.


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Scheme K: A31 Hickley’s Corner Junction Improvement (continued)


Water Environment: The site of the proposed works lies mainly in an area of Zone 1 fluvial flood risk, to the south of an area of Zone 2 (0.1% AEP) and Zone 3 (1.0% AEP) fluvial flood risk associated with the River Wey. The area that would be affected by the proposed scheme does not include any incidences of surface water flooding as recorded on the Surrey highways wetspots dataset. The site of the proposed works is underlain by a groundwater SPZ (Zone 3 – Total Catchment) designation, and by a combination of a ‘principal’ bedrock aquifer, and ‘secondary A’ and ‘secondary (undifferentiated)’ superficial deposits aquifers. The underlying bedrock aquifer is the Godalming Lower Greensand, which is currently classified as exhibiting ‘poor’ quantitative status and ‘poor’ chemical status. The River Wey (North Wey (Alton to Tilford)) flows through the centre of Farnham, within 100 metres of the site of the proposed works, and is a low, medium, siliceous and unmodified river that is currently classified as exhibiting ‘moderate’ ecological status.

Air Quality: The centre of Farnham has been designated by Waverley BC as an AQMA for concentrations of nitrogen dioxide. The area that would be affected by the proposed works is located immediately to the south of the designated AQMA.



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(f) (construction of roads (unless included in Schedule 1)), for which the indicative threshold is 1 hectare). However, the identified site does not coincide with any sensitive receptors as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and would not involve activities that would exceed any of the indicative thresholds set out in paragraph A22 of Annex A to Circular 02/99 (Environmental Impact Assessment).



(Bourley & Long Valley SSSI) is located some 2.49 kilometres to the north of the site of the proposed works. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the Thames Basin Heaths SPA.

Recommendations:



Historic Environment: As the implementation of scheme would involve works being undertaken within a

Conservation Area, and in close proximity to a Grade II Listed Building, early consultation should be undertaken with the Waverley BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Area or the Listed Building.



Air Quality: As implementation of the scheme would involve works in an area that is close to a designated AQMA

(for NO2 concentrations), early consultation should be undertaken with the Waverley BC Environmental Health Officers, in order to ensure that the proposals are consistent with the relevant air quality action plan.


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Air Quality

The proposed works would not be expected to give rise to any discernible change in the total volume of traffic present on Surrey’s roads, and consequently would not have any effect on impact pathway AQ1. The proposed scheme seeks to reduce congestion along the A31 close to the centre of Farnham, which is covered by an AQMA designation for nitrogen dioxide concentrations. Consequently a beneficial effect would be anticipated in respect of impact pathway AQ2.





Climate Change

The proposed scheme would seek to reduce the incidence of congestion in Farnham by improving the capacity of the A31 to carry traffic through the area without interruption. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.

There is scope for works associated with the implementation of the scheme, and the ongoing maintenance of the widen bridge, to give rise to carbon emissions as a consequence of the energy consumed during the production of materials, the initial construction works and ongoing maintenance, and emissions arising from vehicles, plant and machinery used for construction and maintenance works. Consequently an adverse impact is anticipated in respect of impact pathway CC4, but not on a scale that would warrant the undertaking of an EIA on climate change grounds.






The proposed scheme involves changes to the Hickley’s Corner junction in Farnham, connecting the A31 with the town centre. Implementation of the scheme will give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use will be necessary, including the re-development of an area of developed land within the context of an established highway. Adverse impacts are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR2, but not on a scale that would warrant the undertaking of an EIA on land use or mineral resource grounds. Given the previously developed nature of the affected area no impacts are anticipated in respect of impact pathway LSMR 3.

Pathway LSMR1: Changes in land use due to the provision of transport networks, interchanges & other facilities




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The proposed scheme involves changes to the Hickley’s Corner junction in Farnham, connecting the A31 with the town centre. Implementation of the scheme will give rise to demand for material resources, and will generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.








Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment close to Farnham town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





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The area that would be affected by the proposed scheme encompasses some one Grade II Listed Building, coincides with part of the Farnham Conservation Area. Changes to the layout and function of the Hickley’s Corner junction could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Listed Buildings and Conservation Area. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area does not coincide with any national level nature conservation designations, and is predominantly urban in character. One SNCI is located close to the affected area, changes in the incidence and distribution of congestion in Farnham town centre could, dependent on the nature of those changes, have implications for the integrity of the SNCIs, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Farnham, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




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Addressing heavy volumes of traffic and congestion in Farnham, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion along the A31 it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment, improvements in air quality, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme L: Dorking Town Centre Traffic Management Measures

Scheme Summary:


Dorking is a small market town providing services to the surrounding area. The service sector provides the majority of the employment opportunities with a number of national and international companies residing within the town. The town however is subject to traffic congestion due to the A24, providing access to London and the south affecting the town’s vitality. The traffic management measures proposed will enhance the town centre vitality and provide a more attractive environment for businesses and residents by reducing congestion within the town centre. The scheme will also enhance accessibility to the town centre by delivering improved pedestrian, cyclist and public transport links.


The project is a scheme to improve traffic and pedestrian flow and network performance in Dorking town centre, which is part of the adopted Dorking Town Centre AAP. The highways proposals are summarised as:

Making Junction Road two-way between the new entrance to Waitrose and South Street, a result of the Waitrose development;

Signalising the junction of South Street and Junction Road;

Improving the junction of Mill Lane and the High Street as part of the development of land to the rear of St Martin’s Walk;

Possibly providing traffic lights to manage vehicle flows at Mill Lane/High Street.


Scheme to improve traffic and pedestrian flow and network performance in Dorking Town Centre.

Centred on NGR 516774 149572 & located in the Mole Valley DC area


Nature Conservation: There are no SPAs or Ramsar Sites located within 5 kilometres of the area of Dorking that would be affected by the proposed scheme. The Mole Gap to Reigate Escarpment SAC and SSSI is located some 0.50 kilometres to the north of the area of Dorking that would be affected by the proposed scheme. The Hackhurst & White Downs SSSI lies some 0.478 kilometres to the west of the affected area of Dorking, and the Ranmore Common SSSI lies some 1.1 kilometres to the north west. There is one single SNCI in close proximity to the affected area of Dorking, the Glory Wood SNCI some 0.29 kilometres to the south. There are no areas of ancient woodland located within the affected area of Dorking, the closest being at Glory Wood some 0.08 kilometres to the south of the southern boundary of the affected area.

Heritage & Archaeology: There are two Scheduled Monuments located within 1 kilometre of the area that would be affected by the proposed scheme, ‘Bowl barrow in the Glory Wood’ (English Heritage List ID 1007881) located some 0.45 kilometres to the south, and ‘Bowl barrow on Milton Heath’ (EH List ID 1007882) some 0.74 kilometres to the west. The closest Registered Park & Garden to the affected area is the Grade II* ‘The Deepdene (including Chart Park) (EH List ID 1000143) in Dorking, which is immediately adjacent to the south east boundary of the scheme. There are 3 Grade II* Listed Buildings located within the area of Dorking that would be affected by the proposed scheme, ’20 & 22 High Street’ (EH List ID 1028899), the ‘Church of St Martin’ (EH List ID 12028904), and ‘Pippbrook House’ (EH List ID 1028875), and 115 Grade II Listed Buildings. The Dorking Conservation Area falls within the area that would be affected by the proposed scheme.

Landscape: The south east boundary of the area of Dorking that would be affected by the proposed scheme is located immediately adjacent to the Surrey Hills AONB and the Surrey Hills AGLV designations.

Water Environment: The majority of the area of Dorking that would be affected by the proposed scheme is located within an area of land designated as zone 1 in terms of fluvial flood risk, but does include areas of zone 2 and zone 3 fluvial flood risk associated with the Pipp Brook. The area of Dorking that would be affected by the proposed scheme includes two areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The area of Dorking that would be affected by the proposed scheme is underlain by a combination of different groundwater SPZ designations, including SPZ 1 (Inner Zone), SPZ 2 (Outer Zone) and SPZ 3 (Total Catchment). The area of Dorking that would be affected by the proposed scheme is underlain by a ‘principal’ bedrock aquifer, the Reigate Lower Greensand that is currently classified as exhibiting ‘poor’ quantitative status and ‘poor’ chemical status. The Pipp Brook, a tributary of the River Mole, flows through the area of Dorking that would be affected by the proposed scheme, which is described as a low, small siliceous and unmodified river that is currently classified as exhibiting ‘moderate’ ecological status

Air Quality: The affected area of Dorking is not located within any designated AQMA.


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Scheme L: Dorking Town Centre Traffic Management Measures (continued)



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). The area covered by the scheme lies in very close proximity to a number of the categories of sensitive receptors, SSSIs, SACs, Scheduled Monuments, AONB, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). Whilst close proximity to SSSIs, an SAC, Scheduled Monuments and an AONB increases the probability of EIA being required, based on what is known about the proposed scheme, and based on the assumption that it would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA is unlikely to be required in this case. In order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Unlikely – The closest SAC to the affected area is the Mole Gap to Reigate Escarpment SAC, which is located

some 0.5 kilometres to the north of the scheme location. There are no SPAs or Ramsar Sites located within 5 kilometres of the location of the proposed scheme. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the Mole Gap to Reigate Escarpment SAC.

Recommendations:




As implementation of the scheme would involve works being undertaken within an area that lies in relatively close proximity to a SAC and a number of SSSIs not covered by the SAC designation, early consultation should be undertaken with Natural England, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As implementation of the scheme would involve works being undertaken within an area that lies in close proximity to a SNCI and an area of Ancient Woodland, early consultation should be undertaken with the ecologists at Surrey County Council and Mole Valley DC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

Landscape & Visual Amenity: As implementation of the scheme would involve works being undertaken in close

proximity to the boundaries of the Surrey Hills AONB, early consultation should be undertaken with Natural England, the Landscape Officers at Surrey County Council and Mole Valley DC, and the Surrey Hills AONB Office, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.


As the implementation of scheme would involve works being undertaken within an area that lies in close proximity to a number of Scheduled Monuments and to a Registered Park & Garden, early consultation should be undertaken with English Heritage, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As the implementation of scheme would involve works being undertaken within a Conservation Area, and in close proximity to Grade II* and Grade II Listed Buildings, early consultation should be undertaken with the Mole Valley DC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.



As implementation of the scheme would involve works within an area that is known to be affected by surface water flooding, early consultation should be undertaken with both Mole Valley DC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.


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Air Quality

Addressing poor air quality in Dorking town centre, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Dorking town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.





Climate Change

Addressing heavy volumes of traffic and congestion in Dorking town centre is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Dorking town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Dorking, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.


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The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Dorking, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate materials that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The area of Dorking that would be affected by the proposed scheme includes some area subject to significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. During construction and over the longer term, the water quality of the Pipp Brook, which currently exhibits ‘moderate’ ecological status, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Dorking town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





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The area that would be affected by the proposed scheme encompasses 3 Grade II* and 115 Grade II Listed Buildings, coincides with the Dorking Conservation Area, and is located adjacent to a Grade II* Registered Park & Garden. Changes to the layout and function of the town centre’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to the Registered Park & Garden, the Listed Buildings, and within Conservation Area. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. An SNCI is located close to the affected area, and changes in the incidence and distribution of congestion in Dorking town centre could, dependent on the nature of those changes, have implications for the integrity of the SNCI, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area lies adjacent to the boundary of the Surrey Hills AONB and the Surrey Hills AGLV designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Dorking town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Dorking town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Dorking town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.


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Welfare, Health & Well-being (continued)








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Scheme M: Kiln Lane Link, Epsom & Ewell

Scheme Summary:


The Kiln Lane Link is a proposed road crossing under the Epsom to Waterloo railway on the A24. The purpose of the scheme is to improve local accessibility by removing the barrier the railway causes to east-west movement and to provide a link between residential communities and local facilities for all modes of transport and to unlock development opportunities surrounding the road crossing. The Kiln Lane Link scheme, in addition to reducing traffic volume in Ewell, could help reduce vehicle movements on the north-east side of Epsom. Delivery of this scheme would help to provide an additional route across the railway line, which would ease the pressure on the existing crossing points and reduce congestion on the A24.


The proposed scheme is for a new single carriageway road linking Blenheim Road in Ewell with Kiln Lane in Epsom.


A new single carriageway road linking Blenheim Road, Ewell with Kiln Lane, Epsom.

Centred on NGR 521263 161972 & located in the Epsom & Ewell BC area


Nature Conservation: There are no SPAs, SACs or Ramsar Sites located within 2.5 kilometres of the site of the proposed link road. The Stones Road Pond SSSI is located some 0.35 kilometres to the south of the location of the proposed link road, and the Epsom & Ashtead Commons SSSI (which encompasses the Ashtead Common NNR and the Epsom Common LNR) is located some 2.0 kilometres to the west. The site of the proposed link road does not coincide with any SNCI designations, the closest being the Hogsmill River – West Ewell SNCI some 1.12 kilometres to the north. The route of the proposed link road does not coincide with any ancient woodland.

Heritage & Archaeology: The site of the proposed link road does not coincide with any Scheduled Monuments, the closest being the ‘Tower of Old Church – Ewell’ (English Heritage (EH) List ID 1003721) some 1.15 kilometres to the north east, and ‘Nonsuch Palace, its formal gardens & associated remains & Cuddington Medieval settlement’ (EH List ID 1017998) some 1.3 kilometres to the north east. The site of the proposed road does not coincide with any Register Parks & Gardens, the closest being the Grade II Nonsuch Park some 1.3 kilometres to the north east. The closest Conservation Areas to the site of the proposed link road are the Lintons Lane Conservation Area some 0.36 kilometres to the south, and the Providence Place Conservation Area some0.46 kilometres to the south.

Landscape: The site of the proposed link road does not fall within the boundaries of the Surrey Hills AONB or the Surrey Hills AGLV. The closest boundary of the AONB is some 7.5 kilometres to the south, and the closest boundary of the AGLV is some 4.0 kilometres to the south.

Water Environment: The majority of the route of the proposed link road falls within an area of land subject to Zone 1 fluvial flood risk, although the western end of the new road (where it would join Blenheim Road) would be subject to Zone 2 (0.1% AEP) and Zone 3 (1.0% AEP) fluvial flood risk. The route of the proposed link road would cross some areas that are noted in the Epsom & Ewell SWMP as being at risk of surface water flooding, but does not coincide with any areas of highways flooding noted on the Surrey County Council highways wetspots dataset. The route of the proposed link road does not coincide with any groundwater SPZ designations, but would be underlain by a ‘secondary A’ superficial deposits aquifer. There are no main rivers located within, or in close proximity to the location of the proposed link road.

Air Quality: In 2007 Epsom & Ewell BC declared an AQMA for Ewell High Street in respect of concentrations of nitrogen dioxide. The route of the proposed link road does not coincide with the area covered by the AQMA designation.





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Scheme M: Kiln Lane Link, Epsom & Ewell (continued)


Unlikely – as there are no SPA, SAC or Ramsar Sites located within, or within 5 kilometres, of the site of the

proposed new link road.

Recommendations:




known to be affected by fluvial and surface water flooding, early consultation should be undertaken with the Environment Agency, with Epsom & Ewell BC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of flooding.


Air Quality

The proposed works would not be expected to give rise to any discernible change in the total volume of traffic present on Surrey’s roads, and consequently would not have any effect on impact pathway AQ1.

The proposed scheme seeks to reduce congestion along the A24 and in the centre of Ewell, which is covered by an AQMA designation for nitrogen dioxide concentrations. Consequently a beneficial effect would be anticipated in respect of impact pathway AQ2.





Climate Change

Addressing heavy congestion along the A24 and in Ewell town centre is an objective of the proposed scheme. The scheme would enable traffic to pass under the Epsom to Waterloo rail line, which currently presents a barrier to east-west movement between Epsom and Ewell. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.

There is scope for works associated with the implementation of the scheme, and the ongoing maintenance on new road, to give rise to carbon emissions as a consequence of the energy consumed during the production of materials, the initial construction works and ongoing maintenance, and emissions arising from vehicles, plant and machinery used for construction and maintenance works. Consequently an adverse impact is anticipated in respect of impact pathway CC4, but not on a scale that would warrant the undertaking of an EIA on climate change grounds.






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The proposed scheme involves the construction of a new link road to the north of Epsom and the south of Ewell, connecting the A24 in the east to the D226 (Longmead Road) in the west. Implementation of the scheme will give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use will be necessary, including the re-development of an area of developed land within the context of an industrial estate. Adverse impacts are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR2, but not on a scale that would warrant the undertaking of an EIA on land use or mineral resource grounds. Given the previously developed nature of the affected area no impacts are anticipated in respect of impact pathway LSMR 3.





The proposed scheme involves the construction of a new link road to the north of Epsom and the south of Ewell, connecting the A24 in the east to the D226 (Longmead Road) in the west. Implementation of the scheme will give rise to demand for material resources, and will generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, on a scale that may warrant the undertaking of an EIA on materials use or waste grounds.




Construction of the proposed new link road would involve development in an area that is affected by both fluvial and surface water flood risks, which would be altered as a consequence of the provision of the new highway. Consequently adverse impacts are anticipated in respect of pathway WRM1. The site of the new road is not located in close proximity to any main rivers, and consequently no impacts are anticipated in respect of pathway WRM2. The development of the new link road will require the use of a range of construction materials, and consequently the consumption of water, giving rise to adverse impacts in respect of pathway WRM3.




Built Environment

Construction of the proposed new link road would necessitate the construction of an access route beneath an existing railway line. Depending on the solution adopted, there could be significant implications for the integrity of the rail line associated with the development of the proposed relief road. There is potential for the proposed scheme to demonstrate good standards of design in highways terms, but the introduction of a new road to the affected area would alter the character of the affected area. The tranquillity of the area would be affected by the construction of the proposed new relief road, with a range of benefits and adverse effects arising. There is a risk of adverse impacts in respect of pathway BE2, with a combination of adverse impacts and beneficial effects anticipated in respect of pathways BE1 and BE3.





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The site of the proposed new link road does not coincide with any known areas of archaeological or heritage significance, but the absence of any designations should not be assumed to be evidence of the area’s lack of historic importance. Should of the route cut through areas that have been previously undisturbed for long periods of time, it is feasible that sites or features of archaeological importance may underlie some part of the new road’s alignment. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1, impact pathway HEA2 and impact pathway HEA3.





Construction of the proposed new link road doe not coincide with any areas designated for their nature conservation importance, but the absence of such designations should not be assumed to be evidence of the area’s lack of ecological interest. Areas of undesignated but valuable urban habitat may lie along the route, and could be adversely affected both as a consequence of the construction works associated with the development of a new road, and the longer term impacts that can arise from contaminated highways runoff and noise. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway NEB1, impact pathway NEB2 and impact pathway NEB3.





The proposed scheme involves the construction of a new link road between the settlements of Epsom and Ewell. The affected area does not lie within the boundaries of any national or local level landscape designations, but the proposed improvements would alter the character of the affected land and the surrounding area, and consequently potential for adverse impacts are anticipated in respect of pathways LVA 1 and LVA2.




Addressing heavy volumes of traffic and congestion along the A24 and in Ewell town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion in the Epsom and Ewell area, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.



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Scheme N: Victoria Arch Capacity Improvements, Woking

Scheme Summary:


Woking town centre is undergoing considerable regeneration and has emerged as a key public transport hub due to its direct rail links to London, Portsmouth, Southampton and Farnborough. It is the busiest station in the county in terms of passenger interchanges. The railway line and the principal road, the A320 which passes through the town centre, have a negative impact on the town centre causing severance and poor pedestrian and cyclist accessibility. The town centre also experiences a level of traffic congestion which businesses see as having a negative impact on growth and some businesses are considering leaving the area. In order to support the regeneration of the area and to stimulate economic growth a number of transport schemes have been developed. These include improving cyclist and pedestrian movements from north to south in the town centre under the railway at Victoria Arch and proposals to improve Woking as a public transport hub to support current cycle Woking initiative.


The proposal will involve increasing road capacity in both directions at Victoria Arch. The needs of all modes will be addressed, to include pedestrians, cyclists, public transport users, goods vehicles and cars.


Increase road capacity in both directions with improvements for all modes (walking, cycling, public transport, goods vehicles and cars)

Centred on NGR 500429 158538 & located in the Woking BC area


Nature Conservation: The identified site that would be affected by the proposed works does not coincide with any SAC, SPA, Ramsar Site or SSSI designations, the closest being the Horsell Common SSSI, which is part of the Thames Basin Heaths SPA, some 1.85 kilometres to the north, and the Basingstoke Canal SSSI some 1.7 kilometres to the north east. The identified site that would be affected by the proposed works does not coincide with any SNCIs, the closest being the Basingstoke Canal SNCI, some 0.37 kilometres to the north. The site of the proposed works does not coincide with any areas of ancient woodland.

Heritage & Archaeology: The identified site of the proposed works does not coincide with any Scheduled Monuments, any Registered Parks & Gardens, any Listed Buildings or any Conservation Areas. The closest Conservation Area to the site of the proposed works is the Woking Town Centre Conservation Area, some 0.19 kilometres to the north east.

Landscape: The identified site of the proposed works does not fall within, and is not located within 5 kilometres of, either the Surrey Hill AONB designation or the Surrey Hills AGLV designation.

Water Environment: The identified site of the proposed works is classed as Zone 1 for fluvial flood risk, and does not coincide with any areas noted as being subject to surface water flooding on the Surrey highways wetspots dataset. The proposed site is not underlain by any groundwater SPZ designations, but is underlain by a ‘secondary A’ class bedrock aquifer, the Chobham Bagshot Beds which are classed as currently exhibiting ‘poor’ quantitative status and ‘good’ chemical status. The Basingstoke Canal, an artificial surface water body, passes some 0.35 kilometres to the north of the identified site, and is classified as exhibiting ‘moderate’ ecological potential.

Air Quality: In February 2013 Woking BC announced that an AQMA for nitrogen dioxide will be declared for Anchor Hill in Knaphill. The AQMA will incorporate the top of Anchor Hill at the junction with Lower Guildford Road, Highclere Road and High Street, Knaphill.



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). However, the identified site does not coincide with any sensitive receptors as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and would not involve activities that would exceed any of the indicative thresholds set out in paragraph A22 of Annex A to Circular 02/99 (Environmental Impact Assessment).


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Scheme N: Victoria Arch Capacity Improvements, Woking (continued)


Unlikely – The closest SPA to the identified site is the Thames Basin Heaths SPA, a component part of which

(Horsell Common SSSI) is located some 1.85 kilometres to the north of the site of the proposed works. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the Thames Basin Heaths SPA.

Recommendations:




proximity to a Conservation Area, early consultation should be undertaken with the Woking BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Area.


Air Quality


The proposed scheme seeks to reduce congestion at the Victoria Arch junction in the centre of Woking. Consequently a beneficial effect would be anticipated in respect of impact pathway AQ2.





Climate Change

The proposed scheme would seek to reduce the incidence of congestion in Woking by increasing road capacity at Victoria Arch. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3. There is scope for works associated with the implementation of the scheme, and the ongoing maintenance of the widen bridge, to give rise to carbon emissions as a consequence of the energy consumed during the production of materials, the initial construction works and ongoing maintenance, and emissions arising from vehicles, plant and machinery used for construction and maintenance works. Consequently an adverse impact is anticipated in respect of impact pathway CC4, but not on a scale that would warrant the undertaking of an EIA on climate change grounds.






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The proposed scheme would seek to reduce the incidence of congestion in Woking by increasing road capacity at Victoria Arch. Implementation of the scheme will give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use are not likely to be necessary. Adverse impacts are anticipated in respect of impact pathway LSMR2, but not on a scale that would warrant the undertaking of an EIA on land use or mineral resource grounds. Given the previously developed nature of the affected area no impacts are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR 3.





The proposed scheme would seek to reduce the incidence of congestion in Woking by increasing road capacity at Victoria Arch. Implementation of the scheme will give rise to demand for material resources, and will generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The Victoria Arch junction is located in an area that is subject to zone 1 fluvial flood risk, and is not affected by surface water flooding, and is not located close to any major rivers. Consequently no impacts are anticipated in respect of pathway WRM1 and pathway WRM2. The proposed improvement works at Victoria Arch are expected to entail the use of a range of construction materials, and would be expected to require the consumption of water. Consequently adverse impacts are anticipated in respect of pathway WRM3, but not on a scale that would warrant EIA on grounds of effects on the water environment.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in terms of the structure and function of the Victoria Arch junction in Woking, which dependent on the standards achieved in delivery could enhance or detract from the established character of the affected area. Consequently there is scope for adverse impacts or beneficial effects in respect of impact pathway BE2. The scheme would not entail any new development, and would not reduce the volume of traffic making use of the area and the surrounding road network, and consequently no impacts are anticipated in respect of pathway BE1 and impact pathway BE3





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The Victoria Arch junction in Woking is located within 200 metres of a Conservation Area, but it is understood that implementation of the proposed improvements would not involve any additional land take, and consequently no impacts are anticipated in respect of pathway HEA1. The proposed improvements are not likely to give rise to any new significant sources of pollution that could cause damaging impacts to the wider surrounding historic environment, and consequently no impacts are anticipated in respect of impact pathway HEA2. There is scope for works associated with the proposed improvements to give rise to physical disturbance that could affect the nearby Conservation Area, but not on a scale that would warrant EIA on heritage grounds





The Victoria Arch junction in Woking is located come 400 metres from a SNCI, but it is understood that implementation of the proposed scheme of improvements would not involve any additional land take, and would not give rise to significant disturbance, and consequently no impacts are anticipated in respect of pathway NEB1 and pathway NEB3. The proposed improvements are not likely to give rise to any new significant sources of pollution that could cause damaging impacts on the nearby SNCI or the wider surrounding natural environment, and consequently no impacts are anticipated in respect of impact pathway NEB2.





The Victoria Arch junction in Woking is an established component of the highways network that is not located within any national or local level landscape designations. The proposed improvement works would not significantly alter the appearance of the area, and consequently no impacts are anticipated in respect of pathway LVA1 or pathway LVA2.




The scheme seeks to address congestion at Victoria Arch in Woking. Based on the assumption that the proposed schemes succeeds in delivering improvements in the functioning of the junction in terms of traffic management, congestion and delays to journeys associated with the area could be reduced, and safety for pedestrians and cyclists improved. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2 and impact pathway WHWB4.








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Scheme O: A24 Clarks Green to Holmwood

Scheme Summary:


The A24 is a busy primary route linking London with the south coast and provides access to significant employment opportunities within the Gatwick Diamond economic area. This stretch of the dual-carriageway has several gaps in the central reservation for access and is a major source of accidents. The Horsham to Capel section has an accident rate three times the national average. It is essential that the gaps in the central reservation are closed and that the speed differential problems at the existing roundabouts are addressed. The entire length will be subjected to comprehensive road safety improvements including gap closures, enhanced access arrangements, improved visibility, signing and road markings.


Road safety improvements including gap closures, enhanced access arrangements, improved visibility, signing and road markings. New and improved roundabouts on this section of the A24.


To be investigated:

Road safety improvements including gap closures, enhanced access arrangements, improved visibility, signing and road markings

New and improved roundabouts

Covering some 8.75 kilometres between NGR 516839 147552 (north) & NGR 517144 139680 (south) & located in the Mole Valley DC area


Nature Conservation: There are no SPAs or Ramsar Sites located within 5 kilometres of the section of the A24 that would be affected by the proposed scheme. The Mole Gap to Reigate Escarpment SAC and SSSI is located some 3.46 kilometres to the north of the most northerly extent of the scheme location. The Clockhouse Brickworks SSSI lies some 0.76 kilometres to the south east of the affected section of the A24, the Auclaye SSSI lies some 0.86 kilometres to the south of the affected section of the A24, the Vann Lake & Ockley Woods SSSI lies some 1.41 kilometres to the west, and the Leith Hill SSSI lies some 2.41 kilometres to the west. There are a number of SNCIs within 1 kilometre of the affected section of the A24, the Garston Copse SNCI lies some 0.22 kilometres to the east, the Ockley Court SNCI lies some 0.22 kilometres to the west, the Holmwood Park SNCI (also a LNR) is some 0.30 kilometres to the south, the Strood Copse SNCI lies some 0.50 kilometres to the south east, the Glory Wood SNCI lies some 0.54 kilometres to the north, the Betchetsgreen Copse & Lag Copse SNCI lies some 0.55 kilometres to the west, the Greenhurst Copse SNCI lies some 0.56 to the south, the Knoll Wood SNCI is some 0.57 kilometres to the south west, the Weavers Wood SNCI lies some 0.68 kilometres to the west, the Hatchlands Copse West SNCI is some 0.87 kilometres to the east, and the Henfold Lake Fishery SNCI lies some 0.95 kilometres to the east. Ten of those eleven SNCIs also encompass areas of ancient woodland. A further seven areas of ancient woodland are located within 200 metres of the carriageway of the affected section of the A24.

Heritage & Archaeology: There are two Scheduled Monuments located within 2.5 kilometres of the affected section of the A24, including ‘Anstiebury Camp – a large multivallate hillfort south east of Crocker’s Farm (English Heritage (EH) List ID 1007981), ‘Medieval moated site north of Oakdale Farm’ (EH List ID 1012782) some 2.44 kilometres to the south west. The closest Registered Park & Garden to the affected section of the A24 is the Grade II* ‘The Deepdene (including Chart Park) (EH List ID 1000143) in Dorking, some 0.99 kilometres to the north. The closest Conservation Area to the affected section of the A24 is the Capel Conservation Area, which is some 0.47 kilometres to the east of the carriageway. There are eight Grade II Listed Buildings located within 0.20 kilometres of the affected section of the A24:

At Mid Holmwood, the ‘Old Nags Cottage/September Cottage’ (EH List ID 1028872) some 0.04 kilometres to the east of the carriageway, the ‘Priory Cottage’ (EH List ID 1228415) some 0.04 kilometres to the east, and ‘The Norfolk Arms’ at Mid Holmwood (EH List ID 1378095) some 0.01 kilometres to the west;

At South Holmwood, ‘Stoneheal’ (EH List ID 1189645) some 0.04 kilometres to the west of the carriageway, ‘The Dutch House’ (EH List ID 1028794) some 0.02 kilometres to the west, the ‘War Memorial’ (EH List ID 1393446) some 0.015 kilometres to the east, the ‘Church of St Mary Magdalene’ (EH List ID 1378100) some 0.07 kilometres to the west, and ‘Cherry Tree Cottage’ (EH List ID 1028767) some 0.13 kilometres to the east.

Landscape: Part of the affected section of the A24 is located within the Surrey Hills AONB (for some 2.77 kilometres of the road) and the Surrey Hills AGLV (for some 2.52 kilometres of the road).


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Scheme O: A24 Clarks Green to Holmwood (continued)


Water Environment: The affected section of the A24 is located within an area of land designated as zone 1 in terms of fluvial flood risk. The affected section of the A24 includes one area of highways flooding noted on the Surrey County Council highways wetspots dataset. The affected section of the A24 is not underlain by any groundwater SPZ designations, or any major aquifers. At South Holmwood and Beare Green two separate branches of the Leigh Brook, a tributary of the River Mole, pass under the route of the affected section of the A24, the river is classified as low, small, calcareous and unmodified, and currently exhibits ‘poor’ ecological status.

Air Quality: The affected section of the A24 does not lie within any designated AQMA.



works, the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(f) (construction of roads (unless included in Schedule 1)), for which the indicative threshold is 1 hectare). The area covered by the scheme is partially located within one of the categories of sensitive receptors, AONB, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). The fact that part of the affected road passes through an AONB increases the probability of EIA being required, and based on what is known about the proposed scheme, and based on the assumption that it may involve activities that could exceed some of the indicative thresholds set out in paragraph A22 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA may be required in this case. In order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Unlikely –There are no SPAs, SACs or Ramsar Sites located within 5 kilometres of the location of the proposed

scheme. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of any SACs, SPAs or Ramsar Sites.

Recommendations:



Landscape & Visual Amenity: As implementation of the scheme would involve works being undertaken within

the boundaries of the Surrey Hills AONB, early consultation should be undertaken with Natural England, the Landscape Officers at Surrey County Council and Mole Valley DC, and the Surrey Hills AONB Office, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

Water Environment & Flooding: As implementation of the scheme would involve works within an area that

encompasses a main river that currently exhibits ‘poor’ ecological status, early consultation should be undertaken with the Environment Agency, in order to ensure that the proposals include appropriate measures to contribute to attainment of the objectives of the Water Framework Directive in respect of river water quality.


that lies immediately adjacent to a number of SNCIs and areas of Ancient Woodland, early consultation should be undertaken with the ecologists at Surrey County Council and Mole Valley DC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

Historic Environment: As the implementation of scheme would involve works being undertaken in relatively

close proximity to a Conservation Area, and in very close proximity to Listed Buildings, early consultation should be undertaken with the Mole Valley DC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.


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Air Quality

The proposed works would not be expected to give rise to any discernible change in the total volume or the distribution of traffic present on Surrey’s roads, and consequently would not have any effect on impact pathway AQ1 or impact pathway AQ2.





Climate Change

The proposed scheme would seek to improve road safety along the section of the A24 that runs between the Clark’s Green roundabout near Capel and North Holmwood to the south of Dorking. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.







The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the creation of new roundabouts, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, on a scale that could warrant the undertaking of an EIA on land, soil or mineral resource grounds.





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The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. The affected area is classified as zone 1 for fluvial flood risk, and includes at least one area recorded as experiencing surface water flooding issues. Changes to the road, and in particular the construction of new roundabouts, would increase the area of land covered by impermeable surfaces, which would change the surface water flow regime in the area and could lead to flood risk where there is currently not a problem. Two branches of a main river currently classed as exhibiting ‘poor’ ecological status, pass under the affected section of the A24, and changes to the road and associated increases in the volume of contaminated highways runoff requiring drainage could increase the risks of pollution that the road presents to those watercourses. The proposed changes to the carriageway will involve the use of construction materials, and will therefore result in the consumption of water resources. Adverse impacts are anticipated in respect of pathways WRM1, WRM2 and WRM3.




Built Environment

The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. The affected section of the road passes through a number of villages, including Beare Green and South and Mid Holmwood, which include properties located within 200 metres of the carriageway to the east and the west. Changes to the road, including the construction of new roundabouts, could have implications for the properties located adjacent to the carriageway, and would likely bring the road closer to a number of residences than is currently the case, which could have implications for the setting and integrity of the existing buildings and associated structures, and for the relative tranquillity of the area. A combination of adverse and beneficial effects are anticipated in respect of pathway BE1, whilst adverse impacts are anticipated in respect of pathways BE2 and BE3.





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The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. There are eight Grade II Listed Buildings located within 200 metres of the existing carriageway, the setting of which could be affected by the proposed improvements, and in particular by the creation of any new roundabouts. Adverse impacts are anticipated in respect of pathways HEA1, HEA2 and HEA3.





The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. There are two SNCIs and nine areas of ancient woodland located within 200 metres of the existing carriageway, which could be affected by the proposed improvements, and in particular by the creation of any new roundabouts. Adverse impacts are anticipated in respect of pathways NEB1, NEB2 and NEB3.





The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. The part of the affected section of the road lies within the Surrey Hills AONB and the Surrey Hills AGLV, and the proposed improvements would have a further urbanising effect in a rural context. Consequently adverse impacts are anticipated in respect of pathways LVA 1 and LVA2, potentially on a scale that may warrant EIA on landscape grounds




The proposed scheme involves a programme of safety improvements, including gap closures and new and improved roundabouts, to the section of the A24 that runs between the Clarks Green roundabout near Capel and North Holmwood to the south of Dorking. Consequently beneficial effects are anticipated for impact pathway WHWB1.

Implementation of the scheme would result in changes to the existing road, including the construction of new roundabouts, which could bring the carriageway closer to properties located on either side of the road, increasing exposure to transport related noise and air quality impacts for the affected communities. Consequently adverse impacts are anticipated in respect of pathways WHWB2 and WHWB3.

The proposed scheme is not expected to any significant changes in respect of the incidence of congestion, or the use of alternatives to the car, and consequently no impacts are anticipated for pathways WHWB4 and WHWB5.


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Scheme: J A24 Capel to Surrey Boundary Corridor Improvements (continued)








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Scheme P: Road Network Improvements – Reigate Town Centre

Scheme Summary:


Reigate is a prosperous and attractive market town, and home to a number of large blue chip businesses. The town is characterised by good road accessibility but has poor rail links leading to heavy reliance on the road network for travel to and through the town, resulting in significant congestion in the area and causing poor journey time reliability. Congestion in the area is also caused by level crossing down times. A number of road network improvements around the town centre are being developed in order to improve congestion and journey time reliability.


The proposals are to improve the road network in Reigate town centre and provide pedestrian priority for the High Street in Reigate. The origin of the scheme is the Reigate relief road scheme, which was not progressed to the design stage. The proposals were to:

Widen London Road and Castlefield Road to 10 metres and convert them to two-way operation between West Street and Church Street;

Convert the High Street to pedestrian priority, removing non-essential traffic.

Church Street, Bancroft Road and Bell Street would have functioned as a gyratory.


Improvements to the road network in Reigate town centre, including pedestrian priority for High Street.



Nature Conservation: There are no SPAs or Ramsar Sites located within 5 kilometres of Reigate town centre. The Mole Gap to Reigate Escarpment SAC and SSSI is located some 1.21 kilometres to the north of the area that would be affected by the proposed scheme. The Reigate Heath SSSI lies some 0.80 kilometres to the west of the affected area of Reigate. There are two SNCIs located within 1 kilometre of the affected area of Reigate, the Colley Wood SNCI some 0.80 kilometres to the north west, and the Colley Copse SNCI some 1.0 kilometres to the north west. Both SNCIs also encompass areas of ancient woodland.

Heritage & Archaeology: There is one Scheduled Monuments located within the affected area of Reigate, ‘Reigate Castle’ (English Heritage (EH) List ID 1005947), the area covered by the Scheduling also encompasses two Grade II Listed Buildings. Two further Scheduled Monuments are located within 1 kilometre of the affected area of Reigate, ‘Medieval undercroft between West Street & Slipshoe Street, Reigate’ (EH List ID 1005940) some 0.08 kilometres to the west, and ‘The Priory, Reigate’ (EH List ID 1005929), which is also a Grade I Listed Building (EH List ID 1188089), is some 0.26 kilometres to the south. The closest Registered Park & Garden to the affected area of Reigate is the Grade II ‘Reigate Priory’ (EH List ID 1001175) some 0.08 kilometres to the south. The area affected by the proposed scheme includes areas that fall within the boundaries of the Reigate Town Centre Conservation Area or the Chart Lane – Reigate Conservation Area. There are some 34 Grade II Listed Buildings, and 2 Grade II* Listed Buildings located within the area affected by the proposed scheme.

Landscape: The closest boundary of the Surrey Hills AONB is located some 1.22 kilometres to the north of the area of Reigate affected by the proposed scheme. The closest boundary of the Surrey Hills AGLV is located some 0.30 kilometres to the south west of the area of Reigate affected by the proposed scheme.

Water Environment: The proposed scheme would involve works on areas of land that are classified as Zone 1 (less than 0.1% AEP) for fluvial flood risk. The area affected by the proposed scheme is underlain by a groundwater SPZ designation (SPZ3 – Total Catchment). The potentially affected area is underlain by a ‘principal’ bedrock aquifer, the Reigate Lower Greensand aquifer, which is currently classified as exhibiting ‘poor’ quantitative quality and ‘poor’ chemical quality. There are no main rivers located within 1 kilometre of the potentially affected area of Reigate. The area covered by the proposed scheme includes one area subject to surface water flooding as recorded on the Surrey highways wetspots dataset.

Air Quality: The area affected by the proposed development coincides with the AQMA designated by Reigate & Banstead BC in 2007 (AQMA Order No.9) for the town centre of Reigate, including parts of West Street, London Road, the High Street, Church Street and Bell Street. The AQMA is designated for concentrations of nitrogen dioxide (NO2).


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Scheme P: Road Network Improvements – Reigate Town Centre (continued)



the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). The area covered by the scheme coincides with one of the categories of sensitive receptors, Scheduled Monuments, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). Whilst the presence of a Scheduled Monument increases the probability of EIA being required, based on what is known about the proposed scheme, and based on the assumption that it would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA is unlikely to be required in this case. However, in order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.



proposed scheme. The closest SAC to the affected area is the Mole Gap to Reigate Escarpment SAC, which is located some 1.21 kilometres to the north west of the scheme location. Based on what is know about the proposed scheme of works it is not likely that the integrity of the SAC would be adversely affected.

Recommendations:




As the implementation of scheme would involve works being undertaken within an area that encompasses a Scheduled Monument, and is in close proximity to a Registered Park & Garden and a number of other Scheduled Monuments, early consultation should be undertaken with English Heritage, in order to determine whether consents, licences or conditions will be required with respect to any works that may affect the fabric or context of the Scheduled Monuments or the Registered Park & Garden.

As the implementation of scheme would involve works being undertaken in close proximity to one area that is covered by a Conservation Area designation, and there is one Grade II Listed Building within the area affected by the scheme, early consultation should be undertaken with the Reigate & Banstead BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Listed Buildings or the Conservation Areas.


for NO2 concentrations, early consultation should be undertaken with the Environmental Health officers of Reigate & Banstead BC, in order to ensure that the proposals are consistent with the relevant air quality action plan.


known to be affected by surface water flooding, early consultation should be undertaken with both Reigate & Banstead BC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.


Air Quality

Addressing poor air quality in Reigate town centre, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Reigate town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.


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Climate Change

The proposed scheme would seek to reduce the incidence of congestion in Reigate town centre by improving the local road network. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.







The proposed scheme involves changes to the existing road network in Reigate town centre. Implementation of the scheme will give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use will be necessary, potentially including the re-development of an area of developed land within the context of an established highway. Adverse impacts are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR2, but not on a scale that would warrant the undertaking of an EIA on land use or mineral resource grounds. Given the previously developed nature of the affected area no impacts are anticipated in respect of impact pathway LSMR 3.





The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Reigate, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.


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Materials Efficiency & Waste (continued)




The area of Reigate that would be affected by the proposed scheme coincides with an area subject to surface water flooding, the extent of which could be affected by changes to the physical environment. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. The affected area is not located in close proximity to any main rivers. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1. No impacts are anticipated in respect of impact pathway WRM2.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Reigate town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





The area of Reigate that would be affected by the proposed scheme encompasses one Scheduled Monument, and 2 Grade II* and 34 Grade II Listed Buildings, coincides with two Conservation Areas, and is located within 80 metres of a Grade II Registered Park & Garden. Changes to the layout and function of the town centre’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Scheduled Monuments, Registered Parks & Gardens, and Listed Buildings, and within Conservation Areas. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





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The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. Changes in the incidence and distribution of congestion in Reigate town centre could, dependent on the nature of those changes, have implications for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Reigate town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Reigate town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Reigate town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme Q: A31 Hickley’s Corner Underpass – Farnham

Scheme Summary:


The Hickley’s Corner junction lies on the A31 Farnham Bypass and is heavily congested at peak times, resulting in long traffic queues and delays. This has an adverse impact on development, not just locally, but also in the wider sub-region. This is because the junction and A31 form a key link in the Primary Route Network, providing access to major destinations in Surrey and Hampshire.

There are two proposed schemes for this junction. The initial proposal is a junction improvement to remove a severe bottleneck on the regionally important A31. As a result, the reduced journey times and improved journey time reliability will help support planned development in the Blackwater Valley, the Aldershot Urban Extension, Guildford town centre, the Whitehill-Bordon Eco Town and further afield.

The second proposal is for a roundabout to replace the initial junction and for the A31 to pass below through an underpass and for the Firgrove Hill bridge to be rebuilt. These proposals will allow for the provision of four lanes of traffic along the A31 at this congestion bottleneck.


Traffic signals converted to roundabout and A31 to pass below it.

Provision of single lane slip roads and controlled crossings.

Firgrove Hill Bridge to be rebuilt to allow provision of four lanes along A31.


Traffic signals converted to roundabout and A31 to pass below it.

Provision of single lane slip roads and controlled crossings.

Firgrove Hill Bridge to be rebuilt to allow provision of four lanes along A31.



Nature Conservation: A component part of the Thames Basin Heath SPA, the Bourley & Long Valley SSSI is located some 2.9 kilometres to the site of the proposed works, and the Moor Park SSSI is located some 2.4 kilometres to the south east. There are a number of SNCIs located within or in the vicinity of the area that would be affected by the proposed works, including the River Wey – North SNCI some 0.10 kilometres to the north, the Snayleslynch SNCI some 0.57 kilometres to the north east, the Farnham Park SNCI some 0.64 kilometres to the north, and the Snayleslynch – River Wey SNCI some 0.67 kilometres to the north east. There are no areas of ancient woodland located within the area of the town that would be affected by the proposed works.

Heritage & Archaeology: There are 4 Scheduled Monuments located within 2.5 kilometres of the site of the proposed works, ‘Farnham Castle’ (English Heritage List ID 1012181) some 0.78 kilometres to the north, ‘Roman site – Roman Way Estate’ (EH List ID 1005930) some 1.5 kilometres to the north east, ‘Bowl barrow 100 metres east of Forest Cottage’ (EH List ID 1007907) some 2.2 kilometres to the south east, ‘Bowl barrow 180 metres south east of Forest Cottage’ (EH List ID 1007976) some 2.3 kilometres to the south east, and ‘Waverley Abbey: a Cistercian monastery south of Waverley Abbey House’ (EH List ID 1007814) some 2.3 kilometres to the south east of the town. There are two Registered Parks & Gardens located within 2.5 kilometres of the site of the works, the Grade II ‘Farnham Park’ some 0.70 kilometres to the north, and the Grade II ‘Moor Park’ some 1.7 kilometres to the south east. There is one Grade II Listed Building located within the area that would be affected by the proposed scheme of works. The area affected by the proposed works incorporates part of the Farnham Conservation Area.

Landscape: The Hickley’s Corner junction is not covered by any national or local level landscape designations. The closest boundary of the Surrey Hills AONB is some 1.8 kilometres to the south east of the area that would be affected by the proposed scheme. The closest boundary of the South Downs National Park is some 3.85 kilometres to the south west of the area that would be affected by the proposed scheme. The closest boundary of the Surrey Hills AGLV is some 0.69 kilometres to the north and north west of the area that would be affected by the proposed works.


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Scheme Q: A31 Hickley’s Corner Underpass – Farnham (continued)


Water Environment: The site of the proposed works lies mainly in an area of Zone 1 fluvial flood risk, to the south of an area of Zone 2 (0.1% AEP) and Zone 3 (1.0% AEP) fluvial flood risk associated with the River Wey. The area that would be affected by the proposed scheme does not include any incidences of surface water flooding as recorded on the Surrey highways wetspots dataset. The site of the proposed works is underlain by a groundwater SPZ (Zone 3 – Total Catchment) designation, and by a combination of a ‘principal’ bedrock aquifer, and ‘secondary A’ and ‘secondary (undifferentiated)’ superficial deposits aquifers. The underlying bedrock aquifer is the Godalming Lower Greensand, which is currently classified as exhibiting ‘poor’ quantitative status and ‘poor’ chemical status. The River Wey (North Wey (Alton to Tilford)) flows through the centre of Farnham, within 100 metres of the site of the proposed works, and is a low, medium, siliceous and unmodified river that is currently classified as exhibiting ‘moderate’ ecological status.

Air Quality: The centre of Farnham has been designated by Waverley BC as an AQMA for concentrations of nitrogen dioxide. The area that would be affected by the proposed works is located immediately to the south of the designated AQMA.






(Bourley & Long Valley SSSI) is located some 2.49 kilometres to the north of the site of the proposed works. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the Thames Basin Heaths SPA.

Recommendations:



Historic Environment: As the implementation of scheme would involve works being undertaken within a

Conservation Area, and in close proximity to a Grade II Listed Building, early consultation should be undertaken with the Waverley BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Conservation Area or the Listed Building.



Air Quality: As implementation of the scheme would involve works in an area that is close to a designated AQMA

(for NO2 concentrations), early consultation should be undertaken with the Waverley BC Environmental Health Officers, in order to ensure that the proposals are consistent with the relevant air quality action plan.


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Air Quality

The proposed works would not be expected to give rise to any discernible change in the total volume of traffic present on Surrey’s roads, and consequently would not have any effect on impact pathway AQ1. The proposed scheme seeks to reduce congestion along the A31 close to the centre of Farnham, which is covered by an AQMA designation for nitrogen dioxide concentrations. Consequently a beneficial effect would be anticipated in respect of impact pathway AQ2.





Climate Change

The proposed scheme would seek to reduce the incidence of congestion in Farnham by improving the capacity of the A31 to carry traffic through the area without interruption. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.







The proposed scheme involves changes to the Hickley’s Corner junction in Farnham, connecting the A31 with the town centre. Implementation of the scheme will give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use will be necessary, including the re-development of an area of developed land within the context of an established highway. Adverse impacts are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR2, but not on a scale that would warrant the undertaking of an EIA on land use or mineral resource grounds. Given the previously developed nature of the affected area no impacts are anticipated in respect of impact pathway LSMR 3.





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The proposed scheme involves changes to the Hickley’s Corner junction in Farnham, connecting the A31 with the town centre. Implementation of the scheme will give rise to demand for material resources, and will generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.








Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment close to Farnham town centre, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





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The area that would be affected by the proposed scheme encompasses some one Grade II Listed Building, coincides with part of the Farnham Conservation Area. Changes to the layout and function of the Hickley’s Corner junction could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Listed Buildings and Conservation Area. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area does not coincide with any national level nature conservation designations, and is predominantly urban in character. One SNCI is located close to the affected area, changes in the incidence and distribution of congestion in Farnham town centre could, dependent on the nature of those changes, have implications for the integrity of the SNCIs, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Farnham, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Farnham, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion along the A31 it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment, improvements in air quality, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.


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Scheme R: Guildford A3 Strategic Corridor Improvements

Scheme Summary:


The A3 is a vitally important strategic route providing access from London to Portsmouth. With the introduction of the Hindhead tunnel, the A3 has become more attractive for existing traffic travelling to and from the south coast to take advantage of the quicker journey times to Guildford, London and nearby centres of employment. We therefore now expect an increase in traffic using the A3. The A3 in Surrey already suffers from severe peak time congestion at several points including junction 10 of the M25/A3 at Wisley, a number of junctions within Guildford, A3/A31 Hogsback junction to the south of Guildford and the junction of the A3 and the B3006. This high level of congestion can act as a disincentive for new businesses looking to relocate to towns along the A3. The Highways Agency was proposing a number of junction improvements on the A3 around Guildford as part of the Regional Transport Programme which is now defunct with the abolishment of the Regional Transport Bodies. A strategic transport study of the A3 will be carried out to assess further improvements that could ease congestion.


To improve the operation of the A3 Guildford, particularly of the junctions, it is proposed to widen the existing dual 2 lane section of carriageway between the A3/A31 Hogs Back and the A322 Wooden Bridge interchange to 3 lane. There is the possibility of a Park & Ride site linked to the Guildford Hub proposals.


A3 link from south to north bypassing Guildford.

Covering some 11 kilometres between NGR 495838 148460 (west) and NGR 504013 154373 (east) & located in the Guildford BC area

Key Features of the Effected Area – Existing A3 Corridor (between Burntcommon & the A31 junction):

Nature Conservation: The existing A3 between Burntcommon and the junction with the A31 does not coincide with or pass in close proximity to any SPAs, SACs or Ramsar Sites, or any SSSIs. As it progresses from Burntcommon to the junction with the A31 the A3 passes in close proximity to, or through a number of SNCIs, including the Riverside Park SNCI (also a LNR) which the road passes through, the River Wey SNCI some 0.05 kilometres to the north of the route of the road, and the Slyfield Park SNCI some 0.06 kilometres to the north west of the road. The Riverside Park SNCI incorporates an area of ancient woodland.

Heritage & Archaeology: There are 2 Scheduled Monuments located within 1 kilometre of the route of existing A3 between Burntcommon and the A31 junction, ‘Medieval moated site at Guildford Manor Park, Manor Farm’ (English Heritage (EH) List ID 1012785) some 0.50 kilometres to the north of the road close to the junction with the A31, and ‘Henley Fort: a London mobilisation centre’ (EH List ID 1019286) some 0.73 kilometres to the south east of the road near Onslow Village. The existing A3 between Burntcommon and the junction with the A31 passes close to the boundary of the Grade II* Registered Parks & Gardens at Sutton Place, the entrance drive (including a Grade II Listed Building – the gatehouse) to which adjoins the A3 at NGR 502255 152981. There are a further 3 Grade II Listed Buildings located within 200 metres of the road along the length of the section between Burntcommon and the A31 junction. The affected section of the A3 passes in close proximity to a number of Conservation Areas, including the Onslow Village Conservation Area some 0.25 kilometres to the south east on the west of Guildford, the Wey & Godalming Navigation Conservation Area which passes under the road close to the centre of Guildford, the Abbotswood Conservation Area some 0.27 kilometres to the south east on the east of Guildford, and the Sutton Park Conservation Area some 0.04 kilometres to the north on the east of Guildford.

Landscape: The majority of the potentially affected section of the A3 lies outside the boundaries of the Surrey Hills AONB and the Surrey Hills AGLV, except for sections measuring a total of some 1.5 kilometres to the south west of Guildford, which fall within the AGLV boundaries, and the junction of the A3 and the A31, which falls within the AONB

Water Environment: The section of the A3 between Burntcommon in the east and the junction with the A31 in the west passes through a number of areas subject to Zone 2 and Zone 3 flood risk associated with the River Wey and it’s tributaries. The affected section of the A3 includes one area of surface water flooding noted on the Surrey highways wetspots dataset. The affected section of the A3 passes through an area that includes SPZ designations (SPZ1 – Inner Zone, SPZ2 – Outer Zone and SPZ3 – Total Catchment). The south western part of the affected section of the A3 is underlain by a combination of ‘principal’ and ‘secondary A’ bedrock aquifers. The underlying ‘principal’ class bedrock aquifer is the Alton Upper Greensand, which currently exhibits ‘poor’ quantitative quality and ‘poor’ chemical quality. The underlying ‘secondary A’ class bedrock aquifer is the Effingham Tertiaries, which currently exhibits ‘poor’ quantitative quality and ‘good’ chemical quality. The River Wey (Wey – Shalford to River Thames confluence at Shalford) passes under the affected section of the A3, and is described by the Environment Agency as a low, medium, siliceous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘fail’ for chemical quality.



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Scheme R: Guildford A3 Strategic Corridor Improvements (continued)

Key Features of the Effected Area – Wider area around Guildford:

Nature Conservation: There is one SPA and one SAC with component parts located to the north of Guildford, the Thames Basin Heaths SPA, of which the Whitmoor Common SSSI and the Ash to Brookwood Heaths SSSI are component parts, and the Thursley, Ash, Pirbright & Chobham SAC of which the Ash to Brookwood Heaths SSSI is a component part. One other SSSI is also located in the area to the north of Guildford, the Smart & Prey Heaths SSSI. To the south of Guildford there are no SAC or SPA designations, but there are two SSSIs, the Colyers Hanger SSSI and the Wey Valley Meadows SSSI. There are a large number of SNCIs located in the countryside surrounding Guildford, within 5 kilometres of the centre of the town there are forty four SNCIs, including: Whitmoor Pond SNCI; Poor Jack's Wood SNCI; Sutton Place Meadows SNCI; River Wey SNCI; Lammas Lands (Plot 3) SNCI; Tilthams Rough SNCI; River Wey & River Wey – South SNCI; Pewley Down SNCI; Clandon Wood SNCI; Bummoor Copse SNCI; Ashen Copse SNCI; Pipkin Copse SNCI; Puddock Copse SNCI; Glebe Wood SNCI; Pilgrims Way North Side near Compton SNCI; Compton Wood & Burl's Rew SNCI; Unstead Sewerage Works – Treatment Lagoons SNCI; Clandon Park Lakes SNCI; The Mount – Guildford SNCI; Shalford Common SNCI; Pilgrims Way – Compton SNCI; Worplesdon Village Green SNCI; Wood Street Village Green SNCI; Slyfield Meadow SNCI; Stringers Common SNCI; Riverside Park SNCI; St. Martha's Hill SNCI; Merrow Downs No.1 SNCI; Guildford Golf Club (Merrow Downs No.2) SNCI; Merrow Down Woodland SNCI; Newlands Corner West to White Lane SNCI; Albury Downs SNCI; West Clandon Chalk Pit (Duke of Onslow Pit) SNCI; Watts Chapel SNCI; Unstead Wood & Bunker's Hill SNCI; Chinthurst Court SNCI; Monkshatch SNCI; Littlefield Common SNCI; Backside Common SNCI; Shalford Common & Shalford Green SNCI; Shalford Green SNCI; A3 Verge – Pilgrims Way SNCI; Broadstreet Common SNCI; and, Tilthams Rough SNCI.

Heritage & Archaeology: To the north of Guildford there are four Scheduled Monuments located within the surrounding countryside, including the ‘Medieval moated site at Guildford Manor Park, Manor Farm’ (EH List ID 1012785), the ‘Old Manor House (site of) west of Roman Catholic church, Sutton Park’ (EH List ID 1005933), the ‘Disc barrow on Whitmoor Common’ (EH List ID 1011599), and the ‘Linear boundary on Whitmoor Common’ (EH List ID 1011602). To the south of Guildford there are four Scheduled Monuments located within the surrounding countryside, ‘Chilworth Gunpowder Works’ (EH List ID 1018507), ‘Earth circles on St Martha’s Hill’ (EH List ID 1002976), ‘Bowl barrow 90 metres west of Tyting Farm’ (EH List ID 1009480), and ‘Henley Fort: a London mobilisation centre’ (EH List ID 1019286). There are a number Registered Parks & Gardens located in the area surrounding Guildford, including the Grade II* ‘Sutton Place’ to the north east of the town, the Grade II ‘Clandon Park’ to the east of the town. The countryside surrounding Guildford incorporates a large number and range of Grade I, Grade II* and Grade II Listed Buildings. There are a number of Conservation Areas in the surrounding countryside that could be affected, including to the north the Sutton Park CA, the Wood Street Village CA and the Worplesdon CA, and to the south the West Clandon CA, the Chilworth Gunpowder Works CA, the Shalford CA, the Littleton CA and the St Catherine’s CA.

Landscape: The area to the south of Guildford is covered by the Surrey Hills AGLV designation, and for the majority of the area by the Surrey Hills AONB designation. The area to the north of Guildford is not subject to any landscape designations.

Water Environment: Areas of Zone 2 and Zone 3 fluvial flood risk associated with the River Wey and its tributaries are encountered to both the north and south of Guildford. The area to the south of Guildford is underlain by a combination of ‘principal’ and ‘secondary A’ bedrock aquifers. The underlying ‘principal’ class bedrock aquifers are the Alton Upper Greensand, which currently exhibits ‘poor’ quantitative quality and ‘poor’ chemical quality and the Godalming Lower Greensand which also currently exhibits ‘poor’ quantitative quality and ‘poor’ chemical quality. The underlying ‘secondary A’ class bedrock aquifer is the Effingham Tertiaries, which currently exhibits ‘poor’ quantitative quality and ‘good’ chemical quality. The River Wey (Wey – Shalford to River Thames confluence at Shalford) passes through Guildford on a roughly north-south axis, and is described by the Environment Agency as a low, medium, siliceous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘fail’ for chemical quality.



For improvements to the A3 on its existing alignment (Scheme R(a))

Possibly – based on the level of detail that has been provided about the potential improvement works, the

changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(f) (construction of roads (unless included in Schedule 1)), for which the indicative threshold is 1 hectare). The area affected lies in close proximity to several of the categories of sensitive receptors, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). The fact that part of the affected road lies within an AONB increases the probability of EIA being required, and based on what is known about the proposed scheme, and based on the assumption that it may involve activities that could exceed some of the indicative thresholds set out in paragraph A22 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA may be required in this case. In order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


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For widening of the A3 on its existing alignment (Scheme R(b))

Possibly – based on the level of detail been provided about the potential improvement works, the changes would

not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(f) (construction of roads (unless included in Schedule 1)), for which the indicative threshold is 1 hectare). The area affected lies in close proximity to several of the categories of sensitive receptors, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). The fact that part of the affected road lies within an AONB increases the probability of EIA being required, and based on what is known about the proposed scheme, and based on the assumption that it may involve activities that could exceed some of the indicative thresholds set out in paragraph A22 of Annex A to Circular 02/99 (Environmental Impact Assessment), it is considered that EIA may be required in this case. In order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.

For the construction of a new Guildford By-pass (Scheme R(c))

Definitely – the construction of a new section of road with four or more lanes and a length of more than 10

kilometres would fall within the description of development given in paragraph 7(c) to Schedule 1 of the Town & Country Planning (EIA) Regulations 2011. EIA is compulsory for developments falling within the descriptions listed in Schedule 1 to the Regulations.


For improvements to the A3 on its existing alignment (Scheme R(a))

Unlikely – The closest SPA to the affected area is the Thames Basin Heaths SPA (Whitmoor Common SSSI0,

which lies some 1.88 kilometres to the north of the existing alignment of the A3. The closest SAC to the affected area is the Thursley, Ash, Pirbright & Chobham SAC, which is located some 4.33 kilometres to the north west of the scheme location. Based on what is know about the proposed scheme of works it is not likely that the integrity of either the SPA or the SAC would be adversely affected.

For widening of the A3 on its existing alignment (Scheme R(b))

Unlikely – The closest SPA to the affected area is the Thames Basin Heaths SPA (Whitmoor Common SSSI0,

which lies some 1.88 kilometres to the north of the existing alignment of the A3. The closest SAC to the affected area is the Thursley, Ash, Pirbright & Chobham SAC, which is located some 4.33 kilometres to the north west of the scheme location. Based on what is know about the proposed scheme of works it is not likely that the integrity of either the SPA or the SAC would be adversely affected.

For the construction of a new Guildford By-pass (Scheme R(b))

Definitely – if the bypass were to be located to the north of Guildford the integrity of the Thames Basin Heaths

SPA, and in particular the Whitmoor Common SSSI component could be adversely affected. Any option appraisal work undertaken to inform the identification of potential routes for any road alignment would need to take full account of the presence of the SPA, and of any areas of land that have been identified as potential SANGs (Sites of Alternative Natural Greenspace) to offset the impacts of planned future growth in residential development on the integrity of the SPA.

Recommendations:


clarify the situation in respect of any parts of the proposed scheme(s) that are to be carried out under permitted development rights, it would be advisable to obtain an EIA screening opinion (to be requested under Regulation 5 of the EIA Regulations 2011) from the relevant planning authority as part of the project development process.


As implementation of the scheme(s) would involve works being undertaken within an area that lies in relatively close proximity to parts of the Thames Basin Heaths SPA, part of the Thursley, Ash, Pirbright & Chobham SAC, and a number of SSSIs, early consultation should be undertaken with Natural England, in order to determine what safeguarding measures need to be incorporated into the design of the scheme(s).

As implementation of the scheme(s) would involve works being undertaken within an area that encompasses a number of SNCIs, early consultation should be undertaken with the ecologists at Surrey County Council and Guildford BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.


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As the implementation of scheme(s) would involve works being undertaken within an area that encompasses a number of Scheduled Monuments and Registered Parks & gardens, early consultation should be undertaken with English Heritage, in order to determine whether consents, licences or conditions will be required with respect to any works that may affect the fabric or context of the Scheduled Monuments r the Registered Parks & Gardens.

As the implementation of scheme(s) could affect Conservation Areas and Listed Buildings early consultation should be undertaken with the Guildford BC Conservation Officer, in order to determine whether consents would be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.

Landscape & Visual Amenity: As implementation of the scheme(s) would involve works being undertaken within

the boundaries of the Surrey Hills AONB, early consultation should be undertaken with Natural England, the Landscape Officers at Surrey County Council and Guildford BC, and the Surrey Hills AONB Office, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme(s).

Water Environment & Flooding: As implementation of the scheme(s) would involve works within an area that is



Air Quality

For improvements to the A3 on its existing alignment (Scheme R(a)):

The total volume of traffic making use of the A3 is expected to rise in the near to medium term as a consequence as a consequence of growing demand, and consequently adverse impacts are anticipated in respect of pathway AQ1. Over the short-term, implementation of the scheme could give rise to localised adverse impacts, including dust from construction works, and emissions from vehicles delayed by temporary traffic control measures, consequently an adverse impact is anticipated in respect of pathway AQ3, but not on a scale that would warrant the undertaking of an EIA on air quality grounds.

For the widening of the A3 on its existing alignment (Scheme R(b)):

The total volume of traffic making use of the A3 is expected to rise in the near to medium term as a consequence as a consequence of growing demand, and consequently adverse impacts are anticipated in respect of pathway AQ1. The areas affected by transport related pollution would change as a result of the widening of the A3, and consequently adverse impacts are anticipated in respect of pathway AQ2. Over the short-term, implementation of the scheme could give rise to localised adverse impacts, including dust from construction works, and emissions from vehicles delayed by temporary traffic control measures, consequently an adverse impact is anticipated in respect of pathway AQ3.

For the construction of a new Guildford By-pass (Scheme R(c)):

The total volume of traffic making use of the A3 is expected to rise in the near to medium term as a consequence as a consequence of growing demand, and consequently adverse impacts are anticipated in respect of pathway AQ1. The areas affected by transport related pollution would change as a result of the construction of a new bypass, and consequently significant adverse impacts are anticipated in respect of pathway AQ2. Over the short-term, implementation of the scheme could give rise to localised adverse impacts, including dust from construction works, and emissions from vehicles delayed by temporary traffic control measures, consequently an adverse impact is anticipated in respect of pathway AQ3.

Scheme R(a) Scheme R(b) Scheme R(c)





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Climate Change


The total volume of traffic making use of the A3 is expected to rise in the near to medium term as a consequence as a consequence of growing demand, and the total distance travelled by that traffic may change as road users take advantage of the reduced journey times offered by an improved A3, consequently adverse impacts are anticipated in respect of pathway CC1 and pathway CC3. The composition of by traffic on the A3 is not expected to change substantially as a consequence of on-line improvements to the road, and consequently no impacts are anticipated in respect of pathway CC2. Implementation of the scheme, and ongoing maintenance of the infrastructure will give rise to carbon emissions as a consequence of energy consumed during the production of materials, construction and maintenance works, and emissions arising from the vehicles, plant and machinery used. Consequently an adverse impact is anticipated in respect of impact pathway CC4.


The total volume of traffic making use of the A3 is expected to rise in the near to medium term as a consequence as a consequence of growing demand, and the total distance travelled by that traffic may change as road users take advantage of the reduced journey times offered by an improved A3, consequently adverse impacts are anticipated in respect of pathway CC1 and pathway CC3. The composition of by traffic on the A3 is not expected to change substantially as a consequence of the widening of the road, and consequently no impacts are anticipated in respect of pathway CC2. Implementation of the scheme, and ongoing maintenance of the infrastructure will give rise to carbon emissions as a consequence of energy consumed during the production of materials, construction and maintenance works, and emissions arising from the vehicles, plant and machinery used. Consequently an adverse impact is anticipated in respect of impact pathway CC4.


The total volume of traffic making use of the A3 is expected to rise in the near to medium term as a consequence as a consequence of growing demand, and the total distance travelled by that traffic may change as road users take advantage of the reduced journey times offered by an improved A3, consequently adverse impacts are anticipated in respect of pathway CC1 and pathway CC3. The composition of traffic on the A3 is not expected to change substantially as a consequence of the construction of a new bypass, and consequently no impacts are anticipated in respect of pathway CC2. Implementation of the scheme, and ongoing maintenance of the infrastructure will give rise to carbon emissions as a consequence of energy consumed during the production of materials, construction and maintenance works, and emissions arising from the vehicles, plant and machinery used. Consequently an adverse impact is anticipated in respect of impact pathway CC4.

Scheme R(a) Scheme R(b) Scheme R(c







The proposed scheme involves on-line improvements to the existing A3 through Guildford. The proposed works are likely to give rise to demand for mineral resources during construction works and ongoing maintenance. Given the nature of the affected structure, major changes to established land use are unlikely, and local soil quality would not be affected. Adverse impacts are anticipated in respect of pathway LSMR2. No impacts are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR 3.


The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. Implementation of the scheme would involve landtake, and would give rise to demand for mineral resources during construction and ongoing maintenance. Dependent on the nature of the land affected by the widening, the development could have implications for local soil quality. Adverse impacts are anticipated in respect of pathway LSMR1, pathway LSMR2 and pathway LSMR3


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The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Implementation of the scheme would involve substantial landtake, and would give rise to demand for mineral resources during construction and ongoing maintenance. Dependent on the nature of the land affected by the route of any bypass, the development could have implications for local soil quality. Adverse impacts are anticipated in respect of pathway LSMR1, pathway LSMR2 and pathway LSMR3.







The proposed scheme involves on-line improvements to the existing A3 through Guildford. Implementation of the scheme would give rise to demand for material resources, and would generate wastes that will require appropriate management during construction and ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2.

For widening of the A3 on its existing alignment (Scheme R(b)):

The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. Implementation of the scheme would give rise to demand for material resources, and would generate wastes that will require appropriate management during construction and ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2.


The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Implementation of the scheme would give rise to demand for material resources, and would generate wastes that will require appropriate management during construction and ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2.






The proposed scheme involves on-line improvements to the existing A3 through Guildford. The road crosses areas of fluvial and pluvial flood risk, and highways runoff can affect the quality of the surrounding water environment. Construction works generate demand for water resources. Adverse impacts are anticipated in respect of pathway WRM1, pathway WRM2 and pathway WRM3.


The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. The affected section of the road is located in an area of low fluvial and pluvial flood, however increased highways runoff from the widened road could contribute to impacts on the quality of the surrounding water environment. Construction works generate demand for water resources. Adverse impacts are anticipated in respect of pathway WRM2 and pathway WRM3, but no impacts are anticipated in respect of pathway WRM1.


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For the construction of a new Guildford By-pass (Scheme R(b)):

The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Options for the route of any bypass have yet to be identified, so for the purposes of this assessment it is assumed that it may cross areas of high fluvial and pluvial flood risk, and areas where water quality in surface waterbodies is a concern. Construction of a new road will generate demand for water resources. Adverse impacts are anticipated in respect of pathway WRM1, pathway WRM2 and pathway WRM3.





Built Environment


The proposed scheme involves on-line improvements to the existing A3 through Guildford. The road crosses through the centre of Guildford, and properties located close to the route could be affected by any changes to the existing carriageways. Adverse impacts are anticipated in respect of pathway BE2 and pathway BE3. Dependent on the standards of design achieved in the proposed scheme pathway BE1 could experience a combination of adverse impacts and beneficial effects.


The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. The road passes through residential areas and properties located close to the route could be affected by any changes to the width of the existing carriageway. Adverse impacts are anticipated in respect of pathway BE2 and pathway BE3. Dependent on the standards of design achieved in the proposed scheme pathway BE1 could experience a combination of adverse impacts and beneficial effects.


The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Options for the route of any bypass have yet to be identified, so for the purposes of this assessment it is assumed that it may impinge upon areas and settlements that at present are not affected. Adverse impacts are anticipated in respect of pathway BE2 and pathway BE3. Dependent on the standards of design achieved in the proposed scheme pathway BE1 could experience a combination of adverse impacts and beneficial effects.







The proposed scheme involves on-line improvements to the existing A3 through Guildford. The road passes close to a number of heritage assets, but as the scheme would not involve additional landtake, and would not move the road any closer to those assets no impacts are anticipated in respect of pathway HEA1 and pathway HEA3. Alterations to the existing road would not alter the level of risk of exposure to pollutants currently experienced by nearby heritage assets, and therefore no impacts are anticipated in respect of pathway HEA2.


The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. The road passes close to a number of heritage assets, which could be affected by additional landtake, and increased risk of exposure to pollutants or disturbance associated with changes to the road. Adverse impacts are anticipated in respect of pathway HEA1, pathway HEA2 and pathway HEA3.


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Historic Environment & Archaeology (continued)


The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Options for the bypass route have yet to be identified, so for the purposes of this assessment it is assumed that it may coincide with areas of known heritage importance and with areas of interest that have yet to be discovered. Adverse impacts are anticipated in respect of pathway HEA1, pathway HEA2 and pathway HEA3.







The proposed scheme involves on-line improvements to the existing A3 through Guildford. The road passes close to a number of areas of local importance for nature conservation, but as the scheme would not involve additional landtake, and would not move the road any closer to those assets no impacts are anticipated in respect of pathway NEB1 and pathway NEB3. Alterations to the existing road would not alter the level of risk of exposure to pollutants currently experienced by nearby ecological assets, and therefore no impacts are anticipated in respect of pathway NEB2.


The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. The affected section of the road does not pass close to any sites designated for their local or national importance for nature conservation, but does pass through open land, the intrinsic ecological interest of which could be affected by additional landtake. Habitats and species in the surrounding countryside could be exposed to increased risks of exposure to pollutants or disturbance as a consequence of the widening of the road. Adverse impacts are anticipated in respect of pathway NEB1, pathway NEB2 and pathway NEB3.


The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Options for the route of any bypass have yet to be identified, so for the purposes of this assessment it is assumed that it may coincide with areas of known importance for nature conservation, potentially including sites of national (SSSIs) and European importance (SPAs and SACs). Adverse impacts are anticipated in respect of pathway NEB1, pathway NEB2 and pathway NEB3.







The proposed scheme involves on-line improvements to the existing A3 through Guildford. The majority of the affected section of the road lies outside the Surrey Hills AONB and the Surrey Hills AGLV. Alterations to the existing road would not alter the level of landscape impact already experienced as a consequence of the road’s presence, and therefore no impacts are anticipated in respect of pathway LVA1 or LVA2.


The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. The majority of the affected section of the road lies within the Surrey Hills AGLV and a small part falls within the Surrey Hills AONB. Widening of the existing road would increase the level of landscape impact already experienced as a consequence of the road’s presence, and therefore adverse impacts are anticipated in respect of pathway LVA1 and pathway LVA2.


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The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Options for the route of any bypass have yet to be identified, so for the purposes of this assessment it is assumed that it may coincide with areas of protected landscape, potentially including the Surrey Hills AONB. Adverse impacts are anticipated in respect of pathway LVA1 and pathway LVA2.






The proposed scheme involves on-line improvements to the existing A3 through Guildford. Improvements in the functioning of junctions and the highway as a whole would be expected to deliver improvements in road safety, and therefore a beneficial impact on pathway WHWB1 is anticipated. Current exposure of local communities along the route of the existing road to air pollution and noise would not be affected by the proposed scheme, and consequently no impacts are anticipated in respect of pathway WHWB2 and pathway WHWB3. The proposed improvements would be expected to deliver improvements in the functioning of the road and reduced congestion, and consequently beneficial impacts are anticipated in respect of pathway WHWB4. No impacts are anticipated in respect of pathway WHWB5.


The proposed scheme would involve the widening of the existing A3 from 2 to 3 lanes between the junctions with the A31 and the A322. The widened road would be expected to be designed and built to a standard that delivers improvements in road safety, and therefore a beneficial impact on pathway WHWB1 is anticipated. Current exposure of local communities along the route of the existing road to air pollution and noise could be affected by the proposed widening, and consequently adverse impacts are anticipated in respect of pathway WHWB2 and pathway WHWB3. The proposed improvements would be expected to deliver improvements in the functioning of the road and reduced congestion, but would also alter the profile of the communities exposed to disturbance and nuisance associated with the road, and consequently a combination of adverse and beneficial impacts are anticipated in respect of pathway WHWB4. No impacts are anticipated in respect of pathway WHWB5.


The proposed scheme would involve the construction of a new bypass taking the A3 to the north or the south of Guildford. Options for the route of any bypass have yet to be identified, so for the purposes of this assessment it is assumed that it may coincide with areas and communities that are currently not affected by the adverse impacts typical of major transport routes (e.g. noise, air pollution, etc.). The new by-pass would be expected to be designed and built to a standard that delivers improvements in road safety, and therefore a beneficial impact on pathway WHWB1 is anticipated. Communities along the route of the new bypass would be exposed to increased risks of air pollution and noise, and consequently adverse impacts are anticipated in respect of pathway WHWB2 and pathway WHWB3. The proposed bypass would be expected to deliver improvements in the functioning of the road and reduced congestion, but would also alter the profile of the communities exposed to disturbance and nuisance associated with the road, and consequently a combination of adverse and beneficial impacts are anticipated in respect of pathway WHWB4. No impacts are anticipated in respect of pathway WHWB5.








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Scheme S: Guildford Hub Transport Improvements

Scheme Summary:


Guildford is the county town of Surrey and is an established regional centre within the south east. The town plays a major strategic role in terms of the economy and Guildford rail station acts as a major transport interchange hub. In 2010 the UK Competitiveness Index ranked Guildford as the most competitive city in the UK outside London. It is the dominant shopping and employment centre in the county and has been subject to considerable employment growth in recent years. The University of Surrey, Royal Surrey County Hospital and the Surrey Research Park are all located within the town. The Surrey Research Park in an important contributor to the local economy equating to £350-450 million annually. We have already delivered a new signalised junction, which opened in December 2012, to replace Hospital Roundabout which has improved journey time reliability to and from the Surrey Research Park and the Royal Surrey County Hospital. The A3, which runs through and bisects the Guildford urban area, is subject to high levels of congestion. Technical modelling has forecast that this congestion is likely to become worse in the future along with further traffic congestion within the town centre. In order for Guildford to remain economically competitive and continue to attract and retain businesses, congestion and journey time reliability in the area needs to be addressed especially on the A3 corridor. There is already evidence of businesses, within the area relocating due to the poor transport infrastructure surrounding the A3.

A number of schemes and interventions have either been developed, are under development and are under consideration. Further measures are proposed to develop Guildford as a public transport hub. Pedestrian and cycle improvements and a new park and ride site at Onslow are committed and will be delivered. A major scheme for the present Guildford gyratory in the town centre is under development. Schemes under consideration for future development include improvements to the A3 as it runs through the town of Guildford and the potential provision of new park and ride sites serving the town centre.


The main improvements proposed include:

Significant expansion of Guildford Park & Ride sites including development of four new sites;

Implementation of bus priority measures in Guildford town centre, including bus lanes;

A semi-express Park & Ride bus service, which serves specified bus stops, and local buses serving all stops;

Walking and cycling improvements on key corridors into the town and in the town centre;

Traffic management, safety improvements and travel planning measures.


Park & Ride proposed sites along Worplesdon and Burpham corridors

Bus Corridors

Junction and bottleneck improvement

Walking and cycling improvements relating to the town centre

Traffic management and safety improvements

New restricted access crossing River Wey

Centred on NGR 499349 149487 & located in the Guildford BC area


Nature Conservation: There is one SPA and one SAC with component parts located to the north of Guildford, the Thames Basin Heaths SPA, of which the Whitmoor Common SSSI and the Ash to Brookwood Heaths SSSI are component parts, and the Thursley, Ash, Pirbright & Chobham SAC of which the Ash to Brookwood Heaths SSSI is a component part. One other SSSI is also located in the area to the north of Guildford, the Smart & Prey Heaths SSSI. To the south of Guildford there are no SAC or SPA designations, but there are two SSSIs, the Colyers Hanger SSSI and the Wey Valley Meadows SSSI. There are a large number of SNCIs located within Guildford and the surrounding countryside, within 5 kilometres of the centre of the town there are forty four SNCIs, including: Whitmoor Pond SNCI; Poor Jack's Wood SNCI; Sutton Place Meadows SNCI; River Wey SNCI; Lammas Lands (Plot 3) SNCI; Tilthams Rough SNCI; River Wey & River Wey – South SNCI; Pewley Down SNCI; Clandon Wood SNCI; Bummoor Copse SNCI; Ashen Copse SNCI; Pipkin Copse SNCI; Puddock Copse SNCI; Glebe Wood SNCI; Pilgrims Way North Side near Compton SNCI; Compton Wood & Burl's Rew SNCI; Unstead Sewerage Works – Treatment Lagoons SNCI; Clandon Park Lakes SNCI; The Mount – Guildford SNCI; Shalford Common SNCI; Pilgrims Way – Compton SNCI; Worplesdon Village Green SNCI; Wood Street Village Green SNCI; Slyfield Meadow SNCI; Stringers Common SNCI; Riverside Park SNCI; St. Martha's Hill SNCI; Merrow Downs No.1 SNCI; Guildford Golf Club (Merrow Downs No.2) SNCI; Merrow Down Woodland SNCI; Newlands Corner West to White Lane SNCI; Albury Downs SNCI; West Clandon Chalk Pit (Duke of Onslow Pit) SNCI; Watts Chapel SNCI; Unstead Wood & Bunker's Hill SNCI; Chinthurst Court SNCI; Monkshatch SNCI; Littlefield Common SNCI; Backside Common SNCI; Shalford Common & Shalford Green SNCI; Shalford Green SNCI; A3 Verge – Pilgrims Way SNCI; Broadstreet Common SNCI; and, Tilthams Rough SNCI.


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Scheme S: Guildford Hub Transport Improvements (continued)


Nature Conservation: There is one SPA and one SAC with component parts located to the north of Guildford, the Thames Basin Heaths SPA, of which the Whitmoor Common SSSI and the Ash to Brookwood Heaths SSSI are component parts, and the Thursley, Ash, Pirbright & Chobham SAC of which the Ash to Brookwood Heaths SSSI is a component part. One other SSSI is also located in the area to the north of Guildford, the Smart & Prey Heaths SSSI. To the south of Guildford there are no SAC or SPA designations, but there are two SSSIs, the Colyers Hanger SSSI and the Wey Valley Meadows SSSI. There are a large number of SNCIs located within Guildford and the surrounding countryside, within 5 kilometres of the centre of the town there are forty four SNCIs, including: Whitmoor Pond SNCI; Poor Jack's Wood SNCI; Sutton Place Meadows SNCI; River Wey SNCI; Lammas Lands (Plot 3) SNCI; Tilthams Rough SNCI; River Wey & River Wey – South SNCI; Pewley Down SNCI; Clandon Wood SNCI; Bummoor Copse SNCI; Ashen Copse SNCI; Pipkin Copse SNCI; Puddock Copse SNCI; Glebe Wood SNCI; Pilgrims Way North Side near Compton SNCI; Compton Wood & Burl's Rew SNCI; Unstead Sewerage Works – Treatment Lagoons SNCI; Clandon Park Lakes SNCI; The Mount – Guildford SNCI; Shalford Common SNCI; Pilgrims Way – Compton SNCI; Worplesdon Village Green SNCI; Wood Street Village Green SNCI; Slyfield Meadow SNCI; Stringers Common SNCI; Riverside Park SNCI; St. Martha's Hill SNCI; Merrow Downs No.1 SNCI; Guildford Golf Club (Merrow Downs No.2) SNCI; Merrow Down Woodland SNCI; Newlands Corner West to White Lane SNCI; Albury Downs SNCI; West Clandon Chalk Pit (Duke of Onslow Pit) SNCI; Watts Chapel SNCI; Unstead Wood & Bunker's Hill SNCI; Chinthurst Court SNCI; Monkshatch SNCI; Littlefield Common SNCI; Backside Common SNCI; Shalford Common & Shalford Green SNCI; Shalford Green SNCI; A3 Verge – Pilgrims Way SNCI; Broadstreet Common SNCI; and, Tilthams Rough SNCI.

Heritage & Archaeology: There are twelve Scheduled Monuments located within Guildford and the surrounding area, ‘The Treadwheel Crane’ (English Heritage (EH) List Entry ID 1005918), the ‘Medieval undercroft remains at No.s 50-52 High Street, Guildford’ (EH List Entry ID 1400306), the ‘Medieval undercroft at 72/74 High Street’ (EH List Entry ID 1005924), ‘Guildford Castle’ (EH List ID 1012340), ‘Medieval moated site at Guildford Manor Park, Manor Farm’ (EH List ID 1012785), the ‘Old Manor House (site of) west of Roman Catholic church, Sutton Park’ (EH List ID 1005933), the ‘Disc barrow on Whitmoor Common’ (EH List ID 1011599), and the ‘Linear boundary on Whitmoor Common’ (EH List ID 1011602), the ‘Chilworth Gunpowder Works’ (EH List ID 1018507), ‘Earth circles on St Martha’s Hill’ (EH List ID 1002976), ‘Bowl barrow 90 metres west of Tyting Farm’ (EH List ID 1009480), and ‘Henley Fort: a London mobilisation centre’ (EH List ID 1019286). There are a number Registered Parks & Gardens located in Guildford and the surrounding area, including the Grade II* ‘Sutton Place’ to the north east of the town, the Grade II ‘Clandon Park’ to the east of the town, and the Grade II Jellicoe Roof Garden in the town. There are a large number and range of Grade I, Grade II* and Grade II Listed Buildings located within Guildford and the surrounding countryside. There are a number of Conservation Areas located within Guildford and the surrounding countryside, including, Abbotswood Conservation Area; Binscombe – Godalming Conservation Area; Blackheath – Wonersh Conservation Area; Bramley Conservation Area; Bridge Street Conservation Area; Charlotteville & Warren Road Conservation Area; Chilworth Gunpowder Mills Conservation Area; Compton Conservation Area; Guildford Town Centre Conservation Area; Littleton Conservation Area; Millmead & Portsmouth Road Conservation Area; Onslow Village Conservation Area; River Wey & Godalming Navigations Conservation Area; St. Catherine’s Conservation Area; Shalford Conservation Area; Stoke Fields Conservation Area; Stoughton Barracks Conservation Area; Sutton Park Conservation Area; Waterden Road Conservation Area; Wey & Godalming Navigations Conservation Area; Wood Street Conservation Area; Worplesdon Conservation Area; Wonersh Conservation Area; Wey & Godalming Navigations (Post Local Plan) Section 1 Conservation Area.

Landscape: The area to the south of Guildford is covered by the Surrey Hills AGLV designation, and for the majority of the area by the Surrey Hills AONB designation. The area to the north of Guildford is not subject to any landscape designations.

Water Environment: Areas of Zone 2 and Zone 3 fluvial flood risk associated with the River Wey and its tributaries are encountered to both the north and south of Guildford. The area to the south of Guildford is underlain by a combination of ‘principal’ and ‘secondary A’ bedrock aquifers. The underlying ‘principal’ class bedrock aquifers are the Alton Upper Greensand, which currently exhibits ‘poor’ quantitative quality and ‘poor’ chemical quality and the Godalming Lower Greensand which also currently exhibits ‘poor’ quantitative quality and ‘poor’ chemical quality. The underlying ‘secondary A’ class bedrock aquifer is the Effingham Tertiaries, which currently exhibits ‘poor’ quantitative quality and ‘good’ chemical quality. The River Wey (Wey – Shalford to River Thames confluence at Shalford) passes through Guildford on a roughly north-south axis, and is described by the Environment Agency as a low, medium, siliceous and heavily modified river that currently exhibits ‘moderate’ ecological potential, and is classified as ‘fail’ for chemical quality.



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works, some elements of the scheme could give rise to significant environmental effects. The proposed scheme includes the provision of new ‘park & ride’ sites, which would fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). Given that specific locations have not been identified for the ‘park & ride’ sites, and taking account of the fact the wider area encompasses some of the categories of sensitive receptors (SPA, SSSI, Scheduled Monuments, AONB, etc.) defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and that the proposed activities may exceed one or more of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment) it is it is considered that EIA may be required in this case. However, in order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Possibly – The closest SPA to the affected area is the Thames Basin Heaths SPA (Whitmoor Common SSSI0,

which lies to the north of Guildford to the east of Worplesdon. Based on the level of detail that has been provided about the proposed scheme of improvement works, some elements of the scheme could give rise to significant environmental effects on the SPA, in particular any new ‘park & ride’ site located in the vicinity of Worplesdon would require Appropriate Assessment

Recommendations:


clarify the situation in respect of any parts of the proposed scheme(s) that are to be carried out under permitted development rights, it would be advisable to obtain an EIA screening opinion (to be requested under Regulation 5 of the EIA Regulations 2011) from the relevant planning authority as part of the project development process.


As implementation of the scheme could involve works being undertaken within an area that lies in relatively close proximity to parts of the Thames Basin Heaths SPA, part of the Thursley, Ash, Pirbright & Chobham SAC, and a number of SSSIs, early consultation should be undertaken with Natural England, in order to determine what safeguarding measures need to be incorporated into the design of the scheme(s).

As implementation of the scheme(s) would involve works being undertaken within an area that encompasses a number of SNCIs, early consultation should be undertaken with the ecologists at Surrey County Council and Guildford BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.


As the implementation of scheme(s) would involve works being undertaken within an area that encompasses a number of Scheduled Monuments and Registered Parks & gardens, early consultation should be undertaken with English Heritage, in order to determine whether consents, licences or conditions will be required with respect to any works that may affect the fabric or context of the Scheduled Monuments r the Registered Parks & Gardens.

As the implementation of scheme(s) could affect Conservation Areas and Listed Buildings early consultation should be undertaken with the Guildford BC Conservation Officer, in order to determine whether consents would be required with respect to any works that may affect the fabric or context of the Conservation Areas or the Listed Buildings.

Landscape & Visual Amenity: As implementation of the scheme(s) would involve works being undertaken within

the boundaries of the Surrey Hills AONB, early consultation should be undertaken with Natural England, the Landscape Officers at Surrey County Council and Guildford BC, and the Surrey Hills AONB Office, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme(s).

Water Environment & Flooding: As implementation of the scheme(s) would involve works within an area that is



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Air Quality

Addressing poor air quality in Guildford, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Guildford, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.





Climate Change

Addressing heavy volumes of traffic and congestion in Guildford is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Guildford, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Guildford, providing new facilities (to include four new ‘Park & Ride’ sites), physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new ‘park & ride’ sites, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of pathway LSMR1, pathway LSMR2 and pathway LSMR3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.


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The proposed scheme involves a programme of changes to existing transport infrastructure within the centre of Guildford, providing new facilities (to include four new ‘Park & Ride’ sites), physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The area of Guildford that would be affected by the proposed scheme coincides with areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. During construction and over the longer term, the water quality of the river Wey, which currently exhibits ‘moderate’ ecological potential, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Guildford, which dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made, but poor design or choice of materials would not enhance the area. The tranquillity of the area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





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The area that would be affected by the proposed scheme encompasses twelve Scheduled Monuments, three Registered Parks & Gardens, numerous Listed Buildings, and a number of Conservation Areas. Changes to the layout and function of the existing transport infrastructure and the provision of new facilities (i.e. ‘park & ride’ sites) could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Scheduled Monuments, Registered Parks & Gardens, and Listed Buildings, and within Conservation Areas. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area encompasses part of the Thames Basin Heaths SPA (Whitmoor Common SSSI), and numerous SNCIs and areas of ancient woodland. The development of new ‘park & ride’ sites will involve the development of relatively large areas of land, which could include areas of ecological interest. Changes in the incidence and distribution of congestion in Guildford town centre could, dependent on the nature of those changes, have implications for the integrity of the SNCI, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of pathway NEB2, whilst adverse impacts area anticipated in respect of pathway NEB1 and pathway NEB3.





The affected area may include land that falls within the boundaries of the Surrey Hills AONB or the Surrey Hills AGLV. Implementation of the proposed scheme would involve changes to the existing built environment in Guildford, and would include the construction of four new ‘park & rides’ schemes at locations around the town that have yet to be identified. Dependent on the standards achieved in delivery could enhance or detract from the established character of the town. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made to the town centre, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




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Addressing heavy volumes of traffic and congestion in Guildford town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Guildford town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme T: Reigate-Redhill Hub Transport Improvements

Scheme Summary:


Redhill, located in the east of the county, is a major employment and business centre accommodating specialist businesses in advanced electronics, engineering and financial services. The town centre has been in decline and requires significant regeneration. Redhill suffers from severance caused by the A23 passing through the town centre and from congestion and poor accessibility especially to Reigate, which is located two miles to the west. Poor bus services and train connectivity to Reigate are also having a negative impact on businesses within the area and some large employers have resorted to funding coaches from Redhill to Reigate due to the poor connectivity. This will be addressed through the planned Reigate-Redhill Hub Transport Improvements. These improvements will improve bus services over the area and introduce two ‘park & ride’ sites between the two towns and improve the interchange facilities. To support regeneration in the area and to support and retain businesses, improvements included within the Redhill Balanced Network scheme will be delivered. These include improved facilities for buses, cycling and walking which will reduce congestion and improve journey time reliability.


To extend the Fastway series of bus services over a wider area, including East Surrey Hospital, to incorporate two suitable ‘Park & Ride’ sites on line of the route, to improve transport interchange facilities in Redhill.


Extend the Fastway bus services over wider area

Provide ‘Park & Ride’ sites on the line of the route

Improve the interchange facilities in Redhill Town Centre



Nature Conservation: There are no SPAs or Ramsar Sites located within 5 kilometres of potentially affected

area. The Mole Gap to Reigate Escarpment SAC and SSSI is located some 1.21 kilometres to the north of the area that would be affected by the proposed scheme. The Reigate Heath SSSI lies some 0.80 kilometres to the west of the affected area of Reigate. There are a number of SNCIs located within 1 kilometre of the affected area, the Holmethorpe Sandpits Complex SNCI some 0.40 kilometres to the east of Redhill, the Colley Wood SNCI some 0.80 kilometres to the north west of Reigate, and the Colley Copse SNCI some1.0 kilometres to the north west of Reigate. The Colley Wood and the Colley Copse SNCIs also encompass areas of ancient woodland, the closest area of ancient woodland to Redhill is some 1.32 kilometres to the south east, at Byes Wood, Hillbrow and Chartfields.

Heritage & Archaeology: There are a number of Scheduled Monuments located within the potentially affected

area, including ‘Reigate Castle’ (English Heritage (EH) List ID 1005947), a ‘Medieval undercroft between West Street & Slipshoe Street, Reigate’ (EH List ID 1005940), and ‘The Priory, Reigate’ (EH List ID 1005929), which is also a Grade I Listed Building (EH List ID 1188089). The closest Registered Park & Garden to the affected area is the Grade II ‘Reigate Priory’ (EH List ID 1001175). There are nine Conservation Areas located in the area potentially affected by the proposed scheme, including the Somers Road (Reigate) Conservation Area, the Flanchford Road & Colley Lane (Reigate) Conservation Area, the Shaws Corner (Redhill) Conservation Area, the St John's (Redhill) Conservation Area, the Redstone Hill (Redhill) Conservation Area, the Wray Common (Reigate) Conservation Area, the Reigate Town Centre Conservation Area, the Chart Lane (Reigate) Conservation Area, and the Linkfield Street (Redhill) Conservation Area. There are a number of Listed Buildings located across the area potentially affected by the proposed scheme, including some 34 Grade II Listed Buildings, and 2 Grade II* Listed Buildings located within Reigate town centre.

Landscape: The closest boundary of the Surrey Hills AONB is located some 1.22 kilometres to the north of the

area of Reigate affected by the proposed scheme. The closest boundary of the Surrey Hills AGLV is located some 0.30 kilometres to the south west of the area of Reigate affected by the proposed scheme.

Water Environment: The proposed scheme could involve works on areas of land that are classified as either

Zone 2 (0.1% AEP) or Zone 3 (1% AEP) for fluvial flood risk, associated with the Redhill Brook. The area affected by the proposed scheme is underlain in Reigate by a groundwater SPZ designation (SPZ3 – Total Catchment). The potentially affected area is underlain by a ‘principal’ bedrock aquifer, the Reigate Lower Greensand aquifer, which is currently classified as exhibiting ‘poor’ quantitative quality and ‘poor’ chemical quality. The Redhill Brook is a low, small calcareous river that has been heavily modified, that forms part of the catchment of the River Mole, and is classified as exhibiting ‘poor’ ecological potential. The area covered by the proposed scheme includes at least one area subject to surface water flooding as recorded on the Surrey highways wetspots dataset.


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Scheme T: Reigate-Redhill Hub Transport Improvements (continued)


Air Quality: The area affected by the proposed development encompasses the AQMA designated by Reigate &

Banstead BC in 2007 (AQMA Order No.9) for the town centre of Reigate, including parts of West Street, London Road, the High Street, Church Street and Bell Street, and the AQMA designated in 2011 (AQMA Order No.12) for the town centre of Redhill, including Cromwell Road, Queensway, Redstone Hill (A25), and the A23 (Brighton Road, Marketfield Way & Princess Way). Both AQMAs are designated for concentrations of nitrogen dioxide (NO2).



works, some elements of the scheme could give rise to significant environmental effects. The proposed scheme includes the provision of two new ‘park & ride’ sites, which would fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). Given that specific locations have not been identified for the ‘park & ride’ sites, and taking account of the fact the wider area encompasses one of the categories of sensitive receptors (Scheduled Monuments) defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and that the proposed activities may exceed one or more of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment) it is it is considered that EIA may be required in this case. However, in order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.



proposed scheme. The closest SAC to the affected area is the Mole Gap to Reigate Escarpment SAC, which is located some 1.21 kilometres to the north of the area that would be affected by the scheme. Based on what is know about the proposed scheme of works it is not likely that the integrity of the SAC would be adversely affected.

Recommendations:




As the implementation of scheme would involve works being undertaken within an area that encompasses a number of Scheduled Monuments, and a Registered Park & Garden, early consultation should be undertaken with English Heritage, in order to determine whether consents, licences or conditions will be required with respect to any works that may affect the fabric or context of the Scheduled Monuments or the Registered Park & Garden.

As the implementation of scheme would involve works being undertaken in close proximity to, and possibly within a number of Conservation Areas, and in an area that hosts a range of Grade II* and Grade II Listed Buildings, early consultation should be undertaken with the Reigate & Banstead BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Listed Buildings or the Conservation Areas.


known to be affected by surface water flooding, early consultation should be undertaken with both Reigate & Banstead BC and with Surrey County Council as LLFA, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.

Air Quality: As implementation of the scheme would involve works that may affect a number of areas that have

been designated as AQMAs for NO2 concentrations, early consultation should be undertaken with the Environmental Health officers of Reigate & Banstead BC, in order to ensure that the proposals are consistent with the relevant air quality action plans.


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Air Quality

Addressing poor air quality in Redhill and Reigate, which both include areas designated as AQMAs for NO2 levels, and which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Redhill and Reigate, and encouraging greater use of public transport as an alternative to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.





Climate Change

Addressing heavy volumes of traffic and congestion in Reigate and Redhill is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Reigate and Redhill, and encouraging greater use of public transport as an alternative to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.







The proposed scheme involves a programme of changes to existing transport infrastructure within Reigate and Redhill, providing new facilities (to include two new ‘Park & Ride’ sites), physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use will be necessary, in particular in relation to the provision of new ‘park & ride’ facilities, which dependent on the nature of the land affected could have implications for soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, on a scale that may warrant the undertaking of an EIA on land, soil or mineral resource grounds.


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The proposed scheme involves a programme of changes to existing transport infrastructure within Reigate and Redhill, providing new facilities (to include two new ‘Park & Ride’ sites), physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, on a scale that may warrant the undertaking of an EIA on materials use or waste grounds.




The areas of Redhill and Reigate that would be affected by the proposed scheme include areas of significant fluvial flood risk, the extent and functioning of which could be affected by changes to the physical environment, and in particular by the development of the new ‘Park & Ride’ sites, dependent on their specific locations. The floodplain and flow pathways would be altered as a result of changes to the physical environment, which could place previously unaffected areas at risk of flooding. However, through careful design the risks of flooding could be better managed as a consequence of changes to the physical environment, where specific flood attenuation measures are incorporated into the scheme. Dependent on the precise location of the new ‘Park & Ride’ facilities, there may be potential for the water quality of the Redhill Brook, which currently exhibits ‘poor’ ecological potential, to be affected as a consequence of the developments, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The implementation of the proposed scheme is likely to involve some level of physical development, requiring the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM2 and impact pathway WRM3, whilst a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathway WRM1.




Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Redhill and Reigate, which dependent on the precise locations affected and the standards achieved in delivery could enhance or detract from the established character of the towns. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made, but poor design or choice of materials would not enhance the affected areas. The tranquillity of the wider area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.


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Built Environment (continued)





The wider area of Reigate and Redhill that would be affected by the proposed scheme encompasses three Scheduled Monuments, 1 Grade I, 2 Grade II* and 35 Grade II Listed Buildings, 9 Conservation Areas, and is located within 80 metres of a Grade II Registered Park & Garden. The proposed transport infrastructure changes, including the development of two ‘Park & Ride’ sites could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to Scheduled Monuments, Registered Parks & Gardens, and Listed Buildings, and within Conservation Areas. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The affected area does not coincide with any national or local level nature conservation designations, and is predominantly urban in character. Changes in the incidence and distribution of congestion in Redhill and Reigate could, dependent on the nature of those changes and the locations particularly affected (e.g. the new ‘Park & Ride’ sites), have implications for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) or undeveloped land that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways NEB2 and NEB3, whilst potential for adverse impacts is identified in respect of impact pathway NEB1.





The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Redhill and Reigate, which dependent on the standards achieved in delivery and the location and character of the sites particularly affected by new development (i.e. the proposed new ‘Park & Ride’ sites) could enhance or detract from the established character of the area. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




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Addressing heavy volumes of traffic and congestion in Redhill town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Redhill town centre, and encouraging greater use of public transport as an alternative to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for road users, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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Scheme U: Staines-upon-Thames Bridge Widening

Scheme Summary:


Staines upon Thames is an important commercial and retail centre located in the north of the county in close proximity to London and Heathrow. It has good access to the M25 and due to its geographic location has attracted a number of national and international businesses to the area. The proposals to widen Staines bridge are from the original Airtrack proposals to improve accessibility to the town centre and promote further economic growth. The scheme will relieve congestion and improve accessibility by widening the footways, cycleways and carriageway. The scheme is for the provision of three lanes of traffic and to improve the junctions on either side of the bridge decreasing traffic congestion in the town centre and improving journey time reliability.


Carriageway widening on the bridge and the foot/cycle way on the upstream side.


Carriageway widening on the bridge and the foot/cycle way on the upstream side.

Centred on NGR 503192 171515 & located in the Spelthorne BC area


Nature Conservation: The site of the proposed works does not coincide with any SPA, SAC, Ramsar Site or SSSI designations, the closest being the Staines Moor SSSI some 0.92 kilometres to the north of the site, parts of which are components of the South West London Waterbodies SPA and Ramsar Site. The site of the proposed works crosses over the River Thames – Runnymede SNCI and the River Thames (part) SNCI, and is not located close to any ancient woodland.

Heritage & Archaeology: The site of the proposed works does not coincide with any Scheduled Monuments or any Registered Parks & Gardens. The site of the proposed works, Staines Bridge, is a Grade II Listed Building. The site of the proposed works is partially located within the Staines-upon-Thames Conservation Area to the north, and adjoins the Egham Hythe Conservation Area to the south.

Landscape: The site of the proposed works does not fall within, or lie in close proximity to the Surrey Hills AONB or the Surrey Hills AGLV.

Water Environment: The site of the proposed works is located in an area that is subject to Zone 3 (1.0% AEP) fluvial flood risk, and is also susceptible to flooding as a consequence of reservoir failure. There are no incidences of surface water flooding recorded on the Surrey highways wetspots dataset for the proposed site. The identified site is underlain by a groundwater SPZ designation (SPZ 3 – Total Catchment), and a combination of ‘principal’ and ‘secondary A’ superficial deposits aquifers. The underlying aquifer is the Lower Thames Gravels, which is currently classified as exhibiting ‘good’ quantitative status and ‘poor’ chemical status. The site of the proposed works is located directly above the River Thames (Thames (Cookham to Egham)), which is a low, large, calcareous and heavily modified river that is currently classified as exhibiting ‘moderate’ ecological potential.

Air Quality: The entire borough of Spelthorne is classified as an AQMA for concentrations of nitrogen dioxide. Part of the identified site of the proposed works falls within the boundaries of the AQMA.


Unlikely – based on the level of detail that has been provided about the proposed scheme of improvement works, the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). The area covered by the scheme does not coincide with any of the categories of sensitive receptors defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). The identified site does not coincide with any sensitive receptors as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and would not involve activities that would exceed any of the indicative thresholds set out in paragraphs A18, A19 or A20 of Annex A to Circular 02/99 (Environmental Impact Assessment). However, in order to answer the EIA question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


125

Scheme U: Staines-upon-Thames Bridge Widening (continued)



and Ramsar Site, a component part of which (Staines Moor SSSI) is located some 0.92 kilometres to the north of the scheme location. Given what is known about the proposed scheme it is unlikely that it would give rise to any significant impacts on the integrity of the South West London Waterbodies SPA and Ramsar Site.

Recommendations:






that lies immediately adjacent to two SNCIs, early consultation should be undertaken with the ecologists at Surrey County Council, Spelthorne BC and Runnymede BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

Historic Environment: As the implementation of scheme would involve works being undertaken to a Grade II

Listed Building, and within one and in close proximity to another Conservation Area designation, early consultation should be undertaken with the Spelthorne BC Conservation Officer and the Runnymede BC Conservation Officer, in order to determine what consents will be required with respect to any works that may affect the fabric or context of the Listed Building or the Conservation Areas.


for NO2 concentrations, early consultation should be undertaken with the Spelthorne BC Environmental Health Officers, in order to ensure that the proposals are consistent with the relevant air quality action plan.


Air Quality


The proposed scheme seeks to reduce congestion at the Staines Bridge crossing over the River Thames between Staines-upon-Thames and Egham Hythe, the former of which lies within an AQMA designated for nitrogen dioxide concentrations. Consequently the scheme would be expected to deliver a beneficial effect in respect of impact pathway AQ2.






126


Climate Change

The proposed scheme would seek to reduce the incidence of congestion in Staines-upon-Thames and Egham Hythe by increasing the capacity of the Staines Bridge. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.







The proposed scheme involves the widening of an existing bridge across the River Thames between Staines-upon-Thames and Egham Hythe. The proposed works are likely to give rise to demand for mineral resources during construction works and the ongoing maintenance. Given the nature of the affected structure, major changes to established land use are unlikely, and local soil quality would not be affected. Adverse impacts are anticipated in respect of pathway LSMR2, but not on a scale that would warrant the undertaking of an EIA on mineral resource grounds. No impacts are anticipated in respect of impact pathway LSMR1 and impact pathway LSMR 3.





The proposed scheme involves the widening of an existing bridge across the River Thames between Staines-upon-Thames and Egham Hythe. The proposed works are likely to give rise to demand for material resources, and will generate wastes that will require appropriate management during construction works and ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The proposed scheme involves the widening of an existing bridge across the River Thames between Staines-upon-Thames and Egham Hythe, within the floodplain of the river. The extent of the floodplain and the risk of contaminated highways runoff entering the Thames, would not be affected by the widening of the bridge, and consequently no impacts are anticipated in respect of pathway WRM1 and pathway WRM2. The proposed improvement works re expected to entail the use of a range of construction materials, and would be expected to require the consumption of water. Consequently adverse impacts are anticipated in respect of pathway WRM3, but not on a scale that would warrant EIA on grounds of effects on the water environment.


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Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in terms of the structure and function of the Staines-upon-Thames Bridge, which dependent on the standards achieved in delivery could enhance or detract from the established character of the affected area. Consequently there is scope for adverse impacts or beneficial effects in respect of impact pathway BE2. The scheme would not entail any new development, and would not reduce the volume of traffic making use of the area and the surrounding road network, and consequently no impacts are anticipated in respect of pathway BE1 and impact pathway BE3





The Staines-upon-Thames Bridge is a Grade II Listed Building, and is located partially within two Conservation Areas, but it is understood that implementation of the proposed improvements would not involve any additional land take, and consequently no impacts are anticipated in respect of pathway HEA1. The proposed improvements are not likely to give rise to any new significant sources of pollution that could cause damaging impacts to the wider surrounding historic environment, and consequently no impacts are anticipated in respect of impact pathway HEA2. There is scope for works associated with the proposed improvements to give rise to physical disturbance that would affected the Listed Building and could affect the nearby Conservation Areas. Listed Building consent would be required from the relevant planning authority prior to works commencing.





The Staines-upon-Thames Bridge crosses over the River Thames, which has SNCI status, but assuming that implementation of the proposed scheme of improvements would not involve any additional land take, and would not give rise to significant disturbance, and consequently no impacts are anticipated in respect of pathway NEB1 and pathway NEB3. The proposed improvements are not likely to give rise to any new significant sources of pollution that could cause damaging impacts on the nearby SNCI or the wider surrounding natural environment, and consequently no impacts are anticipated in respect of impact pathway NEB2.





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The Staines-upon-Thames Bridge is an established component of the highways network that is not located within any national or local level landscape designations. The proposed works would not significantly alter the appearance of the area, and consequently no impacts are anticipated in respect of pathway LVA1 or pathway LVA2.




Addressing congestion in Staines-upon-Thames and Egham Hythe, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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130

Scheme V: Woking Hub Transport Improvements

Scheme Summary:


Woking town centre is undergoing considerable regeneration and has emerged as a key public transport hub due to its direct rail links to London, Portsmouth, Southampton and Farnborough. It is the busiest station in the county in terms of passenger interchanges. The railway line and the principal road, the A320 which passes through the town centre, have a negative impact on the town centre causing severance and poor pedestrian and cyclist accessibility. The town centre also experiences a level of traffic congestion which businesses see as having a negative impact on growth and some businesses are considering leaving the area. In order to support the regeneration of the area and to stimulate economic growth a number of transport schemes have been developed. These include improving cyclist and pedestrian movements from north to south in the town centre under the railway at Victoria Arch and proposals to improve Woking as a public transport hub to support current cycle Woking initiative. Sheerwater lies to the east of Woking town centre. Sheerwater is recognised as a ‘priority place’ in need of inward investment and stimulation of economic activity. Poor access to Sheerwater’s Business Parks is a major obstacle to securing inward investment in the area. However, a new link road will be built with construction to begin in 2013 to improve accessibility to the area. This scheme has secured funding through the Enterprise M3 Local Economic Partnership.


Transport interchange improvements for all modes;

Walking and cycling improvements including improved pedestrian crossing over the railway line at the station;

Bus priority measures;

Enhanced provision for taxis;

Intelligent traffic management system;

Road/freight transport measures;

Complementary travel planning measures.


Enhanced provision for taxis

An intelligent traffic management system

Road/freight transport measures

Complementary travel planning measures

Centred on NGR 500485 158494 & located in the Woking BC area


Nature Conservation: Part of the Thames Basin Heaths SPA, the Horsell Common SSSI, is located immediately to the north of the town of Woking. Another part of the Thames Basin Heaths SPA, the Ash to Brookwood Heaths SSSI, which is also part of the Thursley, Ash, Pirbright & Chobham SAC, is located some 2.6 kilometres to the south west of the Hook Heath area of Woking. The Basingstoke Canal SSSI begins some 1.7 kilometres to the north east and some 3.9 kilometres to the south west of the centre of Woking, the Smart & Prey Heaths SSSI is some 0.25 kilometres to the south of Hook Heath, and the Papercourt SSSI is some 0.9 kilometres to the east of Old Woking. There are a number of SNCIs located within the town of Woking and the surrounding area, including Barnsbury Meadow & Bonsey Lane Woods SNCI; Basingstoke Canal SNCI; Bonsey Lane Woods & Barnsbury School SNCI; Hoe Stream SNCI; Hoe Stream Fields – Hoe Valley SNCI; Hoe Valley Linear Park SNCI; Horsell Birch SNCI; Horsell Common Field SNCI; Horsell Common South & Cheapside SNCI; Mayford Meadows SNCI; Mill Moor SNCI; New Zealand Golf Course SNCI; Pyrford Common SNCI; River Wey SNCI; Roundbridge Farm SNCI; St John's Lye & Ponds SNCI; Westfield Common SNCI; Westfield Cricket Ground SNCI; Woodham Common SNCI

Heritage & Archaeology: There are four Scheduled Monuments located in the area surrounding Woking, including a ‘Bell barrow & disc barrow on Horsell Common’ (English Heritage (EH) List ID 1009483) to the north east of the town, a ‘Bell barrow on Horsell Common immediately east of Monument Road’ (EH List ID 1009485) to the north east of the town, the ‘Woking Palace moated site, fishponds & ruins at Oldhall Copse’ (EH List ID 1019366) to the south east of the town, and ‘Newark Priory: an Augustinian priory north of the River Wey’ (EH List ID 1008303) to the south east of then town. There are two Registered Parks & Gardens located in the area surrounding Woking, the Grade II Pyrford Court to the south east of the town, and the Grade I Brookwod Cemetery to the south west. There are a number of Grade I, Grade II* and Grade II Listed Buildings distributed across the town and the wider borough area. There are twelve Conservation Areas located within Woking, including the St John’s Conservation Area; the Pond Road Conservation Area; the Horsell Birch Conservation Area; the Mount Hermon Conservation Area; the Holyoake Crescent Conservation Area; the Walden’s Park Road Conservation Area; the Ashwood Road/Heathside Road Conservation Area; the Woking Town Centre Conservation Area; the Wheatsheaf Conservation Area; the Basingstoke Canal (East & West) Conservation Area; the Hockering Conservation Area; the Old Woking Village Conservation Area.


131

Scheme V: Woking Hub Transport Improvements (continued)


Landscape: The town of Woking is not covered by, and is not located within 5 kilometres of, either the Surrey Hill AONB designation or the Surrey Hills AGLV designation.

Water Environment: The centre of the town of Woking is largely classed as Zone 1 for fluvial flood risk, but there are a relatively large number of areas within the town that are noted as being subject to surface water flooding on the Surrey highways wetspots dataset. The town is not underlain by any groundwater SPZ designations, but is underlain by a ‘secondary A’ class bedrock aquifer, the Chobham Bagshot Beds which are classed as currently exhibiting ‘poor’ quantitative status and ‘good’ chemical status. There is one artificial surface water body, the Basingstoke Canal, that passes through Woking is classified as exhibiting ‘moderate’ ecological potential, and two surface waterbodies in the wider borough area, the Addlestone Bourne (West End to Hale/Mill Bourne confluence at Mimbridge) a tributary of the River Wey that is low, small, siliceous not modified and exhibits ‘moderate’ ecological status, and the Hoe Stream (Pirbright to River Wey confluence at Woking) another tributary of the River Wey that is also low, small, siliceous and not modified, and exhibits ‘poor’ ecological status.

Air Quality: In February 2013 Woking BC announced that an AQMA for nitrogen dioxide will be declared for Anchor Hill in Knaphill. The AQMA will incorporate the top of Anchor Hill at the junction with Lower Guildford Road, Highclere Road and High Street, Knaphill.



works, the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(b) (urban development projects), for which the indicative threshold is 0.5 hectares). However, the area potentially covered by the scheme may coincide with some of the categories of sensitive receptors (i.e. SSSIs and SPAs, Scheduled Monuments) defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs), and could involve activities that would exceed any of the indicative thresholds set out in paragraphs A18 to A20 of Annex A to Circular 02/99 (Environmental Impact Assessment). In order to provide certainty in respect of the question of whether or not EIA is required, an EIA screening opinion (to be requested under Regulation 5 of the EIA Regulations 2011) should be obtained from the relevant planning authority.


Possibly – as the Horsell Common SSSI, which forms part of the Thames Basin Heaths SPA is located

immediately to the north of Woking.

Recommendations:




As implementation of the scheme would involve works being undertaken within an area that lies in relatively close proximity to part of the Thames Basin Heaths SPA, early consultation should be undertaken with Natural England, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.

As implementation of the scheme would involve works being undertaken within an area that encompasses a number of SNCIs, early consultation should be undertaken with the ecologists at Surrey County Council and Woking BC, and with the Surrey Wildlife Trust, in order to determine whether any safeguarding measures need to be incorporated into the design of the scheme.


As the implementation of scheme would involve works being undertaken within an area that encompasses a number of Scheduled Monuments, early consultation should be undertaken with English Heritage, in order to determine whether consents, licences or conditions will be required with respect to any works that may affect the fabric or context of the Scheduled Monuments.


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Historic Environment (continued):

As the implementation of scheme would involve works being undertaken within areas that are covered by Conservation Area designations, and that include Grade I, Grade II* and Grade II Listed Buildings, early consultation should be undertaken with the Woking BC Conservation Officer, in order to determine whether consents will be required with respect to any works that may affect the fabric or context of the Listed Buildings or the Conservation Areas.


known to be affected by surface water flooding, early consultation should be undertaken with both Epsom & Ewell BC and with Surrey County Council as Lead Local Flood Authority (LLFA), in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of surface water flooding.

Air Quality: As implementation of the scheme could involve works within an area that is designated as an AQMA

for NO2 concentrations, early consultation should be undertaken with the Woking BC Environmental Health Officers, in order to ensure that the proposals are consistent with the relevant air quality action plan.


Air Quality

Addressing poor air quality in Woking and the surrounding area, including the recently designated AQMA for NO2 levels, which arises due to heavy volumes of traffic and congestion, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Woking, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to an improvement in air quality, as a consequence of changes in both the total volume of traffic, and in the distribution of traffic on the roads in the town centre and the surrounding area. Consequently a beneficial effect is anticipated for both impact pathway AQ1 and impact pathway AQ2.





Climate Change

Addressing heavy volumes of traffic and congestion in Woking is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Woking, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would lead to a reduction in transport related carbon emissions, as a consequence of changes in the total volume and composition of traffic, and in the total distance travelled by Surrey residents. Consequently beneficial effects are anticipated for impact pathway CC1, impact pathway CC2, and impact pathway CC3.



133


Climate Change (continued)






The proposed scheme involves a programme of changes to existing transport infrastructure within Woking, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use may be necessary, in particular in relation to the provision of new facilities for cyclists and pedestrians, which dependent on the nature of the land affected could have implications for local soil quality. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, but not on a scale that would warrant the undertaking of an EIA on land, soil or mineral resource grounds.





The proposed scheme involves a programme of changes to existing transport infrastructure within Woking, including physical alterations and amendments to the way in which the existing network is managed. There is scope for works associated with the implementation of the scheme to give rise to demand for material resources, and to generate materials that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, but not on a scale that would warrant the undertaking of an EIA on materials use or waste grounds.




The proposed scheme involves a programme of changes to existing transport infrastructure within Woking, including physical alterations and amendments to the way in which the existing network is managed. The centre of Woking is largely subject to zone 1 fluvial flood risk, and is not affected by surface water flooding, and is not located close to any major rivers although the Basingstoke Canal runs through the centre of the town. Consequently no impacts are anticipated in respect of pathway WRM1 and pathway WRM2. The proposed scheme is expected to entail the use of a range of construction materials, and would be expected to require the consumption of water. Consequently adverse impacts are anticipated in respect of pathway WRM3, but not on a scale that would warrant EIA on grounds of effects on the water environment.





134


Built Environment

Implementation of the proposed scheme would involve changes to the existing built environment in Woking, which dependent on the precise locations affected and the standards achieved in delivery could enhance or detract from the established character of the towns. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made, but poor design or choice of materials would not enhance the affected areas. The tranquillity of the wider area would be affected by the proposed scheme, assuming the objectives of the scheme are achieved in respect of congestion reduction the impact should be beneficial over the longer term, whilst over the short term disruption associated with construction and associated works would be more likely to have an adverse impact on the relative tranquillity of the affected area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways BE1, BE2 and BE3.





The area that would be affected by the proposed scheme lies in close proximity to four Scheduled Monuments and two Registered Parks & Gardens, encompasses a number of Grade I, Grade II* and Grade II Listed Buildings, and coincides with up to twelve Conservation Areas. Changes to the layout and function of the town centre’s existing transport infrastructure could give rise to adverse impacts on known and unknown heritage assets, particularly where areas of land that have been undisturbed for long periods of time could be affected or where the changes would be made in close proximity to the Registered Park & Garden, the Listed Buildings, and within Conservation Area. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1 and impact pathway HEA3. Reducing congestion is a primary objective of the proposed scheme, which could have impacts on the incidence and extent of transport related pollution within the affected area, which depending on the scale and distribution of the changes could give rise to a combination of adverse impacts and beneficial effects in respect of impact pathway HEA2.





The area that would be affected by the proposed scheme lies in close proximity to part of the Thames Basin Heaths SPA (Horsell Common SSSI), and encompasses a number of SNCIs. Changes in the incidence and distribution of congestion in Redhill and Reigate could, dependent on the nature of those changes and the locations particularly affected, have implications for the integrity of the SPA, SSSI and the SNCIs, and for the ecological value of any areas of greenspace (e.g. verges, trees, hedges, etc.) or undeveloped land that do fall within the affected area. Consequently a combination of adverse impacts and beneficial effects are anticipated in respect of pathway NEB2, whilst potential for adverse impacts is identified in respect of impact pathway NEB1 and NEB3.





135



The affected area does not coincide with any national or local level landscape designations, and is primarily urban in character. Implementation of the proposed scheme would involve changes to the existing built environment in Woking, which dependent on the standards achieved in delivery and the location and character of the sites particularly affected by new development could enhance or detract from the established character of the area. There is potential for the proposed scheme to demonstrate good standards of design in terms of the changes made, but poor design or choice of materials would not enhance the area. A combination of adverse impacts and beneficial effects are anticipated in respect of impact pathways LVA1 and LVA2.




Addressing heavy volumes of traffic and congestion in Woking, which contributes to a range of effects on the local environment, including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Woking, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








136

Scheme W: Wrecclesham Relief Road - Farnham

Scheme Summary:


Wrecclesham Relief Road has been a long standing transport scheme that has not been able to come forward due to funding being unavailable. The A325 passes through Wrecclesham and the area suffers from high traffic flows, congestion, poor air quality and a poor accident record. The relief road would connect the A325 south of Wrecclesham, to the A31 west of Farnham, bypassing Wrecclesham village. There are a number of developments in surrounding areas that will add additional pressure on to the transport network within the area such as Aldershot Urban Extension and Whitehill/Bordon in Hampshire which would have a significant impact on traffic flows in the southern part of the Blackwater Valley area.


Construction of new section of highway from a junction on the A31 west of Coxbridge roundabout to the A325 south of Wrecclesham at a point close to the Surrey-Hampshire border.


Single carriageway connecting A325 south of Wrecclesham to A31 west of Farnham, bypassing Wrecclesham;

Gateway features to Wrecclesham with 20 mile per hour zone and HGV limit;

Small roundabouts on A325;

Signal control at railway bridge;

Improved HGV signing;

Increased capacity for A31 eastbound at Coxbridge roundabout;

Improved footways, advisory cycleways on A325 and new cycle routes;

Speed reducing measures in Rowledge;

More frequent and reliable bus services, improved passenger facilities, real time passenger information and integrated bus and rail ticketing.

Centred on NGR 481755 144030 on the A325 and extending to either NGR 481253 144789 on the A31 (length of c.1 kilometre) or NGR 482767 145888 on the A31 (Coxbridge Roundabout) (length of c.2.2 kilometres) & located in the Waverley BC area


Nature Conservation: There are no SPAs, SACs or Ramsar Sites located within 2.5 kilometres of the site of the proposed link road. The closest SSSI to the identified site is the Bentley Station Meadow SSSI in Hampshire, which is located some 2.5 kilometres to the south west. The route of the proposed relief road would have to cut across or pass over the River Wey – North SNCI. There are areas of ancient woodland located within 0.50 kilometres of the identified site, within the Alice Holt Forest in Hampshire.

Heritage & Archaeology: There are no Scheduled Monuments, Registered Parks & Gardens or Listed Buildings located within the area that would be affected by the proposed scheme of works. The area affected by the proposed works is located some 0.9 kilometres to the west of the Wrecclesham Conservation Area.

Landscape: The identified location of the proposed link road falls within the boundaries of the Surrey Hills AGLV, but does not fall within the Surrey Hills AONB which lies some 2.9 kilometres to the east. The site of the proposed link road lies some 0.17 kilometres to the north east of the closest boundary of the South Downs National Park, which lies within the adjoining county of Hampshire.

Water Environment: The site of the proposed link road includes an area of land that is subject to Zone 2 (0.1% AEP) and Zone 3 (1.0% AEP) fluvial flood risk associated with the River Wey. The site of the proposed link road is not underlain by any groundwater SPZ designations, but is partially underlain by a combination of a ‘principal’ bedrock aquifer, and a ‘secondary A’ superficial deposits aquifer. The underlying bedrock aquifer is the Godalming Lower Greensand, which is currently classified as exhibiting ‘poor’ quantitative status and ‘poor’ chemical status. The River Wey (North Wey (Alton to Tilford)) flows parallel to the A31 main road, and would have to be crossed by the proposed new link road, the river is low, medium, siliceous and unmodified, and is currently classified as exhibiting ‘moderate’ ecological status. The area that would be affected by the proposed scheme does not include any incidences of surface water flooding as recorded on the Surrey highways wetspots dataset.

Air Quality: The centre of Farnham has been designated by Waverley BC as an AQMA for concentrations of nitrogen dioxide. The site of the proposed link road is not located within or in close proximity to the designated AQMA.


137

Scheme W: Wrecclesham Relief Road - Farnham



works, the changes would not be expected to give rise to significant adverse impacts on the environment. The proposed works could fall within one of the categories of development listed in Schedule 2 of the EIA Regulations 2011 (Schedule 2, paragraph 10(f) (construction of roads (unless included in Schedule 1)), for which the indicative threshold is 1 hectare). However, the identified site is located in very close proximity to one of the categories of sensitive receptors, National Parks, as defined in Regulation 2 of the EIA Regulations 2011 (i.e. SSSIs, National Parks, the Norfolk Broads, World Heritage Sites, Scheduled Monuments, AONBs, and SPAs or SACs). The fact that the identified site for the new link road lies immediately adjacent to a National Park increases the probability of EIA being required. The construction of a new link road measuring approximately 1 kilometre in length would not exceed the indicative threshold (i.e. new development of more than 2 kilometres in length) set out in paragraph A22 of Annex A to Circular 02/99 (Environmental Impact Assessment), however given the proximity of the route to a National Park it is considered that EIA may be required in this case. In order to answer the EIA

question prior to the commencement of any works, a Regulation 5 Screening Opinion should be sought from the relevant planning authority.


Unlikely – as there are no SPA, SAC or Ramsar Sites located within, or within 5 kilometres, of the site of the

proposed new link road.

Recommendations:



Landscape, Heritage & the Natural Environment: As implementation of the scheme would involve works being

undertaken on an area of land that is in close proximity to the South Downs National Park, early consultation should be undertaken with the South Downs National Park Authority.

Natural Environment: As implementation of the scheme would involve works being undertaken in an area that

coincides with an SNCI, and may be in close proximity to sites of local nature conservation importance in the adjacent county of Hampshire, early consultation should be undertaken with the ecologists at Surrey County Council, at Hampshire County Council, at Waverley Borough Council, at East Hampshire District Council, and with the Surrey Wildlife Trust and the Hampshire Wildlife Trust, in order to determine what safeguarding and compensatory measures need to be incorporated into the design of the scheme.


known to be affected by fluvial flooding and that encompasses a main river that currently exhibits ‘moderate’ ecological status, early consultation should be undertaken with the Environment Agency, in order to ensure that the proposals include appropriate measures to reduce the risks and impacts of fluvial flooding, and to contribute to attainment of the objectives of the Water Framework Directive in respect of river water quality.


Air Quality

The proposed works would not be expected to give rise to any discernible change in the total volume of traffic present on Surrey’s roads, and consequently would not have any effect on impact pathway AQ1. The proposed scheme seeks to reduce congestion along the A325 through Wrecclesham, by enabling traffic to bypass the town and join the A31 south of the Coxbridge roundabout. Consequently a beneficial effect would be anticipated in respect of impact pathway AQ2.



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Scheme W: Wrecclesham Relief Road – Farnham (continued)





Climate Change

Addressing heavy volumes of traffic and congestion in Wrecclesham is an objective of the proposed scheme. The scheme would reduce the incidence of congestion in Wrecclesham by enabling traffic to bypass the town by joining the A31 to the south of the town. No beneficial effects or adverse impacts are expected to arise from the scheme in respect of impact pathway CC1, impact pathway CC2 or impact pathway CC3.

There is scope for works associated with the implementation of the scheme, and the ongoing maintenance of new road, to give rise to carbon emissions as a consequence of the energy consumed during the production of materials, the initial construction works and ongoing maintenance, and emissions arising from vehicles, plant and machinery used for construction and maintenance works. Consequently an adverse impact is anticipated in respect of impact pathway CC4, but not on a scale that would warrant the undertaking of an EIA on climate change grounds.






The proposed scheme involves the construction of a new link road to the south of Wrecclesham, connecting the A325 to the A31. Implementation of the scheme will give rise to demand for mineral resources during the initial construction works and the ongoing maintenance. Changes to established land use will be necessary, including the development of a currently undeveloped area of land, which will have implications for soil quality at the site. Adverse impacts are anticipated in respect of impact pathway LSMR1, impact pathway LSMR2 and impact pathway LSMR 3, on a scale that may warrant the undertaking of an EIA on land, soil or mineral resource grounds.





The proposed scheme involves the construction of a new link road to the south of Wrecclesham, connecting the A325 to the A31. Implementation of the scheme will give rise to demand for material resources, and will generate wastes that will require appropriate management during the initial construction works and the ongoing maintenance. Adverse impacts are anticipated in respect of impact pathway MEW1 and impact pathway MEW2, on a scale that may warrant the undertaking of an EIA on materials use or waste grounds. One of the routes being considered coincides with a site allocated for aggregate recycling in the adopted Surrey Minerals Plan and the adopted Surrey Waste Plan, the implications of developing the proposed route for the allocated site would need to be taken into account, and the Minerals & Waste Planning Authority (Surrey County Council) consulted prior to any final decisions being taken in respect of the alignment of the new road.


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Materials Efficiency & Waste (continued)




Construction of the proposed new link road would involve development that would have to cut across or pass over, the River Wey and would therefore involve changes to the existing extent and functioning of the floodplain associated with the river. During construction and over the longer term, the water quality of the river, which currently exhibits ‘moderate’ ecological status, could be affected as a consequence of contaminated highways runoff, which could have implications for the river in terms of its ability to achieve the condition (i.e. ‘good’ ecological status) required by the Water Framework Directive. The development of a new link road measuring between 1 kilometre and 2.2 kilometres in length will require the use of a range of construction materials, and consequently the consumption of water. Adverse impacts are anticipated in respect of impact pathway WRM1, impact pathway WRM2 and impact pathway WRM3.




Built Environment

Construction of the proposed new link road along either of the proposed routes would necessitate the crossing of an existing railway line. Depending on the solution adopted, there could be significant implications for the integrity of the rail line associated with the development of the proposed relief road. There is potential for the proposed scheme to demonstrate good standards of design in highways terms, but the introduction of a new road to the affected area would have an unavoidable urbanising effect. The tranquillity of the area would be affected by the construction of the proposed new relief road, beneficially in terms of the settlement of Wrecclesham, but adversely in terms of settlements in close proximity to the suggested routes. Adverse impacts are anticipated in terms of impact pathway BE2, with a combination of adverse impacts and beneficial effects anticipated in respect of impact pathways BE1 and BE3.





The site of the proposed new link road does not coincide with any known areas of archaeological or heritage significance, but the absence of any designations should not be assumed as evidence of the area’s lack of historic importance. Should either of the proposed routes cut through areas that have been previously undisturbed for long periods of time, it is feasible that sites or features of archaeological importance may underlie some part of the new road’s alignment. The potential for adverse impacts cannot therefore be discounted in respect of impact pathway HEA1, impact pathway HEA2 and impact pathway HEA3.





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Construction of the proposed new link road would involve development that would cut across or pass over, a designated SNCI (the River Wey – North SNCI). The affected SNCI is aquatic in nature, and could be adversely affected both as a consequence of the construction works associated with the development of a new road, and the longer term impacts that can arise from contaminated highways runoff and noise. Adverse impacts are anticipated in respect of impact pathway NEB1, impact pathway NEB2 and impact pathway NEB3.





Construction of the proposed new link road would involve development within the boundaries of the Surrey Hills AGLV, and in very close proximity to the South Downs National Park. The creation of a new component of the highways network would have a permanent urbanising effect on the area concerned. Adverse impacts are anticipated in respect of impact pathway LVA1 and impact pathway LVA2.




Addressing heavy volumes of traffic and congestion in Wrecclesham town centre, which contributes to a range of effects on the local environment including poor air quality, accident risks, and noise, is a principal objective of the proposed scheme. Based on the assumption that the proposed scheme succeeds in reducing levels of congestion within Wrecclesham town centre, and encouraging greater use of walking and cycling as alternatives to the car, it is anticipated that over the longer term implementation of the scheme would deliver benefits for the local population in terms of a safer environment for pedestrian and cyclists, improvements in air quality and disturbance due to reduced traffic levels, and reduced delays for users of the road network. Consequently beneficial effects are anticipated for impact pathway WHWB1, impact pathway WHWB2, impact pathway WHWB3, impact pathway WHWB4 and impact pathway WHWB5.








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appendix 1 - surrey · appendix 1 to the surrey congestion programme environmental report – march...

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