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Transport for Wales Llanwern Rail Facilities EIA Scoping Report

Issue 1 | 20 February 2019

This report takes into account the particular instructions and requirements of our client.

It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number 265304-11

Ove Arup & Partners Ltd 4 Pierhead Street Capital Waterside Cardiff CF10 4QP United Kingdom www.arup.com

| Issue 1 | 20 February 2019 \\GLOBAL\EUROPE\BRISTOL\JOBS\265XXX\265304-00\4.50_REPORTS\ENVIRONMENTAL\SCOPING\PINS SCOPING REPORT VER0.3.DOCX

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Job title Llanwern Rail Facilities Job number

265304-11 Document title EIA Scoping Report File reference

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2019 Description Issue

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Name Rowena Ekermawi Peter Hulson Damian Barry

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Contents Page

1 Introduction 1

1.1 Scheme description – Phases 2-4 1 1.2 Consenting regimes 2 1.3 Environmental Impact Assessment 2

2 Screening and Scoping history 2

2.1 Phase 1-4 Llanwern 2 2.2 Phase 1 Llanwern 4 2.3 Screening of Phases 2-4 4

3 Proposed scope for Phase 2-4 Llanwern 4

Appendices

Appendix A

Screening Opinion for Phases 1-4

Appendix B

EIA Scoping Report Phases 1-4

Appendix C

EIA Scoping Opinion for Phases 1-4

Appendix D

Screening Opinion Phase 1



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1 Introduction 1. This report is an EIA Scoping Request for Phases 2-4 of Llanwern Rail

Facilities, Newport and includes the following:

• Description of phases of development seeking planning approval;

• Consenting regimes to be followed for each of the phases;

• Overview of screening and scoping history for all phases of the scheme (Phases 1-4).

• Proposed scope of EIA for Phases 2-4.

2. The purpose of this report is to seek confirmation from the Planning Inspectorate Wales (PINS) and Newport City Council (NCC) that the scoping opinion received in 2018 in relation to Phases 1-4 is still valid with regards Phases 2-4.

1.1 Scheme description – Phases 2-4 3. Transport for Wales (TfW) are seeking planning consent to develop Rail

Facilities at Llanwern, South Wales to include:

• Major Events Stabling Lines (MESL) to provide approximately 2.4km of staging area for use during major events when additional services are needed on the passenger lines. The MESL is to be electrified with overhead lines (OLE);

• Passenger Railway lines to run parallel with, and connecting to the South Wales Mainline relief lines; and

• Platform railway station, footbridge, 1,000 space carpark and associated infrastructure to serve the proposed passenger railway lines.

4. These proposed works follow the successful planning application made by TfW to Newport City Council (Application No. 18/1109, 9th January 2019) for an initial (Phase 1) 1.6km of MESL east of, and adjoining, the 2.4km MESL now being proposed. A separate planning application is being prepared for the addition of OLE to Phase 1.

5. A further Phase 5 will involve the physical amendments to the main line and track and associated rail systems (signalling, OLE, power and telecoms) required to connect to the MESL. These works would fall under Network Rail’s permitted development rights.



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1.2 Consenting regimes 6. Due to programme requirements, the planning strategy for the works at

Llanwern proposes splitting the development into two distinct applications, each of which would be subject to different planning consent regimes:

• 2.4km MESL (Phase 2) – As the proposed track exceeds the threshold of 2km in length, it falls within the Developments of National significance (Wales) Regulations 2016. This requires a full planning application to be submitted to the Planning Inspectorate (Wales) for a determination to be made on behalf of the Welsh Government.

• Electrification of the MESL (Phase 3) – OLE electrification of the Phase 2 MESL.

• Passenger Railway line, railway station, footbridge, surface level 1,000 space car park and associated infrastructure (Phase 4) – An outline application will be submitted to Newport City Council under the Town and Country Planning Act 1990 (TCPA).

1.3 Environmental Impact Assessment 7. In order to identify all potentially significant environmental effects

associated with the development at Llanwern, an Environmental Impact Assessment (EIA) is proposed which will include all components of the development (Phases 2-4), covered by both the DNS planning application and the Town and Country Planning application.

8. In this regard the Environmental Statement prepared will combine the assessment of both planning applications, setting out clearly which element of the scheme is being applied for under DNS or TCPA.

9. The ES will be submitted to both PINS and Newport City Council (NCC) for consideration alongside each of the applications.

2 Screening and Scoping history

2.1 Phase 1-4 Llanwern 10. In early 2018, TfW planned on seeking planning consent (within one

consent) for all phases of development being proposed at Llanwern. This included:

• Major Events Stabling Lines (a total of 4km);

• Passenger lines;

• Railway station;

• Footbridge,



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• Surface level 1,000 space car park

11. In March 2018 a Screening Opinion was adopted by NCC confirming that the development at Llanwern, as listed above, was EIA development under the Town and Country Planning (Environmental Impact Assessment) (Wales) Regulations 2017 (see Appendix A for the 2018 Screening Opinion).

12. In April 2018 a Scoping Report was prepared by Mott MacDonald (see Appendix B) on behalf of TfW which covered all phases of rail development at Llanwern as listed above. A Scoping Opinion was received from NCC confirming the environmental scope, as set out in Table 1, would be required (summary of):

Table 1 Scoping Opinion of NCC for Phases 1-4 Llanwern

Scope Construction Operation

Transport ✓ ✓

Noise and Vibration ✓ ✓

Water ✓ ✓

Geology and Soils X X

Biodiversity ✓ ✓

Landscape & Visual Impact (operational phase) to include consideration of lighting effects during operation.

✓ ✓

Archaeology ✓ ✓

Visual Impact on Heritage Assets (operational phase).

X ✓

Demographic / Socio-economic ✓ ✓

Landuse & Land take ✓ ✓

Air quality X ✓

Health X X

Climate change X X



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13. The Scoping opinion for Phase 1-4 is presented in Appendix C.

2.2 Phase 1 Llanwern 14. Following receipt of the Scoping Opinion from NCC for Phases 1-4

Llanwern, TfW made the decision to split the project so that an initial planning application would be submitted for approval of only the first phase of the MESL.

15. An EIA Screening Opinion Request was submitted to NCC on 6th August 2018 seeking to confirm whether Phase 1 (1.6km of MESL) was EIA Development. A Screening Opinion was received on 24th September 2018 from NCC which confirmed that the Scheme would not constitute EIA development (see Appendix D).

16. Subsequently an application for 1.6km of track was submitted under the Town and Country Planning Act 1990 to NCC and received planning approval on 9th January 2019 (Application No. 18/1109).

2.3 Screening of Phases 2-4 17. No EIA Screening request has been submitted specifically for Phases 2-4.

However, it is assumed that EIA is required based on the previous positive EIA screening for the whole scheme (Phases 1-4).

18. Whilst planning consent for different elements of the scheme will be sought under different regimes, it is considered best practice to consider all potential environmental impacts within one composite assessment.

3 Proposed scope for Phase 2-4 Llanwern 19. Phase 2-4 Llanwern is now moving forward and, as described above, an

EIA will be undertaken to cover all elements of the development, i.e.:

• Phase 2: approximately 2.4km MESL including OLE – DNS application to PINS Wales;

• Phases 3: 2.4km of overhead line equipment (OLE) to stabling line (from Phase 2) – Town & Country Planning application to NCC.

• Phase 4: 1.6km of passenger railway line, island railway station, pedestrian footbridge, surface level 1,000 space car park with relief line connections – Town & Country Planning application to NCC.

20. The site boundary of the development for Phases 2-4 is shown in Figure 1. With the exception of the area of the site that was covered in the Phase 1 application, the site boundary is within the redline that was considered in the Scoping Report submitted to NCC in April 2018 and no additional areas or development is being included. For ease of comparison, the redline boundary that was included in the Scoping Report for Phases 1-4 is shown in Figure 2.



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21. Based on the overlap with the initial Scoping Report for Phases 1-4, it is considered that that 2018 Scoping Opinion is still valid. It is therefore proposed that the EIA for Phase 2-4 be prepared in accordance with the 2018 Scoping Opinion, as set out in Appendix C.

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Figure 1: Redline Site BoundaryPhase 2-4

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Figure 2: Redline Site BoundaryPhase 1-4 submitted with original

scoping request in April 2018

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Transport for Wales

Appendix A

Screening Opinion for Phases 1-4

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Chris Mills Transport for Wales Southgate house Wood Street Cardiff CF10 1EW By email only 24 September 2018 PROPOSAL: EIA SCREENING OPINION IN CONNECTION WITH THE CONSTRUCTION OF A MAJOR EVENT STABLING RAILWAY LINE 1. CONSULTATIONS 1.1 CYFOETH NATURIOL CYMRU / NATURAL RESOURCES WALES (CNC/NRW): No

comment. 1.2 CADW: 1.2.1 Cadw, as the Welsh Government’s historic environment service, has assessed the

characteristics of this proposed development and its location within the historic environment. In particular, the likely impact on designated or registered historic assets of national importance. In assessing if the likely impact of the development is significant Cadw has considered the extent to which the proposals affect those nationally important historic assets that form the historic environment, including scheduled ancient monuments, listed buildings, registered historic parks, gardens and landscapes. These views are provided without prejudice to the Welsh Government’s consideration of the matter, should it come before it formally for determination. Our records show that the following historic assets are potentially affected by the proposal.

Scheduled Ancient Monuments:

Located within a 3km buffer of the application area are: MM021 St Julian's Wood Camp MM049 Priory Wood Camp MM058 Langstone Fish Pond MM059 Langstone motte and enclosure MM128 Bishton Castle MM170 Round Barrow 57m South of Stock Wood Farm MM231 Caerleon Civil Settlement MM253 Moated Site in Coldra Wood MM298 Ford Farm Roman Villa MM324 St. Mary's Churchyard Cross, Llanwern Due to the intervening natural topography none of the above scheduled monuments are likely to be inter-visible with the proposal. Therefore there will be no effect on the settings of the scheduled monuments. Registered Historic Parks and Gardens: PGW (Gt) 2 Llanwern Park (grade II) PGW (Gt) 18 Newport: Beechwood Park (grade II)

Ask for/Gofynnwch am Geraint N. Roberts Regeneration Investment and Housing

Adfywio, Buddsoddi a Thai Our Ref/Ein Cyf 18/0759

Your Ref/Eich Cyf Tel/Ffôn 01633 656 656

Direct Dial/Rhif Union 01633 210 094 DX 99463 Newport (Gwent) 3

E-Mail/E-Bost [email protected]

Civic Centre/Canolfan Ddinesig

Newport/Casnewydd South Wales/De Cymru

NP20 4UR

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1.2.2 Due to the intervening natural topography the proposal is only potentially inter-visible with PGW (Gt) 2 Llanwern Park. This is a small late eighteenth- to nineteenth-century landscape park set in rolling countryside to the east of Llanwern village. The proposal is for a new c 1.7km passenger line running parallel with and connecting to the existing South Wales Mainline relief lines. A new station will be located along the new passenger line and include a 150m long platform. Also proposed are new major events stabling (MES) line of c 4km long, this line will be connected to the new passenger line and lines servicing Tata Steel. A 1000 space surface level car park is proposed to the south of the new station connected via a footbridge.

1.2.3 The proposed station, car park and passenger line are located c 780m to the south

southeast of the registered historic park and garden. Significant views from the registered historic park and garden are from the site of the former house southward across the park, whilst these views extend seaward beyond the park boundary they away from the direction of the application area as indicated in the accompanying location plan. There may be some slight adverse whilst not significant effect on the setting of the registered park and garden and an EIA will not be required.

1.2.4 Registered Historic Landscapes:

HLW (Gt) 2 Gwent Levels The proposal is outside of the Landscape of Outstanding Historic Interest and unlikely to be visible from those parts of the registered historic landscape which lies within the 3km buffer. Therefore an EIA will not be required. There will be no direct physical impact on any of the designated sites of national importance identified. It is though, likely that the proposed development will have a detrimental impact on the settings of some of the historic assets identified but Cadw does not consider that this effect, on the historic environment as a whole, will be significant enough to warrant an EIA.

1.3 GLAMORGAN & GWENT ARCHAEOLOGICAL TRUST (GGAT) 1.3.1 We do not have the legal expertise to determine whether or not an Environmental Impact

Assessment is required; however, there are archaeological and cultural heritage issues which need to be addressed in order to determine the impact of the proposals on the historic environment.

1.3.2 Information in the Historic Environment Record shows that the proposal is located within

the Newport Archaeologically Sensitive Area and close to the Gwent Levels Registered Historic Landscape (HLW (Gt) 2), as defined in the Register of Landscapes of Outstanding Historic Interest in Wales. The Gwent Levels, is a former marshland that has been exploited by humans for at least 6000 years and is a landscape of extraordinarily diverse environmental and archaeological potential. Having been reclaimed from the sea at various times during the historic period, the present land surface is a supreme example of a ‘hand-crafted’ landscape. Furthermore, the Historic Environment Record notes evidence of activity of multi-period date in the vicinity, including that dating to the prehistoric, Roman, medieval and Post-medieval periods. As a result the potential impact on both the archaeological resource and the historic landscape will need to be addressed. Also, Cadw should be consulted as to whether an Assessment of the Impact of a Development on a Historic Landscape (ASIDOHL) should be undertaken to inform the level of impact on the Registered Landscape.

1.3.3 In order to provide enough information for an informed mitigation strategy to be

recommended, any planning application for development on this site will need to be accompanied by an archaeological desk-based assessment; this is in accordance with Planning Policy Wales, Ninth Edition November 2016, Paragraph 6.5.6 and TAN24 Paragraphs 4.7-4.8. In our opinion, this information could be presented as part of an Environmental Impact Assessment, or as a separate archaeological desk-based assessment. However, in either case the archaeological work must meet the Standard and follow the Guidance issued by the Chartered Institute for Archaeologists (CIfA), and it is our policy to recommend that it is undertaken either by a CIfA Registered Organisation or by a

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MCIfA level Member, and to a project design approved prior to the work commencing (www.archaeologists.net/ro and http://www.archaeologists.net/sites/default/files/node-files/CIfAS&GDBA_2.pdf). This study should present information on the archaeological resource in the application area and assess the impact of the proposed development on the archaeological resource, and on its setting. It should also be noted that it is possible that further investigation, including geophysical survey and archaeological evaluation, may be required to be undertaken prior to the determination of any planning application if significant archaeological features are identified during the compilation of the desk-based study.

1.4 NETWORK RAIL: 1.4.1 Network Rail has a statutory obligation of ensure the availability of safe train paths and as

such we are required to take an active interest in any development adjacent to our infrastructure that potentially could affect the safe operation of the railway.

1.4.2 We are aware of this proposal; the applicant plans to accelerate the delivery of the 1.6km

ME line, however, they have yet to prove to Network Rail that no operational or electrical interference will result of installing this initial 1.6km at this location. In addition, there is no mention of the planned additional 2.4km extension as conveyed to Network Rail by their project team as this could also latterly impact upon Network Rail’s infrastructure.

1.4.3 Network Rail will need to see the full details of their scheme before acceptance can be

given as currently all we have seen is line drawings with no detail or relevant information being included.

2. INTERNAL COUNCIL ADVICE 2.1 PUBLIC PROTECTION MANAGER (ENVIRONMENTAL HEALTH, NOISE): I acknowledge

submission of the report “Llanwern Rail Facilities EIA Scoping Report” produced by Mott MacDonald dated 24 April 2018, document reference 367590-WTD-CAR-2631.

I note the content of Part 5 Noise and Vibration. We agree that the development has the potential to cause noise and vibration both during the construction and the operation of the scheme. We look forward to the Construction Noise Management Plan either as a stand-alone document or as part of a Construction Environmental Management Plan.

In addition we anticipate a detailed plan that demonstrates how the principal of best practical means will be employed during the operation of the scheme to prevent or mitigate against noise arising from the development, to include noise from the rail operation and the traffic operation particularly the park and ride.

2.2 HEAD OF STREETSCENE & CITY SERVICES (HIGHWAYS): The provision of this line

has no significant effect on our network. 2.3 PUBLIC PROTECTION MANAGER (ENVIRONMENTAL HEALTH, AIR QUALITY): Having

reviewed the proposal, I do not believe there is sufficient justification to require an EIA for air quality.

4. RELEVANT SITE HISTORY

Ref. No. Description Decision & Date

18/0159 EIA SCREENING OPINION IN CONNECTION WITH THE PROPOSED PASSENGER AND MAJOR EVENT STABLING RAILWAY LINES, ISLAND RAILWAY STATION, PEDESTRIAN FOOTBRIDGE, 1000NO. SPACES SURFACE CAR PARK AND ASSOCIATED INFRASTRUCTURE WORKS AT LAND ADJACENT TO LLANWERN STEELWORKS

EIA Development 26 March 2018

18/0530 EIA SCOPING OPINION FOR PROVISION OF A RAILWAY 09 July 2018

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STATION, RAILWAY STABLING LINES, A FOOTBRIDGE AND A 1000NO. SPACE SURFACE CAR PARK ON THE GLAN LLYN REDEVELOPMENT SITE (FORMER LLANWERN STEELWORKS)

5.1 The Site 5.1.1 The site primarily consists of an area of railway line / railway sidings to the north of the Glan

Llyn Regeneration Site and east of the Monks Ditch (designated main river). Much of the site is covered in scrub / trees and it is bounded to the north by further scrub and the South Wales Mainline Railway.

5.1.3 The Monks Ditch, a designated main river abuts the eastern end of the site. Various reens

are found within the site. HT lines cross the western end of the site. 5.1.4 Ownership of the site lies with Tata Steel and Saint Modwens. 5.2 The Proposal 5.2.1 The development is described as:

1.6Km of electrified railway line for use as Major Events Stabling (MES) and the proving of newly manufactured railway locomotives.

5.3 Relevant Legislation & Policy

Statute & National Policy: Environmental Impact Assessment (Wales) Regulations 2017 (EIA Regulations) Welsh Office Circular 11/99: Environmental Impact Assessment

Adopted Newport Local Development Plan 2011-2026: The site lies within the urban boundary The site is within an Archaeologically Sensitive Area Designations: Flood Zone C1 (defended floodplain)

5.4 Assessment 5.4.1 The following key issues are identified:

Loss of Woodland scrub with potential impacts on landscaping and ecological interests Bridging / Crossing the Monks Ditch and various reens. These are capable of

accommodating significant ecological interest via aquatic flora and fauna and there are potential European Protected Species issues in relation to otters which may be foraging within the Monks Ditch or using it as a commuting link.

The impact of noise, vibration and lighting on the dwellings (existing and proposed) on the Glan Llyn Regeneration site.

Potential impacts on the flow of a designated main river (Monks Ditch). The advice of Cyfoeth Naturiol Cymru / Natural Resources Wales should be sought at an early stage.

Impact of the works on run-off / drainage to the protected environments to the south of the site – Nash & Goldcliff and Whitson SSSIs which are principally designated for the aquatic flora & fauna within the drainage system of the Gwent Levels.

5.4.2 Other issues relate to:

Flooding: the site is within a defended floodplain and will need to be justified in that location. See the relevant tests at Paragraph 6.2 of Technical Advice Note 15. A Flood

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Consequences will Assessment showing the effects of a flood event can be satisfactorily managed over the life time of the development will be required.

Archaeology: the site is within an Archaeologically Sensitive Area. Notwithstanding its brownfield nature construction works may disturb deeper archaeologically sensitive layers and the advice of the Glamorgan & Gwent Archaeological Trust should be sought at an early stage.

The impact on the setting of the Llanwern Historic Landscape Park & Garden 1Km to the north should be considered. It is not considered that the proposal will have any material impact on the Gwent Levels Historic Landscape or Special Landscape Area due to intervening development and overall separation.

Construction Impacts are likely to include noise, dust, vibration and lighting. 5.5 Conclusion: 5.5.1 It is concluded that the proposed railway line would not constitute EIA development. At

1.6Km it falls below the indicative threshold set out at Paragraph A22 of Welsh Office Circular 11/99 (Environmental Impact Assessment). The proposed development is not ‘major development of more than local importance’ and nor is it located in an area that is environmentally sensitive. Nor is the proposal capable of having particularly complex or hazardous effects.

5.5.2 In terms of the key issues, they have been assessed and are not considered to be capable

of having environmental effects of sufficient, duration, complexity or magnitude as to require EIA.

5.5.3 It is noted that this project still appears to constitute a component element of a larger

transport scheme to provide a railway station and additional sections of track. Should these elements of the scheme come forward in the future they will be assessed in combination with any sub-parts of the scheme. It is very likely that in totality the global scheme will still be considered to be EIA development notwithstanding the individual need and merits of this proposal as a standalone scheme. I would advise that you take appropriate legal advice on this point. This assessment has been predicated on your advice that this is a separate development project serving a severable need not automatically linked to the development of the passenger station and its supporting rail infrastructure.

Please contact me as necessary. Yours sincerely

Geraint N. Roberts Geraint N. Roberts Prif Swyddog Cynllunio / Principal Planning Officer Tîm yr Dwyrain / East Team Adfywio, Buddsoddi a Thai / Regeneration, Investment and Housing Cyngor Dinas Casnewydd / Newport City Council Attached Consultation response: Cyfoeth Naturiol Cymru / Natural Resources Wales Consultation response: Glamorgan & Gwent Archaeological Trust Consultation response: CADW Consultation response: NCC, Environmental Health; Noise Consultation response: NCC, Environmental Health; Air Quality Consultation response: NCC, Highways NOTE TO APPLICANT This decision relates to plan Nos:

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Letter from Transport for Wales (03.08.2018) from Jeff Collins Infrastructure Director Drawing 367590-MMD-26-XX-DR-C-0102 – Site Location Plan

Appendix B

EIA Scoping Report Phases 1-4


EIA Scoping Report

24 April 2018

367590-WTD-CAR-2631


EIA Scoping Report

24 April 2018

Llanwern Rail Facilities EIA Scoping Report

367590-WTD-CAR-2631 | 24 April 2018

Issue and revision record

Revision Date Originator Checker Approver Description

A 24/04/18 L Coffey K Coates S Arthur R Roper S Oliver N Haines C Will iams A Greenwood Z Costas-Michael M Brewster B Wajdner J Beard

L Strickland P Ellingham First Issue

Document reference: 367590-WTD-CAR-2631

Information class: Standard

This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.

We accept no responsibil ity for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission i n data supplied to us by other parties.

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

This r epor t has been prepared solely for use by the part y which commissioned it (the ‘Client ’) in connection wit h the captioned pr oject . I t should not be used f or any other purpose. No person other than the Client or any party who has expr essly agr eed t er ms of r eliance with us ( the ‘Recipient( s) ’) may r ely on t he cont ent , inf or mat ion or any views expr essed in the repor t. We accept no duty of care, responsibilit y or liabilit y to any ot her recipient of t his document. This report is conf idential and contains pr opriet ar y intellectual proper ty.

No r epr esentation, war rant y or undert aking, expr ess or implied, is made and no r esponsibilit y or liabilit y is accepted by us t o any par ty other t han t he Client or any Recipient (s), as to the accuracy or completeness of t he inf or mation contained in this r eport . For the avoidance of doubt this repor t does not in any way pur port t o include any legal, insurance or financial advice or opinion.

We disclaim all and any liabilit y whether arising in tort or cont ract or ot herwise which it might otherwise have to any par ty other than the Client or the Recipient( s) , in respect of this repor t, or any information attr ibuted to it .

We accept no responsibilit y for any er ror or omission in the repor t which is due to an error or omission in dat a, informat ion or statements supplied t o us by other part ies including the client ( ‘Dat a’) . We have not independently verif ied such Dat a and have assumed it to be accur at e, com plet e, reliable and curr ent as of the date of such inf or mat ion.

For ecast s presented in this document were prepar ed using Data and t he r eport is dependent or based on Data. Inevit ably, some of the assumptions used to develop t he f or ecast s will not be realised and unanticipated event s and circumst ances may occur. Consequent ly Mott MacDonald does not guarant ee or war rant t he conclusions cont ained in t he report as there are likely t o be dif ferences bet ween the forecasts and the act ual result s and those dif ferences may be mater ial. While we consider that t he information and opinions given in t his r eport are sound all part ies must rely on their own skill and judgement when making use of it.

Under no cir cumstances may this repor t or any extract or summary t hereof be used in connection wit h any public or private securit ies of fering including any related memorandum or pr ospectus for any securit ies offering or st ock exchange listing or announcement.


367590-WTD-CAR-2631 | 24 April 2018

Contents

Executive Summary 1

1 Introduction 2 1.2 Scheme Background 2

2 Site Description and the Scheme 3 2.1 Site Location and Description 3 2.2 The Scheme 4

3 EIA Methodology 5 3.1 Introduction and EIA process 5 3.2 Environmental Topics 6

4 Traffic and Transport 8 4.1 Introduction 8 4.2 Legislation, Policy and Guidance 8 4.3 Baseline Information 8 4.4 Potential Effects 9 4.5 Potential Mitigation 9 4.6 Proposed Approach 9

5 Noise and Vibration 10 5.1 Introduction 10 5.2 Legislation, Policy and Guidance 10 5.3 Baseline Information 10 5.4 Potential Construction Effects 11 5.5 Potential Operational Effects 11 5.6 Potential Mitigation 11 5.7 Proposed Approach 12

6 Air 13 6.1 Introduction 13 6.2 Legislation, Policy and Guidance 13 6.3 Baseline Information 13 6.4 Potential Construction Effects 13 6.5 Potential Operational Effects 14 6.6 Potential Mitigation 14 6.7 Proposed Approach 14


367590-WTD-CAR-2631 | 24 April 2018

7 Water 15 7.1 Introduction 15 7.2 Legislation, Policy and Guidance 15 7.3 Baseline Information 16 7.4 Potential Construction Effects 16 7.5 Potential Operational Effects 16 7.6 Potential Mitigation 16 7.7 Proposed Approach 16

8 Soil 17 8.1 Introduction 17 8.2 Legislation, Policy and Guidance 17 8.3 Baseline Information 17 8.4 Potential Construction Effects 18 8.5 Potential Operational Effects 18 8.6 Potential Mitigation 18 8.7 Proposed Approach 18

9 Climate 20 9.1 Introduction 20 9.2 Legislation, Policy and Guidance 20 9.3 Baseline Information 20 9.4 Potential Construction Effects 20 9.5 Potential Operational Effects 20 9.6 Potential Mitigation 21 9.7 Proposed Approach 21

10 Biodiversity 22 10.1 Introduction 22 10.2 Legislation, Policy and Guidance 22 10.3 Baseline Information 22 10.4 Potential Construction Effects 23 10.5 Potential Operational Effects 23 10.6 Potential Mitigation 23 10.7 Proposed Approach 24

11 Landscape and Visual 25 11.1 Introduction 25 11.2 Legislation, Policy and Guidance 25 11.3 Baseline Information 26 11.4 Potential Construction Effects 26 11.5 Potential Operational Effects 27


367590-WTD-CAR-2631 | 24 April 2018

11.6 Proposed Approach 27

12 Land Use / Land Take 28 12.1 Introduction 28 12.2 Legislation, Policy and Guidance 28 12.3 Baseline Information 28 12.4 Potential Construction Effects 28 12.5 Potential Operational Effects 28 12.6 Proposed Approach 28

13 Heritage 30 13.1 Introduction 30 13.2 Legislation, Policy and Guidance 30 13.3 Baseline Information 30 13.4 Potential Construction Effects 30 13.5 Potential Operational Effects 31 13.6 Potential Mitigation 31 13.7 Proposed Approach 31

14 Population / Socio Economics and Health 33 14.1 Introduction 33 14.2 Legislation, Policy and Guidance 33 14.3 Baseline Information 33 14.4 Potential Construction Effects 34 14.5 Potential Operational Effects 35 14.6 Proposed Approach 36

15 Conclusion 37

16 References 38

Appendices 43

A. Site Location Plan 44

B. Screening Request 46

C. Screening Opinion 52

D. Existing Site Plan 56

E. Baseline Noise Survey Summary 58


367590-WTD-CAR-2631 | 24 April 2018

F. Air Quality Standards 59

G. Geology Figures 61

H. Ecology Survey Schedule and Criteria 62

Llanwern Rail Facilities 1 EIA Scoping Report

367590-WTD-CAR-2631 | 24 April 2018

Executive Summary

Mott MacDonald, on behalf of Transport for Wales, has undertaken an Environmental Impact Assessment (EIA) scoping exercise for the Llanwern Rail Facilities scheme for consideration by Newport City Council. This Scoping Report has been carried out in accordance with Town and Country Planning (Environmental Impact Assessment) (Wales) Regulations. The Scheme consists of the construction of a new railway station, passenger line connection, rolling stock stabling, a 1000 space park and ride facility and associated engineering and landscape works on land adjacent to the Llanwern Steelworks site, situated to the east of Newport.

Newport City Council (NCC) has already confirmed that the Scheme requires EIA, and this report has considered whether the Scheme is likely to result in significant effects across various technical topics.

It is proposed that the following elements are scoped out of the EIA for the Scheme:

● Construction stage air quality emissions; ● Reservoir and canal flood risks (construction and operational stages); ● Soil, Climate and Landscape/visual effects (construction and operational stages); ● Landscape and visual heritage effects (construction and operational stages); and ● Health Assessment (construction and operational stages)

The EIA will therefore focus on:

● Traffic and transport effects (construction and operational stages); ● Noise and vibration effects (construction and operational stages); ● Air Quality effects (operational stage); ● Water effects (construction and operational stages); ● Biodiversity effects (construction and operational stages); ● Land use/land take effects (construction and operational stages); ● Buried archaeology effects (construction and operational stages); and ● Population/Socio-economic effects (construction and operational stages).

It is intended that subject to the outcome of this Scoping process with NCC and associated consultees the Environmental Statement (ES) will be produced to accompany a planning application and submitted by December 2018. The planning application will be seeking a detailed planning permission in order for the Scheme to be delivered by 2021.


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1 Introduction

1.1.1 Mott MacDonald has been retained by Transport for Wales (TfW) to prepare and submit an Environmental Impact Assessment (EIA) Scoping Report in accordance with the Town and Country Planning (Environmental Impact Assessment) (Wales) Regulations 2017, herein referred to as the ‘EIA Regulations’.

1.1.2 This report proposes the scope of the EIA for the works proposed for the Llanwern Rail Facilities Project (the Scheme) which consists of the construction of a new railway station, passenger line connection, rolling stock stabling, and park and ride facility on land adjacent to the Llanwern Steelworks site. The Site is situated to the east of Newport as shown on the Site Location Plan (Drawing No: 367590-MMD-26-XX-DR-C-0101) and presented in Appendix A.

1.1.3 A request for a Screening Opinion (Appendix B) was sought from NCC under Regulation 6 of the EIA Regulations to confirm whether the Scheme is classified as EIA development, and whether any planning application would need to be accompanied by an Environmental Statement (ES). A Screening Opinion (Appendix C) was received on the 26 March 2018 from NCC confirming that the Scheme is considered to be EIA development for the purposes of the Regulations and any application will require an ES. Therefore, a scoping exercise was undertaken by Mott MacDonald to establish an appropriate scope for the EIA.

1.1.4 The purpose of this EIA Scoping Report under Regulation 14 of the EIA Regulations is to determine the range of the technical environmental topics to be addressed in the ES and to provide an outline of the approach to be adopted. It is a method of focusing the EIA on the potentially significant environmental effects associated with the Scheme. It is intended that the EIA itself is undertaken in 2018, with the ES produced to accompany a planning submission by December 2018.

1.1.5 In terms of the structure of this report, the Scheme is described in more detail in Chapter 2, with the overall proposed EIA methodology in Chapter 3. Specific technical topic chapters are presented in Chapters 4 – 14. Chapter 15 then presents the report conclusions.

1.2 Scheme Background

1.2.1 TfW are seeking to secure full Planning Permission from NCC for the construction of a new railway station, passenger line connection, rolling stock stabling, a 1000 space park and ride facility and associated engineering and landscape works on land adjacent to the Llanwern Steelworks site in Newport.

1.2.2 St Modwen is advancing a residential led development on the land adjacent to the south of the Application Site, known as the former Llanwern Steelworks Regeneration Site. This adjacent 243-hectare site has outline planning permission (Reference: 06/0471) for a mixed use Urban Extension comprising housing, commercial, leisure and industrial space, schools, community centres, a local centre, and open parkland space. The outline planning consent reserves land adjacent to the application site to be developed as a new railway halt/station to be delivered separately by the Welsh Government.

1.2.3 Welsh Government is therefore, looking to secure full planning permission for the new railway station, park and ride facility and associated infrastructure to provide passenger services to the Llanwern Regeneration Site and existing communities.


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2 Site Description and the Scheme

2.1 Site Location and Description

2.1.1 The Site comprises some 40 hectares of land and is a mixture of scrubland, hedgerows and woodland, including the Monks’ Ditch watercourse which runs through the Site. The land is in the ownership of a consortium of landowners, including St Modwen PLC, Tata Group and Network Rail. The main access to the Site is currently from the A4810 Queen’s Way via the Tata Steelworks.

2.1.2 The extent of the Site is shown on the submitted Site Location Plan (Drawing No. 367590-MMD-26-XX-DR-C-0101) (Appendix A) and Existing Site Plan (Drawing No. 367590-MMD-26-XX-DR-C-0008) (Appendix D), and shown in Figures 1 and 2 below.

2.1.3 Land adjacent to the east of the Site accommodates the existing Tata Steelworks and to the south is the existing Tata Steel railway sidings which connect to the existing Swansea-London railway line which bounds the Site at the north. Further north is Llanwern village, rural properties, Llanwern Golf Course and farmland. The Site is bound to the west by the A48 highway (Southern Distributor Road) and close to the village of Liswerry.

Figure 1: Site Location Plan West of the Site

Source: Mott MacDonald Drawing No. 367590-MMD-26-XX-DR-C-0101

Figure 2: Site Location Plan East of the Site

Source: Mott MacDonald Drawing No. 367590-MMD-26-XX-DR-C-0101


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2.2 The Scheme

2.2.1 The Scheme comprises the construction of a new 1.7km (approx.) passenger line running parallel with and connecting to the South Wales Mainline relief lines. A new station is to be located along the new passenger line and will include a 150m long platform.

2.2.2 The construction of a 4km (approximately) major events stabling (MES) line is also proposed and this new stabling line will provide a staging area during major events when additional services are required for the passenger lines. In addition, this track may also be used for proving of trains when not required for stabling. The stabling line will be connected to the new passenger line and to the existing Tata Steel service rail lines.

2.2.3 The MES line is to be electrified, and the passenger line will be designed for electrification to enable this at a later stage. A 1000-space surface level car park is proposed to the south of the new station and will be connected to the station via a footbridge, with step and ramp access, which will span the existing Tata Steel service lines, the new stabling line and passenger line.

2.2.4 The Scheme will be delivered in a phased manner as set out below:

2.2.5 Phase 1

● Stabling Railway line

2.2.6 Phase 2

● Passenger Railway line ● Llanwern Island Station ● Footbridge ● Surface Level Car Park


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3 EIA Methodology

3.1 Introduction and EIA process

3.1.1 The screening process for EIA was undertaken during February and March 2018, with NCC concluding that the Scheme constitutes Schedule 2 EIA development (part 10d: construction of railways).

3.1.2 In is intended that the EIA process for the Scheme is iterative and informs the design development process during the GRIP 2 stage. It is also intended that the process is proportionate to the scale of the development, and targeted only at potential significant adverse effects, avoiding where possible unnecessary duplication with specific technical assessments and surveys which will also accompany the planning application. Figure 3 illustrates the iterative nature of the process.

Figure 3: EIA Process for the Scheme

3.1.3 The intention of this scoping report is to identify the links between potential receptors and impacts and whether these are likely to translate to significant effects during both construction and operational phases. If significant effects are not likely for a specific topic, it can be scoped out of the ES (although it may still be covered in a specific planning report if required). For topics to be included in the ES the overall approach is presented.

3.1.4 In accordance with Schedule 3 of the regulations, the ES will identify, describe and assess the likely significant effects of the project on the environment, whether they are beneficial/adverse,


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short/long term, or direct/indirect. Cumulative effects will also be considered, in terms of effect interactions and relevant committed or proposed developments.

3.1.5 It is proposed that the following definitions are utilised in the EIA:

● A receptor is something which may be affected by a change in the environment. ● An impact is the introduction of a change into the environment. ● An effect is the consequence of the introduction of that change. ● Significance of an effect is determined by combining the magnitude of an impact against the

sensitivity of the receptor and can be either negligible/minor/moderate/major and either adverse or beneficial.

3.1.6 At this stage, some baseline surveys have already been undertaken, particularly in relation to biodiversity and noise, however where necessary, further surveys will be undertaken to inform the EIA and will be informed by this scoping process.

3.1.7 The spatial scope of the Scheme is the red line boundary as indicated in Drawing No. 367590-MMD-26-XX-DR-C-0008. Wider areas beyond the red line boundary will also be considered, varying on a topic by topic basis. The temporal scope is the construction and operational phases of the Scheme, and the technical scope varies by topic and is discussed within each topic chapter.

3.1.8 Following consultation on this report and agreement with NCC on the topics to be assessed, the ES will be produced to accompany the planning application in December 2018.

3.2 Environmental Topics

3.2.1 We have interpreted the key topics identified in Schedule 3 of the regulations as follows:

● Site description and the Scheme (Chapter 2) ● Traffic and transport (Chapter 4) ● Noise and vibration (Chapter 5) ● Air (Chapter 6) ● Water (Chapter 7) ● Soil (Chapter 8) ● Climate (Chapter 9) ● Biodiversity (Chapter 10) ● Landscape and visual (Chapter 11) ● Land use / land take (Chapter 12) ● Heritage (Chapter 13) ● Population/Socio-economics and health (Chapter 14).

3.2.2 Table 1 summarises various key issues which were raised by NCC in the screening response, and signposts to the relevant topic chapter.

Table 1 Key issues raised by NCC

Issue for consideration Relevant Chapter(s)

Loss of woodland scrub with potential impacts on landscaping and ecological interest

Chapter 11– Landscape and Visual Chapter 10 – Biodiversity

Bridging / Crossing the Monks’ Ditch and various reens, capable of accommodating significant ecological interest via aquatic flora and fauna e.g. European Protected Species issues such as otters

Chapter 10 – Biodiversity


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Issue for consideration Relevant Chapter(s)

Impact of noise, vibration and lighting on the dwellings (existing and proposed) on the Glan Llyn Regeneration Site

Chapter 5 – Noise and Vibration

Highways Impacts since the railway station is l ikely to be a significant traffic generator

Chapter 4 – Traffic and Transport

Potential impacts on the flow of a designated main river (Monks’ Ditch) Chapter 7 – Water Impact of the works on run-off / drainage to the protected environments to the south of the Site – Nash & Goldcliffe and Whitson SSSIs

Chapter 7 – Water Chapter 10 – Biodiversity

Flooding – the site is within a defended flood plain (Flood Zone C1) and will need to be justified in that location with a Flood Consequences Assessment showing the effects of a flood event can be satisfactorily managed over the life time of the development

Chapter 7 – Water

The Site is within an Archaeologically Sensitive Area and the brownfield nature construction works may disturb deeper archaeologically sensitive layers with Glamorgan and Gwent Archaeological Trust advice should be sought at an early stage.

Chapter 13 - Heritage

Impact on the setting of the Llanwern Historic Landscape Park and Garden 1km to the north should be considered

Chapter 11 – Landscape and Visual Chapter 13 - Heritage

Construction Impacts are likely to include noise, dust, vibration and lighting

Chapter 5 – Noise and Vibration Chapter 6 – Air


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4 Traffic and Transport

4.1 Introduction

4.1.1 This chapter of the ES will consider the potential effects which could arise on the local transport network, during and post-construction, as a result of the Scheme. It should be noted that the overall purpose of the Scheme is to reduce private car traffic into Cardiff.

4.1.2 A Transport Assessment (TA) will be submitted with the planning application, which will contain detailed operational analyses and assess the impact of the development on the highway infrastructure. The ES will summarise the TA conclusions, focusing on any associated environmental issues such as increases in traffic flow, road safety or increased driver delay.

4.2 Legislation, Policy and Guidance

4.2.1 In advance of the assessment discussions will be held with the Highway Authority (NCC) and consultation with key stakeholders will be maintained. A separate TA scoping report will be produced and agreed with the Highway Authority. The assessment will take account of the following:

● Wales Transport Strategy; ● Active Travel (Wales) Act ● Wellbeing for Future Generations (Wales) Act ● Local Development Plan; ● Local Transport Plan; ● Relevant Supplementary Planning Guidance ● Welsh Government Technical Advisory Note (TAN 18): Transport; and ● Design Manual for Roads and Bridges (DMRB).

4.3 Baseline Information

4.3.1 The attractiveness of Llanwern as a new station stems from its location on the South Wales Main Line, its proximity to one of South Wales’ largest mixed-use development sites at Glan Llyn, and its proximity to major roads (M4, A4810 and A48) for Park and Ride access.

4.3.2 The proposed site is located on the former Llanwern Steel Works and access will be gained via the A4810 Queens Way, which provides a direct connection to the M4 (north east of the site) and to Newport City (and the A48) to the west.

4.3.3 The A4810 is dual carriageway immediately south of the site and extends from 23A of the M4 (north east of the site) to the A48 (west of the site). The speed limit varies from 50 to 60 mph and the road has seven roundabouts, four priority controlled T-junctions and a staggered left-in/left-out signalised arrangement, providing access to the B4245.

4.3.4 The M4 passes north of the site, connecting South Wales to London. Near to the site the motorway forms a key route between southwestern England and Cardiff and suffers from congestion at peak time, in part due to bottlenecks at the Brynglas Tunnels. The M4 has two sections of ‘smart motorway’ with variable speed limits between junctions 19 and 20 and between Junction 24 and 29.


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4.3.5 The A48/Newport Southern Distributor Road is a two-lane dual carriageway which passes to the West of the site and is a key route connecting Cardiff, Newport and Chepstow.

4.4 Potential Effects

4.4.1 The Scheme will lead to increased traffic on the highway network during both construction and operation that could lead to a range of impacts, including:

● Highway capacity and operational issues due to increased traffic levels , particularly associated with major event traffic;

● Driver delay due to potential congestion, road closures, diversions and temporary Traffic Management;

● Damage or deterioration of the local highway attributable to construction works and vehicles; ● An increased risk of Road Traffic Accidents due to change in character of traffic (i.e. increased

volumes or conflicting movements) increased HGV or abnormal load movements.

4.5 Potential Mitigation

4.5.1 Potential mitigation that will be assessed could include:

● A Construction Traffic Management Plan; ● Highway infrastructure improvements; and ● Travel Planning Measures (to encourage non-car travel).

4.6 Proposed Approach

4.6.1 In terms of traffic and transport, there are potential significant adverse effects on the highway network associated with event traffic. A TA will be undertaken to accompany the planning submission and inform the EIA process. The TA will assess the impact of the Scheme and will consider all modes, including; vehicle drivers, pedestrians, cyclists and public transport. In particular, opportunities will be considered for maximising pedestrian and cycle connectivity to the Llanwern Regeneration Site and existing communities.

4.6.2 Traffic flow data will be obtained through a series of surveys and the local highway network will be assessed for base and future forecast years.

4.6.3 The TA will include a review of accidents to identify any road safety concerns or locations that may need to be considered or addressed pre- and post- construction. The ES chapter will summarise any significant effects of the Scheme in terms of traffic and transport and make recommendation for mitigation accordingly.


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5 Noise and Vibration

5.1 Introduction

5.1.1 The Scheme has the potential to generate both permanent and temporary noise and vibration impacts and associated effects. A Noise Assessment will be undertaken to accompany the planning submission and inform the ES.


5.2.1 Key legislation, policy and guidance relevant to noise and vibration in Wales includes:

● The Environmental Noise (Wales) Regulations 2006; ● Land Compensation Act 1973; ● Noise Insulation Regulations 1975 (as amended 1988); ● Well-being of Future Generations Act (Wales) 2015; ● Control of Pollution Act 1974; ● Planning Policy Wales and TAN 11; ● British Standard (BS) 4142:2014 ‘Methods for rating and assessing industrial and commercial

sound,’; ● BS5228-1:2009+A1:2014 ‘Code of practice for noise and vibration control on construction and

open sites – Part 1: Noise’; and ● BS5228-2:2009+A1:2014 ‘Code of practice for noise and vibration control on construction and

open sites – Part 2: Vibration’.


5.3.1 The Scheme is located near the main Swansea to London rail line to the north west of Tata steel works. The area west and south of the Scheme is currently being developed as a residential area. North of the rail line the area has a rural character with the small settlements of Llanwern at the west end and Bishton to the east. Although it is relatively close to the A48 and outer suburbs of Newport it is largely separated from these by low hills which provide visual and acoustic screening from these noise sources. The most dominant noise sources are passing trains and the Tata steel works.

5.3.2 Baseline noise surveys were carried out in September and October 2017 at two long-term (LT) and two short-term (ST) locations. A summary is presented below, however full detail of the survey will be reported in the ES. All data was collected under suitable weather conditions.

5.3.3 Measurement positions were selected at the closest noise sensitive receptors (NSRs) representative of an area of potential noise impact. The long-term (LT) measurements were undertaken at the following locations:

● LT1 Tennyson Avenue, Llanwern – to characterise baseline noise level in Llanwern; and, ● LT2 Wyvern Bungalow, Bishton - to characterise baseline noise level in Bishton.

5.3.4 Short-term (ST) measurement locations were:

● ST1 Station Road Llanwern near Monkspill Cottage; and,


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● ST2 Glan Llyn Western Park aligned with the end of Bloomery Crescent – to characterise noise level in the new residential development to the south and west.

5.3.5 Noise from railway movements was found to be the dominant noise source at the majority of the selected measurement locations. Road traffic noise from the local road network was also audible, along with construction noise from a new residential development to the south and west, when trains were not passing. Tata steel works was occasionally audible at survey location LT1. Summaries of the results are included in Appendix E.

5.4 Potential Construction Effects

5.4.1 Construction of the Scheme has the potential to generate temporary noise and vibration impacts and associated adverse effects. Construction noise and vibration are transient in nature. It is inevitable however that, as with any infrastructure scheme, there is the potential for some disturbance to be caused to those living nearby during the construction phase.

5.4.2 Construction noise has the potential to generate adverse effects where noise sensitive receptors are located in proximity to the proposed works. Various construction activities have the potential to generate vibration such as piling or the use vibratory rollers. The daily movement of construction personnel to / from the site every day could potentially impact traffic flows to the extent that traffic noise impacts occur at nearby residences. This will depend on the number of people that will be needed to carry out the works, which at present is not known.

5.5 Potential Operational Effects

5.5.1 Once operational, the main noise source associated with the Scheme would be the movement of trains through the station, reliability proving for trains, on the stabling line, public address systems on the platform, minor plant associated with platform facilities and lighting. These noise sources have the potential to create noise levels which may have adverse effects on residences nearby and in particular, giving consideration to potential noise impacts on existing and future residents of the Llanwern Regeneration Area.

5.5.2 Trains on the passenger line and stabling line have the potential to generate vibration at short distances form the track. The majority of nearby sensitive receptors will be at sufficient distance that no perceptible vibration would result, however vibration levels will be considered.

5.5.3 Post-construction, some additional traffic may result on the local road network. On roads which already carry large volumes of traffic this will have a negligible noise impact. The local access road to the station may have some noise impact on the residential development at Glan Llyn currently under construction.


Operational

5.6.1 It is proposed that the principle of best practicable means will be applied to the control of noise and vibration from operational plant. Where appropriate, operational noise emitted by the Scheme will be mitigated by the incorporation of enclosures, noise barriers, duct silencers, acoustic louvres, acoustic plena and vibration isolators. All of these mitigation measures will be identified and their effects can be modelled accordingly.

Construction

5.6.2 It is proposed that a Construction Noise Management Plan (CNMP) will be produced as a stand-alone document, or as part of a Construction Environment Management Plan (CEMP) and will be


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implemented. Incorporated mitigation related to construction noise will be set out within the CEMP. This will identify the series of measures to reduce the environmental effects during the construction period and cover environmental and safety aspects affecting the interests of residents and general public. Specific measures for the mitigation of noise and vibration would be discussed and agreed with NCC and described within the contractor method statements.

5.6.3 We would anticipate that the CEMP will also include definitive haul and construction routes leading into and out of the site to minimise potential disturbance to existing and future local residents.


5.7.1 At this stage potential significant adverse effects in relation to noise and vibration cannot be ruled out. A full Noise Assessment will be undertaken to accompany the planning submission and to inform the ES. The intent of the noise assessment for both the construction and operational noise will be to:

● Establish the appropriate noise and vibration level targets according to relevant, standards, guidance, and consultation with NCC;

● Identify the potential noise and vibration generating activities associated with the construction of the Scheme;

● Predict the construction noise for each of the major phases of construction at the existing Noise Sensitive Receptors (NSRs);

● Establish what mitigation is incorporated into the Scheme and recommend any further sound mitigation measures to minimise any significant impacts; and,

● Set vibration limits and identify areas where there is potential for these to be exceeded. Vibration levels are extremely difficult to predict, due to variations in ground conditions, water content, reflections from strata and buried structures. Therefore, vibration limits will be set in relation to potential building damage and human annoyance but only outline predictions will be made. Monitoring of vibration levels from activities such as vibratory sheet piling will be conducted during the actual construction phase.


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6 Air

6.1 Introduction

6.1.1 There is the potential for construction and operational phase air quality impacts resulting from the Scheme by changing traffic and rail movements. An Air Quality Assessment will be undertaken to accompany the planning submission and inform the ES.


6.2.1 Relevant legislation and policy and guidance relating to Air Quality includes:

● The Air Quality Strategy for England, Scotland, Wales and Northern Ireland: Volume 2, (2007); ● Planning Policy Wales Edition 9, (2016); ● Newport Local Development Plan 2011-2026, (2015); and ● Newport Development Management Air Quality Supplementary Planning Guidance (2018).

6.2.2 The applicable numerical standards from the above legislation are summarised in Appendix F.


6.3.1 Air quality information sources from NCC and DEFRA have been examined. NCC has no monitoring sites in the immediate vicinity of the Scheme. There are no monitoring sites within the administrative area of NCC that are considered representative of site conditions and as such, they are not considered further.

6.3.2 DEFRA provides estimates of background pollution concentrations for NOx, NO2, PM10 and PM2.5 across the UK for each 1km grid square for every year from 2015 to 2030. Future year projections have been developed from the base year of the background maps, which is currently 2015. The maps include a breakdown of background concentrations by emission source, including road and industrial sources which have been calibrated against 2015 UK monitoring data.

6.3.3 The background concentrations for the 1km grid squares covered by the Scheme in 2018 are presented in Table F3 in Appendix F, and the data shows background concentrations are all below the relevant objectives.


6.4.1 There is the potential for construction phase air quality impacts from changing traffic and rail movements. The key aspects are therefore:

● Earthworks and construction activities with the potential to generate temporary impacts from dust if unmanaged; and

● Additional traffic and plant during construction which will release emissions to air.

6.4.2 Guidance from the IAQM10 notes that effects from exhaust emissions from on-site plant are unlikely to be significant. Given the local and temporary nature of site plant, effects of plant emissions on local air quality are considered to be of negligible significance relative to the surrounding road traffic contributions on the local road network.

6.4.3 Changes in traffic flows on the local road network as a result of the construction phase of the Scheme have been screened against criteria within EPUK & IAQM guidance2. These changes in


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traffic flows are below the indicative criteria of a change in AADT flows of 100 and as such no further assessment of construction traffic is required.


6.5.1 At the operational stage, the key aspects for air quality are:

● Increased traffic flows on the local road network with resultant emissions having the potential to adversely impact upon local air quality.

● Increased rail movements.

6.5.2 Traffic data figures produced for the Scheme have been screened against criteria detailed within Environmental Protection UK (EPUK)/Institute of Air Quality Management (IAQM) Guidance ‘’Land-Use Planning & Development Control: Planning for Air Quality’. This indicative criteria states that an air quality assessment is required where there are changes in annual average daily traffic (AADT) flows of 500 light duty vehicles (LDVs) or changes of 100 AADT in heavy duty vehicles (HDVs). As the changes in traffic flows for the Scheme exceed this criteria, operational effects will require quantitative assessment, as presented in section 6.7 below.


6.6.1 It is unlikely that there would be any significant residual effects associated with the Scheme after the implementation of best practice construction mitigation measures such as the implementation of a CEMP. Therefore, additional construction or operational mitigation measures are not anticipated.


6.7.1 Based on the information presented above, we propose to scope out the following elements from the EIA process:

● Construction site emissions from on-site plant ● Construction traffic emissions

6.7.2 The air quality ES chapter will therefore focus on operational effects, informed by an Air Quality Assessment report.

6.7.3 A quantitative assessment of operational stage traffic impacts will be undertaken using the DMRB Screening Tool and the latest DEFRA emission factor toolkit (Version 8.0). Where appropriate the assessment will follow guidance set out in Defra’s Local Air Quality Management Technical Guidance (LAQM.TG(16)) to assess traffic impacts associated with the operational phase.

6.7.4 EPUK/IAQM guidance2 significance criteria will be applied to the results of the operational phase assessment to assess the significance of any changes in pollutant concentrations. A qualitative assessment of railway emissions will be undertaken based on guidance within DEFRA TG161.


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7 Water

7.1 Introduction

7.1.1 This assessment will consider the potential impacts of the development on the water environment in the study area and surrounds. A Flood Consequences Assessment (FCA) will be undertaken for the site which will accompany the planning application and will be appended to the ES, informing mitigation and Scheme design. Assessment for water environment will require close links to the assessment for groundwater, geology and soils (see Chapter 8).


7.2.1 Key legislation relevant to the water environment includes:

● The Flood and Water Management Act (2010); ● The Water Act (2003); ● The Water Resources Act (1991); ● The Water Industry Act (1991); ● The Land Drainage Act (1991); ● The Environmental Protection Act (1995); ● The Flood Risk Regulations (2009); ● The Water Environment (Water Framework Directive) (England and Wales) Regulations

(2003); ● The Conservation (Natural Habitats) Regulations (1994); ● Planning Policy Wales (PPW) and accompanying TAN 15: Development and Flood Risk; ● Newport Local Development Plan, 2011-26 (January 2015) including:

– Policy number SP1 Sustainability which states an overarching aim to “minimise the risk of and from flood risk, sea level rise and the impact of climate change”;

– Policy number SP3 Flood Risk (section 2.16 to 2.18); and – Policy number SP4 Water Resources (section of 2.19 to 2.20).

7.2.2 There are a significant number of industry standards and best practice guidance relating to the water environment, however the most pertinent are:

● Welsh Government Recommended non-statutory standards for sustainable drainage (SuDS) in Wales – designing, constructing, operation and maintaining surface water drainage systems (May 2017);

● CIRIA SuDS Manual Report C697 (2007); ● Welsh Government Policy Clarification Letter “Climate change allowances for planning

purposes” (document reference Cl-03-16) (October 2017); ● NRW Good Practice Guide 101 – Producing flood risk hydraulic models and flood

consequences assessments for development planning purposes (September 2015); ● Sewers for Adoption 7th Edition – A Design & Construction Guide for the Developer (2012); ● EA Fluvial Design Guide 2009; and ● Water Framework Directive screening guidance (NRW/EA).


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7.3.1 The screening response from NCC has already identified that the site is within a defended fluvial floodplain (Flood Zone C1), as well as in close proximity to the Nash & Goldcliffe and Whitson SSSIs. Monks’ Ditch is a designated main river to the north of the site and there are numerous reens and smaller watercourses within the site boundary and in the vicinity administered by the Caldicot & Wentlooge Internal Drainage District (IDD). However, the site is not identified to be at risk of reservoir or canal flooding. Pre-application advice regarding the FCA for the Scheme has already been received from NCC in March 2018.


7.4.1 Potential construction effects relating to the water environment include increased rates of surface water runoff, potential water quality impacts arising from earthworks, fuel s torage and construction operations. The construction phase may result in effects persisting in the long term e.g. changes in river morphology.


7.5.1 The key potential operation effects relating to the water environment include:

● Loss of floodplain and changes to morphology of watercourses; ● Increased surface water runoff, considering both quantity and quality of discharge; and ● Potential adverse effects on downstream receptors including habitats and water supplies.


7.6.1 There are likely to be various mitigation measures incorporated within the design such as specifying minimum finished floor levels for platforms or soffit levels for bridges, compensatory flood storage, sizing of new ditch crossing/culverts, and advice on incorporating flood resilience and proofing measures into any new infrastructure or plant at risk.

7.6.2 All flood mitigation measures proposed will ensure that the effects of flooding, considering climate change, can be managed over the life time of the development.

7.6.3 If the FCA deems that compensatory flood storage is required, this could present an opportunity for environmental or WFD (hydromorphology) enhancement. Likewise the implementation of a SuDS treatment train to mitigate water quality impacts will be undertaken if necessary. SuDS features such as soakaways, swales and basins may be appropriate depending on the outcome of the study and could also present an opportunity for WFD (water quality) enhancement.


7.7.1 Potential effects on the water environment will be considered in the ES, informed by the FCA and a Drainage Strategy. A WFD screening assessment will also be undertaken and where necessary WFD impact assessment and information from this assessment will be considered as part of the EIA as necessary. In this way, flood risk, surface water runoff and water quality issues will all be included in the assessment.

7.7.2 As stated above, information from the NRW website indicates that there is no risk of flooding to the site from reservoir or canal flood sources. Therefore, flooding from reservoirs or canals will be scoped out from the ES.


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8 Soil

8.1 Introduction

8.1.1 This chapter considers the potential for significant effects on geology and soils and also considers the potential for soil bound contamination to affect the Scheme.


8.2.1 The assessment of land contamination is undertaken in accordance with Environment Agency (2004). Model Procedures for the Management of Land Contamination: Contaminated Land Report 11 (CLR11).

8.2.2 The presence of sensitive geological resources has bene undertaken using information provided in NCC Local Development Plan (LDP). Policy CE8 applies: “Proposals affecting locally designated sites will only be permitted where there would be no significant adverse effect on the geological interest of the site”.


8.3.1 The constraints and proposals maps published with the LDP show the development site is not over any resource protection areas for sands and gravels or hard rock and there are no regionally important geodiversity sites within or adjacent to the study area.

8.3.2 The park and ride area of the Scheme was previously part of the Llanwern steelworks site. The steelmaking infrastructure comprising sintering plant and blast furnaces were demolished in 2004 and the Glan Llyn development commenced, comprising housing to the west of the Monks’ Ditch. The area to the west of Monks’ Ditch is designated for industrial development.

8.3.3 The BGS map indicates the main Glan Llyn site is underlain by Mercia Mudstone with the Penarth Group present at the top of this sequence. The railway to the north is underlain by the Blue Lias Formation (see Figure G1 in Appendix G). Both of these formations comprise largely mudstones although the Blue Lias also contain thin limestones.

8.3.4 The area is mantled by a sequence of Tidal Flat Deposits comprising clay and silt. Borehole records along the railway line (shown as circles on Figure G1) have been plotted in Figure G2 (Appendix G) to show the thickness of the varying lithologies encountered.

8.3.5 The Tidal Flat Deposits comprise approximately 10m of silty clay and peat, although the peat is not recorded in borehole BH4 where sand is recorded. The Tidal Flat deposits contain several metres of peat which is readily compressible. The steelworks was built on piled foundations which were driven down to the underlying mudstones. Service lines and roads as well as the larger buildings were also founded on piles. Prior to development the site was raised by several metres using imported slag and other materials.

8.3.6 The main line railway predates the construction of the steelworks and the embankment that the railway is founded on is likely constructed of clinker and general demolition wastes and ballast. The sidings were built specifically to serve the steelworks and it is likely that any imported materials used to provide a stable foundation for these lines were sourced at the time the main steelworks site was being developed and so it is considered likely that the foundation materials beneath the sidings will comprise slag.


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8.3.7 The station and car park development is located to the north of the former blast furnace plant in an area which housed the iron granulation plant used to process excess iron from the blast furnaces which could not be immediately sent through the steel making process.


8.4.1 Significant contamination is not anticipated to be present beneath the main carpark which is up hydraulic gradient of the main sources of contamination. The proposed main car park is located on the former iron granulation plant. The proposed overflow car park is located on the northern edge of the blast furnace complex and ground water contamination would be anticipated to be present.

8.4.2 GI undertaken to support the original planning application for Glan Llyn identified contamination associated with the blast furnaces within the underlying Made Ground comprising hydrocarbons. Groundwater within the Made Ground is perched over the underlying Tidal Flat Deposits and flows to the south where it is intercepted by an east-west ditch that connects the surface water management system for the wider steelworks site.

8.4.3 The car parks comprise surface development which will be placed over the existing ground surface with minimal excavation. There will be no long-term occupation of the car parks and so humans are not considered to be a sensitive receptor to any soil borne contamination or contamination within shallow groundwater. Surface water incident on the carpark surface will be collected and discharged via a sustainable drainage system of some form to prevent mobilisation of any residual contamination within the underlying Made Ground.


8.5.1 The Scheme will have no effect on any regionally important geodiversity sites and will not sterilise any mineral resources.

8.5.2 The new railway lines and station will be built on a platform of imported material between the existing mainline and the sidings for the steelworks on what is effectively green field land which has never been developed. There are no risks to human health or controlled waters from the development.


8.6.1 The development is within an area which would require basic protection measures from radon gas, however since the proposals are all for open/ventilated spaces these may not be necessary for the infrastructure proposed. Otherwise we would anticipate that mitigation would predominantly be included in the contractor’s CEMP.


8.7.1 There will be no significant effect on any sensitive geological resources from the Scheme. There are no significant risks to the development arising from the underlying ground conditions. The development will not create any contaminant pathways that could impact on sensitive receptors off site.

8.7.2 Further consideration of geology and soils within the EIA process is not considered to be warranted. A desk study has been undertaken and formal GI and interpretation is planned. Excavation of existing soils for drainage and foundations will require off-site disposal or reuse within the Scheme if materials are suitable. The underlying made ground is likely to be suitable for use within embankments but will need to be assessed for contamination to ensure its suitability


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for use. Any excavated materials will need to be managed to prevent pollution of adjacent surface water features. Pollution prevention measures will be set out in the contractor’s CEMP or similar.


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9 Climate

9.1 Introduction

9.1.1 Climate factors relating to the Scheme are principally related to greenhouse gas emissions (GHG emissions), and are considered in this section.


9.2.1 Key legislation regarding GHG emissions includes:

● Climate Change Act, 2008 (sets a GHG reduction target of 80% by 2050 compared to 1990 baseline);

● The Environment (Wales) Act, 2016 (requires net 2050 emissions are at least 80% lower than baseline set in legislation);

● The Wales Transport Strategy, 2008 (specifically outcome 12 relating to GHG emissions); and ● Newport City Local Development Plan, 2011-2026 (especially Policy GP1 – Climate Change)


9.3.1 The baseline for GHG assessment of this project is the current state of the transport sector in Wales. Transport accounted for 13% of the Welsh GHG emissions in 2016 (compared to 23% of the UK footprint) and is the third largest source of GHG emissions in the Welsh inventory (alongside agriculture which also accounts for 13%).


9.4.1 Sources of emissions of GHGs which are associated with construction activities include:

● Embodied emissions within construction materials; ● Transportation of construction materials to site; ● Use of plant and equipment during construction; and ● Other impacts such as changes to land use.

9.4.2 Of these, construction materials are likely to be the largest source of GHG emissions. The relatively small scale of the construction works suggest that the GHG emissions associated with the construction phase are unlikely to be significant when compared to the local authority or national scale. The impact is likely to be considered minor adverse. It is recommended that construction mitigation measures be adopted. Low carbon design approaches include using low-carbon construction materials, supply chain management and sourcing materials locally.


9.5.1 In operation, the most significant change to GHG emissions is likely to result from the operation of the railway and station projected traffic changes due to the park and ride scheme. The park and ride scheme has the potential to increase car use which will have associated GHG emissions. However, improved railway access has the potential to replace car journeys with a lower-emission mode of transport – one of the drivers for the Scheme is about reducing private car use into Cardiff. To quantify the net impact of these changes on GHG emissions would require an assessment of the long term projected changes in traffic behaviours. However, it is anticipated that the scale of these changes is unlikely to be significant on a local authority or national scale.


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The changes could result in minor adverse, neutral or minor positive effect, depending on the net GHG balance when modal shift is considered.


9.6.1 It is recommended that construction mitigation measures be adopted. Low carbon design approaches include:

● Using low-carbon construction materials; ● Supply chain management; and ● Sourcing materials locally.

9.6.2 It is recommended that operational mitigation measures to improve the operational footprint be considered. These measures may include:

● Low energy station design; and ● Integration of multi-modal low-carbon transport facilities:

– Provision of electric vehicle charging points – Cycling facilities – Other surface access provision.


9.7.1 Unlike some environmental impacts, emissions of GHGs do not have a direct effect on specific geographical receptors on or adjacent to the site. Instead GHG emissions contribute to the overall global effects of climate change, therefore the ultimate receptor is the global climate.

9.7.2 At this current early stage and based on previous project experience, it is anticipated that the overall GHG emissions associated with this project would be minor adverse and will therefore be scoped out of the ES. As local and national policy both consider climate change and carbon emission reduction, a technical report may be a viable alternative for planning to consider the GHG emissions and provide recommendations for mitigation during construction and operation.

9.7.3 There are several established methodologies for measuring, reporting and mitigation GHG emissions, including the 2017 IEMA Guidance on Assessing Greenhouse Gas Emissions and Evaluating their Significance in EIA. There is not a standardised approach to determining significance for GHG emissions. When GHG emissions are quantified they can be considered in the context of the Welsh carbon footprint and targets for emissions reduction.


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10 Biodiversity

10.1 Introduction

10.1.1 This chapter will identify and assess any ecological features that are likely to be affected by the Scheme, drawing on ecological baseline data gained through numerous field surveys undertaken at the site.


10.2.1 Overarching legislation in relation to ecology and nature conservation in Wales is provided by:

● Environment (Wales) Act 2016; ● The Conservation of Habitats and Species Regulations 2017; and ● Wildlife and Countryside Act (1981).

10.2.2 Guidance and policy relevant to ecology and nature conservation includes:

● Chartered Institute of Ecology and Environmental Management (2016). Guidelines for Ecological Impact Assessment in the UK and Ireland – 2nd edition;

● Design Manual for Roads and Bridges (DMRB) (2008). Volume 11 Section 2 General Principals of Environmental Assessment;

● Newport City Council (2015). Newport Local Development Plan – 2011 – 2026; ● Joint Nature Conservation Committee (2010). Handbook for Phase 1 habitat survey - a

technique for environmental audit; ● Langton, T.E.S., Beckett, C.L., and Foster, J.P. (2001). Great Crested Newt Conservation

Handbook, Froglife, Halesworth; ● UK Government (2017). The Conservation of Habitats and Species Regulations 2017; ● Welsh Government (2016). Planning Policy Wales – Edition 9; ● Welsh Government (2009). Technical Advice Note 5 - Nature Conservation and Planning; and ● Welsh Government (1997). Technical Advice Note 10 – Tree Preservation Orders.


10.3.1 Baseline data collection includes the results of a desktop study, a Phase 1 survey and specific habitat and protected species surveys. From a review of Ordnance Survey (OS) mapping, aerial photography and from site surveys, the site is largely dominated by woodland with a series of complex reens, ephemeral vegetation, marginal vegetation and scrub. Notable habitats on site include broad-leaved woodland, ephemeral short perennial / tall ruderal mosaic and marginal vegetation. These habitats form the priority habitats wet woodland, open mosaic habitats on previously developed land and reedbed as listed under Section 7 habitats of principal importance under the Environment (Wales) Act 2016.

10.3.2 The following ecological designations to be considered within a Habitats Regulations Assessment (HRA) are listed below:

● Severn Estuary Special Protection Area (SPA), Special Area of Conservation (SAC), Site of Special Scientific Interest (SSSI); and

● River Usk SAC.


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10.3.3 Ecological designations considered to form key constraints to the proposed works include:

● Gwent Levels – Redwick and Llandevenny SSSI (60m to the west of the site); ● Gwent Levels – Whitson SSSI (0.9km to the south west of the site); and ● Gwent Levels – Nash and Goldcliff SSSI (0.9km to the south of the site).

10.3.4 All of the above SSSI’s are hydrologically linked to the site.

10.3.5 The desktop records from SEWBReC include a number of protected species, many of which have the potential to be present in the habitats within the survey area (some are confirmed within the site). Based on the records returned, the species considered to be the key constraints for this Scheme are:

● Bats; ● Dormice; ● Otter; ● Water vole; and ● Great Crested Newt.

10.3.6 Further surveys are planned as set out in Table H1 in Appendix H. These will be used to inform the nature conservation value of the site and subsequent assessment of the effects of the Scheme upon nature consideration features and to make appropriate recommendations for mitigation.


10.4.1 Key potential effects at construction in respect to ecology include: habitat loss from the construction footprint, including potentially ecologically valuable habitats such as woodland; damage or disturbance to protected species or their habitats (of the species listed above); and potential damage or disturbance to local and international designations.


10.5.1 At the operational stage, key potential effects in respect of ecology are likely to include: lighting, air quality and hydrological effects which could affect adjacent habitats and species. Consideration will also be given to the need for maintenance along the new passenger line and the MES line, which could affect species and habitats.


10.6.1 Once further surveys have been completed, these will inform the mitigation, compensation and enhancement design. The following general mitigation principles and recommendations will be considered as part of the design and detailed in the ES:

● The Scheme will be designed to avoid or minimise loss of any woodland and reens or other habitats identified of ecological value;

● Mitigation measures will be implemented during construction works to safeguard protected species, such as appropriate timing of works, ecological supervision and briefing, or sensitive working measures. Where appropriate, European Protected Species licences will be sought;

● Any habitats lost would be re-instated or compensated (i.e. through habitat enhancement or habitat creation elsewhere);

● A habitat management and monitoring plan will be produced and implemented for the reinstatement of natural habitats along with any new habitat creation (i.e. as enhancement); and


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● All mitigation measures will be subject to landowner agreement.


10.7.1 Given the presence of protected species in the area, and the proximity to designated sites, ecology and nature conservation will be assessed in the ES. The ES chapter will be informed by the results of the surveys which have already been scoped through consultation with both NRW and the NCC Ecologist. Further consultation is proposed in order to agree the assessment and mitigation proposals.

10.7.2 An ecological impact assessment for the Scheme would be undertaken following guidance set out in:

● Chartered Institute of Ecology and Environmental Management (CIEEM) Guidelines for Ecological Impact Assessment in the UK and Ireland – 2nd edition (CIEEM, 2016); and

● DMRB Volume 11 Section 2 (HA 205/08) Assessment and Management of Environmental Effects.

10.7.3 As part of the more detailed assessments, the conservation importance of each of the key ecological features (designated sites, habitats and species) within the zone of influence will be assessed, as per the criteria in Table H2 in Appendix H.

10.7.4 Using the combination of conservation value of the receptor and the magnitude of change, the significance of the effect upon nature conservation features as a result of the Scheme will be identified and assessed in isolation and in combination with other developments in the vicinity (see DMRB Guidance (HA 205/08)).


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11 Landscape and Visual

11.1 Introduction

11.1.1 This chapter considers likely effects on landscape character and visual amenity that may result from the development’s construction and operation. It does not identify potential indirect or cumulative effects. These would be considered as part of a full Landscape and Visual Impact Assessment (LVIA) in accordance with the Guidelines for Landscape and Visual Impact Assessment (3rd Edition) (Landscape Institute and IEMA, 2013), should one be required to support the development’s planning application.


11.2.1 Key local guidance includes:

● Newport Unitary Development Plan 2011- 2026 Adopted January 2015: (The site has no

landscape or visual designation and falls in the Urban Boundary area. It will, therefore, be

subject to no specific landscape policies and General Development Principles will apply). – GP2 General Development Principles - General Amenity: ii) the proposed use and form of

development will not be detrimental to the visual amenities of nearby occupiers or the character or appearance of the surrounding area;

– GP5 General Development Principles - Natural Environment: ○ v) there would be no unacceptable impact on landscape quality; ○ vi) the proposal includes an appropriate landscape scheme, which enhances the site

and the wider context including green infrastructure and biodiversity networks; ○ vii) the proposal includes appropriate tree planting or retention where appropriate and

does not result in the unacceptable loss of or harm to trees, woodland or hedgerows that have wildlife or amenity value.

11.2.2 Key national guidance includes:

● Planning Policy Wales (Edition 9, November 2016) - Chapter 5 Conserving and Improving Natural Heritage and the Coast.

11.2.3 The Welsh Government’s objectives for the conservation and improvement of the natural heritage are to:

● promote the conservation of landscape and biodiversity, in particular the conservation of native wildlife and habitats;

● ensure that action in Wales contributes to meeting international responsibilities and obligations for the natural environment;

● ensure that statutorily designated sites are properly protected and managed; ● safeguard protected species, and to ● promote the functions and benefits of soils, and in particular their function as a carbon store.

11.2.4 General guidance regarding trees, woodlands and hedgerows recognises their great importance, both as wildlife habitats and in terms of their contribution to landscape character and beauty. They also play a role in tackling climate change by trapping carbon and can provide a sustainable energy source.


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11.2.5 Local planning authorities should seek to protect trees, groups of trees and areas of woodland where they have natural heritage value or contribute to the character or amenity of a particular locality. Ancient and semi-natural woodlands are irreplaceable habitats of high biodiversity value which should be protected from development that would result in significant damage.

11.2.6 Local planning authorities should, as appropriate, make full use of their powers to protect and plant trees to maintain and improve the appearance of the countryside and built up areas.


11.3.1 Potential visual receptors include;

● road and rail travellers; ● Pedestrians; ● Users of public rights of way; ● Formal leisure facility users; ● Workers and residents in Cat’s Ash, Bishton, Llanwern, Langstone, Llanbedr, Llandevaud; ● Eastern areas of Newport; and ● Western areas of Magor.

11.3.2 Potential landscape receptors include;

● Llanwern Park Community Woodland on the Register of Parks and Gardens; ● Gwent Levels on the Register of Landscapes; and ● Parks and Gardens of Outstanding Historic Interest in Wales.

11.3.3 Llanwern Park is elevated and separated from the site by the rail-line. Although topography-wise the site is located on the Gwent Levels, it is separated from the main area that displays significant landscape qualities be the detracting steel works and St Modwen sites. The site falls outside the Landscape of Outstanding Historic Interest.

11.3.4 A photographic survey of the site and its context was undertaken in March 2018. This demonstrated that the site’s narrow tree belt currently forms a partial filter to low level views of the site from the north. In addition, it identified that views of the site are limited and its landscape interaction with and, therefore, influence on, adjacent land, is also limited. This is because of a combination of vegetation and topography blocking and filtering views. Elevated views from the north feature the site in a wide panorama, diluting its’ appearance as a percentage of the view.


11.4.1 These will consist of:

● Traffic management - visual effect ● Establishment of haul roads and site compounds including carparking, plant storage and site

huts - visual effect ● Removal of vegetation - visual effect ● Movement of site staff and plant including potential headlight movement - visual effect ● Placement of materials - visual and landscape effect

11.4.2 The above operations could all cause adverse visual effects, the majority of which are likely to be locally minor adverse, temporary during construction and will be removed at completion of the works. The exception to this is vegetation removal.


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11.5.1 These will consist of:

● Use of the Car park - visual effect ● Use of the overbridge - visual effect ● Use of the rail line - visual effect


11.6.1 The element with the greatest potential to cause adverse visual impact is the construction of the footbridge over the railway because it will have height and movement. During operation, as there are other existing overhead rail crossings, it will not be a new incongruous element.

11.6.2 The other element with potential to cause adverse visual impact is the removal of vegetation. However, it provides only a limited screen from low level views to the north, which are few.

11.6.3 It has been concluded, therefore, that potential visual and landscape impacts will be limited in number, and although sensitive to change, the development’s magnitude will be low due to a combination of its location and adjacent land uses. Where impacts occur, they are considered unlikely to be significant, and not to exceed minor adverse. It is anticipated that the visual and landscape construction and operational impacts will be limited in number and minor adverse at worst. Therefore, we propose that landscape and visual effects will be scoped out of the Environmental Statement.


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12 Land Use / Land Take

12.1 Introduction

12.1.1 The ES will describe the potential impact deriving from land use and land take associated with the Scheme. It will assess the impact of the Scheme covering temporary land take during construction and permanently when in operation.


12.2.1 There is no guidance that relates specifically to the assessment of land use and land take. The assessment will be undertaken having regard to the Town and Country Planning (Environmental Impact Assessment) (Wales) Regulations 2017. It will note the land use requirements during both construction and operational phases of the Scheme and aspects of the environment likely to be significantly affected by the proposal.


12.3.1 Baseline conditions will be established through desk based research and a site visit to identify areas affected by land use and land take associated with the Scheme. Planned and committed developments will be identified via a review of existing or proposed land use allocations, discussions with Newport City Council officers, and reviewing the published planning records of the Local Planning Authority, including the time limits imposed on planning permissions to identify extant consents (committed developments).

12.3.2 Consideration will also be given to land use policies and allocations as contained in the Newport City Council Local Plan which was adopted on 2015.


12.4.1 The establishment of site compounds and closure of roads for construction activities is likely to result in a temporary change in the use of land and disruption of movement in and out of buildings.


12.5.1 Operationally the Scheme will result in permanent changes in land use (including land acquired to accommodate the Scheme).


12.6.1 This chapter of the ES will consider the potential impacts on current and future land use arising from both construction and operational phases of the Scheme. It will have regard to all existing land uses and development proposals promoted through the planning system. The nature and significance of each will be identified.

12.6.2 The study area will comprise the footprint of the Scheme as shown on the Site Location Plan (Drawing No. 367590-MMD-26-XX-DR-C-0101) (see Appendix A). The assessment will also consider any other locations where physical works and ground disturbance will take place (i.e. temporary and permanent land take areas) outside of the planning application boundary.

12.6.3 The assessment will be conducted as a desk based review of the Scheme, supplemented by a site visit and liaison with NCC.


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12.6.4 The impacts of the Scheme on land use and land take will be evaluated for both the construction and operational phases. Impacts will be categorised having regard to whether they would be direct or indirect, temporary or permanent, and whether they would result in a beneficial, adverse or neutral impact.

12.6.5 Effects will be predicted by setting the degree of change due to the project against the type of importance of each land use and the extent of land take. The significance of the effects would be categorised as either ‘severe’ (national or regional importance), ‘major’ (local or direct scale), ‘moderate’ (of local scale with cumulative effects), ‘minor’ (local scale), or no effect. ‘Severe’, ‘major’ and ‘moderate’ effects are regarded as ‘significant’ in EIA terms.

12.6.6 Due to the extent of different landowners within the planning application boundary and in the vicinity of the Scheme location there is potential for ‘significant’ impacts on land use and land that would need to be assessed as part of any ES.


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13 Heritage

13.1 Introduction

13.1.1 A Historic Environment Impact Assessment (367590-WTD-CAR-2611) was produced in 2017 which aimed to assess the archaeological potential within the Scheme area, which is located within an Archaeologically Sensitive Area. In addition, the report identified the potential impact on the setting and heritage significance of built heritage assets within the surrounding landscape as a result of the Scheme. Since the majority of the Scheme area was heavily overgrown at the time of the assessment, restricted access meant that it was not possible to sufficiently evaluate the archaeological conditions within.


13.2.1 Relevant heritage guidance which will be considered includes:

● Cadw (2011) Conservation Principles for the Sustainable Management of the Historic Environment in Wales;

● Cadw (2016) Setting of Historic Assets in Wales; ● Chartered Institute for Archaeologists (2014) Standards and Guidance for Historic

Environment Assessment; and ● Welsh Government (2017) The Planning Policy Wales Technical Advice Note (TAN) 24: The

Historic Environment.


13.3.1 The archaeological baseline conditions within the Scheme area are understood within the context of it historically being a fen-edge reclaimed wetland environment, and part of the Gwent Levels Archaeologically Sensitive Area. These wetland landscapes are known to provide high levels of preservation of archaeological materials. In this context, along with information of activities across the prehistoric and historic periods within the surrounding landscape from additional historic environment datasets, it is considered that there is high potential for paleo-environmental remains.

13.3.2 It is also considered that there is moderate potential for prehistoric, Roman and medieval remains. Given the age and relative rarity of prehistoric and Roman remains, any finds would hold significant archaeological interest.

13.3.3 Finally, it is considered that there is low potential for early medieval remains. At this stage, we are unable to provide an overall qualitative score of the potential impact, and only able to provide an assessment of the potential for archaeological remains.


13.4.1 Vegetation acts as a screen between built heritage assets within the local landscape and the proposed construction of the new railway and station, and existing steelworks to the south. The removal of this vegetation would have a slight negative effect on the heritage significance. Construction activities have potential to adversely impact on buried archaeology.


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13.5.1 Vegetation acts as a screen between built heritage assets within the local landscape and the operation of the new railway and station, and existing steelworks to the south. The removal of this vegetation, would have an overall slight negative effect on the heritage significance of;

● Grade II* listed Parish Church of St Mary, located 530m north of the Scheme area boundary; ● Grade II listed Parish Church of St Cadwaladr, located 100m north of the Scheme area

boundary; and ● Grade II registered park and garden of Llanwern Park, located from 320m north of the Scheme

area boundary.


13.6.1 The identified effect of vegetation removal may be effectively mitigated through replacement screening through vegetation along the northern edge of the Scheme area, which would both replace and potentially enhance the filtering of views and sounds towards the steelworks/residential development.


13.7.1 An overall slight negative effect on the heritage significance of three nearby designated heritage assets was identified as a result of removal of vegetation within the Scheme area. The assessment at this stage is considered to be slight adverse and therefore, effects on designated and non-designated heritage assets will be scoped out of the ES.

13.7.2 However, the Scheme is within an Archaeologically Sensitive Area, with potential for high levels of preservation of buried remains due to the sub-strata conditions of the site, with potential for archaeological remains. Therefore further evaluation and assessment needs to be carried out during the ground investigation works for the Scheme. It is not possible to rule out at this stage the potential for a significant effect to result from the Scheme.

13.7.3 In heritage terms, the ES chapter will therefore focus on the effects of the construction and operation of the Scheme on the below ground archaeological remains within the Scheme area.

13.7.4 An updated historic environment assessment will be prepared following the Cadw and Chartered Institute for Archaeologist’s guidance. This will include the production of a baseline assessment which will undertake the following actions:

● A review of the available historic environment data held by Glamorgan-Gwent Archaeological Trust (GGAT), CADW. Historic Gardens Trust (Wales) etc;

● An updated examination of local, regional and national planning policies in relation to heritage assets;

● A review of the available topographical, geological, cartographic and geo-technical evidence; ● An assessment based on the detailed Scheme design of the potentially affected

designated/non-designated assets within the wider study area; ● A site visit, to aid in the assessment of the effects on heritage assets from the construction of

the Scheme based on detailed design; and ● Recommendations for future surveys or investigations if required.

13.7.5 Evaluation of the archaeological conditions will need to be established through a programme of archaeological investigation, which would likely include:


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● Review of outline design to determine significant below-ground impacts; ● Review of the proposed GI locations, due to take place post-site clearance; ● Review of GI logs and access to borehole samples if identified as necessary; and ● If there is the potential for palaeo-environmental deposits to be impacted by the Scheme, a

deposit model should be prepared for the Scheme area which provides suitable visualisation through table and/or pictorial demonstration of deposit sequencing.

13.7.6 Depending on the location of below-ground impacts and predicted location of archaeological deposits, further archaeological investigation may be required. This may be further archaeologically specific boreholes, trial trenching, or ground clearance under archaeological supervision.

13.7.7 For the cultural heritage ES chapter, an assessment of significance would be made for each identified and potential heritage asset within the study area. The potential impacts of the Scheme would be defined and assessed. Mitigation measures would be developed as appropriate to the scale of impact identified, and residual impacts would then be assessed.


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14 Population / Socio Economics and Health

14.1 Introduction

14.1.1 This section presents the approach to scoping the potential effects of the Llanwern Station proposals on the socio-economic baseline and health. Socio-economic considerations include analysing, monitoring and managing the impacts on local socio-economic conditions. These include employment, the labour market and deprivation, and receptors, primarily local residents, users of local community resources and businesses. Effects on these receptors and resources can be beneficial or adverse; direct or indirect; temporary or permanent.


14.2.1 The assessment will be undertaken in accordance with relevant national planning policy. Relevant Welsh national policy for the socio-economic assessment includes:

● Planning Policy Wales (Edition 9, November 2016); ● Technical Advice Note (TAN) 18: Transport (2007); ● Technical Advice Note (TAN) 23: Economic Development (2014); ● The Wales Transport Strategy (2008); ● Economic Renewal: A New Direction (2010); and ● People, Places, Futures: The Wales Spatial Plan (2004, updated in 2008).

14.2.2 The assessment will be undertaken in accordance with relevant local planning policy, which will primarily be focussed on the Newport Local Development Plan 2011-26. Relevant local policy for the socio-economic assessment includes:

● Policy SP14 – Transport Proposals; ● Policy SP15 – Integrated Transport; ● Policy SP11 – Eastern Expansion Area; ● Policy SP17 – Employment Land; ● Policy SP1 – Sustainability; ● Policy EM1 – Employment Land Allocations; and ● Policy GP7 – General Development Principles – Environmental Protection and Public Health.

14.2.3 No EIA guidance is currently available for the undertaking of a socio-economic impact assessment.


Residential Population

14.3.1 Llanwern is an electoral ward and community in the eastern urban rural fringe of the City of Newport, South East Wales. Llanwern ward has a population of just under 3,000, while the community of Llanwern itself has just over 300. Key residential areas include the village of Llanwern itself to the north of the site, the village of Llynwerry to the west of Bishton to the north east.

14.3.2 Llanwern is also a part of the local authority of Newport, which has a population of approximately 150,000 (according to 2016 ONS midyear population estimates) of whom approximately 93,000


367590-WTD-CAR-2631 | 24 April 2018

are of working age. The employment rate is 73.2%, which is slightly higher than that of Wales, at 71.9%. Unemployment stands at 5.4%, slightly higher than that of Wales, at 4.8%.

Businesses

14.3.3 The study area includes, to the south of the location of the Scheme, the Tata Steelworks – a key employer in the local area and a major business receptor. Newport Retail Park is located to the west of the study area which includes a number of business including Tesco, Asda, Matalan, JD Sports, Boots, Next and Marks and Spencer as well as restaurants, including Nando’s. A Citroen retail garage is located adjacent to the park.

14.3.4 Leeway Industrial Estate lies to the south, which includes a number of further businesses including Motorpoint Newport, Jumbocruiser Limited and BP Rolls (Newport) Ltd. Other businesses in the local area include Amazon, who have a distribution centre on the Celtic Business Park to the south of the Scheme, and Tarmac Ltd, who operate a site, also to the south.

Community Resources

14.3.5 Community resources in the area include:

● Llanwern Golf Club, Llanwern ● Ponderosa Equestrian Centre, Llanwern ● Llanwern High School, Llanwern ● Ysgol Gymraeg, Casenewydd ● Llanwern Park Farm, Llanwern ● Great Wood ● Ringland Primary School, Alway ● Kingdom Hall of Jehovah’s Witnesses, Alway ● Alway Surgery ● The Open Hearth Pub, Liswerry ● Saint Cadwakadr’s Church, Bushton ● RSPCA Newport Animal Centre,Liswerry ● Western Park recreational ground and open space, Liswerry


14.4.1 It is unlikely that there will be any significant socio-economic effects arising during the construction phase of the Scheme. A project of this scale would require a construction workforce to deliver it. For the duration of the construction process, there would be a number of construction workers on site. There is no clear information on whether these workers would be existing employees of the appointed contractor, whether they would be new employees, and whether they would be drawn from the local area. There is therefore the potential for the Scheme to help create or safeguard construction employment on a temporary basis in the local area, but due to the limited duration of the employment opportunities that would be created, the impact is not likely to be significant.

14.4.2 The Scheme may require permanent land take from open space in the immediate vicinity of the rail line. However, the land required is owned by Network Rail, Tata Steel and St Modwen’s who are all involved in the promotion of the Scheme and development of the site. As this would result in no reduction in land available for community use this effect is not considered significant.


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14.4.3 In addition, to deliver the works for the Scheme, a construction-compound would be required on a temporary basis. The locations for the compounds have not yet been identified. Land owners would be compensated for any loss of use and all land used for construction compounds would also be restored after the works are completed. As such, temporary impacts arising from compound locations are unlikely to be significant.

14.4.4 There are a number of businesses, community resources and residential areas in the study area. Business and community resource operations are unlikely to be disrupted by construction activity, such as additional vehicle movements. Access to propert ies and resources will be maintained and construction activities will be limited in accordance with the requirements of the Construction Strategy and CEMP, and as such the effects are not likely to be significant.

14.4.5 In terms of potential human health effects from pollution of air, soil and water, these would be considered in the relevant technical assessments. However, subject to suitable management measures, the construction phase is not anticipated to result in any significant human health effects.


14.5.1 The Scheme would potentially result in economic and community benefits for the wider area resulting from increased connectivity and capacity.

14.5.2 The Scheme would result in the creation of a new 1.7km (approximately) passenger railway line running parallel with and connecting to the South Wales Mainline relief lines at Llanwern. The Scheme would also deliver a new station, which will be located along the new passenger line and which would service the communities in the local area. A 1000-space surface level car park is proposed to the south of the new station and would be connected to the station via a footbridge, with step and ramp access. This improved connectivity to the national rail network (including extensive capacity park and ride into Cardiff and Newport) is likely to result in beneficial effects for the local communities in Llanwern itself and others on the eastern edge of Newport.

14.5.3 The Scheme also includes the construction of an approximately 4km MES line which would provide a staging area during major events when additional services are required for the passenger lines. This would further increase local rail capacity, benefitting local people and businesses in the local area.

14.5.4 The MES line would be electrified and connected to the new passenger line and to the existing Tata Steel service rail lines, potentially supporting use of the line by this important local employer. This effect is likely to be beneficial but is unlikely to be significant.

14.5.5 Despite the Scheme resulting in wider business benefits, there are unlikely to be any other significant socio-economic effects arising once the Scheme becomes operational. Llanwern Golf Club and Llanwern Park Farm may be affected by the increase in rail traffic passing. This would be assessed in the noise and air quality assessments and therefore will not be considered as part of the socio-economic assessment.

14.5.6 The Scheme will not result in any changes to routes or access to properties or services once operational, and therefore no significant adverse effects related to access are likely to occur.

14.5.7 In terms of human health, there is a slight potential for health improvement benefits from users accessing a more sustainable form of travel, but this is not expected to be significant. The Scheme is unlikely to improve public health services or access to public health services.

14.5.8 A number of potential mitigation measures should be considered as part of scheme delivery during construction and operation.


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14.5.9 A CEMP should be produced prior to construction and implemented through the construction period. This would ensure construction works are undertaken in as sensitive a manner as possible with regards to disturbance to local residents, businesses and community facilities. The CEMP should also include a Community Relations Strategy, ensuring that communication with stakeholders would be managed and maintained prior to and during all construction works.

14.5.10 A Traffic Management Plan (TMP) should be produced. As access to local residential, business and community receptors may be affected, any changes would need to be sign-posted clearly. Severance affecting local residents and other pedestrians during construction should be minimised, ensuring access to properties and resources around Llanwern, Liswerry, Bishton and Llandevenny is still possible during construction and operation.

14.5.11 Where temporary or permanent land take is required from private property or community resources during the construction phase (for example for compensatory planting), the promoter should work with owners, operators and users to ensure that they are appropriately compensated for any permanent or temporary loss of use. Safe and accessible alternative routes provided to all affected resources should be provided where required. The promoter should continue to engage with owners/operators to identify reasonably practicable measures to help mitigate potential significant effects identified in this assessment.


14.6.1 The Scheme is likely to result in predominantly beneficial population and socio-economic effects, which could be significant. As EIA is intended to consider both beneficial and adverse effects, socio-economics will be included as a chapter in the ES. Regarding human health, due to the nature of the Scheme there are unlikely to be any significant effects arising during construction or operation, and it is therefore proposed that health topics be scoped out of further consideration within the EIA.

14.6.2 The assessment will consider the local impact area (LIA), comprising the site itself and an area extending 500m from its boundary, and the boundary of any related construction sites located elsewhere (including construction compounds). The wider impact area (WIA) will be the local authority area of Newport.

14.6.3 The effect of the Scheme on socio economic resources and receptors will be considered against the baseline socio-economic conditions with the change expected over time during construction and when the Scheme is operational.


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15 Conclusion

15.1.1 Based on the topic analysis presented in previous chapters, Table 2 summarises the topic elements which have been scoped into the EIA for the Scheme.

Topic Elements Scoped In Elements Scoped Out

Traffic and Transport

A Transport Assessment (TA), informed by traffic surveys, summarised in an ES chapter.

Noise and Vibration

A Noise Assessment will be undertaken, summarised in an ES chapter.

Air An Air Quality Assessment, with a quantitative assessment of operational traffic impacts, and assessment of any changes to pollutant concentrations.

Qualitative risk based assessment of demolition and construction activities to inform the mitigation measures in the CEMP, and qualitative assessment of railway emissions

Summarised in ES chapter

Construction site emissions from on-site plant

Construction traffic emissions

Water An FCA and Drainage Strategy informing an ES chapter

WFD screening assessment

Reservoir or canal flood sources

Soil ES chapter scoped out, although Desk Study and GI will be undertaken to inform the design

Climate ES chapter scoped out Biodiversity Extensive species surveys informing an Ecological

Impact Assessment and summarised in an ES chapter

Landscape and Visual

ES Chapter scoped out

Land Use / Land Take

To be assessed in an ES chapter.

Heritage ES chapter focusing on the potential for buried remains, informed by evaluation and assessment of below ground works and GI

Landscape and visual impacts of heritage significance

Population / Socio Economics and Health

To be assessed in an ES chapter. Health Assessment scoped out


367590-WTD-CAR-2631 | 24 April 2018

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367590-WTD-CAR-2631 | 24 April 2018

Appendices

A. Site Location Plan 44 B. Screening Request 46 C. Screening Opinion 52 D. Existing Site Plan 56 E. Baseline Noise Survey Summary 58 F. Air Quality Standards 59 G. Geology Figures 61 H. Ecology Survey Schedule and Criteria 62


367590-WTD-CAR-2631 | 24 April 2018

A. Site Location Plan

Key to symbols

App’dCh’k’dDescriptionDrawnDateRev

RevStatus

Drawing Number

Scale at A0

Eng check

Approved

Coordination

Dwg check

Drawn

Designed

Title

Notes

Client

Reference drawings

Security

P:\Cardiff\MNS\Projects\367590 - Metro NS W G Trans\Drawings\03. New Working Drawings\TO026\367590-MMD-26-XX-DR-C-0101.dwg Jan 25,2018 - 3:06PM jon55822

TFW

©

South East Wales MetroTask Order 026 - Llanwern Station

Site Location Plan

Transport for WalesSouthgate HouseWood StreetCardiff, CF10 1EWUnited Kingdom

M Jones MAJ

R Turner RJET

M Jones MAJ

RG Morris RGM

D Francis DF

1:2500 PRE

367590-MMD-26-XX-DR-C-0101

P1 STD

Fitzalan HouseFitzalan RoadCardiff, CF24 OELUnited Kingdom

+44 (0)29 2046 7800+44 (0)29 2046 7801mottmac.com

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

Mott MacDonald

1. Do not scale any information from this drawing.

125m 250m01:2500

P1 25-01-2018 RJET First Issue MAJ RGM

Area of Interest


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B. Screening Request


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C. Screening Opinion

Page 1 of 3

A.J. Edwards Transport for Wales Southgate house Wood Street Cardifff CF10 1EW By email only 26 March 2018 Dear Mr Edwards SUBJECT: EIA SCREENING OPINION IN CONNECTION WITH THE PROPOSED PASSENGER AND MAJOR EVENT STABLING RAILWAY LINES, ISLAND RAILWAY STATION, PEDESTRIAN FOOTBRIDGE, 1000NO. SPACES SURFACE CAR PARK AND ASSOCIATED INFRASTRUCTURE WORKS AT LAND ADJACENT TO LLANWERN STEELWORKS The Site The site primarily consists of an area of railway line / railway sidings to the north of the Glan Llyn Regeneration Site and the retained elements of the Llanwern Steelworks. Much of the site is covered in scrub / trees and it is bounded to the north by the South Wales Mainline Railway. The proposed carparking lies within the Glan Llyn Regeneration Site on the Celtic Business Park which is the eastern end of the regeneration site that is being developed for commercial purposes (B1, B2, B8 uses). This is a brownfield site that has been cleared of development and is currently being remediated and reclaimed. The site is level. Existing railway lines will need to be bridged. The Monks Ditch, a designated main river crosses the site. Various reens are found within the site. HT lines cross the site. Ownership of the site lies with Tata Steel, Network Rail and Saint Modwens. The Proposal The proposal is for the construction of: MAJOR EVENT STABLING RAILWAY LINES, AN ISLAND RAILWAY STATION, PEDESTRIAN FOOTBRIDGE, 1000NO. SPACES SURFACE CAR PARK AND ASSOCIATED INFRASTRUCTURE WORKS AT LAND ADJACENT TO THE LLANWERN STEELWORKS The applicant has provided a ‘General Arrangement’ drawing and a Briefing Note. The development is described as:

4 Km of electrified stabling line connecting to the newly provided passenger line and the Tata Steel service railway lines

A 1000 space surface level carpark An island railway station, bridge access (with steps and ramps)








NP20 4UR

Page 2 of 3

New passenger railway line to connect the station to the South Wales Mainline (length unspecified)

Relevant Legislation & Policy Environmental Impact Assessment (Wales) Regulations 2017 (EIA Regulations) Welsh Office Circular 11/99: Environmental Impact Assessment Adopted Newport Local Development Plan 2011-2026 The site lies within the urban boundary Part of the site is protected under Policy T1 (railway station) The site is within an Archaeologically Sensitive Area Designations Flood Zone C1 (defended floodplain) Assessment For the purposes of the EIA Regulations the proposal would fall into either: Schedule 2 10b (Infrastructure Projects / Urban Development), Threshold 1 Ha Schedule 2 10d (Infrastructure Projects / Railways), Threshold 1Ha As an urban development project the scheme exceeds the 1Ha threshold and is very likely to exceed the threshold as a railway project. As such the scheme is Schedule 2 development for the purposes of the EIA Regulations and must be screened. It is noted that the Mott McDonald consider that the proposal will constitute EIA development in their briefing note. It is concluded that the proposal is capable of having significant environmental effects that make the proposal EIA development for the purposes of the EIA Regulations. Although you have not requested a scoping opinion under Regulation 14, the Council considers on an informal basis that the significant effects anticipated relate to: Loss of Woodland scrub with potential impacts on landscaping and ecological interests Bridging / Crossing the Monks Ditch and various reens. These are capable of


Relevant surveys will be required and avoidance, mitigation or compensation provided as necessary. The impact of noise, vibration and lighting on the dwellings (existing and proposed) on

the Glan Llyn Regeneration site. Highways Impacts since the railway station is likely to be a significant traffic generator.

This matter would have been considered within the Environmental Statement submitted with the application for the regeneration of the former steelworks site (Glan Llyn) however this information is now old (2006) and should be updated.



Other issues relate to: Flooding: the site is within a defended floodplain and will need to be justified in that

location. See the relevant tests at Paragraph 6.2 of Technical Advice Note 15. A Flood

Page 3 of 3




Construction Impacts are likely to include noise, dust, vibration and lighting. These should be considered in any ES.

If you require a formal Scoping Opinion you should make the appropriate request under Regulation 14. Conclusion: The proposal constitutes EIA development for the purposes of the Environmental Impact Assessment (Wales) Regulations 2017. In the event you do not agree with this assessment you have a right to refer the matter to the Welsh Ministers who will then adopt their own screening opinion; See Regulation 6(8) and Regulation 7 of the Regulations. Developments of National Significance The applicant should satisfy themselves that the proposal is not a Development of National Significance, see ‘The Developments of National Significance (Specified Criteria and Prescribed Secondary Consents) (Wales) Regulations 2016’. Please contact me as necessary. Yours sincerely

Geraint N. Roberts Geraint N. Roberts Prif Swyddog Cynllunio / Principal Planning Officer Tîm yr Dwyrain / East Team Adfywio, Buddsoddi a Thai / Regeneration, Investment and Housing Cyngor Dinas Casnewydd / Newport City Council Attached EIA Screening Proforma Consulation Responses from

o Newport City Council – Planning Policy o Newport City Council - Environmental Health o Network Rail


367590-WTD-CAR-2631 | 24 April 2018

D. Existing Site Plan

Land owned by TATA Steel(Land Registry)

Land owned by St. Modwen(Land Registry)

Land owned by Network Rail

Existing Surface Water Ditches /Reens / Ponds

Existing Gas Main

Existing LV Electricity

Existing Unknown Utility

Existing Culvert (TATA)

Existing High Voltage(11kV / 132kV)

Existing 132kV Overhead PowerLine easement (6m from powerline and/or pylon)

Existing Telecoms (Virgin Media)

Existing Telecoms (BT)

Existing Water Main (DCWW)

HV

HV

LV

SW

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GAS

COMMS

BT

UKN(E)

Proposed South Wales Metro Lines

Proposed MES (Major Event Stabling) Line

Proposed Platform Location

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Key to symbols

App’dCh’k’dDescriptionDrawnDateRev

RevStatus

Drawing Number

Scale at A0

Eng check

Approved

Coordination

Dwg check

Drawn

Designed

Title

Notes

Client

Reference drawings

Security

P:\Cardiff\MNS\Projects\367590 - Metro NS W G Trans\Drawings\03. New Working Drawings\TO026\367590-MMD-26-XX-DR-C-0008.dwg Dec 3, 2017- 8:47PM jon55822

TFW

©

South East Wales MetroTask Order 026 - Llanwern Station

General ArrangementOption 5A

Transport for WalesSouthgate HouseWood StreetCardiff, CF10 1EWUnited Kingdom

M Jones MAJ

R Turner RJET

M Jones MAJ

RG Morris RGM

WE Wootten WEW

1:2500 PRE

367590-MMD-26-XX-DR-C-0008

P1 STD

Fitzalan HouseFitzalan RoadCardiff, CF24 OELUnited Kingdom

+44 (0)29 2046 7800+44 (0)29 2046 7801mottmac.com

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

Mott MacDonald

1. Do not scale any information from this drawing.2. The service information provided in this drawing does not include all

existing services present at the site. This information is currently beingsought.

3. The service information supplied in this drawing is indicative only andshould not be relied upon. Services information has been taken fromdrawings provided by Tata and Western Power Distribution. MottMacDonald cannot take any liability or responsibility for the accuracyof this information.

4. Where the development layout may be affected by the existence ofexisting services, the location of such services should be confirmed onsite prior to finalising the development layout.

5. Clearance to Western Power Distribution overhead lines is as follows:

- 6m horizontally from widest cable and pylon base- 3.6m vertically from lowest cable

P1 30/11/2017 RJET First Issue RGM WEW

125m 250m01:2500

Existing clearance tooverhead cables ~11m

Existing clearance tooverhead cables ~13m Proposed MES

Connection Line

Proposed MES LineCrossover

Proposed ServiceLine Crossover

Proposed Parkand Ride Facility

Proposed Substation for St.Modwen development

Proposed Park and RideFacility (to be confirmed)

Up ReliefDown ReliefUp and Down PassengerUp and Down Passenger Loop

Track Schematic(New infrastructure shown in black)

MES Line


367590-WTD-CAR-2631 | 24 April 2018

E. Baseline Noise Survey Summary

E.1.1 The full detail of the noise survey will be reported in the ES, however a summary of the results is provided below.

Table E1: Summary of Long Term Monitoring Data at LT1 Tennyson Avenue, Llanwern

LAeq,16hr

Day

LAeq,16hr

Night

LAmax

Day

LAmax

Night

LAmax

Day

LAmax

Night

LA90,16

hr Day

LA90,16

hr

Night

Log Average

Log Average Max Max

Large 10

Large 10

Mode Avg

Mode Avg

All data 59.0 54.3 97.2 96.1 80.8 71.6 42.6 35.0 Weekday Average 59.2 55.2 97.2 96.1 81.2 73.3 43.3 35.8 Weekend Average 58.7 50.7 93.8 85.1 79.8 67.7 40.8 33.3

Table E2: Summary of Long Term Monitoring Data at LT2 Wyvern Bungalow, Biston

LAeq,16h

r Day

LAeq,16h

r Night

LAmax

Day

LAmax

Night

LAmax

Day

LAmax

Night

LA90,16h

r Day

LA90,16h

r Night

Log Average

Log Average Max Max

Large 10

Large 10

Mode Avg

Mode Avg

Daily Average 59.0 54.3 97.2 96.1 80.8 71.6 42.6 35.0 Weekday Average 59.2 55.2 97.2 96.1 81.2 73.3 43.3 35.8 Weekend Average 58.7 50.7 93.8 85.1 79.8 67.7 40.8 33.3

Table E3: Summary of Summary of Short Term monitoring at ST1 and ST2

Location

Reference

Date

and

Time

Time LAEQ LAmax LA10 LA90 Comments

ST1 9/28/17 0:00 15:02 53.2 72.3 56.1 46.2

Loud Generator, Road works on Tennyson Ave, Construction site across the train l ines, birdsong, distant dog barking, cows mooing and brief car alarm.

ST1 9/28/17 0:00 15:17 56.8 68.3 59.8 49.3

ST1 9/18/17 0:00 12:05 48.5 66.3 50.6 38.7

ST1 9/18/17 0:00 12:20 48.4 66.2 50.8 38.5

ST1 9/18/17 0:00 12:35 48.1 63.9 50.9 38.3

ST2 9/18/17 0:00 12:05 41.4 58.2 43.8 37.8 Distant traffic,

occasional reverse beepers, occasional high altitude aircraft, trains

ST2 9/18/17 0:00 12:20 45.3 56.9 48.6 40

ST2 9/18/17 0:00 12:35 47.4 70.8 49.3 41.3


367590-WTD-CAR-2631 | 24 April 2018

F. Air Quality Standards

F.1.1 The applicable numerical standards from the above legislation are summarised below in Table F1. It should be noted that the air quality objectives only apply in locations of relevant exposure i.e. where members of the public might reasonably be exposed to pollutants for the respective averaging periods. Table F2 provides details of where the objectives should and should not apply and therefore the types of receptors that are relevant to the assessment.

Table F1: Relevant Air Quality Standards

Pollutant Averaging

Period

Air Quality Standards Attainment

Date Concentration Allowance

Nitrogen dioxide (NO2)

1 hour 200µg/m3 18 per calendar year(e)

31 December 2005(a)(b)

1 January 2010 (c)

Annual 40µg/m3 - 31 December 2005(a)(b)

1 January 2010 (c)(d)

Particulates (PM10)

24 hours 50µg/m3 35 per calendar year(e)

31 December 2004(a)(b) 1 January 2005 (c)

Annual 40µg/m3 - 31 December 2004(a)(b) 1 January 2005 (c)(d)

Particulates (PM2.5) Annual Target Value – 25µg/m3 - 2020(b)(g)2010(c)(h)

Source: (a) Air Quality (Wales) Regulations 2000 as amended. (b) Air Quality Strategy 2007. (c) EU Directive 2008/50/EEC on ambient air quality and cleaner air for Europe and The Air Quality Standards Regulations 2010. (d) Derogations (time extensions) to 1 January 2015 were agreed by the EU for meeting the NO2 limit values in some zones/agglomerations. In March 2011, the Commission agreed the UK's revised application for a time extension for meeting the daily PM10 limit value, granting a "temporary and conditional exemption" for the Greater London urban area. (e) Can be expressed as the 99.79th percentile of 1 hour means. (f) Can be expressed as the 90.41st percentile of 24 hour means. (g) Also a ‘Target’ of 15% reduction in annual mean concentrations at urban background between 2010 and 2020. (h) Also a ‘Target’ of 20% reduction in annual mean concentrations at urban background between 2010 and 2020.

Table F2: Locations where the air quality objectives apply

Averaging Period Objectives should apply at: Objectives should not apply

at:

Annual All locations where members of the public might be regularly exposed. Building façades of residential properties, schools, hospitals, care homes etc.

Building façades of offices or other places of work where members of the public do not have regular access. Hotels, unless people live there as their permanent residence. Gardens of residential properties. Kerbside sites (as opposed to locations at the building façade), or any other location where public exposure is expected to be short-term.

24 hours All locations where the annual mean objective would apply, together with hotels. Gardens of residential properties.

Kerbside sites (as opposed to locations at the building façade), or any other location where public


367590-WTD-CAR-2631 | 24 April 2018

Averaging Period Objectives should apply at: Objectives should not apply

at:

exposure is expected to be short-term.

1 hour All locations where the annual mean and 24 and 8 hour mean objectives apply. Kerbside sites (for example, pavements of busy shopping streets). Those parts of car parks, bus stations and railway stations etc. which are not fully enclosed, where members of the public might reasonably be expected to spend one hour or more. Any outdoor locations where members of the public might reasonably be expected to spend one hour or longer.

Kerbside sites where the public would not be expected to have regular access.

Source: LAQM TG16

Table F3: DEFRA projected background concentrations

1km Grid Square Location

(OS Grid Reference) 2018

X Y NOX NO2 PM10 PM2.5 335,500 187,500 20.3 14.6 12.8 8.5 336,500 187,500 16.1 11.9 12.5 8.1 337,500 187,500 14.4 10.7 11.9 7.7 338,500 187,500 13.7 10.2 11.4 7.4

Source: https://uk-air.defra.gov.uk/data/laqm-background-maps1

1 Department for Environment, Food and Rural Affairs (2016), Local Air Quality Management – Technical Guidance (16).

https://uk-air.defra.gov.uk/data/laqm-background-maps


367590-WTD-CAR-2631 | 24 April 2018

G. Geology Figures

Figure G1: Solid Geology

Source: BGS

Figure G2: Section west to east along railway

Source: BGS


367590-WTD-CAR-2631 | 24 April 2018

H. Ecology Survey Schedule and Criteria

H.1.1 The scope for further survey work is outlined below and was agreed with the Newport City Council Ecologist in September 2017. The survey methodology was also discussed and refined following a meeting with Natural Resources Wales (NRW) in December 2017.

Table H1: Scope of protected species surveys currently being undertaken

Survey Survey Extent Survey Window

Designated Sites ● A separate screening assessment for Habitat Regulations Assessment to be undertake for the River Usk SAC and the Severn Estuary SPA SAC SSSI which are hydrologically l inked to the site; and

● N/A

● This will be undertaken following DMRB (HD 44/09) Assessment of Implications on a European Site.

●

Birds ● Breeding bird transects will be undertaken on a monthly basis between April and June 2018.

● April-June 2018

Bats (roosting) ● All buildings within the site and within a 20m buffer of the site boundary have been inspected for their potential to support roosting bats;

● January 2018 (complete)

● All accessible trees within the site boundary are to be assessed for their potential to support roosting bats;

● August 2017-April 2018

● Buildings and trees assessed as moderate or high bat potential to be demolished / felled or within 20m of the site boundary (including construction areas and routes) will be subject to further emergence/re-entry surveys and/or tree climbing;

● April-July 2018

● All trees with moderate and high bat potential with ground level potential roost features will be subject to endoscoping surveys in replacement of emergence and re-entry surveys as agreed with Natural Resources Wales (confirmation in an email dated 19 th March 2018); and

● May – July 2018

● Buildings outside of the 20m buffer zone that have moderate or high potential for lesser or greater horseshoe bats will be subject to emergence/re-entry surveys and/or static detector deployment were possible

● May-July 2018

Bats (foraging / commuting)

● Activity transect surveys have been undertaken from July to October 2017 and will recommence from April to June 2018;

● July-October 2017 (complete), April -June 2018

● The 4.0km route has been split into four 1.0km transect routes with a minimum of 6 listening stops per transect; and

● Static bat detectors have been deployed from July to October 2017 and will recommence from April to June 2018.

● July-October 2017 (complete), April -June 2018

Badgers ● The woodland has been surveyed for presence / l ikely absence of badgers in all accessible areas of the site; and

● November 2017 (complete)

● A disused outlier badger sett was recorded on site along with foraging signs and a possible old latrine.

Dormice ● Dormouse presence / absence surveys using boxes and tubes across the sites have been undertaken from August to November 2017 and will recommence in April 2018; and

● August – November 2017 (complete), April to May 2018

● A dormouse nest was recorded during the October surveys to the east of Monks’ Ditch

Otter and Water Vole

● Monk’s ditch and the reens throughout the site have been surveyed for evidence of otter and water vole in October 2017;

● October 2017 (complete) and April 2018


367590-WTD-CAR-2631 | 24 April 2018

Survey Survey Extent Survey Window

● No evidence of otter was found, however, two potential water vole feeding stations and a potential water vole burrow was recorded during the surveys;

● A second survey will be undertaken in April 2018 which will include areas to the north of the site, within 250m of the site boundary; and

● Camera traps will be deployed as agreed with NRW. ● April-June 2018 Great Crested Newt

● All accessible reens within the site were eDNA surveyed in June 2017;

● June 2017 (complete)

● Further surveys were agreed with NRW which include; Habitat Suitability Index (HSI) surveys of all waterbodies within 250m of the site, artificial egg laying strip deployment and checks, eDNA of all accessible waterbodies with below average or above HSI scores; and

● March-April 2018

● Further surveys may be required if the above surveys yield a positive result.

● April-June 2018

Reptiles ● Presence / l ikely absence surveys were undertaken in September and early October 2017; and

● September – October 2017 (complete)

● Slow worm and grass snake were recorded on site, including sub-adults and juveniles of both species.

Invertebrates ● A baseline scoping survey and habitat assessment of the site will be undertaken by a specialist surveyor in April 2018 and will inform if further surveys are required.

● April 2018

H.1.2 The valuation of sites makes use of established value systems (e.g. SSSIs are of national importance, etc). Professional judgement is required for the valuation of sites and species of less than district value. Factors that will be used to determine the relevant level of value include: designation of the site; rarity of the species or habitats; presence of Red Data Book or endemic species; presence of diverse assemblages of plants or animals; plant communities typical of natural/semi-natural habitats; habitat diversity and connectivity; presence of large populations of animals which are uncommon or threatened in a wider context; presence of UK priority species and LBAP species and habitats. This is summarised within Table H2 below with relevant examples:

Table H2: Criteria for Determining Conservation Value

Conservation Value Criteria Examples

Very high High importance and rarity, international scale and limited potential for substitution

● Internationally designated sites ● A regularly occurring population of

an internationally important species High High importance and rarity, national

scale or regional scale with limited potential for substitution

● National designated sites ● Regionally important sites which

would meet the criteria for national designation

● A regularly occurring, regionally or county significant population of a nationally important species

Medium High or medium importance and rarity, local or regional scale, and limited potential for substitution

● Regionally important sites ● Locally designated sites (e.g.

SINCs) ● Locally significant populations of

protected or scarce species ● European or nationally protected

species which are of local significance


367590-WTD-CAR-2631 | 24 April 2018

Conservation Value Criteria Examples

Low Low or medium importance and rarity, local scale or site level

● Undesignated sites or habitats of some local biodiversity and earth heritage interest

● Populations or assemblages of species of local interest (including good examples of common or widespread species)

Negligible Very low importance and rarity, local scale

● Other sites with little or no local biodiversity and earth heritage interest

H.1.3 The magnitude of change as a result of the Scheme for nature conservation features will be identified using the DMRB guidance (DMRB, 2008), with reference to the following impact characteristics:

● Positive / negative (or adverse / beneficial); ● Extent; ● Magnitude; ● Duration; ● Timing; ● Frequency; and ● Reversibility.

H.1.4 Professional judgement is used to determine the magnitude of impacts in line with the above factors and with reference to the geographic frame of reference. This is summarised in Table H3 below:

Table H3: Criteria for Determining the Magnitude of Impacts

Magnitude Criteria

Major adverse / beneficial The proposal would result in a permanent or long-term impact on the integrity of the site, habitat or species population, in terms of the coherence of its ecological structure and function, across its whole are, which enables it to sustain the habitat, the complex of habitats and / or the population levels of species of interest. If adverse, this is l ikely to threaten its sustainability and / or cause severe damage to key characteristics, features or elements. If beneficial, this is l ikely to enhance its conservation status, results in extensive restoration or enhancement and / or provide a major improvement of attribute quality.

Moderate adverse / beneficial The proposal would result in a permanent or reversible long-term impact on the integrity of the site, habitat or species, but would affect the ecological objectives for the site or species. However, if, in the light of full information, it cannot be clearly demonstrated that the proposal will not have an effect on integrity, then the impact should be assessed as major. If adverse, this is l ikely to cause partial loss of / damage to key characteristics, features or elements. If beneficial, this is l ikely to provide addition of resources, features or elements and / or improvement of attribute quality.

Minor adverse / beneficial The proposal would result in a short-term, reversible impact on extent, size or integrity of a site, or a minor impact is evident with changes in the habitat or species population. However, ecological objectives for the site or species would not be affected. If adverse, this is l ikely to cause measurable changes in attributes, quality or vulnerability, minor loss of or alteration of one (or maybe more) key characteristics, features or elements. If beneficial, this is l ikely to cause addition of one (or maybe more) key characteristics, features or elements and / or some beneficial impact on attribute or reduces risk of negative impact occurring.

Negligible The habitats or species on the site are being affected or changed, but there is no observable impact in either direction. If adverse, this is l ikely to cause very minor loss or detrimental alteration to one or more characteristics, features or


367590-WTD-CAR-2631 | 24 April 2018

Magnitude Criteria

elements. If beneficial, this is l ikely to provide a very minor benefit to or positive addition to one or more characteristics, features or elements.

No Change The site, habitat or species is either outside the zone of influence, or if inside the zone of influence, is not in any way altered by the works. There is not loss or alteration of characteristics, features or elements.


367590-WTD-CAR-2631 | 24 April 2018

mottmac.com

Appendix C

EIA Scoping Opinion for Phases 1-4

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A.J. Edwards Transport for Wales Southgate house Wood Street Cardifff CF10 1EW By email only 06 July 2018 PROPOSAL: EIA SCOPING OPINION FOR PROVISION OF A RAILWAY STATION, RAILWAY STABLING LINES, A FOOTBRIDGE AND A 1000NO. SPACE SURFACE CAR PARK ON THE GLAN LLYN REDEVELOPMENT SITE (FORMER LLANWERN STEELWORKS) 1. CONSULTATIONS 1.1 CYFOETH NATURIOL CYMRU / NATURAL RESOURCES WALES (CNC/NRW): 1.1.1 We have reviewed the applicant’s EIA Scoping Report (prepared by Mott MacDonald,

dated 24 April 2018). We advise the following matters / topics are scoped in to the Environmental Statement (ES) given the likely significant effects posed by this scheme.

1.1.2 The ES will be based on the Scoping Opinion and therefore it is important all likely

significant effects are identified prior to permission being given. It is good practice for the applicant to re-scope if there are changes affecting the scheme or new baseline information becomes available. Scoping can be an iterative process, not only a stage at the start of a scheme but running throughout the EIA.

Protected Species

1.1.3 We note the scope of survey work outlined in Table H1 in Appendix H of the Scoping Report which includes surveying of the following protected species: bats, dormice, great crested newts otter and water vole. At this time, we consider the scope of surveying is appropriate to provide baseline information for the EIA.

1.1.4 There is limited detail on the extent of surveying at this stage, however we have the

following initial advice: • Table H1 states bat roosting surveys are scheduled over the summer period May to

July. We advise that if assessment of trees and buildings has identified potential for use at times of the year other than the summer i.e. autumn or winter hibernation, additional surveys are undertaken during these periods.

• In relation to otter, we advise that surveys include an assessment of the potential of the habitat on site for natal use. If potential is identified, we advise that detailed surveys are carried out over a number of seasons.

• We advise all surveys are undertaken following published best practice guidelines and that full detail of surveying is provided in the ES.

• Where protected species are present and likely to be impacted by the proposals, the ES should set out detailed impact assessment, conservation proposals, monitoring proposals and where necessary habitat management details. In this context the ES should set out how the proposal will meet the three tests as set out in Regulation 55 of the Habitats and Species Regulations (2017).








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• In relation to dormice we are aware that conservation proposals are likely to include off-site measures. We advise that proposals set out how sites will be secured and habitat management delivered in the long term. The ES should consider what habitat clearance strategy is appropriate for the site by taking account of the distances animals might be displaced and the size and value for dormice of receptor habitats. We advise that early improvement of receptor habitats and creation of new habitats (if appropriate) also forms part of any strategy.

Protected Sites

1.1.5 The Scoping Report identifies the relevant Gwent Levels Sites of Special Scientific Interests which are hydraulically linked to the proposed site.

1.1.6 The construction and operation stage have the potential to significantly impact water quality

of these designated sites. The ES should assess these effects and provide avoidance and/or mitigation measures where necessary. At this stage we would expect the ES to provide water quality monitoring at suitable locations as part of these measures. It is unclear whether the scheme intends to discharge into the Monks Ditch and ultimately the Gwent Levels system. If so, water quality must meet the attached criteria.

Flood Risk

1.1.7 The Water chapter of the Scoping Report has scoped in flood risk, surface water run-off and water quality issues (7.7.1). The site is within Zone C1 of the Development Advice Maps contained in TAN15 and a flood consequences assessment (FCA) should inform the ES by providing suitable mitigation measures, where necessary. We have provided a scoping checklist (attached) to help with the preparation of the FCA.

1.1.8 The surface water management should take into consideration any surface water run-off

into the Internal Drainage District. Any flow rates will have to be agreed with us prior to the surface water strategy being approved. We agree that the ES should be informed by a Water Framework Directive (WFD) screening assessment.

Further Advice

1.1.9 We may wish to provide advice on matters not scoped in to the ES, for example land contamination, during the planning application process.

1.2 CADW: 1.2.1 Our records show that the following historic assets are potentially affected by the proposal.

Scheduled Ancient Monuments: MM021 St Julian's Wood Camp MM037 Medieval Tower at Hanbury Arms MM049 Priory Wood Camp MM058 Langstone Fish Pond MM059 Langstone motte and enclosure MM127 Wilcrick Hill Camp MM128 Bishton Castle MM 170 Round Barrow 57m South of Stock Wood MM188 Moated Site 200m South West of Court Farm MM201 Moated Site 250m SW of Pencoed Castle MM202 Deserted Medieval Village W of St Mary's Church MM205 Moated Site E of Grangefield Farm MM230 Caerleon Legionary Fortress MM231 Caerleon Civil Settlement MM232 Caerleon Amphitheatre MM240 Caerleon Legionary Fortress: Area behind Caerleon ,House MM243 Caerleon Legionary Fortress: Area off White Hart Lane MM244 Caerleon Civil Settlement: Site of Roman Building SE of Castle Street MM253 Moated Site in Coldra Wood MM254 Caerleon Civil Settlement: Area under Broadway Playing Fields

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MM274 Pencoed Castle MM298 Ford Farm Roman Villa MM324 St. Mary's Churchyard Crass, Llanwern

1.2.2 Due to the intervening natural topography none of the above scheduled monuments are

likely to be inter-visible with the proposal except for MM 127 Wilcrick Hill Camp. Although in an elevated position with views out over the proposal at the distance concerned of c.1.7km from the proposal any effect on the setting of the scheduled monument is considered to be negligible.

Registered Historic Parks and Gardens: PGW (Gt) 2 Llanwern Park (grade II) PGW (Gt) 3 Pencoed Castle (grade II) PGW (Gt) 18 Newport: Beechwood Park (grade II)

1.2.3 Due to the intervening natural topography the proposal is only potentially inter-visible

with PGW (Gt) 2 Llanwern Park. PGW (Gt) 2 Llanwern Park is a small late eighteenth- to nineteenth-century landscape park set in rolling countryside to the east of Llanwern village. It is bounded on the north and west sides by a natural stream, the Monks' Ditch, on the east by Great Wood and Longditch Wood and, on the south by the road from Llanwern to Bishton. The park is almost wholly given over to pasture landscaped with clumps of trees, some deciduous, some mixed deciduous and coniferous, mainly in the south east quadrant. The main entrance is on the east side, from the village, with a winding drive curving up the hill in the centre of the park to the site of Llanwern House at the top, built in about 1760 for Charles Vanhouse the house is now demolished. Significant views are from the site of the former house south southeast over the park, whilst these views extend seaward beyond the park boundary they are now dominated by the current and former site of the steelworks now subject to development.

1.2.4 The proposal is for a new circa 1.7km passenger line running parallel with and connecting to the existing South Wales Mainline relief lines. A new station will be located along the new passenger line and include a 150m long platform. Also proposed are new major events stabling (MES) line of circa 4km long, this line will be connected to the new passenger line and lines servicing Tata Steel. A 1000 space surface level car park is proposed to the south of the new station connected via a footbridge.

1.2.5 Significant views from the registered historic park and garden are from the site of the

former house southward across the park, whilst these views extend seaward beyond the park boundary they are now dominated by the current former steelworks sites, the latter now subject to development. The South Wales Mainline and the relief line run in front of these sites and the land between them forms a continuous strip of scrub vegetation that has some screening effect at ground level. The Heritage Section (Chapter 13) of the scoping report produced by Mott Macdonald concludes that the removal of this vegetation as part of the proposal would have a slight negative effect on the significance of PGW (Gt) 2 Llanwern Park and suggests that this could be mitigated by further screening with vegetation along the northern edge of the scheme area. An assessment of the impact of the proposed development on the setting of the registered historic park and garden should be included in the EIA.

Registered Historic Landscapes: HLW (Gt) 2 Gwent Levels

1.2.6 The proposal is outside of the Landscape of Outstanding Historic Interest and unlikely to be visible from the areas considered which lies within the 3km buffer.

1.3 GLAMORGAN & GWENT ARCHAEOLOGICAL TRUST (GGAT): 1.3.1 We have read the accompanying document produced by Mott MacDonald (Document

reference. 367590-WTD-CAR-2631, dated April 2018) with interest.

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1.3.2 We note that the Heritage section (Chapter 13) states that the existing assessment will be

updated. This will include a review of the baseline data sources; relevant legislation; topographic, geological, cartographic, geotechnical evidence; affect on assets of the detailed Scheme design; site visit and recommendations. A review of geotechnical investigations and the production of a deposit model is also proposed. As noted in 13.7.6 and 13.7.7, depending on the results of this work, further archaeological investigations and mitigation may be required.

1.3.3 Such an approach is entirely appropriate, and we look forward to reading the updated

assessment and additional reports. 2. INTERNAL COUNCIL ADVICE 2.1 PUBLIC PROTECTION MANAGER (ENVIRONMENTAL HEALTH): I acknowledge




2.2 HEAD OF STREETSCENE & CITY SERVICES (HIGHWAYS): A Transport Assessment

will be required as part of any application submission. 3. REPRESENTATIONS

None.






Llyn Regeneration Site and the retained elements of the Llanwern Steelworks. Much of the site is covered in scrub / trees and it is bounded to the north by the South Wales Mainline Railway.

5.1.2 The proposed carparking lies within the Glan Llyn Regeneration Site on the Celtic Business

Park which is the eastern end of the regeneration site that is being developed for commercial purposes (B1, B2, B8 uses). This is a brownfield site that has been cleared of development and is currently being remediated and reclaimed. The site is level. Existing railway lines will need to be bridged.

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5.1.3 The Monks Ditch, a designated main river crosses the site. Various reens are found within

the site. HT lines cross the site. 5.1.4 Ownership of the site lies with Tata Steel, Network Rail and Saint Modwens. 5.2 The Proposal 5.2.1 The development is described as:

• A new railway station (150m platform) • Passenger line connection (1.7Km) • Rolling stock stabling (4Km) • 1000 space park and ride facility • Associated engineering and landscaping works

5.2.2 The applicant has produced the ‘Llanwern Rail Facilities EIA Scoping Report’ (24 April

2018) which scopes in the following effects: • Traffic and transport effects (construction & operation) • Noise & Vibration (construction & operation) • Air Quality (operation) • Water (quality and hydrology) effects (construction & operation) • Biodiversity (construction & operation) • Land Use / Land take (construction & operation) • Buried Archaeology (construction & operation) • Demographic / Socio-economic effects (construction & operation)

5.2.3 It is proposed to scope out the following:

• Air Quality (construction) • Flooding (Reservoir & Canal) (construction & operation) • Soil / Climate / Landscape & Visual Effects (construction & operation) • Visual Impact on Heritage Assets (construction & operation) • Health (construction & operation)


Statute & National Policy: • Environmental Impact Assessment (Wales) Regulations 2017 (EIA Regulations) • Welsh Office Circular 11/99: Environmental Impact Assessment

Adopted Newport Local Development Plan 2011-2026: • The site lies within the urban boundary • Part of the site is protected under Policy T1 (railway station) • The site is within an Archaeologically Sensitive Area Designations: • Flood Zone C1 (defended floodplain)

5.4 Assessment 5.4.1 The development proposal has already been screened under application 18/0159 and was

assessed as being EIA development under that consideration the following key issues were identified:

• Loss of Woodland scrub with potential impacts on landscaping and ecological interests • Bridging / Crossing the Monks Ditch and various reens. These are capable of


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• The impact of noise, vibration and lighting on the dwellings (existing and proposed) on the Glan Llyn Regeneration site.

• Highways Impacts since the railway station is likely to be a significant traffic generator. This matter would have been considered within the Environmental Statement submitted with the application for the regeneration of the former steelworks site (Glan Llyn) however this information is now old (2006) and should be updated.

• Potential impacts on the flow of a designated main river (Monks Ditch). The advice of Cyfoeth Naturiol Cymru / Natural Resources Wales should be sought at an early stage.

• Impact of the works on run-off / drainage to the protected environments to the south of the site – Nash & Goldcliff and Whitson SSSIs which are principally designated for the aquatic flora & fauna within the drainage system of the Gwent Levels.


• Flooding: the site is within a defended floodplain and will need to be justified in that location. See the relevant tests at Paragraph 6.2 of Technical Advice Note 15. A Flood Consequences will Assessment showing the effects of a flood event can be satisfactorily managed over the life time of the development will be required.

• Archaeology: the site is within an Archaeologically Sensitive Area. Notwithstanding its brownfield nature construction works may disturb deeper archaeologically sensitive layers and the advice of the Glamorgan & Gwent Archaeological Trust should be sought at an early stage.

• The impact on the setting of the Llanwern Historic Landscape Park & Garden 1Km to the north should be considered. It is not considered that the proposal will have any material impact on the Gwent Levels Historic Landscape or Special Landscape Area due to intervening development and overall separation.

• Construction Impacts are likely to include noise, dust, vibration and lighting. These should be considered in any ES.

5.4.3 The applicant’s submitted ‘EIA Scoping Report’ (24th April 2018) identifies various key

issues which are summarised at Section 5.2.2 & 5.2.3 These broadly align with the concerns raised in the EIA Screening response as summarised above with the addition of: • Air Quality – scoped out for construction • Demographic / Socio-economic effects – scoped in for construction and operation • Landuse & Land take – scoped in for construction and operation • Health – scoped out for construction and operation

5.4.4 The Council agrees that these additional matters are relevant to the proposal and agrees

with the applicant’s suggested approach to scoping on these four additional matters. 5.4.5 Key issues raised in screening 18/0159 which have been scoped out are:

• Landscape & Visual Impacts – construction and operation • Visual Impact on Heritage Assets - construction and operation

5.4.6 Paragraph 11.6 of the EIA Scoping Report scopes out landscape and visual impacts since

they are judged to be minor adverse at worse and therefore not significant in EIA terms. Paragraph 13.7 of the EIA Scoping Report concludes that the nearest three heritage assets (Llanwern Park, Llanwern Church and Bishton Church) will be slight adverse and therefore not significant in EIA terms.

5.4.7 Both of these views suggest the identified harm is caused by the loss of vegetation but that

this only screens limited low level views hence the limited harm, with views from higher vantage points being at greater distance over the wider expanse of the eastern Gwent Levels with only limited higher elements of the scheme being visible (the overbridge for example). There does not appear to have been any consideration of night time impacts such as illumination and the likely visual effects of this.

5.4.8 The EIA Scoping Report does not contain a detailed Landscape and Visual Impact

Assessment as an appendix and it is difficult to make a robust assessment of the likely

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significance of the impacts without such a document. As such I cannot discount that the proposal is not capable of having a significant visual and landscape impact. Any submission must be accompanied by an LVIA prepared to the appropriate professional standards regardless of whether this matter is addressed as part of an Environmental Statement or not.

5.4.9 The EIA Scoping Report makes no mention of any assessment of the impact of lighting.

Again if not included as part of an Environmental Statement I consider that provision of a lighting assessment to be necessary in order to appropriately assess any submitted application and the effectiveness of any proposed mitigation.

5.5 Conclusion: 5.5.1 The proposal constitutes EIA development for the purposes of the Environmental Impact

Assessment (Wales) Regulations 2017. The Council agrees with the EIA Scoping Report and its conclusions other than in relation to the following points: • Landscape & Visual Impact – insufficient information has been presented to conclude

this will not be significant (operational phase). • Visual Impact on Heritage Assets – insufficient information has been presented to

conclude this will not be significant (operational phase). See Paragraph 2.2.5. • No consideration has been given to the impact of lighting (operational phase).


Geraint N. Roberts Geraint N. Roberts Prif Swyddog Cynllunio / Principal Planning Officer Tîm yr Dwyrain / East Team Adfywio, Buddsoddi a Thai / Regeneration, Investment and Housing Cyngor Dinas Casnewydd / Newport City Council Attached • Consultation response: Cyfoeth Naturiol Cymru / Natural Resources Wales • Consultation response: Glamorgan & Gwent Archaeological Trust • Consultation response: CADW • Consultation response: NCC, Planning Policy • Consultation response: NCC, Environmental Health • Consultation response: NCC, Highways NOTE TO APPLICANT This decision relates to plan Nos: • Llanwern Railway Facilities ‘EIA Scoping Report’ (24th April 2018)

Appendix D

Screening Opinion Phase 1

Page 1 of 6

Chris Mills Transport for Wales Southgate house Wood Street Cardiff CF10 1EW By email only 24 September 2018 PROPOSAL: EIA SCREENING OPINION IN CONNECTION WITH THE CONSTRUCTION OF A MAJOR EVENT STABLING RAILWAY LINE 1. CONSULTATIONS 1.1 CYFOETH NATURIOL CYMRU / NATURAL RESOURCES WALES (CNC/NRW): No

comment. 1.2 CADW: 1.2.1 Cadw, as the Welsh Government’s historic environment service, has assessed the

characteristics of this proposed development and its location within the historic environment. In particular, the likely impact on designated or registered historic assets of national importance. In assessing if the likely impact of the development is significant Cadw has considered the extent to which the proposals affect those nationally important historic assets that form the historic environment, including scheduled ancient monuments, listed buildings, registered historic parks, gardens and landscapes. These views are provided without prejudice to the Welsh Government’s consideration of the matter, should it come before it formally for determination. Our records show that the following historic assets are potentially affected by the proposal.

Scheduled Ancient Monuments:

Located within a 3km buffer of the application area are: MM021 St Julian's Wood Camp MM049 Priory Wood Camp MM058 Langstone Fish Pond MM059 Langstone motte and enclosure MM128 Bishton Castle MM170 Round Barrow 57m South of Stock Wood Farm MM231 Caerleon Civil Settlement MM253 Moated Site in Coldra Wood MM298 Ford Farm Roman Villa MM324 St. Mary's Churchyard Cross, Llanwern Due to the intervening natural topography none of the above scheduled monuments are likely to be inter-visible with the proposal. Therefore there will be no effect on the settings of the scheduled monuments. Registered Historic Parks and Gardens: PGW (Gt) 2 Llanwern Park (grade II) PGW (Gt) 18 Newport: Beechwood Park (grade II)








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1.2.2 Due to the intervening natural topography the proposal is only potentially inter-visible with PGW (Gt) 2 Llanwern Park. This is a small late eighteenth- to nineteenth-century landscape park set in rolling countryside to the east of Llanwern village. The proposal is for a new c 1.7km passenger line running parallel with and connecting to the existing South Wales Mainline relief lines. A new station will be located along the new passenger line and include a 150m long platform. Also proposed are new major events stabling (MES) line of c 4km long, this line will be connected to the new passenger line and lines servicing Tata Steel. A 1000 space surface level car park is proposed to the south of the new station connected via a footbridge.

1.2.3 The proposed station, car park and passenger line are located c 780m to the south

southeast of the registered historic park and garden. Significant views from the registered historic park and garden are from the site of the former house southward across the park, whilst these views extend seaward beyond the park boundary they away from the direction of the application area as indicated in the accompanying location plan. There may be some slight adverse whilst not significant effect on the setting of the registered park and garden and an EIA will not be required.

1.2.4 Registered Historic Landscapes:

HLW (Gt) 2 Gwent Levels The proposal is outside of the Landscape of Outstanding Historic Interest and unlikely to be visible from those parts of the registered historic landscape which lies within the 3km buffer. Therefore an EIA will not be required. There will be no direct physical impact on any of the designated sites of national importance identified. It is though, likely that the proposed development will have a detrimental impact on the settings of some of the historic assets identified but Cadw does not consider that this effect, on the historic environment as a whole, will be significant enough to warrant an EIA.

1.3 GLAMORGAN & GWENT ARCHAEOLOGICAL TRUST (GGAT) 1.3.1 We do not have the legal expertise to determine whether or not an Environmental Impact

Assessment is required; however, there are archaeological and cultural heritage issues which need to be addressed in order to determine the impact of the proposals on the historic environment.

1.3.2 Information in the Historic Environment Record shows that the proposal is located within

the Newport Archaeologically Sensitive Area and close to the Gwent Levels Registered Historic Landscape (HLW (Gt) 2), as defined in the Register of Landscapes of Outstanding Historic Interest in Wales. The Gwent Levels, is a former marshland that has been exploited by humans for at least 6000 years and is a landscape of extraordinarily diverse environmental and archaeological potential. Having been reclaimed from the sea at various times during the historic period, the present land surface is a supreme example of a ‘hand-crafted’ landscape. Furthermore, the Historic Environment Record notes evidence of activity of multi-period date in the vicinity, including that dating to the prehistoric, Roman, medieval and Post-medieval periods. As a result the potential impact on both the archaeological resource and the historic landscape will need to be addressed. Also, Cadw should be consulted as to whether an Assessment of the Impact of a Development on a Historic Landscape (ASIDOHL) should be undertaken to inform the level of impact on the Registered Landscape.

1.3.3 In order to provide enough information for an informed mitigation strategy to be

recommended, any planning application for development on this site will need to be accompanied by an archaeological desk-based assessment; this is in accordance with Planning Policy Wales, Ninth Edition November 2016, Paragraph 6.5.6 and TAN24 Paragraphs 4.7-4.8. In our opinion, this information could be presented as part of an Environmental Impact Assessment, or as a separate archaeological desk-based assessment. However, in either case the archaeological work must meet the Standard and follow the Guidance issued by the Chartered Institute for Archaeologists (CIfA), and it is our policy to recommend that it is undertaken either by a CIfA Registered Organisation or by a

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MCIfA level Member, and to a project design approved prior to the work commencing (www.archaeologists.net/ro and http://www.archaeologists.net/sites/default/files/node-files/CIfAS&GDBA_2.pdf). This study should present information on the archaeological resource in the application area and assess the impact of the proposed development on the archaeological resource, and on its setting. It should also be noted that it is possible that further investigation, including geophysical survey and archaeological evaluation, may be required to be undertaken prior to the determination of any planning application if significant archaeological features are identified during the compilation of the desk-based study.

1.4 NETWORK RAIL: 1.4.1 Network Rail has a statutory obligation of ensure the availability of safe train paths and as

such we are required to take an active interest in any development adjacent to our infrastructure that potentially could affect the safe operation of the railway.

1.4.2 We are aware of this proposal; the applicant plans to accelerate the delivery of the 1.6km

ME line, however, they have yet to prove to Network Rail that no operational or electrical interference will result of installing this initial 1.6km at this location. In addition, there is no mention of the planned additional 2.4km extension as conveyed to Network Rail by their project team as this could also latterly impact upon Network Rail’s infrastructure.

1.4.3 Network Rail will need to see the full details of their scheme before acceptance can be

given as currently all we have seen is line drawings with no detail or relevant information being included.

2. INTERNAL COUNCIL ADVICE 2.1 PUBLIC PROTECTION MANAGER (ENVIRONMENTAL HEALTH, NOISE): I acknowledge




2.2 HEAD OF STREETSCENE & CITY SERVICES (HIGHWAYS): The provision of this line

has no significant effect on our network. 2.3 PUBLIC PROTECTION MANAGER (ENVIRONMENTAL HEALTH, AIR QUALITY): Having

reviewed the proposal, I do not believe there is sufficient justification to require an EIA for air quality.





18/0530 EIA SCOPING OPINION FOR PROVISION OF A RAILWAY 09 July 2018

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STATION, RAILWAY STABLING LINES, A FOOTBRIDGE AND A 1000NO. SPACE SURFACE CAR PARK ON THE GLAN LLYN REDEVELOPMENT SITE (FORMER LLANWERN STEELWORKS)


Llyn Regeneration Site and east of the Monks Ditch (designated main river). Much of the site is covered in scrub / trees and it is bounded to the north by further scrub and the South Wales Mainline Railway.

5.1.3 The Monks Ditch, a designated main river abuts the eastern end of the site. Various reens

are found within the site. HT lines cross the western end of the site. 5.1.4 Ownership of the site lies with Tata Steel and Saint Modwens. 5.2 The Proposal 5.2.1 The development is described as:

1.6Km of electrified railway line for use as Major Events Stabling (MES) and the proving of newly manufactured railway locomotives.


Statute & National Policy: Environmental Impact Assessment (Wales) Regulations 2017 (EIA Regulations) Welsh Office Circular 11/99: Environmental Impact Assessment

Adopted Newport Local Development Plan 2011-2026: The site lies within the urban boundary The site is within an Archaeologically Sensitive Area Designations: Flood Zone C1 (defended floodplain)

5.4 Assessment 5.4.1 The following key issues are identified:

Loss of Woodland scrub with potential impacts on landscaping and ecological interests Bridging / Crossing the Monks Ditch and various reens. These are capable of


The impact of noise, vibration and lighting on the dwellings (existing and proposed) on the Glan Llyn Regeneration site.




Flooding: the site is within a defended floodplain and will need to be justified in that location. See the relevant tests at Paragraph 6.2 of Technical Advice Note 15. A Flood

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Construction Impacts are likely to include noise, dust, vibration and lighting. 5.5 Conclusion: 5.5.1 It is concluded that the proposed railway line would not constitute EIA development. At

1.6Km it falls below the indicative threshold set out at Paragraph A22 of Welsh Office Circular 11/99 (Environmental Impact Assessment). The proposed development is not ‘major development of more than local importance’ and nor is it located in an area that is environmentally sensitive. Nor is the proposal capable of having particularly complex or hazardous effects.

5.5.2 In terms of the key issues, they have been assessed and are not considered to be capable

of having environmental effects of sufficient, duration, complexity or magnitude as to require EIA.

5.5.3 It is noted that this project still appears to constitute a component element of a larger

transport scheme to provide a railway station and additional sections of track. Should these elements of the scheme come forward in the future they will be assessed in combination with any sub-parts of the scheme. It is very likely that in totality the global scheme will still be considered to be EIA development notwithstanding the individual need and merits of this proposal as a standalone scheme. I would advise that you take appropriate legal advice on this point. This assessment has been predicated on your advice that this is a separate development project serving a severable need not automatically linked to the development of the passenger station and its supporting rail infrastructure.


Geraint N. Roberts Geraint N. Roberts Prif Swyddog Cynllunio / Principal Planning Officer Tîm yr Dwyrain / East Team Adfywio, Buddsoddi a Thai / Regeneration, Investment and Housing Cyngor Dinas Casnewydd / Newport City Council Attached Consultation response: Cyfoeth Naturiol Cymru / Natural Resources Wales Consultation response: Glamorgan & Gwent Archaeological Trust Consultation response: CADW Consultation response: NCC, Environmental Health; Noise Consultation response: NCC, Environmental Health; Air Quality Consultation response: NCC, Highways NOTE TO APPLICANT This decision relates to plan Nos:

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Letter from Transport for Wales (03.08.2018) from Jeff Collins Infrastructure Director Drawing 367590-MMD-26-XX-DR-C-0102 – Site Location Plan

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