North doncaster chord environmental statement

North Doncaster Chord
Environmental Statement
4.5 - Non-Technical Summary

Infrastructure Planning (Applications: Prescribed Forms and
Procedure) Regulations, Regulation 5(2)(a)

May 2011
Network Rail

North Doncaster Chord
261980 EVT NTS A

Environmental Statement XXXX
25 February 2011

4.5 - Non-Technical Summary
Infrastructure Planning (Applications: Prescribed Forms and
Procedure) Regulations, Regulation 5(2)(a)

May 2011

Network Rail

Network Rail
George Stephenson House,
Toft Green,
York,
YO1 6HP

Mott MacDonald, 2nd Floor, 2 Brewery Wharf, Kendell Street, Leeds LS10 1JR, United Kingdom
T +44(0) 113 394 6700 F +44(0) 113 394 6701, W www.mottmac.com

North Doncaster Chord Environmental Statement

Issue and revision record
Revision Date Originator Checker Approver Description
A 21 January 2011 F. Kilmurray K. Leather J. Jackson Draft for client comment

B 11 February 2011 F. Kilmurray K. Leather J. Jackson Final draft for client comment

C 25 February 2011 F. Kilmurray K. Leather J. Jackson Final draft for IPC consultation

D 18 May 2011 F. Kilmurray K. Leather J. Jackson Final Issue

This document is issued for the party which commissioned it We accept no responsibility for the consequences of this
and for specific purposes connected with the above-captioned document being relied upon by any other party, or being used
project only. It should not be relied upon by any other party or for any other purpose, or containing any error or omission which
used for any other purpose. is due to an error or omission in data supplied to us by other
parties.

This document contains confidential information and proprietary
intellectual property. It should not be shown to other parties
without consent from us and from the party which
commissioned it.

Mott MacDonald, 2nd Floor, 2 Brewery Wharf, Kendell Street, Leeds LS10 1JR, United Kingdom
T +44(0) 113 394 6700 F +44(0) 113 394 6701, W www.mottmac.com


Content

Chapter Title Page

1. Introduction 1

2. Location 2

3. Need for the North Doncaster Chord 3

4. Scheme Overview 5

5. Construction, Operation and Decommissioning 9

6. Environmental Impact Assessment 10

7. Conclusions 22

261980/EVT//NTS/D 18 May 2011
http://pims01/pims/llisapi.dll/properties/1473505666


1. Introduction

1.1 Background

This Non-Technical Summary (NTS) provides a summary of the Environmental Statement (ES) which
accompanies an application for a Development Consent Order to the Infrastructure Planning Commission
(IPC) for the proposed North Doncaster Chord scheme. Network Rail commissioned Mott MacDonald to
assist with the delivery of the detailed design for the proposed chord.

The scheme consists of a new railway viaduct over the East Coast Main Line (ECML) and 3.2 kilometres
(km) of associated railway line connecting two freight lines, the Askern line and the Skellow line. As part of
the scheme, Network Rail is also proposing to provide a highway bridge over the ECML to the north of
Joan Croft level crossing. Once the highway bridge has been completed, it is the intention to close the
Joan Croft level crossing. This is designed to increase the capacity of high speed traffic on the ECML, as
well as enhancing freight movements on both the Skellow and Askern lines.

1.2 Role of the Environmental Statement

An Environmental Impact Assessment (EIA) involves the collection of extensive environmental information
to help identify and assess any environmental effects that are likely to arise from the proposed scheme.
The Environmental Statement (ES) reports the findings of the EIA and has been prepared to accompany
the application for a Development Consent Order.

The ES reports:
any significant environmental effects that the North Doncaster Chord scheme may have;
the means of mitigating these effects, where appropriate; and
any significant residual effects which remain after mitigation has been applied.

A significant effect is one that, in the opinion of the EIA specialists, needs to be brought to the attention of
the decision maker; in this instance, the IPC. It may be beneficial or adverse, and temporary or permanent.
Mitigation measures are actions that are implemented to reduce the significance of an environmental effect.
The effect that remains after the implementation of mitigation measures is known as the significant residual
effect.

This Non-Technical Summary provides an overview of the main findings of the ES for the North Doncaster
Chord scheme.

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2. Location

The site of the proposed scheme is located approximately 5 km north of Doncaster, South Yorkshire as
shown in Figure 1. The purple shading depicts the approximate extent of the construction corridor for the
route of the new chord.

Figure 1: Site Location

Askern
Line
Askern
Line
ECML
ECML

Applehurst
Chord
Applehurst
Chord
Skellow
Line
Skellow
Line

South to Doncaster
Town Centre
South to Doncaster
Town Centre

Source: Mott MacDonald, 2011

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3. Need for the North Doncaster Chord

3.1 Need for the North Doncaster Chord

The ECML provides a rail link between London and Scotland and is becoming increasingly busy. Freight
trains currently join the ECML passenger line from Applehurst Chord (see Figure 1). Over the past decade,
there has been a 35% increase in passengers travelling between Doncaster and York and a 60% increase
in the amount of freight carried by rail across the UK, and passenger growth is expected to continue.

The proposed scheme allows freight trains to travel on a flyover over the ECML and therefore removing
slow moving freight trains from the busy ECML. By removing the freight trains, there will be more
opportunities for increased passenger services on the ECML in the future.

3.2 Scheme Benefits

Creating a new railway that crosses over the ECML will support national Government policies on climate
change, air quality and train service performance as outlined in ‘The Case for Rail, 2007.’ This is just one of
the projects that make up part of a programme of works to create extra capacity on the ECML by removing
slow moving rail freight trains.

The benefits associated with the project include increased passenger numbers, and a consequential
increase in revenue, through greater reliability. In North Doncaster, the proposed scheme will:
create extra capacity to run more passenger services on the ECML;
create the potential for extra freight trains to run, taking more traffic off roads; an average freight journey
typically takes approximately 50 lorry journeys off the road;
environmental benefits relating to reduced road traffic emissions if more freight is carried by train rather
than by road; and
increase the frequency and improve long distance passenger services throughout the day.

In addition, it is expected that there will be wider socio-economic benefits arising from the scheme through
improvements to passenger rail services. These improvements will allow easier access for business travel
and recreational opportunities in other towns and cities.

3.3 Consideration of Alternatives

The North Doncaster Chord scheme has been in development since 1997 and during this time a wide
range of different engineering layouts and options have been considered, including do nothing, timetable
amendments, consideration of alternative routes in the nearby region, etc. However, alternatives to the
location of the scheme are limited due to the overall aim of removing freight from the ECML in this area,
and provision of a direct link between the Askern and Skellow lines was determined to be the obvious
solution. Whilst slightly varying alignments of the new chord have been considered, the general location of
the chord has been relatively fixed since commencement of design work on the scheme.

The design of the North Doncaster Chord scheme has included a range of feasibility studies, signalling
considerations, environmental assessments etc. This has resulted in consideration of a number of different
options. The recommended option was amended during the design process to include a highway bridge
following public consultation undertaken in June 2010.

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In addition to the alignment, consideration has also been given to a number of alternatives concerning the
construction access routes, type of viaduct structure and embankment fill that will be used in the scheme.
As part of this process, the results from the environmental surveys were used to influence the design and
reduce environmental impact. This has included using the results of the ecology and tree surveys to
position passing places on Rockley Lane and Holme Lane to avoid the need to remove mature trees. The
introduction of the highway bridge in the scheme has also allowed a reduction in height of the viaduct and
associated embankments, which helps to reduce the visual impact of the proposed scheme.

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4. Scheme Overview

4.1 Site Area

The site is located approximately 5 km north of Doncaster, South Yorkshire as shown in Figure 1 above.
The area where the proposed scheme is to be located is predominantly rural, with the surrounding land
used mostly for agricultural purposes as shown in Figures 2 to 4 below.

Figure 2: Existing view looking north-west from Bell Croft Lane


Many of the fields in the area are bordered by mature hedgerows and occasional trees and the roads which
pass through the area are narrow, single track roads with occasional passing places. The area is also
crossed by several existing railway routes. This includes the busy ECML, in addition to the Skellow freight
line and the Askern Line, which is predominantly freight but has a limited number of passenger services
each day. As a result, there are numerous existing level crossings in the area; some of them are for use
only by farm vehicles, whilst others are located on the roads passing through the area such as the
crossings over the ECML and the Askern Line on Joan Croft Lane.

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Figure 3: Existing view looking south-west from Airey Lane


The main feature of the landscape aside from the railway infrastructure is the currently disused Thorpe
Marsh Power Station, which is located directly south of the Skellow Line. Thorpe Marsh Power Ltd
submitted an application in February 2010 to the Department of Energy and Climate Change under the
Electricity Act to build a new combined cycle gas turbine (CCGT) power plant on the site of the old Thorpe
Marsh Power Station. There is a possibility that the construction programme for the CCGT plant will overlap
with the proposed construction programme for the North Doncaster Chord scheme. However, it is
considered that the key cumulative impacts of the two schemes will relate solely to construction effects
resulting from a temporary increase in construction-related road traffic. Ongoing consultation is being held
between Network Rail and Thorpe Marsh Power Ltd to aim to minimise any potential cumulative impacts.

Figure 4: Existing view looking west from Thorpe Gates towards Joan Croft level crossing


4.2 Environmental Designations

According to the Doncaster Metropolitan Borough Council (DMBC) Unitary Development Plan (UDP) land
allocation map, all land to the west of the ECML is designated as greenbelt land. Part of the new railway
will therefore be located within land classified as greenbelt.

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The proposed scheme does not intrude into any environmentally designated sites.

There are a number of designated sites located within 2 km of the proposed North Doncaster Chord and
the construction haul routes including Owston Hay Meadows and Shirley Pool Site of Special Scientific
Interest.

4.3 Scheme Description

The scheme combines the construction and operation of a new railway flyover over the ECML (referred to
as a chord) from the Skellow Line to the Askern Line in the vicinity of Joan Croft level crossing, north of
Doncaster. As part of the scheme, Network Rail is proposing to close Joan Croft level crossing and replace
this with a highway bridge over the ECML, as shown in Figure 5 below.

Figure 5: Visualisation of proposed scheme, showing new highway bridge


The new chord will consist of two embankments from the Askern and Skellow lines leading to a multi-span
viaduct which crosses Joan Croft Lane and the ECML, as shown in Figure 6 below.

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Figure 6: Visualisation of proposed scheme, showing new viaduct


The new multi-span viaduct and highway bridge will be constructed from steel and concrete. Deliveries of
fill material required for the embankments will be partly by rail to reinstated sidings located to the east of
the ECML to help minimise the number of road deliveries needed.

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5. Construction, Operation and
Decommissioning
5.1 Construction

A detailed construction plan documents the order and timing of construction activities including the
refurbishment of the rail sidings at Thorpe Marsh Power Station, signalling works, highway improvements,
site clearance, earthworks and the construction of the viaduct and highway bridge.

It is anticipated that construction works will commence in July 2012 for advance works which will include
the diversion of utilities and setting up site accommodation. The main construction works will take place
over a 17 month period between December 2012 and April 2014. The core construction working hours will
be from 0700 hours to 1900 hours Monday to Friday and from 0800 hours to 1300 hours on Saturdays,
although there may be some night time deliveries by rail to the reinstated sidings.

In addition to the scheme specific mitigation and best practice guidance, Network Rail is committed to
environmental protection and this is managed predominantly by the Contract Requirements – Environment
document, which all contractors involved in the scheme will be required to abide by.

5.2 Operation

It is the aspiration to increase the number of off peak Long Distance High Speed (LDHS) services on the
ECML from 6 trains to 7 trains per hour and for high peak trains from 6 trains to 8 trains per hour. The
North Doncaster Chord scheme allows freight traffic to be routed to a more direct route avoiding the ECML,
enabling paths to be used by passenger services in line with predicted growth demands.

5.3 Decommissioning

Decommissioning has to be considered as part of the design life cycle, in line with the Waste Management
plan in accordance with Contract Requirements – Environment documentation and other Network Rail
guidance notes, the railway structures are designed for 120 years, taking into account regular routine
maintenance. In the event that the viaduct and highway bridge are removed at some point in the future, it
should be possible to separate the individual materials for potential reuse or recycling due to the relatively
simple construction materials of the railway chord and viaduct. Fill material to be used for embankment
construction could also be reused where appropriate and in accordance with the Waste Management plan
and Network Rail’s environmental management objectives for recycling.

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6. Environmental Impact Assessment

6.1 EIA Scoping

An EIA Scoping Report was prepared for the scheme and formally submitted to the IPC in July 2010. The
objective of the scoping exercise was to identify which aspects of the scheme are likely to give rise to
environmental effects, and to determine the scope of work required for the preparation of the ES. The IPC
has a duty to consult widely before adopting a scoping opinion. The IPC circulated the scoping report to a
wide range of consultees including the relevant statutory undertakers, such as Natural England, and local
authorities to seek the views from consultees on the scope and method of the EIA.

The Scoping Opinion was provided by the IPC in September 2010. The Scoping Opinion indicated that
overall, the IPC was satisfied that the topics identified in the EIA Scoping Report were suitable for the
scheme.

In addition to the formal scoping consultation process, ongoing liaison has been undertaken with relevant
bodies during the design process to address particular aspects during the scheme design and
development. For example, this has included discussions with the Environment Agency to incorporate
consideration of the flood plain and to aid in the creation of an appropriate drainage design for the scheme.

6.2 EIA Consultation

Consultation has been undertaken throughout the scheme development process providing opportunities for
others including the general public to influence and inform the proposals.

This has included:
ongoing liaison with members of DMBC;
public consultation including exhibitions, flyers and questionnaires;
meetings with local landowners;
meetings with statutory consultees;
information in the local press; and
community workshop.

6.3 Planning Policy

National, regional and local planning and other policies relevant to the EIA for the scheme were identified.
These policies were reviewed to assess compliance of the proposed scheme with all regulations. A
Planning Statement has been produced and will accompany the planning application to provide
commentary on how the proposed development aligns and is compliant with all relevant policies.

6.4 Environmental Effects

A summary of the findings of the technical assessments undertaken for the North Doncaster Chord EIA is
presented below.

6.4.1 Air Quality

In line with best practice, the air quality assessment has considered vulnerable receptors, focusing on
residential properties located near to the proposed scheme. The construction assessment has focused on

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changes in air quality from construction dust and traffic emissions. The operational assessment has
considered the potential for the scheme to influence traffic flows and generate air pollutants. Operational
effects have been scoped out from further consideration as no significant effects were predicted.

Construction Effects

Network Rail requires all contractors to abide by their specific requirements for controlling dust emissions
through implementation of the Nuisance Management Plan. Measures will be put in place to avoid creation
of significant effects caused by dust from the scheme, including damping down stock piles of earth with
water, wheel washing and covering up of supplies, enclosed rubble chutes, use of prefabricated materials
to minimise grinding, sawing and cutting on site and ensuring compliance through site inspections. The
contractor will be required to strictly adhere to the Nuisance Management Plan and these dust control
measures as part of the incorporated mitigations. Such measures will help towards prevention of
significant air quality effects on the local residential properties.

Operational Effects

The proposed scheme is not predicted to significantly affect traffic flows on local roads, nor will it
significantly alter the nature or location of locomotive emissions. Further evidence of this was obtained
through a detailed traffic assessment; see section 6.4.8 of this Non Technical Summary.

Residual Effects

On the assumption that appropriate mitigation measures are implemented, as outlined within the
Environmental Statement, it is considered that there will be no significant adverse residual effects on air
quality within the study area.

6.4.2 Community

Network Rail has undertaken engagement and consultation activities to identify the issues that are
important to local residents, landowners and other stakeholders. The issues raised by members of the
community during the engagement and consultation have helped to inform the design of the scheme,
including the selected construction access routes and the inclusion of the highway bridge in the scheme.


The proposed scheme is expected to create around 50 additional construction jobs, and will have a
beneficial impact on employment. The temporary use of farm land for construction activities is likely to
result in a disruption to farming activities and this is expected to have an adverse effect on local farmers.
Effects on journey times, public rights of way and other indirect effects have been assessed and are not
considered to be significant.

Operational Effects

The closure of Joan Croft level crossing will result in the redeployment of Network Rail staff currently
working at this site. The replacement of the level crossing with a highway bridge is likely to result in a
beneficial effect on the local community from more reliable and shorter journey times.

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Residual Effects

The assessment of community effects has identified potentially significant residual effects during the
construction phase and the operational phase. The construction phase is predicted to result in beneficial
effects from employment and adverse effects from disruption to agricultural activity. The operational phase
is predicted to result in adverse effects from a possible loss of jobs and beneficial effects from improved
access for the community from the replacement of Joan Croft level crossing with a highway bridge.

6.4.3 Ecology

The assessment takes into account the combined results of a desk-based assessment and protected
species surveys to identify the presence of ecological features of importance within the areas of the
proposed scheme.

The scheme will not have an impact on any designated sites and the scheme design was amended to
avoid any effects on trees of high ecological importance resulting from the new passing places for the haul
routes. Protected species surveys identified the presence of bats, badgers, reptiles and great crested
newts (see Figure 7) within the study area.


Work associated with the construction phase of the scheme will have an adverse effect on habitats due to
the removal or infilling including hedgerows, scrub, scattered trees, grassland and ditches. Species
affected by the construction phase include the temporary removal of terrestrial habitat of great crested
newts, foraging habitat for badgers, reptiles and bats, and potential nesting habitat for birds. Mitigation has
been incorporated into the scheme design in order to reinstate habitats prior to the operational phase to
reduce these effects to an acceptable level.

Figure 7: Great Crested Newt surveys undertaken as part of the EIA


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Operational Effects

Work associated with the operational phase of the scheme will have an adverse effect on habitats due to
their permanent loss including hedgerows, scrub, scattered trees, ruderal, grassland and ditches, although
this has been minimised through careful design iteration. Species will be affected by the operational phase
due to the permanent loss of the terrestrial habitat of great crested newts, foraging habitat of badgers,
reptiles and bats and nesting habitat for birds. Incorporated mitigation to reinstate habitats and creating
planting to maintain foraging and commuting flight lines for bats will reduce these effects to an acceptable
level.

Residual Effects

Following incorporated mitigation, there are no significant residual impacts predicted for any of the
ecological features in the North Doncaster Chord study area during either construction or operation.

6.4.4 Geology and Soils

The ground conditions beneath the site are variable, although the investigations completed along the
proposed route have not identified the presence of any contamination.


The construction works will involve the disturbance, excavation and movement of soil during general
earthworks and ground improvement. The adoption of best practicable means during construction will
minimised potential risks to construction workers from exposure to any previously unidentified
contaminants. In addition, the contractor will be required to follow guidance from the Environment Agency
on ground works to mitigate the risk to groundwater.

With regards to geology, the implementation of an earthworks specification will help any excavated material
to be reused on site where possible.

Operational Effects

It is not anticipated any ground contamination will be caused by normal operation of the new chord, other
than in the event of an emergency. Assessment of operational effects on geology and soils has therefore
been scoped out of this EIA.

Residual Effects

Environmental Statement, it is considered that there will be no significant adverse residual effects on
ground conditions within the study area.

6.4.5 Historic Environment

The historic environment assessment included desk-based research and a geophysical survey to identify
the potential for previously unrecorded remains. The assessment concluded that the proposed scheme
would not have an impact on any designated heritage assets or non-designated assets of national
importance.

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Construction work associated with the scheme will have an effect on several locally important historical
landscape features, such as a parish boundary, and a green lane (as shown in Figure 8 below). Mitigation
measures will include checks by an archaeologist during excavation works in sensitive areas, photographic
recording and hedgerow reinstatement.

Figure 8: Honey Lands Lane – a characteristic “green lane”, looking south-east
towards Thorpe Marsh power station

Source: NAA, 2010

Incorporation of survey findings during the design process has enabled the route of the temporary
construction access road off Holme Lane to be changed to avoid any impact on the well-preserved ridge
and furrow earthworks (as shown in Figure 9).

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Figure 9: Surviving ridge and furrow earthworks in a small paddock located to the
rear of Holme Cottage, looking north-west towards Holme Lane

Source: NAA, 2010

Operational Effects

The visual setting of the former railway cottages at Joan Croft Junction will be affected by the operation of
the new viaduct and highway bridge. Mitigation through sympathetic planting to form a screen on the
proposed embankments has been incorporated to reduce the effect on these cottages within 15 years of
operation.

Mitigation will reduce, but not totally remove, adverse effects on the character of the historic landscape.
These effects will be associated with the loss of sections of the historic boundaries, including the parish
boundary. The operational effect on the cottages at Joan Croft Junction will reduce as the mitigation
planting matures, as shown in Figures 10 and 11 below. The adverse effect on any sub-surface
archaeological remains will be off-set by the beneficial effect of the archaeological investigations providing
information that could lead to an improved understanding of past activities in this area.

Residual Effects

Significant residual effects will remain following mitigation during construction the construction phase as a
result of the loss of sections of historic field boundaries and a parish boundary. There will also be a
significant adverse effect during operation as a result of the changes to the setting of the unlisted buildings
of local historic interest at Joan Croft Junction. However, these effects will gradually reduce in significance
during operation as trees planted as part of the scheme mature, reducing the visual intrusion of the
structures.

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Figure 10: Photomontage of the view looking west from Thorpe Gates towards the former railway cottages at Joan
Croft Level Crossing – Proposed View Year 1


Figure 11: Photomontage of the view looking west from Thorpe Gates towards the former railway cottages at Joan
Croft Level Crossing – Proposed View Year 15


6.4.6 Landscape and Visual Amenity

The landscape surrounding the scheme is predominantly rural. There are no conservation areas within the
site of the proposed scheme; however the western part of the site lies within an Area of Special Landscape
Value (ASLV). In addition, there are a small number of nearby houses affected by the proposed scheme
and the Trans Pennine Trail crosses the site. A Landscape Character Assessment was undertaken to
determine the value of the landscape, both of character areas and individual features and elements.


An iterative design process has ensured that the design has a minimum impact on landscape features such
as mature trees and hedgerows during the construction phase. Where hedges are removed for the
construction of the haul roads, new hedgerows will be planted in replacement.

Operation Effects

It is considered that the operation effect on landscape and visual amenity as a result of the North
Doncaster Chord scheme will have some significant effects. This is because two significant structures,
namely the viaduct and highway bridge, will be constructed in a relatively rural landscape. However, the
planting of trees and hedgerows in areas surrounding the scheme and on the embankments will help to

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screen the structures from nearby residential properties and public rights of way. The effect of the viaduct
and highway bridge can only be mitigated to a certain extent by planting due to the height of the structures
above ground level. Figures 12 to 15 show how the scheme will look, from different viewpoints, with
mitigation planting in Year 1 and Year 15.

Figure 12: Photomontage of the highway bridge looking south west – Proposed View Year 1


Figure 13: Photomontage of the highway bridge looking south west – Proposed View Year 15


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Figure 14: Photomontage of the proposed railway embankment looking north-west from Bell Croft Lane
– Proposed View Year 1


Figure 15: Photomontage of the proposed railway embankment looking north-west from Bell Croft Lane
– Proposed View Year 15


Residual Effects

Due to the height of the structures above ground level, there will be a significant residual effect on the
views of this area from properties within close proximity of the structures and from some of the local rights
of way which pass close to the existing Joan Croft level crossing. However, the level of these visual effects
will reduce in time as the landscape planting to be provided as part of the scheme matures and the
structures become more integrated into the local landscape.

6.4.7 Noise and Vibration

Due to the rural location of the proposed scheme, the noise level in the area of dwellings close to the
scheme extents is relatively tranquil in the absence of noise from the existing railways. The noise and
vibration monitoring (as shown in Figure 16) and assessment examined the potential effects on residential
properties due to the construction and operation of the proposed scheme.

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Figure 16: Noise monitoring undertaken as part of the EIA



Construction works will be limited to weekday daytime and Saturday morning periods, although some
limited activities will need to be undertaken at night to avoid disruption of rail services, in addition to
possible night time delivery of fill materials by train. The contractor will minimise any disturbance in
accordance with best practice and consideration of factors identified within the Construction Environmental
Management Plan and Nuisance Management Plan to be prepared for the works. The assessment showed
that overall average noise levels from construction works that are expected to occur during the daytime
would not exceed the lowest threshold for significant effects at dwellings.

Construction methods expected to be used in the railway and road bridge embankment works are unlikely
to cause disturbance at the nearest dwellings. Some short term noise and vibration effects are expected at
the closest residential properties during night works, otherwise there will be no significant noise and
vibration effects on residential properties during construction. Noise and vibration from construction traffic is
not expected to be significant, provided movements accessing the site are restricted to normal daytime
hours of work.

Operation Effects

Operational noise and vibration effects resulting from the proposed scheme are mainly associated with the
transfer of freight trains from the ECML to the proposed chord. The assessment accounts for noise from
additional passenger trains that could run on the ECML in place of freight trains. The assessment
concluded that there is an increase in noise at two residential properties to the north end of the proposed
scheme and a reduction in noise at the four residential properties at Joan Croft level crossing, which are
currently exposed to the highest levels of railway noise. Network Rail is committed to minimising
disturbance from the railway and a detailed assessment for the entitlement to noise insulation will be
undertaken.

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Residual Effects

Although mitigation measures will reduce noise and vibration levels, it is anticipated that there will be a
significant residual effect as a result of an increase in operational railway noise at Crossing Gate Farm, and
to a lesser extent at Blacker Green Farm.

6.4.8 Traffic and Transport

The traffic and transport assessment considered the potential effects of construction and operational traffic
in terms of other road users including pedestrians, cyclists and equestrians. Detailed traffic surveys have
been undertaken through consultation with DMBC in order to define existing traffic flows in the study area.

The local road network has been identified as comprising of rural roads which are often narrow with tight
corners and limited passing places, and the amount of traffic which can use them is therefore restricted.
The Trans Pennine Trail runs through the area and is popular with pedestrians, cyclists and equestrians,
especially during the summer months.


Effects on other road users will result from construction traffic which will need to access both the east and
west sides of the site. Improvements to the existing roads, appropriate scheduling of traffic movements,
creation of temporary sections of haul roads and the use of the rail network for the delivery of fill will help to
minimise the impacts from construction traffic.

Operational Effects

Once the scheme is operational, the highway bridge at Joan Croft will allow more reliable access to the
properties in the local area. This will also provide a safety benefit through removal of the interface of a road
traffic with a busy railway line.

Residual Effects

Environmental Statement, it is considered that there will be no significant adverse residual effects on traffic
flows within the study area.

6.4.9 Waste Management

The scheme will develop a Waste Management Plan to manage waste generated during construction and
will adhere to relevant waste management policies. Operational waste effects were scoped out from
further consideration as no significant effects were predicted.


Considerable volumes of material will be generated during construction, including spoil from excavation
works and off-cuts of construction materials such as concrete, bricks, metal and packaging waste. Material
will need to be reused on site wherever possible to aid the construction and landscaping process.
Inevitably, some material which cannot be reused or recycled will be removed from the site for disposal;
however, opportunities for recycling will be maximised. Any contaminated materials will be removed from

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site for disposal to a licensed waste management facility. A Waste Management Plan will be developed to
ensure that waste management procedures and environmental risks are minimised.

Residual Effects

Environmental Statement, it is considered that there will be no significant adverse residual effects on waste
management as a result of the scheme.

6.4.10 Water Resources

The assessment on water resources considered the potential effects on surface water and groundwater in
terms of water quality, changes in flows, changes in groundwater levels and flood risk relating to the
proposed scheme. A separate flood risk assessment was also prepared in support of the water resources
assessment.


The River Don and its tributary Ea Beck are located to the south and east of the site. These are unlikely to
be affected by construction. Numerous ditches managed by the Internal Drainage Board also cross the
proposed site. These ditches may be affected by contamination from construction activities. An alluvium
and a sandstone aquifer are also located under the site. Across much of the site, the sandstone is
protected by a layer of impermeable deposits, which limit the transfer of water from the surface to the
underlying sandstone. In the area of the proposed scheme the only potential pathway for surface water to
reach the bedrock is via piling activities which will be used to construct the viaduct and highway bridge. In
this area, the sandstone aquifer is not used for water supply.

Industry guidance and Network Rail’s Contract Requirements – Environment documentation will be
followed to limit the risk of contamination of the groundwater in the aquifer. A Pollution Incident Control
Plan will also be developed in order to help limit/contain any pollution; on this basis, there should be no
effects on water resources during the construction phase.

Operational Effects

There are not anticipated to be any operational effects on water resources.

Residual Effects

On the assumption that appropriate mitigation measures, as outlined within the Environmental Statement,
are implemented, it is considered that there will be no significant adverse residual effects on water
resources within the study area.

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7. Conclusions

The environmental assessment has identified that, through careful design and implementation of
appropriate mitigation measures, significant adverse effects on the environment can be largely avoided.
However, whilst Network Rail is committed to implementing appropriate mitigation measures for the
scheme, mitigation cannot entirely prevent residual effects, given the size and scale of the structures and
the topography and rural nature of the surrounding landscape.

The main environmental effects arise from introduction of the two structures which form part of the scheme,
namely the viaduct and highway bridge. The visual impact of these structures during both construction and
operation can only be reduced to a certain extent by screening and planting due to the height of the
structures above ground level. As a result, there will be an adverse effect on the views of this area from
properties within close proximity of the structures and from some of the local rights of way which pass close
to the existing Joan Croft level crossing. The presence of the new structures will also affect the setting of
the railway cottages at Joan Croft, which are properties of local historic interest. However, the level of these
visual effects will reduce in time as the landscape planting to be provided as part of the scheme matures
and the structures become more integrated into the local landscape.
Additional residual environmental effects comprise the loss of sections of historic field boundaries and a
parish boundary during the construction works, and the permanent diversion of a bridleway as a result of
the closure of the Owston Grange crossing. An increase in railway noise is also expected at Crossing Gate
Farm due to operation of the new chord, and to a lesser extent at Blacker Green Farm.

The scheme will also have beneficial environmental effects arising from reduction in journey times as a
result of the new highway bridge and potential employment opportunities during the construction phase. In
addition, the scheme will provide efficiencies for freight train services using the North Doncaster Chord and
will contribute to the overarching aim to increase capacity on the ECML, which may lead to an increase in
the use of rail services over road or air travel. As such, the scheme is predicted to have a beneficial effect
with respect to carbon dioxide emissions and climate change.

7.1 Your Comments

The full ES and supporting documents will be made available for public inspection at suitable locations
including the following:
Doncaster Borough Council office: Council House, College Road, Doncaster, DN1 1BR;
Askern Library, Station Road, Askern, Doncaster, DN6 0JA;
Post Office (Barnby Dun), 2 Stainforth Road, Barnby Dun, DN3 1AA; and
Central Library, Waterdale, Town Centre, Doncaster.

The full set of ES documents can also be purchased from Network Rail at the address identified on the
front of this NTS document. A charge may be made to cover part of the production costs. Alternatively, the
ES documentation, including this Non Technical Summary, is available to download on the Network Rail’s
website, www.networkrail.co.uk.

If you wish to make representations to the IPC about the application, you must register your interest with
the IPC. You may do so online at www.independent.gov.uk/infrastructure or by completing and submitting
a registration form to the IPC at Temple Quay House, Temple Quay, Bristol BS1 6PN. A copy of the
registration form may be obtained by calling the IPC helpline on 0303 444 5000. There will be a deadline
for registering after the application has been submitted and accepted.

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North doncaster chord environmental statement

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