WOKINGHAM STATION LINK ROAD - IEMA · Two Public Houses (The Hope and Anchor Public House and Molly Millar Public House) on the northern side of Station Road; Wokingham Borough Council’s

WOKINGHAM STATION LINK ROAD Environmental Statement – Non Technical Summary July 2012

QUALITY MANAGEMENT

WSP Environmental UK WSP House 70 Chancery Lane London WC2A 1AF Tel: +44 20 7314 5000 Fax: +44 20 7314 5111 http://www.wspgroup.com Reg. No: 1152332 WSP Group plc Offices worldwide

Issue/revision Draft 1 Draft 2 Final

Date 20th June 2012 22nd June 2012 6th July 2012

Prepared by Caroline Burn Caroline Burn Caroline Burn

Checked by Karen McAllister Karen McAllister Stephen Reed

Authorised by Karen McAllister Karen McAllister Karen McAllister

Project number 27256 27256 27256

File reference 27256 Station Link Road

NTS Draft 1

27256 Station Link

Road NTS Draft 2

27256 Station Link

Road NTS Draft 2

Environmental Statement Non-Technical Summary

Station Link Road, Wokingham EIA July 2012

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1 INTRODUCTION

Wokingham Borough Council (WBC) (Highways and Transport Department) (hereafter referred to as the “Applicant”) are seeking to obtain Full Planning Permission for construction of a single carriageway link road, connecting the A329 Reading Road and the A321 Wellington Road and associated works including a public transport interchange (hereafter referred to as the “Proposed Link Road” or “Proposed Development”) on land in Wokingham town centre, in Berkshire. The Site, which is shown on Figure 1 covers approximately four hectares (ha) and broadly extends in two lines from Reading Road (the A329) in the north to Wellington Road, Barkham Road and Oxford Road in the south and also includes Station Road and Shute End.

The planning application for the Proposed Link Road is submitted in the context of Wokingham Borough Core Strategy Development Plan Document1, which identifies that provision of the Reading Road to Wellington Road link is “integral” to the delivery of the Core Strategy. The Wokingham Town Centre Masterplan Supplementary Planning Document recognises that there is an existing problem with congestion in the town centre and notes that the link road provides the opportunity to alleviate this, whilst also meeting the needs of a range of users, improving the public realm and helping to facilitate additional development.

This Non-Technical Summary (NTS) provides a summary of the Environmental Statement (ES) that has been prepared to accompany the detailed Planning Applications and reports the findings of an Environmental Impact Assessment (EIA) of the Proposed Development of the Site. The EIA has been undertaken in accordance with the Town and Country Planning (Environmental Impact Assessment) Regulations 2011 (the ‘EIA Regulations’) which require that, in certain cases, development proposals should be examined to assess their likely significant environmental effects upon the environment and to identify what action should be taken to mitigate those effects.

Figure 1: Site Boundary Plan

2 SITE DESCRIPTION

1 The Wokingham Borough Council Core Strategy Development Plan Document sets out the long term 'spatial vision' for the Wokingham Borough up until March 2026. This includes policies and strategies to provide new housing, schools, roads, places to work and other services.



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Context

The Site, shown on Figure 1 above, comprises approximately four hectares of land located in Wokingham town centre, to the south-east of Reading in Berkshire. The Site boundary extends in two lines from Reading Road (the A329) in the north to Wellington Road, Barkham Road and Oxford Road in the south and also includes Station Road and Shute End.

The Site is located in an urban context in the centre of Wokingham (a historic market town, the centre of which is a designated Conservation Area2), broadly to the east of Wokingham Railway Station and the Reading to London Waterloo / Guildford Railway Line. The Site’s immediate surroundings comprise a mix of residential uses (with a number of properties on Reading Road and flats within Alderman Willey Close, Elizabeth Court, Dickens Court and Bell House Gardens), some commercial industrial uses within Station Industrial Estate, (located to the west of the Reading to London Waterloo / Guildford Railway Line) and a variety of retail and community uses including:

The Holt School and its associated playing fields to the north of Reading Road;

The Wokingham and District Association for the Elderly (WADE) Centre, which occupies a Grade II* listed building3 on the southern side of Reading Road;

St Paul’s Church, also a Grade II* listed building, located on the southern side of Reading Road

Two Public Houses (The Hope and Anchor Public House and Molly Millar Public House) on the northern side of Station Road;

Wokingham Borough Council’s (WBC) offices on the southern side of Station Road;

Retail food outlets and furniture shop to the south-east of the existing access road to Wokingham Railway Station; and

KC Sports and Convenience Store on the southern side of Barkham Road.

In the wider area surrounding the town the land is characterised by agricultural uses, interspersed with historic market towns (including Wokingham as well as Winnersh to the north-west) and divided by major transport infrastructure including the M4 motorway to the north of the Site and the A329(M) trunk road to the west. A number of nature conservation sites are present within the vicinity of the Site, the nearest of which is Holt Copse and Joel Park Local Nature Reserve4, a mixed semi-natural ancient woodland located approximately 0.5 kilometres (km) to the north of the Site.

Other notable features include Emm Brook, (a small watercourse flows from south to north through Wokingham to Winnersh), is located approximately 0.35km to the south-west of the Site and two public rights of way: one that leads from Reading Road to Mount Pleasant to the south-west via the graveyard of St Paul’s Church and a pedestrian bridge over the Reading to Guildford Railway line and at grade crossing of the London Waterloo Railway Line; and the other bridge and the other that connects WBC offices to Wellington Road via Park Road.

2 Conservation Areas are areas of 'special architectural or historic interest' compiled by the Secretary of State for Culture, Media and Sport under the Planning (Listed Buildings and Conservation Areas) Act 1990, on advice from English Heritage.

3 Listed Buildings are those placed on the buildings of 'special architectural or historic interest' compiled by the Secretary of State for Culture, Media and Sport under the Planning (Listed Buildings and Conservation Areas) Act 1990 (as amended by the Planning and Compulsory Purchase Act 2004), on advice from English Heritage. A Grade II* listed building is considered to be of national importance and special interest. 4 A site designated for its local nature conservation value.



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Figure 2: Site Location

The Site

The Site comprises previously developed and undeveloped land in the form of sections of a number of roads (Reading Road, Station Road, Shute End, Wellington Road, Oxford Road and Barkham Road), residential properties (Numbers 48 and 50 Reading Road), part of the existing Wokingham Railway Station car park, and an area of broadleaved woodland and scrub. The Site boundary also includes a small section of the Reading to London Waterloo / Guildford Railway Line, where it crosses Station Road and a signalised level crossing is provided.

The Site supports the following habitat types, which are generally considered to be of limited wildlife value: broadleaved and semi-natural woodland; dense scrub; herb species; amenity grassland; man-made ground/hardstanding/ roads; buildings; individual mature trees; and ornamental planting. Wildlife surveys have been undertaken across the Site which is likely to support foraging bats, nesting birds and slow worms (a type of ‘legless lizard’). Additionally, the invasive species Japanese knotweed is present to the west of Alderman Willey Close on-site.

There are no rivers within the Site and the Site is located in an area classified by the Environment Agency as having a low risk of flooding. A drainage ditch is located within the Site, however this drainage ditch will soon be culverted.

A small part of the Site at the junction between Reading Road, Shute End and Station Road falls within Wokingham Town Centre Conservation Area, which includes a number of listed buildings and structures from the 14th to the 20th centuries.

3 THE PROPOSED DEVELOPMENT

The Proposed Development forms the subject of a Full Planning Application to WBC (Development Management). It comprises demolition of numbers 48 and 50 Reading Road (which fall outside of Wokingham Town Centre Conservation Area) and construction of a single carriageway link road of approximately 336metres (m) in length connecting the A321 Wellington Road and the A329 Reading Road; provision of a new combined footway and cycleway along the link road; a transport interchange at



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Wokingham Railway Station; four new traffic signal controlled junctions and associated alterations; landscaping; two noise barriers (of a minimum of 2m height) and provision of new pedestrian crossing facilities.

General Arrangement

Figure 3: The Proposed Development

A series of alterations are also proposed to the existing road network within the Site including:

The alteration of the public highway layout at Wellington Road / Barkham Road and Station Road junction to include new traffic signal controls, with limited traffic turning movements, new pedestrian crossing facilities and associated drop kerb;

The alteration of the public highway at Barkham Road / Oxford Road junction to include for new traffic signal control, with limited traffic turning movements, and new pedestrian crossing facilities;

The alteration of the public highway at Reading Road / Shute End / Station Road to include for new traffic signal control with altered traffic turning arrangements, new traffic islands and new pedestrian crossing facilities;

Replacement of the existing zebra crossing facilities on Station Road with traffic signal controlled crossing facilities which are integrated to the signal control operation at Reading Road / Shute End / Station Road junction;

Removal of the existing signal control crossing on Station Road, outside the Molly Millar Public House;

Widening of the existing footway along the north side of Wellington Road to a shared footway / cycleway, and an additional off-road cycle lane to be provided along the northern side of Wellington Road towards the level crossing junction;



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Conversion of Reading Road footway to shared footway / cycleway on the southern carriageway from new Reading Road / Proposed Link Road junction to the Reading Road / Shute End junction;

Addition of cycle routing and marking from Havelock Road / Street to Oxford Road and new taxi drop-off bays on Oxford Road (to the rear of Wokingham Railway Station);

Provision of new footway from western end of Alderman Willey Close to the Rail Station Access / signal crossing, and;

Alteration to parking facilities on Barkham Road outside KC Sports and Convenience Store (and house numbers 16, 18 and 20) and addition of revised ‘Keep Clear’ road markings.

As part of the proposals, Station Road would be made one-way in a southbound direction between Reading Road and the Proposed Link Road, whilst the junction of Wellington Road with the Proposed Link Road would be subject to restricted movements. The Proposed Link Road, which would be subject to a 30 mile per hour speed limit, would be two-way north-west of Wokingham Railway Station access, but one-way towards Wokingham Railway Station from the east.

The Landscaping Strategy includes grass verges, tree, shrub and hedgerow planting, and creation of wildflower meadow alongside the Proposed Link Road. Some new trees will also be planted along Reading Road and the existing formal flower beds at the junction of Shute End and Station Road will be extended, along with the planting of some additional trees. Planting will also be provided in the areas of public realm proposed adjacent to the Wellington Road junction and Park Road.

Construction Programme

Construction of the Proposed Development is assumed to commence with off-site works relating to infrastructure in the fourth quarter of 2012 and be completed in the second/third quarter of 2014, subject to gaining Planning Permission.

WBC will stipulate the hours of work prior to the commencement of the works. All work outside these hours will be subject to prior agreement, and/or reasonable notice, by WBC, who may impose certain restrictions. Night-time construction working and working on public and bank holidays will be restricted to exceptional circumstances, that may be dictated by traffic management requirements.

4 ALTERNATIVES CONSIDERED

The EIA Regulations 2011 require that a developer provides an outline of the main alternatives considered. Throughout the design process for the Proposed Development, the environmental specialists and the project design team have worked together through an iterative design process to offset where possible, adverse environmental effects through the scheme design evolution.

The alternatives to the Proposed Development which have been considered by the Applicant comprise:

1) The ‘No Development’ Scenario (i.e. the retention of the Site in its current state)

To proceed with the “no development” alternative would contradict the requirements of local planning policy, which identifies that provision of the Reading Road to Wellington Road link is “integral” to the delivery of Wokingham Borough Core Strategy, and would result in the loss of the opportunity to help alleviate congestion within the town centre, improve the public realm (particularly around Wokingham Railway Station) and facilitate additional development. As traffic growth is predicted to continue into the future (through background growth and other developments), congestion within Wokingham town centre would likely increase without the development, leading to increasing delays, increased severance for pedestrians and an increase in alternative route seeking through residential areas. This was not considered to be a suitable alternative by the Applicant.

2) Alternative Sites and Designs

As identified above, the route of the new link road (and therefore location of the Site) has been selected at a strategic level by WBC at the time of the preparation of WBC Core Strategy (during which appropriate



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Sustainability Appraisal and consultation was undertaken). The purpose of the link road is to improve transport movement within Wokingham town centre and to facilitate the delivery of the Core Strategy. No alternative locations were therefore considered by the Applicant for the Proposed Development.

The general principle of the design of the Proposed Development also stems from the Wokingham Borough Core Strategy. No alternative schemes were considered, due to a number of factors including land availability, the requirement for major land purchase, engineering constraints, likely adverse environmental effects, effects on local residents, and cost and deliverability. The evolution of the Proposed Development therefore commenced from the principle that a link road should be established between Reading Road and Wellington Road. Based on this principle, a number of alternative alignments/layouts were considered:

Alternative 1 included a two-way link road with different junction layouts at where the link road connected to Reading Road and Wellington Road/Barkham Road/Station Road;

Alternatives 2 – 4 included a one-way link road towards Reading Road with different junction layouts at A329 Reading Road / link road and Wellington Road / Barkham Road / Station Road / link road. Station Road would have been altered to two lanes one-way southbound in each of these alternatives, but different turning movements would have been permitted in front of Wokingham Railway Station; and

Alternative 5 included a partial one-way link road between the level crossing junction and the proposed transport interchange at Wokingham Railway Station and a partial two-way link road from the transport interchange to the Reading Road / link road junction.

On review of the above alternatives, Alternative 5 was selected following consultation with WBC as it provided the most efficient signal co-ordination with the level crossing and thus presented opportunity for maximum congestion relief within the network. From this basis, the Proposed Development as described in section 4.3 above was formed.

5 EIA APPROACH

The proposals were informed by the design and environmental interface arising from the technical studies including transport, noise and air quality modelling, ground investigations, archaeological investigations, wildlife surveys, landscape and lighting studies.

This Non-Technical Summary outlines the findings of the EIA which identifies the potential for likely significant environmental effects (both positive and negative) associated with the Proposed Development and identifies mitigation and enhancement measures to minimise any likely significant effects.

The scope of the EIA (to focus the content of the ES on those aspects of the environment likely to be significantly affected by the Proposed Development) was outlined in an EIA Scoping letter request was prepared and submitted to WBC in March 2011. The scope of the EIA was agreed with WBC where appropriate in consultation with various organisations including the Environment Agency.

The following main stages have been followed during the assessment:

Assessment of existing environmental (‘baseline’) conditions within the Site and the surrounding area;

An identification of the environmental features that could be considered sensitive to the construction and operation of the Proposed Development has been undertaken.

Identification of likely significant environmental effects arising from construction (albeit temporary), and operation of the Proposed Development when complete;

Review and evaluation of the significance of likely significant environmental effects;

Identification of measures to off-set any significant negative effects (‘mitigation measures’) and enhance positive effects where possible;

Assessment of any effects remaining following implementation of the identified mitigation measures (‘residual effects’); and



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Consideration of cumulative effects of the Proposed Development in combination with other developments.

6 ASSESSMENT METHODOLOGY

Within the ES, Table 1 was generally used to define the level of significance of effects. It is broadly accepted that significance reflects the relationship between the following two factors:

The actual change taking place to the environment (i.e. the 'magnitude' or severity of an effect); and

The sensitivity, importance or value of the affected resource or 'receptor' (such as people or wildlife).

Table 1 Matrix for Determining the Significance of Effects

Sensitivity of Receptor/Receiving Environment to Change/Effect High Medium Low Negligible

Mag

nitu

de

of

Chan

ge/E

ffect

High Major Moderate to Major Minor to Moderate Negligible

Medium Moderate to Major Moderate Minor Negligible

Low Minor to Moderate Minor Negligible to Minor Negligible

Negligible Negligible Negligible Negligible Negligible

The levels of significance defined by the matrix are defined as:

Major positive or negative effect - where the Proposed Development would cause a significant improvement (or deterioration) to the existing environment;

Moderate positive or negative effect - where the Proposed Development would cause a noticeable improvement (or deterioration) to the existing environment;

Minor positive or negative effect - where the Proposed Development would cause a barely perceptible improvement (or deterioration) to the existing environment; and

Negligible - where the Proposed Development would result in no discernible improvement or deterioration to the existing environment.

Specific criteria have been developed for ecology and nature conservation which follow the Institute of Ecology and Environmental Management Guidelines (2006) and are based on a combination of geographic scale and the value of ecological receptors amongst other factors. A probability of the likelihood of the significance of effect (certain, probable, unlikely, extremely unlikely) is also assigned.

7 PLANNING POLICY

Planning applications should be determined against the ‘Development Plan’, unless material considerations indicate otherwise. The Development Plan for the Site comprises the National Planning Policy Framework (2012), the Regional Spatial Strategy for the South East (2009), Wokingham Borough Local Transport Plan (2011), Wokingham District Council Local Plan (2004) saved policies and Wokingham Borough Council Core Strategy Development Plan Document (2010). Regard must also be had to Supplementary Planning Documents (SPD), including Wokingham Town Centre Masterplan SPD (2010) and Wokingham Borough Sustainable Design and Construction SPD (2010), and the Draft Options for the Wokingham Borough Managing Development Delivery DPD (2012).

The role of transport in facilitating sustainable development, and specifically in ensuing the continued competitiveness and vitality of town centres, is a key theme throughout the aforementioned planning policy context for the Proposed Development. In particular, it identifies the importance of designing for non-car



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modes and public transport, whilst also recognising that there is a need to improve existing transport networks. Existing congestion problems in Wokingham town centre are acknowledged within the local policy documents along with the key strategies for mitigating this, with the WBC Core Strategy DPD and Wokingham Town Centre Masterplan SPD setting the framework for provision of a Reading Road to Wellington Road link.

The Proposed Development responds to these policy aspirations. It will encourage non-car modes of travel through the provision of a public transport interchange that meets the needs of a range of users, whilst helping to alleviate congestion in Wokingham town centre. Through these means, the Proposed Development would serve as a catalyst for economic growth in Wokingham, helping to facilitate the delivery of WBC Core Strategy DPD.

8 ENVIRONMENTAL EFFECTS OF THE PROPOSED DEVELOPMENT

The ES considers the likely significant environmental effects of the Proposed Development during construction and once completed. Measures have been recommended to prevent, reduce and where possible offset any significant adverse effects on the environment and to provide enhancement opportunities. The Applicant invites appropriate and relevant planning conditions to secure such mitigation if required. The key findings of each of the technical assessments included within the ES are summarised below.

These and other studies have also advised on design aspects including the extent and nature of the landscape mound, access arrangements, measures to minimise environmental effects, and the outline drainage and lighting strategies for the Proposed Development.

Transport and Access

The ES included an assessment of the potential significant environmental effects of the Proposed Development (and other permitted or planned schemes in the vicinity) on local and strategic transport networks in the vicinity of the Site. In particular, the assessment considered the effects in relation to severance (when a road becomes heavily trafficked, making crossing the road a problem, or when a new route physically divides existing land), driver stress and delay (the time reliability of a journey), cyclist amenity and delay (the relative pleasantness of a journey), fear and intimidation, and accidents and safety during construction and once operational (in 2014, the year of opening; and in the future in 2029).

Construction traffic will enter the Site from Reading Road with all delivery and vehicle movements via this access. Some small works (such as tree and undergrowth clearance) may be taken from Alderman Willey Close in the initial stages, but this will be a small number of vans/cars. The assessment estimated that 42 to 44 two-way construction vehicle movements per day would be generated during the construction process. This represents a 0.3% increase in traffic on Reading Road and is considered to have a temporary medium-term effect of negligible significance.

The Proposed Development has been designed to help reduce congestion and queuing around Wokingham Railway Station, in particular queuing in the vicinity of the Wellington Road/Station Road junction, adjacent to the level crossing. The Proposed Link Road is not expected to generate any additional vehicular trips, however, it is expected that a new, improved highway network will result in some re-routing of traffic flows.

Given the improvements to pedestrian and cyclist facilities incorporated within the Proposed Development, coupled with a reduction in daily traffic flows along the majority of links considered, overall, in the opening year (2014) and the future year (2029), there is likely to be a direct, permanent, long term effect of moderate positive significance on severance, pedestrian and cyclist amenity, fear and intimidation and accidents and safety. It is likely that the impact on driver stress and delay is direct, permanent, long term and of minor positive significance.



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Noise and Vibration

The ES included an assessment of the likely significant environmental effects of noise and vibration from the Proposed Development during construction and operational phases on sensitive receptors (such as neighbouring properties).

During construction, the assessment considered the potential for noise and vibration to arise from construction traffic movements and from demolition and construction activities (including the operation of demolition/construction equipment). The assessment identified that some temporary significant noise effects are likely during this stage, however with appropriate mitigation measures in place (including the use of appropriate site hoarding and the careful selection of construction equipment), noise and vibration will be minimised. The residual effects of noise and vibration during construction are considered to be negligible to moderate negative.

Once operational there will be both positive and negative effects, as a result of the Proposed Link Road both introducing traffic noise to dwellings where there is currently a limited degree of such noise, whilst reducing traffic from some of the surrounding roads. The highest positive effects occur along Station Road, whilst the highest negative effects occur at Elizabeth Court. The residual effects of traffic noise are considered to range from major negative to moderate positive, but are negligible at most receptors. It should be noted that although major negative effects are identified, these effects are expected at a limited number of receptors only and are not of a level that requires statutory mitigation techniques such as noise insulation.

Air Quality

The ES included an assessment of the effects of the Proposed Link Road on local air quality during demolition/construction and operation.

A qualitative assessment of the potential effects on local air quality from demolition / construction activities was undertaken. The potential for construction dust to be generated from demolition and construction activities (such as materials handling and the demolition of numbers 48 and 50 Reading Road) was considered to have potential to affect properties in the area immediately surrounding the Site (up to 200 metres away). However, with appropriate mitigation measures in place, such as the use of hoarding around the Site and dust-suppressed tools, it was considered that there would be a temporary minor negative to negligible effect. The effect on air quality from the emission of pollutants from construction vehicles was considered to be temporary minor negative to negligible.

The assessment considered the potential for significant effects from the emission of pollutants (nitrogen dioxide and particulate matter) from road traffic once the Proposed Link Road is operational. The assessment identified that there will be both positive and negative effects as a result of traffic redistribution, which are considered to range from slight adverse to substantial beneficial, with imperceptible changes at most receptors. On balance, however, it is considered that the Proposed Development will benefit local air quality, particularly in the vicinity of the Wellington Road/Station Road junction and Shute End junction (which will experience a decrease in traffic as a result of the Proposed Development) through reducing congestion and improving traffic flow.

Ecology and Nature Conservation

The ES included an assessment of the likely significant environmental effects with respect to ecology (wildlife) and nature conservation. A number of wildlife surveys were undertaken on the Site and its surrounds in 2011 which found that the Site comprised mainly man-made ground (hard standing), grassland and scrub, with small areas of broad-leaved semi-natural woodland and two buildings. Although small numbers of nesting birds and foraging bats are present within the Site, slow worms are the only species of any significant value present within the Site. The invasive species Japanese knotweed is present to the west of Alderman Willey Close on-site.

The ecological assessment considered the effects of the Proposed Development in relation to the trees, slow worms and Japanese knotweed during construction. Appropriate mitigation will be implemented to ensure that there will be no significant effects arising to slow worms or from the spread of Japanese knotweed



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over the long-term. In particular, slow worms will be displaced and excluded from the Site and Japanese knotweed will be treated on or offsite in accordance with DEFRA and Environment Agency requirements. Some mature trees will be removed as a result of the Proposed Development, however replacement tree planting will be provided resulting the net increase in trees and a Probable Direct Long-term Negative residual effect at the Site scale.

No significant effects to the wildlife and nature conservation are anticipated during the operational phase of the Proposed Development

Townscape and Visual Character

The ES included an assessment of the effects of the Proposed Link Road on townscape and visual character during demolition/construction and operation.

Existing townscape features, designations and views were identified as part of a baseline townscape and visual effect assessment.

The Site is located in an urban context, to the east of Wokingham Railway Station and the Reading to London Waterloo / Guildford Railway Line. The Site’s immediate surroundings comprise a mix of residential uses, some commercial industrial uses within Station Industrial Estate, (located to the west of the Reading to London Waterloo / Guildford Railway Line) and a variety of retail and community uses. The Site is currently comprised partly of previously developed land (including sections of Oxford Road, Barkham Road, Reading Road, Station Road, Shute End and Wellington Road as well as a section of the station car park) and partly woodland and scrub.

During the demolition and construction phase, the main effects related to loss of some mature trees and vegetation as well as the additional visual intrusion and noise of working machinery, plant and demolition works as well as the loss of some mature trees. Mitigation measures suggested for the construction phase included keeping the Site, entrances and access roads tidy to reduce the visual clutter associated with building works, protection of trees and the use of artwork on hoardings around the Site. The effects during construction will be temporary in nature and will vary in significance from minor to major negative.

The assessment considered the potential alteration of the setting of townscape features and designations (including Holt Copse and Joel Park Local Nature Reserve, trees and vegetation on-Site, adjacent listed buildings and Wokingham Town Centre Conservation Area), townscape character and views once the Proposed Link Road operational. The design of the Proposed Development incorporates a Landscaping Strategy with the proposals for planting grass verges, tree, shrub, hedgerow and wildflower meadow alongside the Proposed Link Road, together with trees along Reading Road and extension of the existing formal flower beds at the junction of Shute End and Station Road. Additionally, it was recommended that high quality materials be applied in the hard landscaping design. The long-term residual effects on townscape and visual receptors are considered to range from moderate negative to moderate positive.

Archaeology and Cultural Heritage

The ES included an assessment of the effects of the Proposed Link Road on the historic landscape and historic buildings during demolition/construction and operation.

The Site lies partly within Wokingham Town Centre Conservation Area, but is considered to fall outside of the highly sensitive zones. In addition there are a small number of isolated Listed Buildings in the study area including the Parish Rooms of St Paul’s Church and the WADE Centre. The key (known) below ground, archaeological assets within the Site are from the Medieval (1066 – 1485 AD) and Post Medieval (1485 – 1750 AD) periods.

The assessment considered the potential for disturbance to below ground archaeological remains during demolition / construction activities. Accordingly, a programme of archaeological recording (i.e. excavation, evaluation and storage off-site) is proposed to minimise the potential for such effects. However, despite the implementing of such a programme, there remains potential for disturbance to buried archaeological assets and an effect of negligible to minor negative significance. There may also be temporary effects of negligible to minor-moderate negative significance in relation to historic buildings, which may be subject



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to increased dust, vibration, traffic and visual intrusion. The buildings to be demolished (numbers 48 and 50 Reading Road) fall outside of Wokingham Town Centre Conservation Area.

There will be no effects on archaeological resources once the Proposed Development is operational as all potential effects will have occurred and been mitigated during the construction phase. In terms of cultural heritage, the introduction of the Proposed Link Road will result in a direct change on views towards sensitive heritage assets in the study area, considered to result in effects of negligible to minor negative significance.

Ground Conditions and Contamination

The ES included an assessment of the likely significant environmental effects with respect to ground conditions and contamination.

The Site is underlain by a combination of topsoil, made (man-made) ground, sands and clays. There is considered to be potential for contaminants to exist in the ground, related to current and historical uses of the Site particularly in the vicinity of the railway. A ground investigation undertaken in the north of the Site identified traces of asbestos within the made ground and hydrocarbons in the groundwater beneath the Site.

The main effects during demolition / construction of the Proposed Development include the potential for contaminated ground to be disturbed during the works. Construction works and nearby residents may become exposed to any contamination present, and contaminants may also enter nearby water resources (including groundwater beneath the Site). With implementation of mitigation measures, such as provision of appropriate Personal Protective Equipment to construction workers and remediation of any contaminated land, these effects will be of negligible significance.

Once the Proposed Development is operational, there is limited potential the occupants of third party properties, maintenance staff, groundwater and surface water features to become exposed to contamination on-site and with appropriate pollution control measures in place, there is considered to be the potential for negligible effect on these receptors.

Water Resources and Flood Risk

The ES included an assessment of the potential effects of the Proposed Development on water resources and flood risk. The potential effects that were assessed included alteration of the drainage regime (and associated effects, including flood risk) and contamination of surface water.

A small unnamed drainage ditch lies within the Site, adjacent to the north of the existing station car park, however this drainage ditch is soon to be culverted (by Network Rail as part of the redevelopment of Wokingham Railway Station, which forms part of a separate proposal to the Proposed Development). The nearest watercourse is the Emm Brook, located approximately 350 metres to the south west. The Site lies in an area considered by the Environment Agency to be at low risk of flooding.

During demolition / construction, there is potential for nearby water resources to become contaminated for example through the spillage of fuels. Drainage patterns may also be altered (due to the change in surfacing of the Site), which may lead to the potential for localised flooding. Best practice measures, such as temporary surface water management systems, will be implemented, following which there will be negligible effect on water resources and flood risk.

Once operational, there is potential for oil residues and other pollutants from vehicles to contaminate nearby surface water features and for the drainage regime to be affected. The Proposed Link Road will incorporate a Surface Water Drainage Strategy (discharging to the existing sewer network as agreed with Thames Water) that will mitigate such effects. Additionally, pollution control measures (such as oil/water interceptors) will be installed. The long-term residual effects of the Proposed Development on water resources and flood risk are considered to be negligible.

Socio Economics and Community

The ES included an assessment of the likely significant effects of the Proposed Development on socio economics and community.



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The assessment acknowledged that Wokingham currently endures a legacy of lack of infrastructure investment and very high levels of private car ownership and low public transport usage, with 53.2% of Wokingham Borough households owning two or more cars. In particular, the Wokingham Town Centre Masterplan Supplementary Planning Document recognises that there is an existing problem with congestion in the town centre, which may be limiting to the town centre’s growth.

The assessment identified that construction phase will generate employment on-site and additional benefits will accrue from spending in the local economy during the construction phase however these are considered to be of only negligible significance.

Once operational, the assessment identified that the Proposed Link Road could enable additional opportunities for additional development alongside the link road and on other sites within the town centre. The Proposed Development could therefore serve as a catalyst for development of other sites identified in the Town Centre SPD and deliver the objectives of WBC Core Strategy, and as such is considered to have potential for a long term, moderate positive effect.

Artificial Lighting

The ES included an assessment of the effect of the Proposed Development on existing lighting levels within the area, during the construction works and once the Proposed Development is complete. A lighting survey was undertaken at the Site that recorded levels of both illuminance (light spill) and luminance (glare and sky glow) at key locations to illustrate the current night time scene, particularly in the vicinity of nearby residential properties.

During the demolition and construction phase, the principal lighting effects are likely to be associated with the requirement for temporary lighting to illuminate temporary car parking areas, the contractor’s compound and working areas. Measures will be taken to ensure that the effects of light spill, glare and sky glow towards sensitive receptors (nearby residents and users of the local highway network) are effectively mitigated. Overall, the residual effect on sensitive receptors during the demolition and construction phase will be phased and temporary in nature and considered to be of negligible to minor negative significance.

During the operational phase, the introduction of artificial light sources as part of the Proposed Link Road will result in changes to the current baseline conditions, especially for the areas of the Site which are not currently lit by highways lighting. However, the adoption of controlled lighting and the lighting strategy (which specifies low light pollution flat glass luminaires and will include night time dimming of street lighting where suitable) in accordance with current best practice guidance, during the operational phases, together with the screening afforded by the existing and proposed vegetation will ensure that the potential effects on surrounding sensitive receptors from light spill, glare and sky glow are minimised. Overall, the effect on sensitive receptors (nearby residents and users of the local highway network) following completion of the Proposed Development is considered to be of negligible to minor negative significance.

Cumulative Effects

The ES included an assessment of the potential for cumulative environmental effects to arise from the Proposed Development. Two types of cumulative effects were considered including effect interactions (i.e. different types of effects to the same sensitive receptor) and the combined effect of the Proposed Development and the following developments (identified on Figure 4 below):

North Wokingham Strategic Development Location (SDL) - allocation for 1,500 dwellings, community centre, medical centre, local retail centre, nursery and primary schools within the WBC Core Strategy, with EIA Scoping Report submitted for Phase 1 submitted in 2011. Construction is assumed to commence in 2013 with 100 dwellings complete by 2014;

South Wokingham SDL - Scheme assumed to comprise 2,500 dwellings with supporting retail and infrastructure. Construction is assumed to commence in 2013-2014 with 100 dwellings complete by 2014. No planning applications have been submitted for this SDL to date; and

Wokingham Town Centre Regeneration Scheme – 191 dwellings; 1,600 square metres (sqm) Use Classes A3/A4/A5 (Food & Drink); 10,000sqm Use Classes A1/A2 (Retail); 3,000sqm Use Class C1



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(Hotel); and 5000sqm Use Class A1 (Supermarket). Construction is assumed to commence 2012/2013 and to be completed by 2017. No planning applications have been submitted for this scheme to date.

Figure 4: Cumulative Schemes

During demolition and construction the majority of interactive effects relate to nearby properties where temporary effects are expected in terms of noise, vibration, changes in air quality and changes in views and artificial lighting. These effects range in significance from negligible to major negative. Temporary interactive effects from a combination of changes in views, disturbance and increase in artificial lighting are expected on Wokingham Towns Centre Conservation Area and the Grade II* listed buildings St Paul’s Church and WADE Centre, which are also considered to range from negligible to major negative. The loss of broadleaved woodland on-site during construction is considered to have both wildlife and townscape and visual effects of Site level to major negative. It is important to note that these impacts will be temporary and intermittent during the construction works.

Once the Proposed Development is complete, the main long-term interactive effects of the Proposed Development on nearby properties are expected to arise from changes in transport patterns and associated effects on noise, vibration and air quality, and changes in townscape receptors and views. Effects range from major negative to major positive. The effects on Wokingham Town Centre Conservation Area, and the Grade II* listed buildings St Paul’s Church and WADE Centre, from a combination of changes in views, disturbance and increase in artificial lighting are expected to range from moderate negative to moderate positive.

The main effects with the cumulative schemes will occur once the Proposed Development is complete. At this time there is considered to be a permanent, long term effect of moderate positive significance on transport; an indirect, positive cumulative effect at the Borough level associated with delivery of new housing and employment within the town centre and enhancement of the viability of the centre; and a slight adverse to substantial beneficial effect on local air quality. In terms of townscape and visual character, the cumulative effect of all four sites at operation is considered to be of negligible to minor positive significance, given the potential improvements to public realm, some loss of open space and limited inter-visibility between the sites.



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No significant cumulative effects (above negligible level) are expected in respect of any of the other disciplines.

9 RESIDUAL EFFECTS AND CONCLUSIONS

The Proposed Development has been designed to help reduce congestion and queuing around Wokingham Railway Station, in particular queuing in the vicinity of the Wellington Road/Station Road junction, adjacent to the level crossing. The Proposed Link Road is not expected to generate any additional vehicular trips, however, it is expected that a new, improved highway network will result in some re-routing of traffic flows.

Residual effects are the effects remaining after the implementation of appropriate mitigation measures. The key long-term residual likely significant environmental residual effects of the Proposed Development generally relate to the operation of the Proposed Development and are considered to be:

Transportation and Access - Given the improvements to pedestrian and cyclist facilities incorporated within the Proposed Development, coupled with a reduction in daily traffic flows along the majority of links considered, overall, there is likely to be a direct, permanent, long term impact of minor to moderate positive significance on transport and access;

Noise and Vibration - The residual effects of traffic noise are considered to range from major negative to moderate positive, but are negligible at most receptors;

Local Air Quality - It is expected that there will be both positive and negative effects on local air quality, as a result of traffic redistribution, which are considered to range from slight adverse to substantial beneficial;

Ecology and Nature Conservation - There will be no significant effects arising on slow worms or from the spread of Japanese knotweed over the long-term. The net loss of trees and a Probable Reversible Direct Long-term Negative residual effect at the Site scale.

Townscape and Visual Character - The long-term residual effects on townscape and visual receptors are considered to range from moderate negative to moderate positive;

Archaeology and Cultural Heritage - The introduction of the Proposed Development will result in a direct change views from sensitive heritage assets in the study area, considered to result in effects of negligible to minor negative significance in terms of disturbance on built heritage remains;

Ground Conditions and Contamination – There is limited potential for effects to arise from contamination over the long-term and negligible effect on all receptors considered;

Water Resources and Flood Risk - The residual effects of the Proposed Development on water resources and flood risk are considered to be negligible;

Socio Economics - The Proposed Development could therefore serve as a catalyst for development of other sites identified in the Town Centre SPD, and as such is considered to have potential for a long term, moderate positive effect through helping to achieve the objectives of Wokingham Borough Council Core Strategy DPD; and

Artificial Lighting - Overall, the residual effect on sensitive receptors (nearby residents and users of the local highway network) following completion of the Proposed Development is considered to be of negligible to minor negative significance.



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FURTHER ENQUIRIES

This Non-Technical Summary provides a general description and account of the environmental, social and economic effects of the Proposed Development. The full details of the assessment of likely significant environmental effects are presented in the Environmental Statement.

Copies of this document and the Environmental Statement are available for viewing on WBC’s website and at the council offices.

Alternatively, the Non-Technical Summary and complete Environmental Statement can be obtained for a cost, excluding VAT and postage. If you wish to order further copies of this document or a copy of the Environmental Statement please contact WSP Environmental Ltd on 020 7314 5000.

PROJECT TEAM:

Team Member Role Wokingham Borough Council (Highways and Transport Department)

The Applicant, Scheme Design

EIA Co-ordination, Transport and Access, Noise and Vibration, Air Quality, Ecology, Townscape and Visual Impacts, Archaeology and Cultural Heritage, Soils, Geology and Contamination, Water Resources and Flood Risk, Socio Economics, Artificial Lighting.