Crossrail Limited Northfleet Temporary Tunnelling Logistics Facility Environmental Statement Black. Volume 1 Non-Technical Summary

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1 Northfleet Temporary Tunnelling Logistics Facility Environmental Statement Black Volume 1 Non-Technical Summary

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3 Contents Page 1 Introduction 1 2 Approach to the Environmental Impact Assessment 2 3 Site Context 3 4 Proposed Development 6 5 Landscape, Townscape and Built Heritage 8 6 Visual Amenity 11 7 Archaeology 12 8 Ecology 13 9 Water Resources and Flood Risk Assessment Traffic and Transport Noise and Vibration Air Quality Contaminated Land Where to Find Out More 22

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5 1 Introduction 1.1 The Proposed Development This document is the Non-Technical Summary of the Environmental Statement (Volume 2 Main Report) that has been prepared to accompany the proposal submitted by Crossrail Limited (referred to hereafter as Crossrail ) to develop a temporary tunnelling logistics facility in Northfleet, Kent. The proposals will allow temporary use of the application site ( the Site ) as a materials transfer site during the construction of the Crossrail project In the following sections of this Non-Technical Summary (NTS): the approach to undertaking the environmental impact assessment for the proposed development is described in Section 2. The site context of the temporary tunnelling logistics facility (referred to hereafter as the proposed development ) is described; the development of the Site over time, and the proposed development details, are set out in Sections 3 and 4 of this report respectively; and from Sections 5-13 non-technical summaries of each of the environmental topic areas that have been assessed are set out in the order they were addressed in the main Environmental Statement. 1.2 Context to Site Selection The Crossrail project will deliver a new railway from Maidenhead and Heathrow in the west to Shenfield and Abbey Wood in the east, via new tunnelled sections under central London. An Environmental Impact assessment (EIA) was carried out for the Crossrail project, and an Environmental Statement submitted in 2005 with amendments during The Crossrail Bill was enacted as the Crossrail Act in 2008, allowing permission to proceed with its construction The excavation of the Crossrail running tunnels will create substantial volumes of surplus material for which there are no viable options for reuse or recycling within land covered by the Crossrail Act. At the time of the Crossrail EIA being undertaken, there was an assumption that excavated material would be disposed of at various landfill sites. Now, the majority of all Crossrail excavated materials including that from the running tunnels is planned to be delivered to Wallasea Island in Essex for beneficial reuse in wetland habitat creation for wild birds. The Site at Northfleet is geographically well located to provide water transport from Northfleet via the River Thames to Wallasea. Some excavated material has the potential to be used for land raising at Northfleet Embankment East, which is located adjacent to the Site The construction of the Crossrail running tunnels will require the casting of large numbers of concrete tunnel segments to line them. There is no space available for this activity at the main tunnelling construction sites, and a site is therefore needed to enable the manufacture and delivery of tunnel segments back to these portals The Site at Northfleet has been selected as a support site for Crossrail because it offers rail, water and road access, is available for a temporary use, and is of a sufficient size to accommodate the required activities. It provides an opportunity to receive excavated material by rail from the tunnel portals, and to export this material by barge for beneficial reuse Information on obtaining copies or viewing the full environmental statement for the proposed development is given in Section 14. Page 1

6 2 Approach to the Environmental Impact Assessment 2.1 Introduction The environmental impact assessment (EIA) process seeks to ensure that the effects of planned new development on the environment are fully understood and taken into account by decision making bodies before the granting of planning permission. This environmental impact assessment has been undertaken in accordance with UK legislation, which requires that an environmental impact assessment be submitted to the Local Authority for certain projects. The main stages in the assessment process have been: preparing a Scoping Report and agreeing the scope of the assessment with the Local Authority; gathering information about existing environmental conditions; assessment of the likely effects of the proposed development on the environment, during site preparation, and when in operation for the temporary period of approximately 30 months; recommending measures to prevent or reduce adverse environmental effects; reporting on the above stages within the Environmental Statement; and summarising the Environmental Statement in this Non-Technical Summary As mentioned in Section 1, the Site was not included as part of the works required for the overall Crossrail scheme and was not covered in the Crossrail EIA undertaken in An EIA has therefore been undertaken for the proposed development to ensure that these activities associated with the overall Crossrail works have been assessed and any potential impacts identified and mitigated. 2.2 Scoping of the EIA and Consultation with Relevant Organisations The purpose of scoping in Environmental Impact Assessment is to set out the environmental topics that have the potential to be significantly affected by the proposed development and to describe how these will be assessed. In accordance with best practice, the Local Authority and other relevant public bodies have been consulted throughout the scoping process As a result of the scoping exercise that was undertaken in June 2010, the following topics have been included within the EIA, and were formally agreed with the Local Authority: Landscape, Townscape and Built Heritage; Visual Amenity; Archaeology; Ecology and Nature Conservation; Water resources and Flood Risk; Traffic and Transport; Noise and Vibration; Air Quality; and Ground Conditions and Contamination. 2.3 Baseline Data Gathering In order to understand how the environment is likely to be affected, information about existing conditions has been obtained for each of the environmental topics listed above. Sources of baseline information have included: maps of both historical and contemporary features; Page 2

7 existing sources of information relevant to the area, for example, previous environmental studies such as geotechnical assessments; documents obtained through consultation with relevant organisations, such as Kent County Council, Gravesham Borough Council, the Environment Agency and English Heritage; and field surveys. 2.4 Assessment The environmental impact assessment process addresses environmental effects that will be experienced during the temporary lifetime of the project and therefore includes the construction and operational phases. The assessment methods followed have reflected the same approach that was taken for the Crossrail EIA and reporting in its Environmental Statement. This has been undertaken to ensure a consistent assessment approach to the EIA for the Northfleet site and the overall Crossrail project In line with the methodology followed in the Crossrail Environmental Statement, significance of impacts here is referred to on a scale of an impact of particular significance, significant or not significant Each assessment has been undertaken having taken into account a set of mitigation measures already planned during the construction phase, such as dust control measures or use of quiet construction plant. Such measures are set out within a code of practice - or Crossrail Construction Code - for the Contractor who will be undertaking works on the Site. Each topic assessment therefore takes account of the Code measures before suggesting any further mitigation measures The output from the EIA process, the Environmental Statement, has been submitted to Kent County Council, which will consult with Gravesham Borough Council and other relevant public bodies over the application documents including the main Environment Statement, and this Non-Technical Summary. 2.5 Mitigation Where the assessment identifies that adverse impacts on the environment are likely, measures are recommended that will prevent, reduce or offset these. These mitigation measures be in place during construction through the Crossrail Construction Code. The resulting change between existing conditions and changes to the environment with the development and any mitigation measures in place is termed the residual effect. The process of identifying effects, recommending mitigation measures and describing the residual effects is presented for each topic. 3 Site Context 3.1 The Site The site of the proposed development ( the Site ) is located within the borough of Gravesham, on the southern bank of the River Thames at Northfleet, Kent (Figure 1). The Site forms part of Lafarge Cement UK plc ( Lafarge ) estate, as shown in Figure 1. The Site is bounded by Lafarge s existing bulk powders import terminal to the east, the High Street to the south, Lawn Road and the remainder of the Northfleet Works area to the west, and the River Thames directly north. The Site area covers approximately 13.4 hectares, and lies within mainly industrial land that extends to the east and west along the River Thames. Page 3

8 Figure 1 Site Location Plan The Site is within the former Northfleet Cement Works, which had been involved in the manufacture of cement and bulk powders at the Site since the 1850s, and was closed in Demolition of the old Cement Works began in September 2005 and general removal of industrial buildings and associated services continued until Recent demolition of the remaining buildings and structures commenced on site in February 2009 and continued into The Site surface is uneven in places but has been largely levelled and former basements and other void spaces are being infilled. Photograph 1 shows the Site as it was during early Page 4

9 Existing Built Structures There is an existing seven-storey 1960s office building located in the northern portion of the Site, alongside the wharf. Other structures remaining on Site are the flood defence walls at the northern Site boundary, ship loading and unloading equipment, pipes that serve the existing adjacent bulk powders terminal, and a weighbridge. Photograph 1 View of the Site from the north, (roof of office building) Looking South-East During Demolition Works There are two Grade II listed structures present on the Site. Bevan s War Memorial and the Northfleet Lower Lighthouse are located in the northern portion of the Site (Figure 1). Both structures will be protected during the proposed use of the Site by Crossrail (see Section 5) Other than the features detailed above, the Site is however largely cleared and has few features of note, as shown in Photograph 1. Two tall chimney structures, of which one is shown on the far left side of the photograph, have since been demolished, as has the vertical structure shown in the centre-right of the photograph. Site Levels The Site ground levels are defined to a large extent by the extensive quarrying of chalk that historically occurred in the area. There is a significant change in ground levels between the Site and the markedly higher cliffs of Northfleet town immediately to the east, west and south. The most significant level difference is between the High Street to the south and the Site, which lies approximately 10-20m below the cliffs. Photograph 1 shows the cliffs that support the High Street in the background. Church Path Pit area (Figure 1) is similarly some 10-15m lower than the surrounding residential areas to the west and east of it. Access The Site has been served by water, rail and road access at various times, and is one of the key reasons for its selection for use by Crossrail. The Site will assist in maximising the movement of excavated material, aggregate and tunnel segments by sustainable transport modes. such as water access at 42 Wharf, from which barges and ships will transport materials on and off-site The Site was historically linked to the North Kent Line by a rail line. The tracks passed through tunnels in the chalk spines adjacent to the Site and joined the North Kent Line south of Church Path Pit (Figure 1). The rail lines are currently disused and the tracks Page 5

10 within the Site have been removed or covered over. Part of the link between the North Kent Line and the Site was restored under the Channel Tunnel Rail Link project, on a slightly revised alignment through Church Path Pit. Reinstatement of rail access to the Site forms part of the proposed development The main road access into the Site is privately owned by Lafarge and runs from a roundabout junction on A226 Thames Way underneath the North Kent Line and through Vineyard Pit before entering the Site via a tunnel under Northfleet High Street Pedestrian access by the public to the Site is currently limited. There is a public footpath located along the northern side of the Site which was temporarily closed in 2009 to enable current demolition works to proceed. The temporary closure of the footpath will be extended to enable completion of demolition of the Northfleet Cement Works and construction of the rail sidings. 3.2 The Surroundings The surrounding land uses are predominantly industrial in nature and therefore similar to the uses that have occupied the Site over the last 150 years. The exception to this is to the south of the Site where residential and commercial buildings associated with the town of Northfleet are located To the west of the Site lies the remainder of the Northfleet Works. Lafarge has submitted proposals in this area for a mixed use development scheme including residential, commercial and employment uses. The mixed use development will also cover a small portion of the western side of the application Site, but if granted planning permission will not be implemented until after the temporary use of the Site by Crossrail The bulk powder import terminal to the east of the Site received planning permission in 2005 and commenced operating in It effectively replaced the cement manufacturing operation that has since ceased on the application Site. The bulk powder import terminal currently utilises 42 Wharf and will continue to be used at the same time as the operation of the proposed development. The bulk powder import terminal has planning permission to further extend its facility to the north which to date has not been fully implemented Land uses to the south of the Site are predominantly residential buildings associated with Northfleet High Street. Former quarries (Church Path Pit and Vineyard Pit) are in the vicinity of the Site to the south-west. 4 Proposed Development Planning permission is being sought for the temporary development of a mixed use scheme consisting of a facility for receiving, handling, processing and transhipment of excavated material, and a concrete segment casting and storage facility, with ancillary facilities, infrastructure and works including: ground regrading and Site preparation works; canteen/welfare facilities provided within the existing office building; conveyors and associated plant; segment loading facilities; internal roads; rail sidings; areas for car parking and lorry holding; weighbridge, wheel wash and sheeting/unsheeting areas; supporting infrastructure and services including security fencing, utilities, water treatment areas and a segregated public right of way; and other minor works and development associated with the main proposals. Page 6

11 4.1.2 An impression of the proposed development and the various scheme components are shown in Figure 2. Rail Lines Two sets of rail sidings emerging from a tunnel on the south-eastern side of the Site are proposed. Excavated Material Stockpiles and Emergency Storage Separate stockpiles for clay and for chalk are proposed adjacent to the rail sidings. A small area is proposed for the quarantine of potentially contaminated material in the unlikely event that that its removal at the tunnel portals for disposal elsewhere does not occur. Conveyor Systems A conveyor system will provide for the movement of excavated material into barges via a ship loading facility at the edge of 42 Wharf. A prefabricated enclosed conveyor will provide for transport of sand and aggregate arriving by ship at the wharf. Sand and aggregate will be delivered to the Site to produce concrete for the segment casting process. Three opentopped and open-fronted concrete-walled aggregate storage bins will be constructed to receive the incoming aggregate. Plate Press Facility A plate pressing facility is proposed for the removal of water from excavated chalk before onwards shipment to Wallasea Island. Segment Casting and Storage Facility A factory building is proposed for the casting of concrete segments for the Crossrail running tunnels. The casting facility will be a single storey steel shed approximately 14m at its highest point, approximately 190m in length and 90m wide. The building will be used for the batching of concrete, the casting and cutting of segments and overnight storage of segments, as well as administrative and support facilities and functions. An area of external storage will be located adjacent to the segment casting facility to stockpile completed segments, and will be served by four mobile cranes. Additional Support Services A range of support facilities will be required including above ground bunded fuel tanks and water treatment facilities. Refurbishment and minor alterations to the existing office building will provide administration facilities for site users. Petrol or oil interceptors will be provided in outside areas such as the car park or oil tank storage areas where there is a risk of fuel spillage. Separation fencing, signage and security gates will be installed around the Site. Parking and Access Car parking will consist of the existing hard standing to the west of the office building, and a further area of parking on the western side of the Site. A total of 75 spaces will be provided for Crossrail use. An internal road network will be developed within the Site. The existing public right of way road will be closed and re-provided on an amended route that will connect the Shore with the Creek, providing a longer waterfront connection than the existing footpath route. In terms of river access, the Site will be served by 42 Wharf and used as a shared resource between Crossrail and Lafarge Reinstated and new rail sidings will be developed to provide a rail freight link from the North Kent Line With regard to vehicles, the principal access will continue to be via the private road which runs from the roundabout on the A226 Thames Way to the south of the Site. Emergency/occasional access will be provided via Grove Road to the west and Crete Hall Road/the Shore to the east. Construction and Decommissioning Construction of the development is expected to take place between March 2011 and April Decommissioning of the Site will take place in 2015 before handing back of the Site to Lafarge to enable the development of Lafarge s permanent bulk aggregates facility. Page 7

12 Operation The main purpose of the use of the Site is to transfer as much excavated material to and from the Site using rail or water transport The Site will therefore receive excavated materials by road or rail. The material will be briefly stockpiled at the Site and dewatered if necessary before being loaded onto ships for delivery to Wallasea Island. It is anticipated that a maximum of around four ships per day will be required for a period of approximately two and a half years for these shipments Material may also be moved by conveyor or vehicles to the nearby SEEDA development area As mentioned in Section the segment casting facility in the southern part of the Site will manufacture concrete tunnel segments, from spring 2012 to spring In order to do this, sand and aggregate will be delivered by barge on a maximum of two vessels a day. Products required for the batching of cement will be delivered by road on up to 18 trucks per day for approximately two and a half years. Manufactured segments will then be sent by truck to Plumstead by road, and to other tunnel portal destinations by barge. The frequency of heavy goods vehicles (HGVs) required to move excavated material will also depend on the progress rate of the tunnel boring machines, which is likely to vary widely during the course of the tunnel excavation The tunnelling activities will be carried out 24 hours a day, seven days a week. In common with Crossrail construction activities elsewhere, the aim will be to focus HGV movements within the hours from Monday to Friday and Saturday. However, Kent Highway Services has highlighted concern about the operation of part of the HGV route (Junction 1A of the M25) during the afternoon peak ( ). The option of extended running of HGVs was therefore considered to provide the potential to reduce flows during the afternoon peak, and the impacts of running HGVs for excavated material on a 24 hours basis, 7 days a week has been included in the assessment. 5 Landscape, Townscape and Built Heritage 5.1 Introduction The assessment of the likely impacts of the proposed development on Landscape, Townscape and Built heritage considers potential changes to and impacts upon the settings of listed buildings and conservation areas, as well as changes to landscape and townscape character areas The assessment also addresses the significance of impacts on landscape/townscape character and on the built heritage assets, what mitigation might be needed to minimise the impacts and then what residual impacts might remain This methodology follows the principles and criteria set out in relevant guidance for visual impact assessment Existing Conditions The Site itself is situated within the Northfleet Embankment Area, which includes the old cement works, and is one of the Gravesham Borough Council s Major Development Sites mentioned in its Local Plan Review. The proposed use of the Site is not anticipated to conflict with surrounding land uses. The structures associated with the former cement works have been dismantled and will be replaced by similar facilities associated with the handling of excavated material adjacent to 42 Wharf. The development is substantial in terms of its extent, massing and height, and is in close proximity to residential areas and The Hill Conservation Area. 1 Guidelines for Landscape and Visual Impact Assessment 2002 (GLVIA) - (Landscape Institute and Institute of Environment Management and Assessment) Page 8

13 Figure 2 Sketch View of the Proposed Development from the North, Looking South Page 9

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15 5.2.2 The wider study area which has been considered in the assessment encompasses land to both the north and south of the River Thames, as well as east to beyond Gravesend and west towards Dartford. 5.3 Likely Impacts on the Environment The Crossrail facilities and associated infrastructure will not change the land use of the area. There are already a number of industrial structures of a similar scale in the vicinity and it is therefore judged that the proposed development will not adversely affect the character of the area. Construction impacts are therefore considered to be not significant Impacts on any of the Landscape/Townscape Character Areas or Conservation Areas during construction are judged to be not significant The only listed structure to be potentially affected by the proposals is Bevan s War Memorial which is proposed to be relocated via Listed Building Consent by Lafarge from its current temporary location on Site to a point north of the bulk powders import terminal. Crossrail s contractors will ensure that the memorial has suitable protection by the erection of temporary fencing around the structure. With this measure in place, the effect of the proposals on the built heritage assets such as the memorial will be not significant Given its relatively prominent position on the edge of the Site it is recommended that the listed Northfleet Lower Lighthouse is also afforded adequate protection, to ensure that it is not damaged during construction or operational use of the Site. 5.4 Mitigation and Residual Impacts Mitigation Measures There are no other measures proposed beyond the proposed fencing around The War Memorial. The residual effect of the construction works on the memorial with proposed fencing in place, is considered to be insignificant. Similar proposals for the listed Lighthouse will ensure its protection during construction. Residual Impacts There will therefore be no significant residual impacts to the built heritage structures during construction or operation of the proposed development There are potential impacts relating to the landscape setting of the listed War Memorial. The impact is judged to be significant adverse. However, the impact will occur for only a temporary period, before the Memorial is relocated by Lafarge to the new location. 6 Visual Amenity 6.1 Introduction The visual assessment addresses the impacts of the project on the visual amenity of those groups of people who will have views either of construction activity or of the permanent features and changes in the landscape or townscape Impacts on visual amenity can arise as a result of changes to specific views from visual receptors, such as residents and people working in the area. Impacts on visual amenity derive both from changes to the physical geography of the landscape and from more direct changes due to the obstruction of views, intrusion into views or the opening up of new views As part of the visual baseline the study has reviewed the following groups of potential visually sensitive receptors: residential properties; publicly accessible areas such as open spaces; recreational grounds; Page 11

16 school buildings and school grounds; places of employment; and transport routes including Public Rights of Way, cycleways and public footpaths. 6.2 Existing Conditions On the Site itself the structures associated with the former cement works have been dismantled leaving a largely cleared area. There are surrounding residential areas and some have views towards the proposed development. There are public open space and leisure facilities within the wider study area including riverside parks along the River Thames. Riverside employment areas are typically warehouses and industrial sheds with relatively little office accommodation. Many views are orientated towards the river rather than along water frontages so oblique views predominate. The Site is visible from a number of transport visual receptors including the main highways as well as the Tilbury Ferry, footpaths, Public Rights of Way (PRoW) and Cycleways. 6.3 Likely Impacts on the Environment Potential temporary impacts will be limited to the construction phase of the project. The assessment takes account of perceived changes in views such as direct visual intrusion or obstruction for different types of sensitive receptor such as residential buildings Visual impacts will result from the introduction of construction plant and equipment, the temporary occupation of land used for worksites, and some aspects of initial construction activity, such as construction of new structures and lighting From the overall assessment only four visual receptors are judged to have some adverse impacts arising from views of the development proposal during the construction phase. These include two residential locations on Lawn Road and High Street, and two public rights of way along Granby Road and The Shore. However, the proposed development is a low rise scheme which still enables views of the river for the four affected visual receptors. The proposed development is temporary, and is within a visual context which until very recently consisted of a large scale cement works which impeded views of the Thames, followed by a large scale demolition site. 6.4 Mitigation and Residual Impacts Mitigation Measures Consideration of directional lighting to minimise light spillage in the evening during the construction phase will be given to minimise adverse visual impacts on the four key receptors identified in the assessment. Residual Impacts Four visual receptors are judged to have significant adverse impacts arising from the development proposal during its construction. These include two residential receptors and two transport receptors. However, the proposed development is a low rise scheme which enables views of the river for the four affected visual receptors. The proposed development is temporary, and is within a visual setting which until very recently consisted of a large scale cement works which obscured views of the Thames, which then became a large scale demolition site. In the context of the visual setting over the longer term, the impacts of the proposed development are not considered to be significant. 7 Archaeology 7.1 Introduction This Section of the ES reviews the potential for encountering archaeological assets during the construction and operation of the proposed development. It then assesses the potential for impacts upon the identified archaeological assets. Page 12

17 7.1.2 A range of previous studies, historic maps and other sources of archaeological information were consulted to understand the existing archaeological conditions The proposed development may primarily impact upon potential archaeological deposits through below ground works during construction. Such works include the excavation for foundations of buildings, conveyors, or cranes, for the addition of services and infrastructure, as well as general ground levelling across the Site. 7.2 Existing Conditions Northfleet is an area with a long history of human activity and occupation, including the evidence of early prehistoric human activity found in local river gravel deposits and Roman occupation sites along a Roman road to the south of the Site. More recent history of the Site relates to the development of the Portland Cement industry in the early nineteenth century to the present day Archaeological deposits are not likely to have survived within the Site, mainly as a result of intensive quarrying activity. The only potential for surviving archaeology will be associated with deposits from around 500,000-12,000 years ago. However, the results of specialist investigations on Site indicate that, although such deposits survive nearby, they are not present on the Site. 7.3 Likely Impacts on the Environment The potential for encountering archaeological assets is assessed as being unlikely. Impacts upon the potential archaeological assets are expected therefore to be not significant In accordance with the assumed Crossrail Construction Code (CCC) measures, any further ground investigation works before construction should be monitored by a qualified archaeologist to assess whether recent deposits contain archaeological remains of any significance In accordance with the assumed CCC measures, any below ground works along the wharf frontage along the River Thames should be monitored to observe any potential archaeological deposits Should further ground investigation reveal isolated deposits sequences indicating human occupation on the Site, preservation by record should be pursued in accordance with the assumed CCC measures. 7.4 Mitigation and Residual Impacts Given that no mitigation measures other than those required by the CCC are considered necessary, residual impacts of the construction and operation of the proposed development will be expected to remain insignificant. 8 Ecology 8.1 Introduction This Section of the Environmental Statement (ES) assesses the likely significant effects of the proposed development on the ecology, biodiversity interests and nature conservation value of the Site and the immediate surrounding area, during construction and operation. 8.2 Existing Conditions The Site mainly consists of rubble, concreted areas and the remains of a network of roads and railways. A small proportion of the Site supports natural habitats, such as woodland and dense scrub. These areas are restricted mainly to the Site boundaries, with the remainder of the Site consisting of bare chalk Three species of bat were recorded using the Site. The habitat on Site is considered to be poor and of no more than low value for bats. However, the flight lines and foraging Page 13

18 resource immediately adjacent to the Site boundary along the cliff edges are important for the movement of small numbers of these species and are considered to be of local value Black redstart (a nationally rare bird species) was recorded foraging along a band of suitable habitat on the Thames waterfront. Three male black redstart song posts and a nest site within the territory of an adult male black redstart were recorded. Two black redstarts were observed carrying food to young birds at the nest. As black redstarts are nationally rare and a fully protected species, this nest site is considered to be of national importance. The related foraging resource associated with industrial land is generally common within the wider area. 8.3 Likely Impacts on the Environment The loss of habitat for bats on-site is not considered to be significant due the low value of the habitat. However, 24 hour lighting of the Site during construction could impact on bat populations off-site. Ambient light levels are already high within the area. Therefore, the impact of lighting on commuting and foraging resources off-site will be significant without mitigation The black redstart nest site is unlikely to be lost during construction, given its location at the periphery of the Site Overall, the likely disturbance of a black redstart nesting site and the loss of associated foraging habitat, without mitigation, would represent an adverse significant impact of particular importance A small area of poor quality native woodland will be permanently lost on-site. The loss of this habitat is however considered to be not significant. 8.4 Mitigation and Residual Impacts The following mitigation is proposed: lighting will be directed away from the adjacent cliffs to reduce disturbance to bat activity at night, and also away from the black redstart nest; during construction, it will be necessary for the black redstart nest site to be monitored, so that if it is occupied again in the future, it will require temporary protection from damage and disturbance at that time. A specialist ecologist will be available to review the on-going impact of works on a regular basis, to ensure that any active nest site is not at risk of being abandoned. If black redstarts on site appear to be showing signs of distress during the time that the development is in place, measures will be taken to ensure that disturbance is minimised. The status of the black redstart population should be checked on a yearly basis; because of the risk of disturbance to the current nest site, new nest site opportunities should be provided within suitable nearby areas. If black redstarts could be encouraged to move to areas of the Site less prone to disturbance, this will reduce the risk of delays to on-going works. For example, nest boxes could be sited in quieter areas and monitored to assess their use by black redstarts during the spring when they commence breeding; and areas of the Site will be periodically fenced off or created to allow feeding habitat for black redstart to develop With the above mitigation measures in place, the likely residual impacts on birds and bats are considered to be not significant. Page 14

19 9 Water Resources and Flood Risk Assessment 9.1 Introduction The Water Resources and Flood Risk Assessment identifies how the proposed development might impact on the existing Site, and assesses the risks that the development and its drainage could pose to the local area. The assessment identifies measures for the protection of water resources during construction and operation, and any residual effects that may result The Flood Risk Assessment was prepared as a separate document, following the format and guidance of assessment as recommended by national planning policy The assessment methodology identifies risks to water resources by identifying local pollution sources, potential pollution pathways, and water resource sensitivity. 9.2 Existing Conditions The proposed development is located within the Kent Thameside Strategic Flood Risk Assessment (SFRA) area. The SFRA classifies the Site as being in a zone of high flood risk, and one in which only water compatible and less vulnerable uses (e.g. non-rediential) are considered appropriate A number of studies, including intrusive investigations, targeted at specific locations of known or likely contamination have been conducted in the area of the Site. The investigations identified fuel contamination in the vicinity of the Bulk Powders Import Terminal (adjacent and to the east of the Site). This was typically associated with the presence of groundwater. Elevated concentrations of contaminants were measured in the made ground across the Site but did not exceed levels appropriate for future commercial uses. 9.3 Likely Impacts on the Environment The assessment of on-site activities shows that there is potential for excavation works during construction to create temporary pathways for existing contamination to migrate. However, measures built into the design, and construction measures as outlined in the Crossrail Construction Code will help minimise this risk The assessment of operational activities shows that all water resources identified are predicted to experience no increase in pollutant load. Impacts on water resources from the proposed drainage system, compared with the existing situation, are likely to be beneficial The flood risk of the Site has been assessed and the proposed development is not considered to affect the risk of flooding locally or elsewhere for the duration of the proposed development. 9.4 Mitigation and Residual Impacts In terms of flood risk, the proposed development bears low residual risk, monitoring groundwater levels, maintaining access to pumping equipment and the Sites non residential occupancy further mitigates this The Water Resources assessment shows that no significant adverse impacts are likely to result from construction or operational activities. As a consequence, no mitigation measures are considered to be required. 2 Planning Policy Statement 25 Development and Flood Risk (PPS25) Page 15

20 10 Traffic and Transport 10.1 Introduction Transport issues associated with construction and operation of the proposed development have been assessed. Appropriate mitigation measures have been proposed and the residual effects considered with the mitigation measures in place The assessment is in accordance with government guidelines and in consultation with Kent County Council (KCC) and the Highways Agency (HA) The results of the assessment were used to examine some transport issues in more detail to aid the understanding of the significance of the environmental impact of the proposed development The assessed criteria have different thresholds of significance, i.e. the degree of change caused by the proposed development at which the impact is considered to be not significant, significant or an impact of particular significance Existing Conditions The Site is easily accessed from the strategic road network, in particular the A2 and M25. The A2 is within approximately three kilometres south-west of the Site while the M25 is within approximately eight kilometres west (via the A2) of the Site. The local road network includes the Site s access road and the A226 Thames Way The current main road access into Northfleet Cement works is privately owned by Lafarge. It runs between a roundabout junction on A226 Thames Way, under the North Kent Railway Line and through Vineyard Pit, before entering the Site via a tunnel under Northfleet High Street. Other road linkages exist from Grove Road to the west and The Shore / Crete Hall Road to the east, although these are narrow or restricted, and are suitable for emergency and occasional use only There are several bus services operating within the local area, as well as the Fastrack service which runs along Thames Way and stops at Ebbsfleet International Station, which is within approximately 1.8km of the Site. Fastrack is a new bus service which is being developed further to provide dedicated express routes that only Fastrack can use There are currently two train stations within 1.5km of the Site: Northfleet Rail Station and Ebbsfleet International Station to the south-west of the Site allow travel to London in approximately 45minutes and 15 minutes respectively For pedestrians a public right of way (PROW) runs to the west of the Site along the Lawn Road spine before crossing the northern side of the former Cement Works site parallel with the River Thames. An Order will be made to realign this PROW to provide enhanced riverside pedestrian access, connecting the Shore (east side of the Site) with the Creek (west side of the Site) The quality and amount of pedestrian provision in the area is currently constrained by its industrial nature and the surrounding topography. On the local roads surrounding the Site there are numerous pedestrian amenities provided including signalised and zebra crossings, traffic islands, dropped kerbs and a network of footpaths. There is also a footpath from the end of Hive Lane, towards The Shore, north-west of the Site, which is temporarily closed. Pedestrian and cyclist access is provided by Granby Road and The Shore As for pedestrians, the amount of cyclist amenities provided in the area is constrained by the industrial nature of the area and surrounding topography. There is one main cycle route in the vicinity of the Site. National Route 1 of the National Cycle Network includes cycle paths alongside Thames Way (A226) and Ebbsfleet Gateway (A2260) Likely Impacts on the Environment The only potential issue identified in the assessment is that the impact on cyclists (depending on numbers) on the A2260 Ebbsfleet Gateway and the B259 Southfleet Road between the A2 and Ebbsfleet Gateway. If cyclist numbers at either of these locations are Page 16

21 higher than 100 two-way movements per 12 hours, then the impact could be considered significant Other transport related impacts are considered to be not significant Mitigation and Residual Impacts In view of the above, the only mitigation measures considered to be required are as follows: warning signs to cyclists on the A2260 Ebbsfleet Gateway and the B259 between the A2 and Ebbsfleet Gateway, to encourage cyclists to use alternative routes (if cyclist numbers are higher than 100 two-way movements per 12 hours); signal optimisation at the A226 Thames Way / Ebbsfleet Gateway junction, to mitigate queue lengths; and cycle-awareness training for lorry drivers With the above measures in place, residual impacts will be not significant. 11 Noise and Vibration 11.1 Introduction This section summarises the assessment of the likely significant impacts of noise and vibration from the construction and operation of the proposed development The potential for effects has been assessed for the following sources: noise and vibration from surface activities including site setup, production, road vehicles on site, rail vehicles from their departure from the mainline, and river traffic using the wharf; noise and vibration from rail traffic using the site access rail tunnel; and Noise from road traffic on neighbouring roads outside of the Site A noise survey of the existing site has been undertaken by Lafarge, in support of the ES application for a Bulk Aggregate Import Terminal (BAIT) that was submitted in This includes measurements around the site which are also applicable to the scheme assessed here Noise and vibration from activities on site has been carried out in accordance with British standards 3. The potential for impacts from construction noise has been assessed at residential locations around the Site that will be most affected Noise and vibration from rail traffic using the site tunnel has been assessed using a method developed initially for the design and construction of the Channel Tunnel Rail Link project (known as High Speed 1 ). The proposed methodology is validated in accordance with international standards 4. The potential for impacts from this noise source has been considered at all residential properties within 50m of the tunnel boundary Noise from construction road traffic along existing routes has been assessed using the process defined in government guidance 5. The change in noise level has been calculated for all sections of the route into the Site from the A2 main road It has been assumed that for the assessment, all site set up will be carried out during normal Crossrail working hours (07:00 19:00), but during the operational phase the site will produce segments continuously. For all works, any Contractor undertaking works on behalf of the Crossrail project is required to comply with the noise and vibration mitigation measures set out in the Crossrail Construction Code. In addition to this, the casting shed 3 BS5228: 2009 Code of practice for noise and vibration control on construction and open sites, Part 1: Noise and Part 2: Vibration 4 ISO :2005 Mechanical vibration - Ground-borne noise and vibration arising from rail systems 5 Department of Transport Memorandum Calculation of Road Traffic Noise, 1988 Page 17

22 doors are to be kept closed at all times, except when access is required and all conveyor belts will be enclosed For rail traffic, the reinstated railway alignment is to consist of continuously welded rail on ballasted track, with an in-tunnel speed limit of 5km/hr. All rail sections that have a potential for producing noise such as wheel squeal (from a tightly curved rail) or knock (from trains passing over multiple unwelded track) will be located outside of the tunnel. Where the rail curvature is tight, mitigation such as lubricators to prevent wheel squeal has been assumed Existing Conditions Noise levels in the area are dominated by road and rail traffic to the south of the site and by industrial noise from factories and distant road traffic. The tunnel into the Site has been disused for a number of years, and as such there is no existing source of rail noise or vibration in this area Likely Impacts on the Environment No significant impacts are predicted for noise from construction works, or during operation of the proposed development No significant impacts are predicted for the majority of high vibration activities during construction, however this may change dependent upon the actual plant used. The project will require the Contractor to undertake an assessment of the vibration associated with construction works No significant noise and vibration impacts are predicted as a result of rail movements through the site access tunnel No significant impacts are predicted for noise from road traffic on roads outside of the Site Mitigation and Residual Impacts As no significant impacts are predicted, no mitigation measures are considered necessary, and no residual significant impacts are predicted for noise from construction works or operation of the scheme Subject to assessment carried out by the contractor for vibratory activities, no residual significant impacts are predicted for vibration from construction works As no significant impacts are predicted, no mitigation measures are considered necessary, and no residual significant impacts are predicted for noise and vibration from rail No residual significant impacts are predicted for noise from road traffic on roads outside of the Site. 12 Air Quality 12.1 Introduction An assessment has been carried out to determine the likely changes in local air quality as a result of the construction and operation of the proposed development. The results of the assessment have been evaluated with reference to the government s national strategy for air quality, and significance criteria employed in the original Crossrail ES The existing air quality conditions have been established from available monitoring data including some made available by Gravesham and Dartford Borough Councils Impacts of the scheme in operation have been assessed using detailed air quality modelling for both current conditions (2010), and the year of starting operations at the Site (2012). The key pollutants that have been assessed include nitrogen dioxide and fine particulate matter Impacts arising from construction dust and operational dust have been assessed using a risk based approach adapted from the Greater London Authority and London Councils Best Practice Guidance. Page 18