Crossrail Environmental Statement

Transcription

1 Crossrail Environmental Statement Volume 2 Route wide and central route section impacts 2

2 If you would like information about Crossrail in your language, please contact Crossrail supplying your name and postal address and please state the language or format that you require. To request information about Crossrail in large print, Braille or audio cassette, please contact Crossrail. contact details: Crossrail FREEPOST NAT6945 London SW1H0BR Helpdesk: (24-hours, 7-days a week)

3 Crossrail Environmental Statement Volume 2 Prepared for The Department for Transport by Environmental Resources Management

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5 Contents

6 ii Chapter 7 Baseline and environmental impacts: route-wide Introduction Traffic and Transport 2 Temporary Residual Impacts 2 Permanent Residual Impacts Socio-Economics and Community 3 Introduction 3 Temporary Residual Impacts 3 Permanent Residual Impacts Built Heritage 11 Introduction 11 Permanent Residual Impacts Ecology 12 Vegetation and Habitats 12 Line-side Vegetation 13 Birds 14 Reptiles 14 Invertebrates 15 Badgers Excavated Materials and Waste Management 16 Introduction 16 Materials Management Hierarchy 16 Re-use of Excavated Materials and Construction and Demolition Waste 16 Disposal to Landfill 17 Transporting Excavated Materials 18 Permanent Residual Impacts Climate Change 20 Baseline 20 Construction Phase Emissions 20 Net Emissions of Carbon Dioxide during Operation 21 Assumptions made in the Assessment Water Resources 22 Introduction 22 Residual Impacts Electromagnetic Interference 23 Introduction 23 Residual Impacts References 24 Chapter 8 Baseline and environmental impacts for the central route section Introduction Overview of Crossrail Works in Central Route Section Route Window C1: Royal Oak portal 38 Overview of Route Window C1 38 Summary of Residual Impacts 39 The Permanent Works 40 Construction 42 Impacts on Townscape and Built Heritage 45 Impacts on Visual Amenity 47 Impacts on Archaeology 48 Impacts on Ecology 49 Impacts on Water Resources 49 Traffic and Transport Impacts 50 Noise and Vibration Impacts 51 Impacts on Air Quality 53 Impacts from Contaminated Land 54 Community Impacts 55 Socio-Economics Impacts 55 Design Options for Royal Oak Portal Route Window C2: Paddington Station 57 Overview of Route Window C2 57 Summary of Residual Impacts 59 The Permanent Works 60

7 Crossrail Environmental Statement Volume 2 iii Construction 62 Impacts on Landscape/Townscape and Built Heritage 64 Impacts on Visual Amenity 71 Impacts on Archaeology 72 Impacts on Ecology 73 Impacts on Water Resources 73 Traffic and Transport Impacts 74 Noise and Vibration Impacts 77 Impacts on Air Quality 80 Impacts from Contaminated Land 81 Community Impacts 82 Socio-Economic Impacts 83 Design Options Route Window C3: Hyde Park and Park Lane Shafts 85 Overview of Route Window C3 85 Summary of Residual Impacts 87 The Permanent Works 88 Construction 91 Impacts on Landscape/Townscape and Built Heritage 94 Impacts on Visual Amenity 98 Impacts on Archaeology 99 Impacts on Ecology 99 Impacts on Water Resources 100 Traffic and Transport Impacts 101 Noise and Vibration Impacts 102 Impacts on Air Quality 104 Impacts from Contaminated Land 105 Community Impacts 106 Socio-Economics Impacts 106 Design Options Route Window C4: Bond Street Station 109 Overview of Route Window C4 109 Summary of Residual Impacts 110 Permanent Works 111 Construction 114 Impacts on Townscape and Built Heritage 117 Impacts on Visual Amenity 122 Impacts on Archaeology 125 Impacts on Ecology 125 Impacts on Water Resources 125 Traffic and Transport Impacts 126 Noise and Vibration Impacts 128 Impacts on Air Quality 131 Impacts from Contaminated Land 133 Community Impacts 133 Socio-Economic Impacts 134 Design Options Route Window C5: Tottenham Court Road Station 138 Overview of Route Window C5 139 Summary of Residual Impacts 140 The Permanent Works 142 Construction 147 Impacts on Townscape and Built Heritage 151 Impacts on Visual Amenity 160 Impacts on Archaeology 162 Impacts on Ecology 163 Impacts on Water Resources 163 Traffic and Transport Impacts 164 Noise and Vibration Impacts 169 Impacts on Air Quality 172 Impacts from Contaminated Land 173 Community Impacts 174 Socio-Economic Impacts 176 Design Options Route window C6: Farringdon Station 179 Overview of Route Window C6 179 Summary of Residual Impacts 180 Permanent Works 183 Construction 186 Impacts on Townscape and Built Heritage 189 Impacts on Visual Amenity 196 Impacts on Archaeology 198

8 iv Impacts on Ecology 199 Impacts on Water Resources 199 Traffic and Transport Impacts 201 Noise and Vibration Impacts 203 Impacts on Air Quality 206 Impacts from Contaminated Land 207 Community Impacts 208 Socio-Economic Impacts 208 Variations in the Project 209 Design Options Route window C7: Liverpool Street Station 211 Overview of Route Window C7 211 Summary of Residual Impacts 212 The Permanent Works 213 Construction 218 Impacts on Townscape and Built Heritage 220 Impacts on Visual Amenity 228 Impacts on Archaeology 230 Impacts on Ecology 231 Impacts on Water Resources 232 Traffic and Transport Impacts 233 Noise and Vibration Impacts 235 Impacts on Air Quality 237 Impacts from Contaminated Land 238 Community Impacts 239 Socio-Economic Impacts 240 Design Options Route Window C8: Whitechapel Station 243 Overview of Route Window C8 243 Summary of Residual Impacts 245 The Permanent Works 246 Twin-bore Tunnels 249 Construction 249 Impacts on Townscape and Built Heritage 256 Impacts on Visual Amenity 260 Impacts on Archaeology 262 Impacts on Ecology 265 Impacts on Water Resources 266 Traffic and Transport Impacts 267 Noise and Vibration Impacts 270 Impacts on Air Quality 275 Impacts from Contaminated Land 277 Community Impacts 278 Socio-Economic Impacts 279 Design Options Route Window C8A: Mile End Conveyor Corridor 283 Overview Route Window C8A 283 Summary of Residual Impacts 284 The Permanent Works 285 Construction 285 Impacts on Townscape and Built Heritage 286 Impacts on Visual Amenity 288 Impacts on Archaeology 289 Impacts on Ecology 290 Impacts on Water Resources 290 Traffic and Transport Impacts 291 Noise and Vibration Impacts 292 Impacts on Air Quality 293 Impacts from Contaminated Land 294 Community Impacts 294 Socio-Economic Impacts Route Window C9: Stepney Green Shaft 295 Overview of Route Window C9 295 Summary of Residual Impacts 297 The Permanent Works 297 Construction 297 Impacts on Landscape/Townscape and Built Heritage 299 Impacts on Visual Amenity 304 Impacts on Archaeology 305 Impacts on Ecology 306 Impacts on Water Resources 307 Traffic and Transport Impacts 308

9 Crossrail Environmental Statement Volume 2 v Noise and Vibration Impacts 308 Impacts on Air Quality 310 Impacts from Contaminated Land 311 Community Impacts 312 Socio-Economic Impacts 313 Design Options Route Window C10: Lowell Street Shaft 314 Overview of Route Window C Summary of Residual Impacts 315 The Permanent Works 316 Construction 317 Impacts on Townscape and Built Heritage 319 Impacts on Visual Amenity 322 Impacts on Archaeology 322 Impacts on Ecology 323 Impacts on Water Resources 323 Traffic and Transport Impacts 325 Noise and Vibration Impacts 325 Impacts on Air Quality 328 Impacts from Contaminated Land 329 Community Impacts 329 Socio-Economic Impacts 329 Design Options Lowell Street Shaft Route Window C11: Isle of Dogs Station 331 Overview of Route Window C Summary of Residual Impacts 333 The Permanent Works 334 Construction 337 Impacts on Townscape and Built Heritage 339 Impacts on Visual Amenity 345 Impacts on Archaeology 347 Impacts on Ecology 348 Impacts on Water Resources 349 Traffic and Transport Impacts 351 Noise and Vibration Impacts 353 Impacts on Air Quality 354 Impacts from Contaminated Land 355 Community Impacts 356 Socio-Economic Impacts 357 Design Options Route Window C12: Mile End Park and Eleanor Street Shafts 361 Overview of Route Window C Summary of Residual Impacts 363 Permanent Works 363 Construction 365 Impacts on Landscape/Townscape and Built Heritage 368 Impacts on Visual Amenity 370 Impacts on Archaeology 370 Impacts on Ecology 371 Impacts on Water Resources 371 Traffic and Transport Impacts 372 Noise and Vibration Impacts 373 Impacts on Air Quality 375 Impacts from Contaminated Land 376 Community Impacts 377 Socio-Economic Impacts 378 Design Options - Mile End Park Shaft Route Window C13: Pudding Mill Lane portal 379 Overview of Route Window C Summary of Residual Impacts 380 Permanent Works 381 Construction 383 Impacts on Townscape and Built Heritage 389 Impacts on Visual Amenity 390 Impacts on Archaeology 391 Impacts on Ecology 392 Impacts on Water Resources 393 Traffic and Transport Impacts 396 Noise and Vibration Impacts 397 Impacts on Air Quality 398 Impacts from Contaminated Land 399 Community Impacts 400

10 Socio-Economic Impacts 401 Design Options for Pudding Mill Lane portal Route Window C13A: Abbey Mills 403 Overview of Route Window C13A 403 Mitigation and Temporary Residual Impacts 404 Mitigation and Permanent Residual Impacts 405

11 Chapter 7 Baseline and environmental impacts: route-wide

12 2 7.1 Introduction This chapter identifies the significant route-wide impacts, both beneficial and adverse, that are likely to arise during the construction and operation of the project. Route-wide impacts have been defined as: impacts that are felt at a regional level or which cannot be attributed to a particular section of the project route; or impacts that occur across a number of route windows The following categories of route-wide impact are discussed in this chapter: traffic and transport improved rail access, reduced congestion and strategic transport benefits; socio-economic and community impacts beneficial impacts including job creation, improved accessibility, support for regeneration and agglomeration impacts; impacts on built heritage impacts on a series of heritage features that are linked across a region or the route; impacts on ecological resources accumulated potential disturbance to railway land of ecological value along the route; impacts relating to the handling, transport and disposal of excavated materials; impacts on air quality and climate the effects of the project on emissions in a regional, national and global context; impacts on water resources the effects of dewatering during construction; and electromagnetic effects the potential for the project to result in electromagnetic interference. 7.2 Traffic and Transport Temporary Residual Impacts A total blockade of all services into Paddington station (ie services on the Great Western and local services) will be required for a period of two weeks during construction of Crossrail to enable major track works outside the station. Partial blockades will also be required for a week prior to and after the total blockade. The blockades will cause a significant route-wide impact of particular importance due to disruption to users of these services. It is likely that most services will start and terminate at Ealing Broadway, with buses and London Underground providing onward connections. Some longer distance services may be diverted (eg to Waterloo station) In addition, there will be impacts on other road users, as set out in the route window sections in Chapters 8 to 11 and detailed in the Transport Assessment Report included as Volumes 8a to 8d A large number of weekend and other track possessions will be required for the Crossrail works between Plumstead and Abbey Wood. These will cause disruption to passenger services that will result in a significant impact for rail use

13 Crossrail Environmental Statement Volume 2 3 Permanent Residual Impacts Once Crossrail is operational, it will provide a number of strategic transport benefits. It will significantly improve east-west rail access across London. It will also improve access to major airports, including Heathrow, and to international rail links, such as Eurostar services from Stratford. Travel times from stations in central London to most outlying stations on the route will be reduced. The project will also relieve congestion and overcrowding on the existing National Rail and Underground networks, which will in turn contribute to more efficient and reliable services Once operational, Crossrail will give rise to a 1% to 2% reduction in road traffic flows (2016 with Crossrail versus 2016 with baseline). This effect will arise from people transferring from their cars to the new Crossrail services. Crossrail will also serve to reduce the extent of future growth in road traffic along these corridors by providing spare capacity to allow for further transfers from car to Crossrail in future Chapter 4 of the ES sets out in detail the transport benefits that Crossrail is anticipated to bring about. 7.3 Socio-Economics and Community Introduction One of the key objectives of the Crossrail project is to support the regeneration of priority areas, such as the Thames Gateway and the Lea Valley. Another objective is to support the continued development of London s primary finance and business services (FBS) activities, which are now located in the City, West End and Docklands. This section sets out the extent to which the project will meet these and other objectives along the route as a whole and within the region in relation to: the direct and indirect employment impacts arising from the construction and the operation of the project; the employment impacts of the project in regeneration areas, resulting from improved public transport accessibility; and the employment impacts of the project, specifically in central London, resulting from increased transport capacity to the finance and business service sectors. Temporary Residual Impacts Labour requirements for the construction of Crossrail are estimated at 87,000 employment-years. The distribution of employment is predicted to be spread unevenly over the construction period, peaking in the third and fourth years. According to the standard government-approved method of conversion, 10 employment-years are equivalent to one permanent job. The construction phase of Crossrail is, therefore, expected to generate what are effectively 8,700 permanent jobs. Given the nature of the project and the specialist labour required, these jobs are likely to be filled from London and the wider UK or the international labour market.

14 The scale of the Crossrail project will result in significant ripple effects on the local, regional and national economy both through the purchase of considerable volumes of supplies and through the jobs it creates. On the labour market, these effects can be categorised as indirect and induced employment Indirect employment will result from the expenditure on supplies and services necessary for the construction of Crossrail, which is likely to result in additional jobs Induced employment will result from the spending in the economy of incomes earned by construction workers and workers employed by suppliers. This will depend on the propensity to spend and on the structure of income spending Multipliers are a standard concept used to quantify the indirect and induced effects resulting from a specific investment project (eg a multiplier of 1.1 means that for every 10 construction jobs directly generated by the project, 1 indirect or induced job will also be generated) A multiplier of 1.5 has been used 1 to quantify the net amount of indirect and induced employment generated by Crossrail. On this basis, Crossrail will generate 4,350 full-time equivalent permanent jobs, in addition to the 8,700 jobs generated by direct employment. The project will, therefore, generate 13,050 full-time equivalent permanent jobs, in total, during construction, resulting in a significant beneficial impact. Permanent Residual Impacts Operational Employment The Crossrail project will generate operational employment in order to run the new services, maintain the trains and tracks, and operate the stations. Some of these jobs will be filled by transfers from existing companies in the rail sector, especially on the suburban lines. However, there will also be a considerable number of new positions The following estimates of full-time equivalent operational employment for Crossrail have been determined: train drivers: 270, of which 150 will be new posts; on-train revenue protection staff: 65 posts, all new; station staff: 175 new posts and 250 existing staff transferred at existing suburban stations on the Shenfield and Maidenhead lines; management staff: 110 new posts (including route control staff); depot staff (maintenance and administrative workers): 375 new posts; and infrastructure maintenance: 115, all new. 1 This multiplier is based on data from the Channel Tunnel Rail Link and is compatible with the assumptions made for Thameslink 2000 and from sectoral data for the construction industry from the Scottish Executive.

15 Crossrail Environmental Statement Volume This gives a net increase in employment of 990, which is not significant. Depot and route control staff are all expected to be located in Romford. The new positions as station staff will mainly be at new central stations from Paddington to the Isle of Dogs, in an approximately even split between these sites, translating to an average of 29 new jobs per station. Indirect and induced employment will result in a further 500 jobs The construction of Crossrail requires the acquisition of a number of properties and land along the line of the route. The majority of the land and buildings are presently in commercial use and hence their acquisition will lead to the displacement of businesses and the possible loss of employment. An estimated 5,000 to 7,000 jobs will be displaced. However, this does not constitute a significant impact since these are in the main not job losses but the number of jobs that may be displaced if all the buildings required by Crossrail are occupied at the time of acquisition. This level of displacement can easily be absorbed, given vacancy rates for office, retail, industrial and warehousing space within the areas served by Crossrail Following the construction of Crossrail there will be a number of locations, such as new stations and ventilation shafts, that will provide sites for over-site developments (see Section 3.8). The total number of jobs that might be accommodated in these over-site developments for the route as a whole would be in the order of 3,000 to 4,000 (although it should be noted that these developments are not part of the Crossrail project and powers to construct them are not being sought through the Bill). Regeneration The London Plan (GLA 2004) defines areas of regeneration as those covering the most deprived 20% of wards in London with high levels of unemployment and social exclusion. The ODPM s Sustainable Communities Plan (2003a) emphasises aspirations for regeneration areas, especially in terms of housing growth in the Thames Gateway. Those policy aspirations are also set out in PPS1 Delivering Sustainable Development (ODPM 2005). The Regional Spatial Strategy for the South East (GoSE 2001 and GoSE 2004) identifies the Thames Gateway as a regional and national priority for regeneration and growth (see Figure 7.1).

16 6 Figure 7.1 Regeneration Areas Some 196,000 people live within both the catchment area of a Crossrail station and within a defined regeneration area. This population is younger than average with only 10% older than 65 and almost a quarter being under 16. Qualification levels are low, with a third having no qualifications (compared to a quarter for London as a whole). In this population, economic activity rates 2 are also low at just 58% (10 percentage points less than the London average), and the unemployment rate is 11% Crossrail will bring significant benefits for regeneration areas along its route, including the following. Increasing public transport accessibility and, therefore, the viability of both commercial and residential development. This will lead to an increase in the provision of local jobs and homes within regeneration areas. Improving accessibility to additional jobs, education opportunities and cultural facilities outside regeneration areas. This will increase opportunities available to those living in regeneration areas. Improving the image and perception of regeneration areas. Crossrail will raise the profile of localities along the route, leading to increased occupier and developer confidence. This in turn will create a virtuous circle of inward investment as land values increase and the quality of the built environment improves. 2 The economic activity rate is the percentage of the population that is in the labour force, whether they are employed or unemployed.

17 Crossrail Environmental Statement Volume It is estimated that Crossrail will attract 80,000 additional jobs to regeneration areas leading to a net effect that 9,000 presently unemployed and economically inactive residents of regeneration areas along the route will obtain employment as a result of Crossrail. The level of net additional jobs is a significant beneficial impact of particular importance within the route-wide context. Central London Employment Impacts One of the key objectives for Crossrail is to facilitate the continued development of London s FBS sector. The route passes through the three main FBS clusters or agglomerations the West End, the City and the Isle of Dogs The London Plan expects an increase in total London employment of 636,000 jobs between 2001 and 2016 and a population increase of 800,000. The London Plan is based on extrapolation of historic trends and was approved by the Government following a rigorous examination In terms of the review of the agglomeration impacts of Crossrail, the two key conclusions from the London Plan are as follows. The FBS sector will dominate future employment growth. The FBS sector created a net 750,000 jobs in London between 1971 and 2001 accounting for the entire growth in employment over that 30-year period. The FBS sector is heavily concentrated within the central area (largely due to the agglomeration benefits of locating there). Of the overall employment growth, some 420,000 jobs (two-thirds of the total) are expected to locate within the central area (including the Isle of Dogs) The geographic focus on the central area will have significant transport implications. Growth will be focussed within what are already the most congested parts of the rail network. This growth will be almost entirely dependent on public transport. No additional highway capacity is planned, and even before congestion charging, commuting into the central area by private car was declining.

18 Given current levels of rail crowding, employment growth within the central area will require significant growth in public transport capacity (see Sections 4.2 to 4.4). Crossrail supports and enables that employment growth. There are two reasons why that support is valuable for the UK economy as a whole. The FBS growth is market led and the market wants those jobs to be located within the central area. If that growth were to be constrained there is no guarantee that it would take place elsewhere within London, or the UK. Employment growth in central London has a significant productivity advantage over employment growth elsewhere. That productivity differential is driven by the agglomeration benefits of locating within one of the three largest FBS clusters in the world (the others being New York and Tokyo) Large cities exist because of the efficiency benefits of gathering economic activities together into dense spatial units, and the resulting benefits to residents. The greater these efficiency or agglomeration benefits the more they outweigh the additional transport costs imposed by city size, and the larger the city grows Crossrail directly serves the West End, City and Isle of Dogs, which are the three most productive clusters in London and the UK. They are also forecast to suffer from severe transport capacity constraints during peak periods. By adding additional rail capacity Crossrail enables employment growth in these highly productive areas, and thus delivers substantial agglomeration benefits. It is estimated that the agglomeration impacts of Crossrail will bring about employment growth in the central area of between 5,000 and 13,000 equivalent full-time jobs in 2016 and between 32,000 and 40,000 jobs in 2026, with those jobs transferring from outer London. This will result in significant GDP growth which will be a significant beneficial impact. These estimates imply that by 2026 roughly one quarter of the net additional capacity supplied by Crossrail will be filled by additional employment growth within the central area. Accessibility National policy objectives promote social inclusion through transport planning (Final Report on Transport and Social Exclusion, Social Exclusion Unit, ODPM 2003b). The objectives seek to improve accessibility for those in disadvantaged groups and areas to those opportunities that are likely to have the most impact on life chances. These opportunities relate to areas such as employment, education, health care and retail facilities The assessment of accessibility included consideration of the impact of Crossrail on accessibility to further education, regional hospitals and major centres Transport for London s (TfL s) transport model CAPITAL was used to model accessibility changes within the 30 and 60 minute isochrones with and without Crossrail. Data from the 2001 census were used to capture the demographic and socio-economic characteristics of the population within these isochrones. This analysis was applied to changes in accessibility to universities and hospitals along the route Universities that are located within walking distance of Crossrail stations are indicated in Table 7.1.

19 Crossrail Environmental Statement Volume 2 9 Table 7.1 Universities within Walking Distance of Crossrail Stations University Thames Valley University University of Westminster University College London University of the Arts Guildhall School of Music & Drama Queen Mary College, University of London City University London Metropolitan University Nearest Crossrail Station Ealing Broadway and Slough Bond Street Tottenham Court Road Tottenham Court Road Farringdon Farringdon and Whitechapel Farringdon and Whitechapel Liverpool Street/Whitechapel Overall, there will be a 10% increase in the number of 18 to 24 year olds living within 30 minutes of these universities and a 6% increase in the number of 18 to 24 year olds living within 60 minutes of the universities, by Regional hospitals along the Crossrail route are set out in Table 7.2. Table 7.2 Regional Hospitals along the Crossrail Route Hospital Ealing St Mary s St Bartholomew s Royal London Goodmayes Old Church Harold Wood Nearest Crossrail Station Hanwell Paddington Farringdon Whitechapel Goodmayes Romford Harold Wood

20 Overall there is an average 9% increase in the number of households within 30 minutes of the regional hospitals served by Crossrail and 7% within 60 minutes. This improved accessibility will benefit patients, visitors and employees The major centres served by Crossrail are set out in Table 7.3. These centres are defined in the London Plan and, for areas outside London, in development plans. Crossrail will bring about an 11% increase in the number of households without access to a car within the 30 minute isochrone of the centres listed. This will significantly improve access to key shops, services and entertainment facilities for this population. The improvements occur on each route section, with the largest accruing to Southall and Slough. The reduced catchment for Maidenhead is due to the replacement of some limited or non-stop Great Western services to Paddington with all stopping Crossrail services. Table 7.3 Major Centres Served by Crossrail Major Centres Southall 30% Slough 25% Romford 11% Ilford 11% Stratford 6% Tottenham Court Road 5% Ealing 0% Brentwood 0% Maidenhead - 16% % Change in the Number of Households Without a Car and within 30 minutes of a Major Centre In summary, Crossrail will significantly improve accessibility to key educational establishments, hospitals and major centres along its route. These benefits accrue to establishments located in central London and in the outer areas.

21 Crossrail Environmental Statement Volume Built Heritage Introduction This section identifies the route-wide impacts on built heritage resources. As reported in this ES, there will be a range of impacts on listed buildings and conservation areas and in some cases these are considered to be significant. Significant impacts on built heritage are reported in Chapters 8 to However, in addition to this there will be a significant impact resulting from the accumulation of impacts along the route of the Great Western Railway (GWR). The historic remains of the GWR have considerable historical associations with Isambard Kingdom Brunel and form part of the most complete railway of its date in the world. Parts of the GWR between Paddington and Bristol are included in the Tentative List of World Heritage Sites for Great Britain and Northern Ireland, which was submitted by the Government to UNESCO s World Heritage Committee in 1999 (DCMS 1999) The impact from the Crossrail works arises from the accumulation of impacts at a number of bridges that form part of the assemblage of structures on the GWR that together contribute to the historic value of the GWR. This significant impact is therefore spread across several route windows and is accordingly reported in this section on route-wide impacts. Permanent Residual Impacts The historic elements of the GWR affected by the Crossrail project are not amongst the selected parts included in the Tentative List of World Heritage Sites (ie those being proposed for World Heritage Site status). However, the List does draw attention to the contribution made by lesser structures to the value of the whole GWR. There are nine overbridges along the Crossrail route which incorporate substantial surviving elements of the original 1838 Brunel period structures. They also include subsequent extensions that demonstrate the historical development of the railway, each constituting a single historic entity. The bridges do not have any statutory protection and are not individually rare or unique. In most cases, the context of the bridge has been altered by subsequent urban and industrial development. However, when considered as parts of the GWR as a whole, the group is considered to be of value Crossrail works will necessitate the alteration or demolition of a number of these bridges to accommodate the overhead line electrification equipment. The need for this is set out in Section The bridges that will be affected by Crossrail works are listed in Table 7.4.

22 12 Table 7.4 Bridges Incorporating Elements of Brunel Period Structures Affected by Crossrail Bridge Route Window Leigh Road bridge Wexham Road bridge Middlegreen Road bridge Trenches bridge St Mary s Road bridge Dog Kennel bridge Thorney Lane bridge Horton bridge Old Stockley Road bridge W20 W18 W17 W17 W17 W15 W14 W12 W The individual impacts could be mitigated by preservation by record (to an appropriate level of recording from those specified by RCHM(E) 1996) Although preservation by record would reduce the impact, it will not adequately compensate for the cumulative loss of historic fabric over a 13 km length of a railway, the importance of which lies in its completeness and collective value. The loss of a number of these bridges would, therefore, cumulatively represent a significant impact on the overall historic fabric of the GWR As an alternative to demolition, track lowering would require a more extensive work area and would result in additional works including at each site some or all of the following: track drainage, additional utility diversions, underpinning works to bridge foundations and construction of retaining walls. Track lowering at certain bridges would affect other rail infrastructure such as Dolphin Junction and Iver station platforms. These works would cause severe disruption to the operational railway during construction. Consequently, track lowering is not considered an appropriate alternative to demolition in order to provide sufficient clearance for the overhead line equipment. 7.5 Ecology Vegetation and Habitats Railway ballast substrates have species-rich ruderal vegetation that is of high value for biodiversity in urban contexts. Railway line-sides are often designated as Sites of Borough Importance (SBIs) grade 2 in London. This particular kind of vegetation contributes more to the biodiversity interest than any of the other component habitat types on the railway.

23 Crossrail Environmental Statement Volume Between Maidenhead and Paddington there will be loss of a small proportion of widely fragmented railway ballast vegetation, mostly on line-sides and around stations. There will be losses of larger resources at a few sidings sites including Acton Freight Yard and at Park Royal. Other large resources at Old Oak Common Depot and bordering West Drayton Sidings will be unaffected. The cumulative loss between Maidenhead and Paddington will not be significant There will be substantial loss of botanical resource at the following locations on the Great Eastern Main Line (within Route Windows C8 to C13 and NE1 to NE11): in the Spitalfields Viaduct SBI; at Pudding Mill Lane; at Aldersbrook Depot; between Goodmayes and Chadwell Heath, where the resource is of very high quality; at Romford Depot and Romford Gas Works; and at Gidea Park Stabling The only area on the Great Eastern Main Line where a substantial resource will remain is between Goodmayes and Chadwell Heath on the northern side of the railway, and at Chadwell Heath Sidings. More than half of the total resource will be lost, including most of the inner city resource and most of the resource in the Romford area. This constitutes a significant route-wide impact There will also be substantial loss of resource in Route Windows SE1 to SE6, including most of that between the Limmo Peninsula and North Woolwich. In view of the proximity to the loss in Route Windows C8 to C13, this will also be a significant routewide impact. Line-side Vegetation Most line-side habitat consists of a mosaic of vegetation types, including rough grassland, scrub dominated by various species and nettlebed. Secondary woodland is also common, especially in incipient forms. On the track edge weedy vegetation is common, though not necessarily in species-rich forms These rank and mostly species-poor vegetation types are not individually of high nature conservation value, but the concentrations on railways are important in the suburbs, both as wildlife corridors and as a habitat for nesting birds and other wildlife. Railway line-sides are often designated as SBIs (Grade II) in London The potential for significant route-wide impacts, therefore, arises due to the concentrations of large-scale line-side loss rather than to the widespread scatter of small losses that are typical of the overall Crossrail project There will be a substantial loss of line-side vegetation from the railside land in two instances, as follows: the Havering SBI (Grade II), where construction of the railway dive-under west of Romford Depot will contribute to the loss; and

24 14 at Gidea Park Sidings, where there will be loss of secondary and plantation woodland, scrub and rough grassland Detailed surveys were not possible west of Romford Depot. However, existing knowledge indicates that the loss, together with that at Gidea Park Sidings, will be significant There will also be a significant route-wide impact between Plumstead station and a point east of Abbey Wood station, in Route Windows SE6 to SE8, due to the permanent loss of vegetation to track-widening. Birds Black Redstarts are a fully protected bird species under Schedule 1 of The Wildlife and Countryside Act 1981 (as amended). They are characteristic of urban areas with a mixture of vegetated brownfield sites and buildings. Their distribution is centred on Docklands and the City of London. The Crossrail project affects many such areas, and there is therefore potential for a cumulative adverse impact on Black Redstarts. No breeding sites for Black Redstart were recorded in the surveys or indicated in the background data search in or immediately adjacent to Crossrail worksites, although they probably forage on some inner city Crossrail worksites. However, it is extensive complexes of urban habitat rather than individual sites that Black Redstarts require. There is accordingly no reason to infer any impact on the breeding status of Black Redstarts, and no significant impact is predicted. Reptiles Railway line-side habitats are widely suitable for the common British reptiles: Common Lizard, Slow Worm, Grass Snake and Adder. Especially suitable habitats include open vegetation on railway ballasts (used for basking) and rough grassland. Such habitats occur widely in work areas throughout the Crossrail area (except in central London), and some potential for impact on reptiles arises in most route windows. Detailed surveys for reptiles were carried out at 21 sites in 19 route windows. Reptiles were found to be present at 7 sites in 6 route windows (though 3 were contiguous at Romford), and absent at 14 sites in 13 route windows. However, all of the positive results were on large sites ideal for reptiles (mostly railway yards and sidings) and not on ordinary linesides. It is, therefore, reasonable to assume that the chance of reptile presence in a given stretch of ordinary lineside identified in the assessment as suitable for reptiles is appreciably lower than the survey results suggest Most Crossrail works affecting habitat suitable for reptiles involve only tiny parts of large tracts of such habitat, for example platform extensions affecting a few tens or hundreds of square metres. Common reptiles are protected in law only against reckless killing. If reptiles were killed during Crossrail works the impact would be significant, but measures to prevent this are normal practice in the construction industry, and mitigation measures are set out in Appendix B1. Measures may involve hand-searching or more detailed surveying for reptiles prior to construction (according to the level of risk), and removing reptiles to translocation sites. The potential exists for significant impacts to arise where large populations of reptiles are affected, and these are dealt with in the individual route window assessments. Otherwise, given the low chance of reptile presence, the small

25 Crossrail Environmental Statement Volume 2 15 proportions of suitable habitats affected, and mitigation set out in Appendix B1, there will be no significant residual impact on reptiles in the generality of places where habitat suitable for reptiles was identified during the assessment process. Invertebrates In recent years there has been growing appreciation of the fact that urban brownfield sites support large assemblages of uncommon invertebrates, and that they therefore contribute significantly to biodiversity in the urban context. The results of the Crossrail invertebrate surveys are consistent with this general conclusion. The surveys resulted in records of rare or uncommon species as follows: Red Data Book 1 (Endangered) 1 species; Red Data Book 3 (Rare) 2 species; Nationally Scarce A 6 species; Nationally Scarce B 27 species; and Nationally Scarce uncategorised 6 species Although brownfield sites are important for invertebrates, it appears from the results of the Crossrail invertebrate surveys that those sites that are important for their vegetation and birds are not the ones that have high nature conservation value for invertebrates. The species-rich railway ballast vegetation generally supports invertebrate assemblages of only moderate quality. The most important sites for invertebrates are those with more open substrates and some degree of railway operation or industrial activity is required to maintain these sites in a favourable condition for invertebrates. The development of vegetation generally militates against the maintenance of favourable conditions There may be loss of existing invertebrate habitat when construction sites are used. However, high quality habitats are likely to be developed due to the construction and operational activity. It is, therefore, concluded that there will be no significant route-wide impact on brownfield invertebrates. Badgers A badger sett has been identified as being affected by the works at one location. Badgers and their setts are protected by law largely to prevent the illegal activity of badger baiting. The sett is reported in this section of the ES rather than in a route window in order that its whereabouts remains confidential. Crossrail works will result in the sett being destroyed. The works will be carried out under licence from English Nature, who will expect Crossrail to demonstrate that the badgers have an alternative sett to go to. It is anticipated that no significant adverse impacts will arise from the loss of the sett, providing that adequate mitigation measures are implemented.

26 Excavated Materials and Waste Management Introduction The London Plan includes targets of 80% re-use of construction and demolition waste and 60% re-use of that waste as aggregates in London by 2011 (GLA 2004, Policy 4A.4). The purpose of the targets is to ensure that London has a reliable supply of building materials to help support high levels of building and transport construction to In total, approximately 8 million m 3 of material will be generated during construction of the Crossrail project. This includes demolition waste, and material excavated from the running tunnels and from construction of shafts, portals and stations. The excavated material will consist predominantly of clay with significant quantities of granular material and chalk. The impacts of transporting excavated material are discussed in the relevant route window The material from the tunnels may contain traces of conditioning agents used in the tunnelling process. Some of the excavated material from the construction of the shafts, portals and stations may be contaminated, in which case it would require special arrangements for handling, remediation and disposal. These arrangements are described in Appendix B1. Materials Management Hierarchy The nominated undertaker and any contractor will use a hierarchy to identify the most appropriate destination for excavated materials and construction and demolition waste. The relevant policy context is set out in Chapter 5 as follows. In accordance with planning policy, the nominated undertaker will: minimise generation of excavated materials and wastes; re-use and recycle excavated materials and waste within the Crossrail project; re-use and recycle excavated materials and waste through environmental beneficial use (eg at registered exempt sites or as landfill restoration cover); and dispose of surplus excavated materials and waste at licensed landfill sites. Re-use of Excavated Materials and Construction and Demolition Waste The nominated undertaker and any contractors will re-use as much of the excavated material as practicable within the project area and on or near to the sites where it will be generated The nominated undertaker will also seek to provide excavated materials for re-use on development projects that will be constructed at the same time as Crossrail. A review of appropriate development projects will be undertaken prior to Crossrail construction and will set out a framework for the re-use of such materials within the identified developments Demolition waste will similarly be re-used, where practicable. Sites will be identified in the London area that can accept this waste for recycling. Any contaminated materials that can be re-used will be remediated prior to re-use.

27 Crossrail Environmental Statement Volume Any materials or waste that cannot be re-used economically will be disposed of at appropriately licensed landfill sites with sufficient capacity. The disposal sites were selected using criteria including proximity to Crossrail worksites and transportation methods available for delivery of materials to the disposal site (with preference given to sites accessible by rail and barge rather than lorry). Excavated materials will also be reused at landfill sites where the material could be used for site restoration or engineering A small proportion of the material will be contaminated and will need to be landfilled at licensed sites. Some of this material may need to be treated prior to disposal, depending on the tunnelling methods used in a given location and the prevailing ground conditions. The desk-based assessment of the potential volumes of contaminated materials within the Crossrail route indicates that there may be 530,000 m 3 requiring treatment or disposal. This represents a small proportion (7%) of the overall total of surplus materials. A precise assessment cannot be made until the project is approved and intrusive investigations are carried out However, standard methods will be used to manage any contaminated material. The nominated undertaker and any contractor will, as far as is reasonably practicable, remediate contaminated excavated materials to enable them to be suitable for beneficial re-use. Contaminated materials that cannot be made suitable for beneficial re-use will be transported to appropriate treatment facilities or appropriately licensed landfill sites. Disposal to Landfill Suitable landfill sites were selected based on the following information, which was obtained from the Environment Agency and site operators: remaining operational life of the site; waste types accepted; total capacity; maximum daily input; potential capacity available to Crossrail; numbers of vehicle movements available to Crossrail per day; operational hours; whether access is available by road, rail or barge; and whether there is scope for a railhead or barge unloading facility The above considerations were used to screen a long-list of identified sites. A total of eight primary sites and 17 secondary sites were identified following the screening process. A comprehensive planning appraisal of each of the primary sites was then undertaken, with four of the primary sites excluded as a result. The remaining four sites have sufficient capacity to accommodate waste from Crossrail, even using robust assumptions for the amount of waste arising. The secondary sites were then reexamined and meetings were held with landfill site operators. Six additional sites were added, as a result, to the primary classification. The primary sites have sufficient capacity to accept excavated materials and waste arising from Crossrail, even using robust assumptions for the volumes arising.

28 The 10 sites identified are those at: Pitsea (Essex); Rainham (Havering); Calvert (Buckinghamshire); Stewartby (Bedfordshire); Colnbrook (Slough); Shakespeare Farm (Kent); Patteson Court, Redhill (Surrey); Springfield Farm (Buckinghamshire); Wapseys Wood (Buckinghamshire); and Westmill (Hertfordshire) The majority of the excavated materials will be suitable for use in site engineering and restoration. The quantities of waste arising can be dealt with within the parameters of the existing consents for all of the sites, once minor operational issues have been resolved. However, further consent will be required for the Pitsea landfill site to enable temporary new rail sidings to be created, and appropriate powers are included in the Bill. The rail sidings are required since this site is capable of incorporating a large quantity of excavated material, which will be transported by rail, and is close to the works and to rail links to the project. Transporting Excavated Materials It has been estimated that approximately 30% of surplus material will be transported by rail, 15% by barge and the remainder by road. However, it is possible that there may be opportunities to increase the use of barge transportation Crossrail has optimised the planned lengths of tunnel drives to minimise the number of sites from which excavated materials will be removed. Furthermore, these sites were located in areas where there is access to facilities for transporting excavated materials by rail or barge. Material excavated from the tunnels will be removed from: Royal Oak portal; Pedley Street temporary shaft; Pudding Mill Lane portal; Isle of Dogs station; Limmo Peninsula shaft; and Plumstead portal Contaminated materials will be segregated from uncontaminated materials for temporary storage and transport to appropriate treatment or landfill sites Railheads will be set up to enable the transfer of the excavated material onto freight trains at the following sites:

29 Crossrail Environmental Statement Volume 2 19 Royal Oak portal; Mile End Park Sand Sidings, which will accept material from Hanbury Street via a shaft to Pedley Street and conveyor to the railhead; and Bow Midland Yard, which will take material from the north-eastern portal at Pudding Mill Lane In selecting the sites for disposal of excavated material, the capacity of the associated rail route was a key consideration in their selection. Because the train timetabling for the years of Crossrail construction cannot be identified at this early stage, detailed planning of the excavated material trains cannot be finalised. However a desktop exercise was undertaken to prepare a notional train plan. Under this plan, the excavated materials trains would operate in off peak hours, over routes where the capacity allows a significant increase in the number of trains during peak hours. Therefore it is a reasonable working assumption that the excavated materials trains can be accommodated without impact on other trains on the routes concerned Approximately 15% of the excavated material could be removed by barge. It is the intention that excavated materials will be removed by barge from the worksites at: Limmo Peninsula shaft; Isle of Dogs station; and Manor Wharf, serving Plumstead portal Excavated materials will be transported by road where rail or barge transport is not practicable. Materials generated from the construction of most of the shafts and stations within central London will be removed by road. Demolition wastes generated at sites remote from rail and barge transportation facilities will also be removed by road. Permanent Residual Impacts Prior to the start of construction, the nominated undertaker will be required to seek to identify suitable projects or other opportunities for which excavated materials and waste from Crossrail can be beneficially used. The nominated undertaker will consult with the planning authorities and the Environment Agency to pursue this aim. However, it is anticipated that there will be sufficient, available licensed landfill capacity within reasonable distance of Crossrail worksites to accept all of the excavated materials and wastes that will be generated, should the need arise The strategy for the disposal of excavated materials and construction and demolition waste is consistent with requirements to use the Best Practicable Environmental Option (BPEO) and with relevant planning policy relating to the disposal of waste. No significant impacts will therefore occur.