M1 to A6 Link Road - IEMA to A6... · Birmingham, B4 6BN United Kingdom T +44 (0)121 237 4000 F +44 (0)121 237 4001 ... 21. BRJ10503-JAC-EGN-00-RP-LE-0003 1 Volume 1 - Non-Technical

M1 to A6 Link Road

Volume 1 - Non-Technical Summary

BRJ10503-JAC-EGN-00-RP-LE-0003 | P00

14 March 2019

Vol ume 1 - Non-Technical Summar y


BRJ10503-JAC-EGN-00-RP-LE-0003 i

M1 to A6 Link Road

Project No: BRJ10503

Document Title: Volume 1 - Non-Technical Summary

Document No.: BRJ10503-JAC-EGN-00-RP-LE-0003

Revision: P00

Date: 14 March 2019

Client Name: Central Bedfordshire Council

Client No:

Project Manager: Chris McGrath

Author: Tom McClure

File Name: C:\pwworking\jacobs_uk_highways_ss4\mcgratc\d0115799\BRJ10503-JAC-EGN-00-RP-

LE-0003.docx

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Document history and status

Revision Date Description By Review Approved

P00 14/03/2019 First Issue – For Planning Application TM TH CJM


BRJ10503-JAC-EGN-00-RP-LE-0003 ii

Contents

1. Introduction ....................................................................................................................................... 1

2. The Proposed Scheme ..................................................................................................................... 3

2.1 Need for the Proposed Scheme ......................................................................................................... 3

2.2 Scheme Objectives ............................................................................................................................. 3

2.3 Background to the Development of the Proposed Scheme ............................................................... 3

2.4 The Proposed Scheme ....................................................................................................................... 5

2.5 Construction of the Proposed Scheme............................................................................................... 5

3. Environmental Impact Assessment Process and Approach ....................................................... 8

3.1 Environmental Impact Assessment (EIA) ........................................................................................... 8

3.2 Consultation ........................................................................................................................................ 8

4. Environmental Impacts and Mitigation .......................................................................................... 9

4.1 Air Quality ........................................................................................................................................... 9

4.2 Noise and Vibration ............................................................................................................................ 9

4.3 Landscape and Visual ...................................................................................................................... 11

4.4 Cultural Heritage ............................................................................................................................... 12

4.5 Biodiversity ....................................................................................................................................... 13

4.6 Road Drainage and the Water Environment .................................................................................... 14

4.7 Geology and Soils ............................................................................................................................ 14

4.8 Material Assets and Waste ............................................................................................................... 15

4.9 People and Communities ................................................................................................................. 15

4.10 Traffic and Transportation ................................................................................................................ 16

4.11 Inter-Project Cumulative Effects ....................................................................................................... 17

5. What Happens Next? ...................................................................................................................... 21

BRJ10503-JAC-EGN-00-RP-LE-0003 1


1. Introduction

The proposed M1-A6 Link Road (herein referred to as the Proposed Scheme) comprises the provision of a new

4.4 km long road link between the M1 Motorway in the west and the A6 Barton Road in the east, effectively

forming a northern bypass for Luton. The Proposed Scheme sits entirely within the unitary authority of Central

Bedfordshire, its broad location is shown in Figure 1.

The Proposed Scheme would comprise alternating two-lane and single lane carriageway with three intermediate

junctions. There would be supporting structures to provide access over Camford Way, the Midland Mainline

railway and Luton Road. In addition, there would be two Green Overbridges along the route to facilitate

pedestrian and wildlife access over the Proposed Scheme.

The Proposed Scheme would open up land to the north of Luton for the potential development of up to 4,000

dwellings, up to 20 hectares of employment land, community facilities, open spaces, and provision of a new

sub-regional Rail Freight Interchange incorporating around 40 hectares of associated employment land. The

Proposed Scheme and the future mixed-use development land are both proposed for allocation in the emerging

Central Bedfordshire Pre-Submission Local Plan 2015-2035.

Central Bedfordshire Council is the developer, acting on behalf of the Department for Transport (DfT),

implementing the Proposed Scheme. The Proposed Scheme is currently at Preliminary Design stage. As part of

the planning process, an Environmental Impact Assessment (EIA) has been carried out to understand the

effects the Proposed Scheme would have on the environment with the purpose of providing information to the

Local Planning Authority, Central Bedfordshire Council, as part of the planning and decision-making process

under the provisions of the Town and Country Planning Act 1990.

The results of this assessment are described in detail in the main Environmental Statement (Volume 2) and are

summarised within this Non-Technical Summary (Volume 1).



Figure 1: Broad location of the Proposed Scheme



2. The Proposed Scheme

2.1 Need for the Proposed Scheme

The Proposed Scheme would provide a new strategic road link north of Luton, facilitating growth and benefiting

east-west connectivity across Bedfordshire and the wider Oxford, Milton Keynes and Cambridge arc, as

prioritised by National Government. Currently, vehicles travelling east-west are using the local road network

through northern Luton, which causes congestion, delays and safety concerns in key areas such as the A6 into

Luton and Luton town centre itself. Surrounding villages and the wider urban area also suffer from a lack of

alternative routes.

Implementing the Proposed Scheme aims to attract economic opportunity and investment into north Luton,

making the area a more attractive option for new businesses and communities. Land between the Proposed

Scheme alignment and the northern edge of Luton is allocated for mixed-use development consisting of up to

4,000 dwellings and a minimum of 20 hectares of employment land. Delivery of the Proposed Scheme is

required to facilitate access to this proposed urban extension, which would provide much needed housing in the

area.

2.2 Scheme Objectives

The overall aim of the Proposed Scheme is to provide infrastructure to facilitate growth. This is supported by

three core objectives:

• Provide increased capacity: Reduce congestion and journey times;

• Improve connectivity to socio-economic opportunities; and

• Create safe communities that are attractive to both residents and businesses.

Wider objectives of the Proposed Scheme are to:

• Improve competitiveness of businesses;

• Improve east-west connectivity within the region;

• Facilitate jobs and business scale up;

• Enable housing growth by opening up land for development;

• Reduce carbon emissions; and

• Encourage more walking, cycling and public transport trips (to improve the environment, people’s health

and wellbeing and their access to education, skills, employment, healthcare, retail and leisure

opportunities).

2.3 Background to the Development of the Proposed Scheme

Proposals for the Proposed Scheme have been in development since the wider Thame – Stevenage route in

1980. Since then significant analytical work has been undertaken to assess and refine route options for the

Proposed Scheme in the form of feasibility studies, appraisals and public consultation. Previous work evaluated

the need for an M1-A6 Link Road and debated suitable locations as well as potential route alignments, eight of

which have been considered between 1980 and 2015.

In 2015, a preferred alignment for the Proposed Scheme was outlined in the North of Luton and Sundon

Framework Plan. In 2017 and 2018 a selected route (Route 6), with minor modifications, was subjected to

further assessment at the Option Selection stage. Figure 2, as a visual aid shows the five potential route options

considered from 2011, this reflects the most recent and relevant route options to the Proposed Scheme.

During Option Selection a scenario of retaining the current network without modification was assessed against

the four options:



• Option 1 – A combination of dual all-purpose road and wide single carriageway, 50 mph speed limit;

• Option 2 – Wide single carriageway, 40 mph speed limit;

• Option 3 – Dual all-purpose road, 70 mph speed limit; and

• Option 4 – New development access roads and junction links, as well as improvements to existing

highways in Luton.

The consensus from this exercise was that the hybrid 50 mph scheme (Option 1) best met the set objectives by

delivering both development access and providing good east-west connectivity. As such, minor modifications to

Option 1 has been assessed as part of this Environmental Statement submitted as part of the Town and

Country Planning Act 1990 application.

Figure 2: Route Alignment Options for the M1-A6 Link Road considered from 2011



2.4 The Proposed Scheme

The route of the Proposed Scheme is described as follows and is shown in Figure 3.

• M1 Motorway Junction 11a - works would be undertaken to accommodate the Proposed Scheme;

• M1 Motorway Junction 11a to Sundon Park Road - The section of road between the M1 Motorway and

Sundon Park Road would be dual carriageway on embankment for 0.88 km in length. It would bridge Luton

Road, the Midland Mainline railway and an existing Byway Open to All Traffic before descending to a

roundabout midway between the motorway and Sundon Park Road (intermediate junction 1). This

intermediate roundabout would provide access to the local road network associated with the proposed new

urban development to the south and the proposed Rail Freight Interchange to the north. Once in operation

the Proposed Scheme would have no impact on the operations of Network Rail’s Midland Mainline railway;

• Sundon Park Road to A6 Section 1 – A 2.25 km stretch consists of embankment, at grade and in cutting

sections. The route turns towards the north east before turning in an easterly direction to connect with a

new future 3-arm signalised junction to provide access to the south into the mixed-use development land

(intermediate junction 2). Within this section a 3-arm roundabout would be introduced at the interface

between Camford Way and Sundon Park Road to facilitate access to the future development. Along the

northern arm from this roundabout there would be a turning head located where the existing Sundon Park

Road is to be terminated to the south of the Proposed Scheme. The purpose of including an arm in this

direction is to provide access to the land either side of Sundon Park Road in the event of a future

development. Similarly, where Sundon Park Road is to be terminated to the north of the Proposed

Scheme, a turning head will also be included.

• Sundon Park Road to A6 Section 2 - From intermediate junction 2 the route heads eastwards for a

further 1 km, up gradient via embankments and a length of cutting, before meeting a 4-arm roundabout

providing access to the development land to the north and south of the route (intermediate junction 3); A6

Junction – a new at-grade roundabout providing access to the north and south along the existing A6.

• Sundon Park Road to A6 Section 3 – From intermediate junction 3 this comprises the final 300 m of the

route nominally at grade consisting of a dual 2 lane carriageway to its junction with the A6; and

Environmental factors have influenced design development through regular liaison between environmental

specialists, consultees (including Council officers) and engineers. The environmental mitigation embedded into

the design is known as primary mitigation, key examples for the Proposed Scheme include:

• Two Green Overbridges (At Sundon Wood and George Wood) with their primary purpose of providing a

safe route for bats, birds and other terrestrial species to cross the Proposed Scheme in either direction

above the flow of traffic. The bridges also serve a purpose for users of the Public Right of Way network in

the area.

• Considered sensitive lighting, landscaping and drainage designs;

• Mammal underpasses;

• Low Noise Road Surfacing; and

• 2 m high noise barrier to the north of the Proposed Scheme’s embankment east of the Midland Mainline

railway and south of Sundon Road.

2.5 Construction of the Proposed Scheme

The construction of the Proposed Scheme is anticipated to begin in April 2020 and end March 2022. The period

of construction is therefore expected to be 24 months with construction activities running concurrently where

possible. The order of site activities will be established prior to construction. The Proposed Scheme would open

to traffic in April 2022.

Indicative construction layouts are provided in Figure 3. The Proposed Scheme would be constructed from one

main construction compound and two supporting compounds. All three compounds would require space to

support material, construction machinery, staff facilities and equipment storage requirements. Once the

construction compounds are accessed from the existing road network, construction vehicles and machinery



would be able to access construction works via temporary haul routes within the footprint of the Proposed

Scheme, located either side of the alignment.

During demobilisation, the compound areas would be reinstated and handed back to the respective land owner

which would minimise the environmental footprint of the Proposed Scheme as a whole.

The Proposed Scheme would involve substantial earthworks, initial assessment has indicated a total volume of

approximately 166,000 m3 of cutting and 131,000 m3 in fill. The surplus 35,000 m3 of excavated material would

be used for landscaping and embankments, eliminating the need to take material off-site.

Construction traffic would as far as practicable not use the existing road network and would utilise temporary

haul routes. A Temporary Traffic Management Plan would be implemented to facilitate access to the site from

the main road network, as well as for activities associated with the construction of structures and connections to

the existing M1 Motorway Junction 11a and the A6.

The Proposed Scheme would necessitate the closure and or diversion of the following PRoW during

construction:

• Footpath 12 (in the Sundon Parish);

• Footpath 11 (in the Charlton Parish);

• BOAT 10 (in the Charlton Parish);

• Footpath 4 (in the Streatley Parish); and

• Footpath 5 (in the Streatley Parish).

PRoW in the proximity of the Proposed Scheme would remain open as far as practicable. It may be necessary

to divert further PRoW on the ground of safety precautions.

Environmental mitigation during construction is detailed in full in the Environmental Statement Volume 2 and is

reported separately in the M1-A6 Link Road Outline Environmental Management Plan.



Figure 3: Layout of the Proposed Scheme, including an indicative construction layout



3. Environmental Impact Assessment Process and Approach

3.1 Environmental Impact Assessment (EIA)

The environmental assessment for the Proposed Scheme has been carried out to The Town and Country

Planning (EIA) Regulations 2017. It has also been produced primarily in accordance with the guidance set out in

the Design Manual for Roads and Bridges (DMRB), Volume 11, ‘Environmental Assessment’ and subsequent

Interim Advice Notes (IANs), including IAN 125 / 15 for Environmental Assessments.

Assessments within this Environmental Statement have been carried out by a team of specialists working in

collaboration with the engineering team responsible for the design of the options. The team comprises staff

experienced and competent in their fields and holding appropriate qualifications and levels of professional

membership.

There is no single study area for the environmental assessment, each environmental topic has defined its own

study area(s) individually. The information that informs the EIA has been gathered primarily through a desk-top

data gathering process, as well as some modelling and survey work carried out where necessary.

The potential environmental effects of the Proposed Scheme were measured against the ‘baseline condition’ of

the environment as it would exist immediately before the development of the Proposed Scheme. This requires

some prediction of future conditions, taking into account potential changes in traffic, law, policy and road

maintenance.

An ‘impact’ is defined as a change in the baseline conditions caused by the construction or operation of the

Proposed Scheme, these can be adverse or beneficial. The ‘effect’ refers to the consequences of the impact, it

is the significance of the effect rather than the impact which is assessed. Impacts may occur during construction

or during operation when the road is open to traffic, these impacts may be temporary or permanent. The

significance of effects is assessed by considering the value or sensitivity of the receptor and the magnitude or

scale of the impact.

Mitigation measures are proposed to reduce the significance of an effect, replace a feature that would be lost, or

provide a beneficial effect related to the reported effect to offset the loss of a feature. Mitigation measures can

be primary, meaning that they are embedded within design and require no additional action. This is achieved

through engagement between the environment team and the client, designer and contractor.

Some measures require further activities in addition to those embedded in design, known as additional

mitigation which is applied to both construction and operation periods. Additional mitigation measures include

following standard best practices used to manage commonly occurring environmental effects. Some effects

remain even after mitigation measures are considered, these are reported as residual effects. In some cases,

these remaining effects can improve the baseline situation and provide a beneficial effect.

3.2 Consultation

There is no formal requirement to undertake pre-application consultation under the EIA Regulations, however,

following best professional practice it is accepted that consultation is an integral part of a project, as it provides

a means by which statutory and non-statutory consultees can be involved.

Consultation has taken place in various forms at different stages of the project and has involved two broad

categories; internal and external consultation. There has been communication and consultation with the design

team throughout the EIA process and during the compilation of this Environmental Statement. Consultation has

been carried out with external stakeholders, including Statutory consultees i.e. consultation with the Central

Bedfordshire Council officers, Environment Agency and Natural England and non-statutory consultees during

public consultation events. A separate Statement of Community Involvement is being submitted with the

planning application in accordance with the Central Bedfordshire Council’s guidelines.



4. Environmental Impacts and Mitigation

The results of the EIA are set out in detail in the main Environmental Statement. The environmental baseline,

potential effects, mitigation and remaining (residual) effects after mitigation and their significance for each

environmental topic are summarised in this section.

4.1 Air Quality

An Air Quality assessment was undertaken to determine the significant effects that the Proposed Scheme would

have on receptors near identified affected roads during the operational phase. In addition, a construction dust

assessment was also undertaken to identify the risk of dust nuisance to human and ecological receptors within

350 m of the construction boundary and 50 m from haul routes during the construction phase.

In total 201 human health receptor locations were modelled to determine the operational effect on NO2 and

PM10 emissions, a further 146 designated and non-designated ecological sites were modelled to determine the

significance of NOx impacts. The modelled results for the Base year (2016) predicted 11 exceedances in Air

Quality Objectives for NO2. Nine of these receptors are located in pre-existing Air Quality Management Areas

(AQMA) and are in-line with what is was monitored by Luton Brough Council. The modelled results for the

opening year predict that there is only one receptor exceeding Air Quality Objectives for NO2. This receptor is

exceeding in both the Do-Minimum and Do-Something scenarios, and is located within an existing AQMA.

Overall the Proposed Scheme showed a Slight adverse effect in all modelled pollutants but its overall effect is

classed as not significant.

During Construction the Proposed Scheme has the potential to:

• Give rise to annoyance due to the soiling of surfaces by dust;

• Damage plants and affect the diversity of ecosystems and;

• Increase long term exposure to particulate matter (PM10) concentrations and the number of days when

PM10 concentrations exceed 50 µg/m3.

Additional mitigation measures to reduce any adverse effects during construction include employing best

practicable means to adequately control dust via a dust management plan, which is a document that describes

site specific methods used to control dust emissions. Following the additional mitigation measures set out in the

dust management plan, there should be no significant effects due to dust.

4.2 Noise and Vibration

An assessment was conducted to quantify the potential noise and vibration impacts of the Proposed Scheme on

noise sensitive receptors located nearby during both the construction and operational phases. Noise modelling

was undertaken for all noise sensitive receptors within the defined Calculation Area which extended 600 m from

the Proposed Scheme, the identified bypassed routes to the north and the south, and any affected routes within

1 km of the Proposed Scheme.

Where possible, during the development of the Proposed Scheme, primary mitigation measures have been

embedded into the design. These include route selection avoiding sensitive receptors, Low Noise Road

Surfacing, a 2 m high, 240 m long noise barrier and situating the road alignment in cuttings where feasible to

provide a natural noise barrier.

Having taken this primary embedded mitigation into account, during construction the Proposed Scheme has

potential to cause:

• Adverse effects on noise levels at Arc House, Sundon Road west of the Proposed Scheme associated with

the construction plant;

• Significant adverse effects on noise levels if works are required during the evening or night-time periods;

and

BRJ10503-JAC-EGN-00-RP-LE-0003 10


• Significant adverse effects on vibration levels at some of the sensitive receptors nearest to the Proposed

Scheme.

During operation, the Proposed Scheme has potential to cause:

• Minor, moderate or major adverse noise increases for receptors closest to the Proposed Scheme

alignment associated with the introduction of new noise source in the area; and

• Minor or moderate beneficial noise decreases to noise levels for receptors near to the roads which are

bypassed by the Proposed Scheme.

Noise mapping for the construction and operation of the Proposed Scheme are shown in Figures 4 and 5 (which

duplicates the figures in the Noise and Vibration Chapter of the Environmental Statement). The sensitivity and

importance of the Keech Hospice is recognised by the applicant and Central Bedfordshire Council continues to

work with the Hospice as part of the wider proposals for the North Luton Strategic Allocation.

Figure 4 Balance of Noise Effects on Communities - Short-Term

BRJ10503-JAC-EGN-00-RP-LE-0003 11


Figure 5 Balance of Noise Effects on Communities - Long-Term

Additional mitigation measures to reduce any adverse effects during construction include employing best

practicable means to adequately control noise and vibration levels, selecting low vibratory plant for works within

101 m of a receptor, starting up and turning off vibratory equipment as far away from sensitive receptors as

possible and engaging with the local community to pre-warn them of works and what is being done to control

effects. No further secondary mitigation is proposed in addition to that embedded in design for effects during

operation.

Despite the additional mitigation measures outlined above, it is likely that some adverse effects would remain

during construction for the few sensitive receptors in closest proximity to the works, which could be significant.

However, the findings of this assessment would need to be fully evaluated by the construction contractor once

the working methods have been sufficiently finalised. During operation, more sensitive receptors are predicted

to experience an adverse impact (2,705) than a beneficial impact (1,923) in the short-term and the long-term

(862 adverse impacts vs no beneficial impacts). Though, in terms of significant effects, more beneficial effects

are predicted than significant adverse effects. Therefore, the Proposed Scheme is considered to be beneficial in

terms of significant effects overall.

4.3 Landscape and Visual

The Proposed Scheme lies wholly within Green Belt land north of Luton with a section within the Chilterns Area

of Outstanding Beauty (AONB). The landscape surrounding the Proposed Scheme is predominantly

agricultural, consisting of large arable field patterns overlying a rolling chalk topography associated with the

Landscape Character Areas of 10B: Houghton Regis-North Luton Rolling Chalk Farmland and 10C: Barton Hill

Rolling Chalk Farmland. Within the surrounding landscape there are a number of key features including; two

areas of Ancient Semi-Natural Woodland, Dray’s Ditches Scheduled Monument, a number of Listed Buildings

BRJ10503-JAC-EGN-00-RP-LE-0003 12


and an extensive network of Public Rights of Way including the promoted routes of the Chiltern Way, Icknield

Way Trail and John Bunyan Trail.

To minimise the potential effects on the surrounding landscape and the visual amenity of sensitive receptors in

the area, primary embedded mitigation has been strongly incorporated into the Proposed Scheme design. This

includes placing the alignment in cutting where feasible to reduce its visibility and to provide additional noise

attenuation, as well as Green Overbridges at Sundon Wood and George Wood, low noise road surfacing, a

noise barrier and with lighting restricted to essential areas only for safety and incorporating soft lighting style

with cut off shrouds to further minimise light spill. Further primary mitigation embedded in the design includes a

detailed program of woodland planting, building on the pattern and scale of the landscape to break up linear

views along the alignment. There are also plans to incorporate species-rich grassland alongside the

carriageways and introduce new native hedgerows, as well as strengthening existing hedgerows. This primary

embedded mitigation is illustrated in the M1-A6 Link Road Preliminary Landscape Design (Masterplan).

During construction, Large adverse landscape and visual effects are expected, caused by construction activity

including compounds, haul roads, construction plant movement and vegetation loss. This would be visible from

the northern edge of Luton, including users of Icknield Way Trail, John Bunyan Trail and other PRoW crossing

the site.

During operation year 1, proposed woodland and hedge planting embedded in the design would have not yet

fully established, as such the effects would remain Large adverse. During operation year 15, proposed

woodland and hedgerow planting would have established. This primary embedded mitigation and the natural

rolling topography would screen much of the Proposed Scheme at low level.

Audible and visual tranquillity varies throughout the site and while the overarching perception is that the study

area is not considered to be tranquil, some areas of calm do exist, and the Proposed Scheme has incorporated

measures to reduce the adverse audible and visual effects, including the use of low noise reduction surfacing

and a noise barrier, minimising the extent of the proposed highway lighting and increased hedgerow and

woodland planting to break up the linearity of the route.

No further mitigation measures in addition to those embedded in design have been identified for this

environmental topic. Despite primary embedded mitigation, some remaining adverse effects are predicted.

These include Moderate adverse effects on the Chilterns AONB and LCA 10B, with a Large adverse effect on

LCA 10C. There would remain Large adverse effects on the visual amenity of users of Icknield Way and John

Bunyan Way overlooking the Proposed Scheme from Galley and Warden Hills and from PRoW crossing the

route with Moderate adverse effects for users of the PRoW along the north edge of Luton and running north into

Streatley. A moderate adverse effect would also remain on the night skies.

4.4 Cultural Heritage

The assessment of likely significant effects of the Proposed Scheme on cultural heritage has been considered

under the three sub-topics of archaeological remains, historic buildings and historic landscape types. This

assessment has been informed by desk-based studies, walkover survey, geophysical survey, and trial

trenching, and will be taking account of any further archaeological investigations for further assessment.

Primary mitigation embedded into the Proposed Scheme design aims to reduce the impact on the setting of

heritage features. These include designing earthworks to avoid an overly engineered appearance, sympathetic

landscape planting to screen the highway and avoiding the loss of landscape features such as mature trees and

ancient woodland.


potential to cause:

• Moderate adverse significant effects on four archaeological remains within the footprint of the Proposed

Scheme;

• Slight adverse effects on a further 11 archaeological remains;

BRJ10503-JAC-EGN-00-RP-LE-0003 13


• Slight adverse effects on four historic building; and

• Slight adverse effects on six Historic Landscape Types.

During operation, the Proposed Scheme with primary embedded mitigation has potential to cause:

• Slight adverse effects on two archaeological remains;

• Slight adverse effects on one historic buildings; and

• Slight adverse effects on five Historic Landscape Types.

Additional mitigation measures would comprise a programme of archaeological investigation which may include

topographic survey, archaeological watching brief, excavation and / or strip map and sampling to provide

preservation through record.

Following these additional mitigation measures, no remaining effects on cultural heritage assets or their setting

are significant. All remaining effects on archaeological remains, historic buildings and historic landscape types

are assessed to be Slight adverse or Neutral.

4.5 Biodiversity

The natural environment surrounding the Proposed Scheme is made up of a combination of broad-leaved

plantation woodland, species-poor semi-improved grassland, semi-improved neutral / calcareous grassland,

arable margins and species poor hedge (with some trees). In addition, there are some habitats with relatively

higher nature conservation value such as Ancient Semi-Natural Woodland and standing water. There are a

number of statutory and non-statutory sites designated for their nature conservation value in the vicinity of the

Proposed Scheme, including four Sites of Special Scientific Interest (SSSIs), multiple Ancient Woodland

Inventory Sites and multiple County and District Wildlife Sites. Protected and notable animal species found

within the vicinity of the Proposed Scheme include Great Crested Newts (GCN), breeding and wintering birds,

badgers and multiple bat species.

The Proposed Scheme design actively seeks to conserve and enhance the natural environment, with specific

objectives being to minimise land-take of key habitats for sensitive species and to maintain habitat connectivity.

To reduce the potential for significant effects on ecological features, a program of primary embedded mitigation

has been integrated into the Proposed Scheme design. Specifically, this includes two Green Overbridges (at

George Wood and Sundon Wood), extensive habitat creation, a mammal underpass and fencing, a considered

lighting design and a noise barrier.

Having taken primary embedded mitigation into account, during construction the Proposed Scheme has

potential to:

• Cause direct habitat loss (both temporary and permanent) which could result in severance and isolation

effects as well as a reduction in habitat extent;

• Cause habitat degradation as a result of dust creation;

• Increase noise pollution causing disturbance to sensitive species; and

• Cause species mortality which could result in a reduction in numbers / distribution of populations.

During operation the Proposed Scheme would cause noise disturbance and increased species mortality as

outlined above in the construction stage.

Additional mitigation measures to reduce effects include; adhering to Pollution Prevention Guidance to reduce

dust levels and prevent contamination of surface water bodies (including GCN ponds); topsoil harvesting and

redistribution for arable margins, creating artificial flight lines for bats during construction and operating under

derogation licences for works affecting protected species such as bats, badgers and GCN. Species disturbance

would be limited by timing works appropriately, such as planning vegetation clearance to avoid nesting bird

season and avoiding night-time working.

BRJ10503-JAC-EGN-00-RP-LE-0003 14


Following these additional mitigation measures, all remaining effects on ecological receptors are Neutral, except

for the habitats of broad-leaved woodland, hedge, grassland and arable margins, where a Slight permanent

beneficial effect is predicted.

Enhancements measures are also proposed to include for measures to improve landscape scale functionality of

habitat for the barbastelle bat species.

4.6 Road Drainage and the Water Environment

There are no significant watercourses immediately adjacent to the Proposed Scheme. The nearest main river is

the River Lea located approximately 1.3 km south of the Proposed Scheme. The source of the River Flit is

located approximately 400 m north-west of the Proposed Scheme. There are two unnamed watercourses and

three surface water flow paths that have potential to be affected. The site is underlain by primarily chalk geology

which is an important aquifer. A Flood Risk Assessment has been undertaken and has determined that there

could be an increase in surface water flood risk associated with the Proposed Scheme.

During construction, potential pollution impacts on the water environment would be mitigated by the use of silt

settlement lagoons, swales and sediment bunds. Additional mitigation would be provided to allow for controlled

release of discharges and to protect the quality and quantity of the aquifer as well as surface water resources.

During operation the Proposed Scheme would:

• Increase the volume of surface water runoff due to an increase in road pavement areas. This could pollute

the groundwater aquifer through the proposed discharge of road runoff to the ground. To mitigate against

this, Sustainable Drainage Systems as primary mitigation would be embedded into the design, including

the introduction of five new attenuation ponds connected to the new road surface through filter drains,

hydrobrakes and downstream defenders, thus slowing run-off and treating the water prior to infiltration to

the aquifer including via deep bore wells; and

• Potentially block two surface water flow paths and displace existing surface water flows. This would be

mitigated by providing culverts beneath the highway to allow passage of surface waters from north to

south; and through the provision of flood storage areas.

Remaining residual effects regarding flood risk, geomorphology, groundwater and water quality are assessed to

be Neutral to Slight adverse and therefore not significant. Further hydraulic modelling, Ground Investigation and

monitoring will further inform the design of mitigation measures at the detailed design stage.

4.7 Geology and Soils

There are no geologically important sites identified with 500 m of the Proposed Scheme. As the Proposed

Scheme is predominantly within greenfield land or land identified to have limited contaminative potential, it is

unlikely that there would be any significant issues related to land contamination. However, the Proposed

Scheme would still cross or pass close to some sites potentially contaminated by historical activities; these are:

• An area of soil and groundwater contaminated by oil / fuel associated with the construction and use of the

Midland Mainline railway and M1 Motorway Junction 11A and a workshop / informal scrapyard;

• Two former landfill sites containing inert waste (Auber’s Farm and Long Meadow Farm);

• Two infilled chalk pits containing a wide range of potential contaminants; and

• Five infilled ponds containing methane / carbon dioxide.

During construction the Proposed Scheme would:

• Potentially expose and mobilise contaminants already present in soils to sensitive groundwater.

Appropriate construction practices to reduce mobilisation of any contaminated land would mitigate against

this, as well as off-site removal or treatment of any locally impacted soil;

• Potentially degrade or damage the structure and quality of high value agricultural topsoil. To mitigate

against this, soil management would follow industry guidance, including storing topsoil separately to protect

BRJ10503-JAC-EGN-00-RP-LE-0003 15


structure and implementing protective surfacing in areas at risk of compaction through machinery tracking;

and

• Potentially expose construction workers to contaminants in shallow soils. To mitigate against this,

appropriate protective clothing and equipment would be determined following a scheme-wide Ground

Investigation.

During operation the potential effects of the Proposed Scheme are limited to accidental spillages from vehicles

having an impact on sensitive groundwater. The Sustainable Drainage Systems with filter strips, filter trenches,

oil interceptors and attenuation ponds incorporated into the design would mitigate against this.

Remaining effects to human health during both construction and operation are very low risk and not deemed to

be significant. Any remaining impacts to groundwater during construction are deemed to be low to moderate

and potentially significant. Managed drainage system design means remaining effects to groundwater during

operation are low and not significant. Despite additional mitigation, Moderate and significant residual effects to

soil resources are expected during construction.

4.8 Material Assets and Waste

As with all major infrastructure projects, large amounts of material resources are required during construction of

the Proposed Scheme. The key environmental effects arising from the use of material resources is the impact

on material resource availability, subsequent impacts on the demand for key construction materials and

ultimately the depletion of finite material resources. To mitigate against this, efficient re-use of excavated

materials has been included as far as is practicable in the design. Where fill material is required, when possible

it would be sourced from the same section of works (e.g. embankments, false cuttings).

During construction the Proposed Scheme would also generate types of waste that would require appropriate

site-specific management. The generation and management of waste has potential to impact upon the capacity

of local waste management facilities, specifically the capacity of landfills.

During operation the Proposed Scheme has limited potential to generate a significant effect as it is unlikely that

materials would be used or that waste would be generated in significant quantities.

This assessment concludes that there would be no significant effects associated with the use of material

resources, nor from the generation and management of waste in either the construction or operational phases.

4.9 People and Communities

The assessment of likely significant effects of the Proposed Scheme on people and communities has been

considered for Access to the Countryside, Recreation and Active Travel Journeys, Community Severance and

Driver Stress. It has been informed by desk-based studies and walkover surveys of the public rights of ways and

surrounding communities of the Proposed Scheme.

Primary mitigation embedded into the Proposed Scheme design aims to reduce the impact on the people and

communities surrounding the Proposed Scheme. This includes two Green Overbridges at George Wood and

Sundon Wood and a new 3 m wide shared used footway / cycleway on the southern extent of the Proposed

Scheme to maintain the network of public rights of way in the vicinity of the Proposed Scheme.


potential to cause:

• Moderate adverse effects for the following Access to the Countryside, Recreation and Active Travel

Journeys baseline; Footpath 12, Byway Open to All Traffic 10, Footpath 5, Footpath 4 (Icknield Way and

John Bunyan Trail) and Sundon Park Road.

• Moderate adverse effects on community severance at Sundon Park Road, Sundon Road (Lower Sundon),

Manor Road (Lower Sundon) and Keech Hospice;

BRJ10503-JAC-EGN-00-RP-LE-0003 16


• Slight adverse effects on the road users (driver stress) of Sundon Road, Manor Road, Luton Road and

Sundon Park road due to temporarily increases in traffic flows from construction vehicles and diversions;

and

• Slight adverse effects on users of the public rights of ways due to the necessary closures and / or diversion

of multiple public rights of ways.

Additional mitigation measures would comprise of a Construction Environmental Management Plan which would

be developed to engage with the local community, as well as a Temporary Traffic Management Plan to alleviate

impact of construction traffic on surrounding roads and communities.

During operation the Proposed Scheme with primary mitigation has the potential to cause:

• A Moderate beneficial effect due to the improved public rights of way provision for Footpath 4 (Icknield Way

/ John Bunyan Trail);

• A Moderate adverse effect on community severance is predicted along Sundon Park Road due to

increased traffic flows; and

• A Moderate beneficial effect on community severance is predicted along Sundon Road and Manor Road

within Lower Sundon due to reduced traffic flows.

Additional mitigation measures would comprise of the introduction of a controlled crossing with traffic signals

along Sundon Park Road which would minimise the adverse effects of severance along Sundon Park Road on

the community within Sundon Park and employers at Luton Industrial Estate.

Following additional mitigation, a Moderate adverse effect remains on community severance along Sundon Park

Road due to increased traffic flows with the Proposed Scheme in operation. The Moderate beneficial effects

remain in operation and all other effects (construction and operation) are considered Slight adverse, Neutral,

Slight beneficial.

4.10 Traffic and Transportation

A Transport Assessment assesses the transport impacts of the Proposed Scheme, a summary of this Transport

Assessment is used within the Environmental Statement considering the Proposed Scheme impacts on traffic,

public transport and road safety.

The study area assessed includes the Proposed Scheme alignment and the surrounding road network,

characterised by strong north-south links via road, facilitated by the M1 Motorway, A5 and A6 and the urban and

rural road links between these. Currently there are few feasible routes for heavy goods vehicle use which result

in the use of undesirable routes through the urban area, Sundon and Streatley.

There is strong east-west connectivity via bus between Luton, Dunstable and Houghton Regis facilitated by the

Guided Busway. Otherwise, east-west connectivity via bus is relatively poor, reflecting poor east-west

connectivity via road. Similarly, by rail there are strong north-south links to London via the Midlands Mainline

railway.

As part of the assessment a range of scenarios have been assessed to look at future traffic growth, the impact

of the Proposed Scheme and the additional impact of associated development, for the 2022 opening year and

2037 design year scenarios.

Through modelling the Transport Assessment has modified the Proposed Scheme’s design with an aim to

manage future traffic flows in the existing network whilst achieving the Proposed Scheme’s objectives. Such

measures include the modifications to the Proposed Scheme’s horizontal alignment and junction arrangements.

The Traffic Assessment does not take into consideration the specific impacts of traffic flows during the 24-month

construction programme between April 2020 and end March 2022. Therefore, it is noted that prior to the

implementation of a Temporary Traffic and Transport Management Plan, there is a possibility of traffic, road

safety and public transport impacts arising. However, it is anticipated that impacts are adequately considered

BRJ10503-JAC-EGN-00-RP-LE-0003 17


and prevented within a Temporary Traffic Management Plan as part of a detailed Construction Environmental

Management Plan, which is to be prepared by the appointed contractor.

In operation, analysis shows that the clear benefits of the Proposed Scheme occur in the following areas:

• Removing east-west traffic from the rural Sundon Road – Streatley Road route, which is the current route

used by unsuitably high vehicle flows and vehicle types;

• Residential areas to the north of Luton in Marsh Farm, Sundon Park and Bramingham, would also benefit

from the removal of traffic along the east-west Luton Road to Icknield Way links;

• Wider benefits to the north of central Luton and rural routes to the north around the villages of Toddington

and Harlington.

The impacts of the Proposed Scheme highlight that traffic growth will focus around M1 Motorway Junction 11a

and the A6 Barton Road.

Mitigation schemes are required to improve capacity and complement the overall functionality of the Proposed

Scheme. Mitigation at the M1 Motorway Junction 11a would also serve to address other local impacts of the

Proposed Scheme, where traffic is diverting to routes through Houghton Regis.

The Proposed Scheme from its opening year of 2022 is anticipated to have no adverse impact on public

transport. It provides potential benefits in facilitating the delivery of new bus services.

It is noted that traffic from a number of local routes are likely to be diverted to the Proposed Scheme, which

would be designed to higher road safety standards than the existing routes. As a result, it is anticipated that the

Proposed Scheme provides a beneficial impact to the existing network in terms of road safety.

4.11 Inter-Project Cumulative Effects

Inter-project cumulative effects occur when the effects of the Proposed Scheme and of other developments

affect the same receptors at the same time (or just before or after each other).

The individual environmental effects of the Proposed Scheme would extend up to 2 km from the Proposed

Scheme location, for some topics, and was considered that 2 km from other developments would be the likely

area within which their effects may be felt. Therefore, these two areas were added together to give a 4 km

search area around the Proposed Scheme. Any other developments identified within the 4 km search area

were then assessed for their potential to contribute to inter-project cumulative effects. In addition, due to the

geographic scale of one of our receptors, the Chilterns AONB, the search area was extended to the whole of

the AONB and 2 km beyond its boundary.

A long list of other developments within the 4 km search area was identified and subsequently refined into a

short-list for further assessment, following set criteria based on published guidance.

Following an assessment of the short-listed developments, there is potential for the following inter-project

cumulative effects to occur. Most of which would be contributed from the Proposed Scheme, North of Luton

development, M1 Motorway Junction 11a Sundon Rail Freight Interchange development and Great

Bramingham Flood Alleviation Scheme. It must be noted that there are some cases where the other

developments contribute to inter-project cumulative effects. It must also be noted that the M1 Motorway

Junction 11a Sundon Rail Freight Interchange development is assumed to begin construction after the

completion of the Proposed Scheme. Therefore, contributions to inter-project cumulative effects from the M1

Motorway Junction 11a Rail Freight Interchange development would only occur once the Proposed Scheme

becomes operational.

• Air quality – Construction dust inter-project cumulative effects on receptors within 350 m of the Proposed

Scheme due to the Proposed Scheme, North of Luton development, M1 Motorway Junction 11a Sundon

Rail Freight Interchange development and Great Bramingham Flood Alleviation Scheme. These include

around the northern edge of Luton, Lower Sundon and receptors adjacent to the M1 Motorway Junction

BRJ10503-JAC-EGN-00-RP-LE-0003 18


11a to the west and adjacent to the A6 to the east of the Proposed Scheme. The level of significance could

not be assigned.

• Noise – In terms of construction noise inter-project cumulative effects, those receptors located near to the

proposed bridge structure over the Midland Mainline railway have the potential to experience increased

levels of noise during the construction of the Proposed Scheme, North of Luton development, M1

Motorway Junction 11a Sundon Rail Freight Interchange development and Great Bramingham Flood

Alleviation Scheme. There is potential increased vibration predicted for those receptors located near to the

proposed bridge structure over the Midland Mainline railway, and those near to the proposed junction on

the A6. Adverse inter-project cumulative effects are predicted to be of Minor significance.

• Landscape and Visual – Due to construction activities of the Proposed Scheme, North of Luton

development, M1 Motorway Junction 11a Sundon Rail Freight Interchange development and Great

Bramingham Flood Alleviation Scheme, residential receptors along Sundon Road, Lower Sundon and on

the eastern edge of north Luton, users of Public Right of way (PRoW) overlooking the Proposed Scheme

from Galley Hill and Warden Hill within the Chilterns AONB, Upper Sundon and from the network of PRoW

crossing the Proposed Scheme would experience adverse inter-project cumulative effects of Moderate

significance.

• Landscape and Visual – During operation, there would be changes to the landscape such intervisibility

from the operation of short-listed developments to the west of the M1 Motorway and the Proposed Scheme

for residents along Sundon Road and users of the PRoW network to the east of the study area, the views

would be generally distant or partially screened, with the M1 Motorway, Midland Mainline railway corridor in

the foreground. Whilst, in particular, the nature of the mixed-use and residential developments would

contribute to the general urbanisation of the area immediately north of Houghton Regis, the adverse inter-

project cumulative effects would be of Minor significance over the long-term.

• Landscape and Visual – During operation there would be changes to the landscape for receptors between

the M1 Motorway and A6. The Proposed Scheme, North of Luton development, M1 Motorway Junction 11a

Sundon Rail Freight Interchange development and Great Bramingham Flood Alleviation Scheme would be

more noticeable by receptors including residential receptors along Sundon Road, Lower Sundon, north

Luton (Sundon Park) and on the eastern edge of north Luton. Further, change would be noticeable for

users of the PRoW network to the east of Sundon wood, PRoW overlooking the Proposed Scheme from

Galley Hill and Warden Hill within the Chilterns AONB, Upper Sundon and from the network of PRoW,

crossing the Proposed Scheme. Adverse inter-project cumulative effects would be of Moderate significance

in the long-term.

• Cultural Heritage – During construction, there is potential inter-project cumulative effects on Iron Age and

Roman Occupation, South West of Sundon Wood (Asset Number 15); Neolithic Flints and Iron Age

Pottery, South West of Lower Sundon (Asset Number 36); Iron Age and Roman Occupation, North of

Sundon Wood (Asset Number 39); Cropmarks, East of Lower Sundon (Asset Number 23); Medieval to

Present Woodland (Historic Landscape Type 2); 19th to 20th Century Housing (Historic Landscape Type

8); Post-Enclosure Fields and Field Boundaries (Historic Landscape Type 9); 20th Century Amalgamation

of Post-Enclosure Fields (Historic Landscape Type 10); and Medieval to Present Woodland – Sundon

Wood (Historical Landscape Type 13). However, there is limited information about these developments and

their potential effects on the above receptors and therefore no level of significance could be assigned.

• Cultural Heritage – During operation, there is potential for inter-project cumulative effects on Medieval to

Present Woodland (Historic Landscape Type 2); 19th to 20th Century Housing (Historic Landscape Type

8); Post-Enclosure Fields and Field Boundaries (Historic Landscape Type 9); 20th Century Amalgamation

of Post-Enclosure Fields (Historic Landscape Type 10); and Medieval to Present Woodland – Sundon

Wood (Historical Landscape Type 13). However, there is limited information about these developments and

their potential impacts on the above receptors and therefore no level of significance could be assigned.

• Biodiversity – During construction and operation, there is potential for beneficial inter-project cumulative

effects on Broad-leaved and plantation woodland (operation only); Species-poor semi improved grassland;

Arable margins; and Species-poor hedge. However, due to limited information available about the North of

Luton development, M1 Motorway Junction 11a Sundon Rail Freight Interchange development and Great

Bramingham Flood Alleviation Scheme, no level of significance could be assigned.

BRJ10503-JAC-EGN-00-RP-LE-0003 19


• Road Drainage and the Water Environment – During construction and operation, there is potential for inter-

project cumulative effects between the Proposed Scheme, North of Luton development, M1 Motorway

Junction 11a Sundon Rail Freight Interchange development and Great Bramingham Flood Alleviation

Scheme regarding surface water flood risk, as these developments have the potential to impact on surface

water flow during construction and operation. However, it can be assumed that mitigation measures would

be applied which results in an adverse inter-project cumulative effect of Minor significance. For other Road

Drainage and the Water Environment subjects, potential inter-project cumulative effects were expected to

be Not Significant or not considered further.

• Soils and geology – The contribution of the Proposed Scheme, Houghton Regis North Site 1 and North of

Luton development would all contribute to a significant loss of agricultural land. The adverse inter-project

cumulative effects would be of Moderate significance. For other Soils and Geology subjects, potential inter-

project cumulative effects were expected to be not significant or not considered further.

• Material Assets and Waste – There is potential for inter-project cumulative effects between all short-listed

developments. However, with limited information available about their materials use and waste generation,

it has not been possible to assess the inter-project cumulative effects.

• People and Communities (Access to recreation, countryside and active travel) – During construction, there

is potential inter-project cumulative effects on the users of Footpath 12; Footpath 11; Footpath 5; Footpath

4 ((Icknield Way and John Bunyan Trail); Byway Open to All Traffic 10; A6 Barton Road; Sundon Park

Road; Bridleway 34 including Camford Way; and Sundon Quarry. This is due to construction of the

Proposed Scheme, North of Luton Development and Great Bramingham Flood Alleviation Scheme.

However, with limited environmental information available, it has not been possible to assess the

significance of the inter-project cumulative effects.

• People and Communities (Access to recreation, countryside and active travel) - During operation, for users

of Footpath 4, Footpath 12, 5, Bridleway 10 and pedestrians and cyclists who travel east-west north of

Luton. There are potential beneficial inter-project cumulative effects between the Proposed Scheme and

the North of Luton development. The Proposed Scheme would improve connectivity for through the

provision of George Wood Green Overbridge and Green Overbridge at Sundon Wood south of Lower

Sundon. However, there is no further information available and no level of significance can be assigned.

• People and Communities (Access to recreation, countryside and active travel) – During operation, there is

potential for adverse inter-project cumulative effects for users of Footpath 11, Byway Open to All Traffic 10,

A6 Barton Road, Sundon Park Road and Bridleway 34 including Camford Way due to the Proposed

Scheme, North of Luton development, M1 Motorway Junction 11a Sundon Rail Freight Interchange

development and Great Bramingham Flood Alleviation Scheme. With limited environmental information

available, it has not been possible to assess the significance of the inter-project cumulative effects.

• People and Communities (Community Severance) – During construction, there is potential adverse inter-

project cumulative effects in relation to community severance for receptors at Manor Road (Lower

Sundon); Sundon Road (Lower Sundon); Sundon Park Road (including Sundon Park and Luton Industrial

Estate); and Keech Hospice due to the Proposed Scheme, North of Luton development, M1 Motorway

Junction 11a Sundon Rail Freight Interchange development and Great Bramingham Flood Alleviation

Scheme. However, with limited environmental information available, it has not been possible to assess the

significance of the inter-project cumulative effects.

• People and Communities (Community Severance) - During operation, there is potential for beneficial inter-

project cumulative effects in relation to community severance for receptors at Sundon Road (Lower

Sundon), Manor Road (Lower Sundon) and Sundon Park Road (Luton Industrial Estate and Sundon Park)

due to the Proposed Scheme and the North of Luton development during operation. However, there was

insufficient environmental information about the North of Luton development to inform the inter-project

cumulative effects assessment further and no level of significance can be assigned.

• People and Communities (Driver Stress) - During construction, there is potential for adverse inter-project

cumulative effects in relation to driver stress for drivers at Manor Road (Lower Sundon), Sundon Road

(Lower Sundon), Sundon Park Road and Luton Road, due to the construction of the Proposed Scheme and

North of Luton development. However, there was insufficient environmental information the North of Luton

development to assess the significance of these inter-project cumulative effects.

BRJ10503-JAC-EGN-00-RP-LE-0003 20


Following the identification of potential inter-project effects there is the potential to liaise with other developers,

key stakeholders and local planning authorities and potentially reduce these inter-project cumulative effects.

BRJ10503-JAC-EGN-00-RP-LE-0003 21


5. What Happens Next?

The M1 to A6 Link Road Environmental Statement has been written to provide information to the competent

authority, which is in this case the Local Planning Authority, Central Bedfordshire Council, as part of the

planning and decision-making process under the provisions of the Town and Country Planning Act 1990.

The environmental conclusions within this Environmental Statement have are based on the professional

judgement of competent and qualified specialists in accordance with the EIA Regulations in addition to relevant

policies and recognised industry guidance. The environmental team will continue to work closely with the design

team and appointed Contractor through detailed design and construction to ensure that environmental effects

are adequately considered, resolved, reduced or managed as per the content of the Environmental Statement

and that appropriate licences are sought. The environmental team will continue to review all new project

information which comes forward during this period.

If additional relevant environmental information becomes available prior to determination of the planning

application this will be submitted to the Local Planning Authority to inform the planning decision making process.

Documents

M1 to A6 Link Road - IEMA to A6... · Birmingham, B4 6BN United Kingdom T +44 (0)121 237 4000 F +44 (0)121 237 4001 ... 21. BRJ10503-JAC-EGN-00-RP-LE-0003 1 Volume 1 - Non-Technical