Network Rail Romford Rail Operating Centre and Maintenance Delivery Unit Volume I: Environmental Statement Non-Technical Summary

Transcription

1 Romford Rail Operating Centre and Maintenance Delivery Unit Volume I: Environmental Statement Non-Technical Summary Issue 22 August 2012 This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number Ove Arup & Partners Ltd 13 Fitzroy Street London W1T 4BQ United Kingdom

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3 Contents 1 Introduction 1 2 The Environmental Impact Assessment Process 2 3 The Site and Surroundings 5 4 The Proposed Scheme 7 5 Transport 12 6 Air Quality 14 7 Contaminated Land 16 8 Cultural Heritage 18 9 Ecology Townscape and Visual Effects Noise Socioeconomic Effects Water Resources Waste Sunlight, Daylight and Shadow 32 Page

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5 1 Introduction This document is the Non-Technical Summary of the Environmental Statement that has been prepared to accompany a planning application by Network Rail (NR) for a proposed new Rail Operating Centre (ROC) and relocated Maintenance Delivery Unit (MDU) at Romford. The site is located on a tract of railway land next to the London to Southend mainline railway adjacent to Romford Station in Romford, Essex. Network Rail (NR) is undertaking a programme of modernising its signalling and control operations, required for the operation of the railway network. As part of this, NR is implementing a programme of new integrated operating centres which will improve the efficiency of the railway network. NR s aim is to develop a high quality, contemporary facility that will achieve the highest architectural, environmental and operational standards. The following sections of this Non-technical Summary (NTS) describe: the approach to undertaking the environmental impact assessment for the proposed development (section 2); the development of the site over time and the proposed ROC and MDU details (section 3 and 4); and non-technical summaries of each of the environmental topic areas that have been assessed in the main Environmental Statement, (sections 5-15). Information on obtaining copies or viewing the full Environmental Statement is given at the end of this document. Page 1

6 2 The Environmental Impact Assessment Process Introduction The Environmental Impact Assessment (EIA) process seeks to minimise the impacts of development on the environment and to ensure that the effects of planned new development are fully understood and taken into account by decision making bodies before the granting of planning permission. An environmental impact assessment has been undertaken in accordance with UK legislation, which requires that an environmental statement be submitted to the Local Authority for certain projects. The main stages in the assessment process have been: requesting a Screening Opinion from the Local Authority (the London Borough of Havering); preparing a Scoping Report and agreeing the scope of the environmental impact assessment with the Local Authority; gathering information about existing environmental conditions; assessment of the likely effects of the proposed scheme on the environment, during site preparation, and when in operation; 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. Screening, Scoping and Consultation The first stage in the EIA process involved a request from the London Borough of Havering (LB Havering) as to the need for an Environmental Impact Assessment. This was formally confirmed by LB Havering by its issue of a Screening Opinion which explained that the size and nature of the development was such that an EIA should be carried out. Once the need for EIA was confirmed by LB Havering the process of scoping was carried out. The purpose of scoping in Environmental Impact Assessment is to identify the environmental topics that have the potential to be significantly affected by the proposed scheme 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. A Scoping Report was submitted to the London Borough of Havering in December The Scoping Report proposed the following list of topics to be assessed in the Environmental Statement. Transport Air Quality Cultural Heritage Ecology Contaminated Land Page 2

7 Landscape and Visual Effects Noise and Vibration Socio-Economic Effects Sunlight and Daylight Waste Water Resources and Flood Risk A response from the Local Authority was received in January 2011 which generally confirmed its agreement with the content of topics to be covered as listed above in the Environmental Statement. Summaries of these topics are given in Sections Baseline Information 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; existing sources of information relevant to the area, for example, previous environmental studies such as ground contamination assessments; documents obtained through consultation with relevant organisations, such as London Borough of Havering, Natural England, and the Environment Agency; and walkover surveys of the site. Impact Assessment The assessment considers the likely significant environmental effects during construction and operation of the proposed ROC and MDU. The methodologies for the different assessments vary from topic to topic and are set out in detail in the topic sections of the main Environmental Statement document. Assessment criteria The topic assessments provide details of significance criteria, with reference to relevant topic-specific assessment guidance where relevant. The definitions of significance are expressed as: significant (minor) / significant (moderate) / significant (major) ; and beneficial / adverse ; or not significant (negligible). Given the range of guidance applicable to the assessment topics and the different approaches required, alternative terms have been used where necessary to follow best practice. Page 3

8 Cumulative and Interactive Effects Cumulative effects may arise from the combination of the proposed scheme and other permitted developments not yet constructed or currently under construction in the vicinity, acting together to generate elevated levels of impacts. Two schemes have been considered in this EIA, namely the Crossrail project, and the current housing development directly south of the site on the former Oldchurch Hospital site. Crossrail will be a new high-frequency railway from Maidenhead and Heathrow in the west, through central London to Shenfield and Abbey Wood in the east. The development of Crossrail will include the upgrading of Romford Station, so potential issues associated its construction have been considered where relevant. An area directly south of the proposed ROC and MDU scheme is also in the process of undergoing development. This scheme is referred to as the Oldchurch Hospital redevelopment and is made up of residential apartments, a local park, and an energy centre. Given that it has not yet been fully built out, the cumulative effect of the proposed scheme with the completed Oldchurch Hospital redevelopment has also been considered. Interactive effects arise when an environmental impact occurs which has a knockon effect on impacts in other topic areas. An example of this is an effect on ground contamination or water quality, which may result in additional ecological effects. Interactive effects have been assessed and described within the individual topic assessments in the main ES document. Mitigation Where likely significant adverse effects have been identified in the assessment, measures have been proposed to avoid or reduce effects where possible. Where adverse effects cannot be avoided, measures to compensate for the adverse effects are proposed. Collectively these are known as mitigation measures. Enhancement measures to improve the environmental performance of the scheme are also proposed where opportunities to implement such measures within the design of the scheme are identified. Residual Effects Residual effects are those that remain once mitigation measures have been applied, and are identified in each topic section as appropriate. Page 4

9 3 The Site and Surroundings Existing Site The Rail Operating Centre (ROC) and Maintenance Delivery Unit (MDU) sites are located in Romford in the London Borough of Havering in Essex, at National Grid Reference [TQ507881]. A description of the sites is given in turn below. The site location plan for the proposed ROC and MDU is shown in Figure 1. Proposed ROC Site The proposed ROC site is located on 1.85ha of land west of Romford Station and Waterloo Road and is currently used as an existing Maintenance Delivery Unit (MDU) and for other rail-related operations. The site is covered mainly by tarmac and a large number of two-storey portacabins, with existing maintenance and delivery vehicles accessing the site via Waterloo Road to the east. The northern portion of the ROC site is occupied by operational railway track used by Network Rail. In the eastern portion of the ROC site close to the junction with the A126 there is an area of trees and vegetation. Land uses surrounding the ROC site include operational rail land directly to the north. Waterloo Road (A126) underpass is present directly to the east, beyond which lie commercial and industrial buildings. A series of multi-storey residential (mainly key worker housing) apartment blocks associated with the redevelopment of the Oldchurch Hospital site are present directly to the south. Nursery Walk is present in a cutting directly to the west of the site, beyond which lies the proposed MDU site, whilst Romford Gas Works is present to the south-west. Proposed MDU Site The proposed MDU site is located on 3.89ha of land adjacent to the proposed ROC site. The site is occupied by a largely undisturbed tract of rail-side land that is predominantly greenfield in nature Grade II Borough Site of Nature Conservation Importance. The MDU site is inaccessible to the general public and there is a small path occasionally used by railway workers which runs parallel to the site boundary. The site has a reasonably diverse range of ecological habitats which include badgers, breeding birds, invertebrates, amphibians and reptiles. The site contains various trees, such as broadleaved woodland, mature and semi-mature oaks, areas of scrub and open woodland glade. Surroundings Surrounding land uses comprise a mixture of commercial, industrial and residential buildings. Page 5

10 Residential properties are present directly to the south-west in the area of Beechfield Gardens, beyond which lie further commercial and industrial premises. The mainline railway tracks lie directly north of the site, with residences of Sheringham Avenue present on the opposite side of the tracks. The MDU site itself is slightly elevated by a few meters in comparison with the surrounding land albeit to a lesser degree than the ROC site. The MDU site is therefore relatively more visible from the nearby surrounding land uses. Page 6

11 A3! Legend Red line boundary National Rail Stations 24/04/ :06:14 Contains Bing Maps aerial imagery and labels 2010 Microsoft Corporation and its data suppliers. FP KC OP OC Issue Date By Chkd Appd Metres Fitzroy Street, London, W1T 4BQ, United Kingdom. Client Network Rail Job Title Romford Rail Operating Centre and Maintenance Delivery Unit Site Location Plan Scale at A3 Job No :10,000 Drawing Status For Planning Drawing No Figure 1 Issue FP1 \\GLOBAL.ARUP.COM\LONDON\PTG\ICL-JOBS\218000\ Basingstoke Campus\ ROC - PLANNING APPLICATION\Transport Planning\4 Internal Project Data\4-09 GIS\05_ArcGIS\A3LV_Planning.mxd Arup

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13 4 The Proposed Scheme Overview The planning application for the proposed scheme comprises the provision of: A new Rail Operating Centre (ROC); Associated access, parking, landscaping, and security provision; and A new Maintenance Delivery Unit (MDU) to replace the existing MDU currently on site. A general description of the proposed MDU and ROC scheme are provided below, including proposed infrastructure and operational assumptions. Images of what the scheme buildings would look like are shown in Figures 3-5. Proposed Maintenance Delivery Unit (MDU) The proposed relocated MDU will be sited approximately 250m to the west of the existing MDU. The proposed MDU is envisaged to comprise a two-storey building for use by Network Rail maintenance operatives. The MDU is responsible for a geographical area of railway covering London, Essex, and other areas of Anglia. Other facilities at the MDU site would include a weighbridge, a scrap metal storage delivery area and space for maintenance vehicles used by Network Rail operatives. The external facades of the proposed scheme will comprise a panelling system of transparent glass, opaque glass with insulation backing, and solid panels of reinforced concrete. Proposed Rail Operating Centre (ROC) The proposed ROC building will be three storeys in height, comprising a ground floor equipment room and first and second floor operating rooms, with space available for future operatives for the Crossrail scheme when completed. The Romford ROC will be the first of a new generation of operating centre, encompassing both sustainable design features and fit-for-purpose technical and operational functions. Traffic and Transport Vehicular Access Vehicular access to the proposed ROC will be gained from the A126 Waterloo Road, to the east of the site, via the existing priority junction. The junction will provide vehicle access to the development s at-grade car parking as well as for deliveries, emergency vehicles and refuse collection. The site will be secure and not open to the general public. Page 7

14 Figure 3 The Proposed Scheme, Viewed from the North-East (Note: Oldchurch Hospital redevelopment is not part of the proposed scheme) Figure 4 The Proposed ROC Building Page 8

15 Figure 5 The Proposed MDU Building Vehicular access to the relocated MDU will be gained from Jutsums Lane, to the west of the site, via an existing priority junction. There will be vehicular routes within the ROC site and MDU site which will provide access for maintenance vehicles. Cycle and Pedestrian Access Pedestrian access to the site will be via an existing controlled pedestrian route to the north of the site that links to Romford Railway Station. The existing pedestrian route will be extended further to the west to connect to the proposed new MDU site. The pedestrian route will provide an easy route for staff and registered visitors using public transport from Romford Station to access the site. Cycle access to the ROC site will be via the main vehicle access from the A126 Waterloo Road. Secure. Sheltered cycle parking is to be provided in the south western corner of the car park. The scheme proposals also include the provision of changing and shower facilities for use by cyclists. Parking A car parking area is proposed to the west side of the proposed MDU building. The MDU would provide parking to Network Rail staff and visitors as follows: 50 Van spaces; Page 9

16 10 Car/van conversion spaces; 30 Car Parking spaces; 3 Disabled parking spaces; 4 Motor cycle spaces; and 16 Cycle spaces. A car parking area is proposed to the east of the proposed ROC building. The ROC would offer associated parking for 101 vehicles including seven spaces for disabled users, and 16 cycle spaces. Landscaping The proposed landscape design retains as much existing vegetation as possible and will comprise replanting where existing vegetation is to be removed. Landscape provision includes the planting of trees and shrubs. Earth berms located to the north, east and south elevations form part of the proposed soft landscaping proposals. SUDS Drainage and Attenuation The proposed scheme, in particular the MDU site, will incorporate sustainable drainage systems for surface water run-off in order to replicate as closely as possible the existing natural drainage from the site. Below ground attenuation and a green roof system is therefore to be provided for the site in order to assist in reducing the surface water discharge rates and reduce the risk of flooding. Lighting An external lighting strategy for the proposed scheme is set out below and covers the buildings, areas of car parking, access roads and footpaths. Lighting would be required during the day and night. External lighting will be situated in roads and car parking, footpaths and architectural lighting. The external lighting will be designed to minimise the cost in operation by choosing the most efficient light sources. Construction Programme and Phases Construction of the proposed scheme is planned for January 2013 and is expected to take approximately 18 months. The general phases involved in the construction works would include the following: Demolition works and site clearance; Excavation and foundation works; Superstructure and cladding; and Fit out. Page 10

17 ROC scheme is due to be completed in summer of The MDU activities are to remain operational throughout the construction period. Page 11

18 5 Transport Introduction This section summarises the assessment of the effects of the construction and operation of the proposed scheme on the surrounding transport network. The scheme assessment year selected for the Transport Assessment (TA) is The transport assessment examines the effect of the scheme on public transport and highway networks. As a whole the project seeks to reduce car mileage and promote sustainable modes of transport (see below under Mitigation ). Baseline Access to the site overall is very good. Pedestrian access is currently gained from a walkway from the western end of Platform 2 at adjacent Romford Station. The route runs alongside the railway and over Waterloo Road Bridge. The pedestrian route is only accessible by Network Rail staff of the existing MDU. There is good access by public transport due to the proximity of Romford mainline train station and more than 20 bus routes exist in the local area. Road access to the ROC site is from Waterloo Way A126 to the east, while access to the MDU site is from a private road Jutsums Lane to the west. Assessment The transport assessment has considered the effects of construction traffic on local roads. The delivery of building materials for the construction of the proposed scheme is not assessed to have a significant effect on traffic. No significant earthworks are proposed, and therefore lorry movements associated with the transport of excavated material will be minimal. The effect of additional vehicles on the local road network during operation of the proposed scheme site has been assessed to be negligible since the shift patterns do not overlap with peak times for local traffic. Mitigation A Construction Travel Plan would be developed in consultation with Havering Borough Council to reduce the effect of the construction phase on the local road network. Measures would be put in place to enforce the use of defined construction traffic routes. As the effect of the operational scheme on the local road network is negligible, no mitigation in terms of highway improvements is planned. An operational Travel Plan has been prepared and this has a number of strategies included within it to reduce the number of single occupancy vehicle trips out of the proposed ROC and encourage employees to use more sustainable modes of transport. Page 12

19 Residual Effects Overall, the residual effect of the proposed scheme in transport terms is not significant. Both construction and operational effects are negligible in terms of traffic flows on the network. Page 13

20 6 Air Quality Introduction This section summarises the assessment of the effects of the construction and operation of the proposed scheme on air quality. Baseline Havering Borough Council carries out continuous local air quality monitoring of specific air pollutants such as oxides of nitrogen and fine particulate matter. The results of data from local monitoring stations show that recorded concentrations of these air pollutants are locally above national targets, although their annual average concentrations are generally acceptable when compared with UK standards. Assessment In general, there are two sources of emissions that would need to be controlled to minimise the potential for adverse environmental effects during construction: exhaust emissions containing oxides of nitrogen from site plant, equipment and vehicles; and dust emissions from site activities such as earthworks. The proposed Operating Centre would not affect local air quality during construction as construction traffic vehicle numbers are not expected to be significant. Air quality modelling has shown the there would be barely noticeable changes in key air pollutants when the development is in operation. Mitigation Construction activities would be controlled to reduce as far as possible the potential environmental effects such as dust blow from earthworks by using spoil tarpaulins, water sprays, and wheel washing of vehicles to remove mud before leaving the site. Best Practice guidance on the control of construction dust has been published by the Greater London Authority and will be applied during the construction phase. A Travel Plan has been included in the transport assessment which aims to reduce traffic generated by the proposed scheme which would impact on air quality. Since operational effects are expected to be negligible, no mitigation measures have been proposed with regard to operational effects on air quality. Residual Effects The residual effects of construction activities following application of mitigation measures are significant moderate to minor adverse but would occur on a short to medium term basis only. During operation the assessment shows air quality to be Page 14

21 a low priority consideration in the case of the proposed scheme (i.e. no significant effects identified). Page 15

22 7 Contaminated Land Introduction This section summarises the likely environmental effects of the proposed scheme on ground conditions and contamination at the site. Mitigation measures are proposed where significant effects are considered likely. Baseline Based on the historical development of the site, there are potential sources of contamination from the use of the land for railway activities. Much of the site is on a raised embankment containing fill material of an unknown source. There are some contaminative land uses in the immediate area, such as the Romford Gas Works and lighter industrial uses nearby. A limited ground investigation of the site was undertaken in 2012 and included soil samples from the fill material, as well as some samples for ground gas. Water samples were not analysed, but soil samples from the investigation indicate low levels of contamination and that there is a low to moderate likelihood of significant contamination present beneath the site. Potentially flammable ground gases were detected at low levels. Further investigation works would however be required to confirm this. Assessment The results of the ground investigation suggest that without mitigation measures in place, there is some risk of harm to human health during construction. During the construction phase, there is potential for some dust-borne or liquid contaminants to be mobilised. This effect is therefore assessed to be minor adverse. There is a some potential for ground gas to accumulate within the proposed scheme buildings. Effects on human health as a result of ground gas or vapour generation would be of minor adverse significance, prior to the application of mitigation measures. Mitigation There is a potential for contamination to be present in the areas of the site that have not been subject to previous ground investigation. Further investigation should be undertaken before construction works commence, given the previous historic uses and size of the site. Good working practices would be implemented to control the risk of harm to construction workers, site visitors and site neighbours. In addition to the mitigation measures for the construction phase of the development, gas monitoring reports suggest that designs should be reviewed to incorporate ground gas protection measures. Page 16

23 Residual Effects If the mitigation measures outlined above are applied there are likely to be negligible (non-significant) residual environmental effects resulting from contamination during the construction and operation of the scheme. Page 17

24 8 Cultural Heritage Introduction This section summarises the assessment of the effects of the construction and operation of the proposed scheme on the archaeological and built heritage resource collectively known as cultural heritage. Baseline Information from historical records indicates that there is limited potential for the discovery of archaeological assets. Although there is evidence of earlier periods of occupation within the study area, the construction of the railway line (including excavation of material for the embankment platform on which the site lies) is likely to have removed any earlier deposits. This could include the discovery of railway related features and infrastructure. Any remains relating to this period are however likely to be of low value. Assessment The construction of the proposed scheme has the potential to directly impact upon any remaining archaeological assets through ground works and piling operations. The operation of the proposed scheme is considered to have negligible effects on built heritage (i.e. not significant), as there are no identified sensitive built heritage assets in close proximity to the site. Mitigation To mitigate the effects of the scheme on cultural heritage assets, a programme of recording of cultural heritage assets during excavations is proposed. No mitigation is considered necessary whilst the scheme is in operation. Residual Effects With the incorporation of recommended mitigation measures, residual effects upon any cultural heritage assets as a whole are assessed to be of low significance. Page 18

25 9 Ecology Introduction This section summarises the effects of the construction and operation of the proposed scheme on ecological resources including habitats and protected species on the site and surrounding area. Baseline Habitat The site is occupied by a mixture of broadleaved woodland and scrub, with the area proposed for the relocated MDU acting as a wildlife corridor which enables animals to move between other habitats in the wider area. Other areas of vegetation provide a locally important habitat for invertebrates and birds. Site surveys found protected species such as slow worms, common lizards, house sparrow, song thrush and starling to be present on site. Reptiles Common lizards were recorded from scrub, semi-natural broad-leaved woodland, and grassland habitats. In line with best practice guidelines, survey counts of between five and 20 individuals on any single survey visit can be taken as indicative of a medium-sized population. A survey count of above 20 individuals is indicative of a large population. Counts of over 20 individuals were recorded during one of the survey visits whilst the majority of other surveys visits recorded between five and 20 individuals. Consequently, the results suggest that a medium to large population of common lizard exists on site. Common lizard is a species of priority, and a medium to large population of common lizard is considered to be of high value to the area. Badgers There were signs of badger activity on the southern embankment of the site including formerly used setts. The badger population using the site is considered to relate to a small number of individuals and is not considered be significant, although of value at a local level. Bats A bat survey was undertaken and focused on mature oak trees which showed initial signs of use by bats. Surveys undertaken showed signs of two species of bats using the site and surrounding area for feeding. However, no actual bat roosts were discovered on site. The evidence suggests that overall the bat population present on site is not significant but of value at a local level. Breeding Birds The site is frequented by breeding birds although no specifically rare species were recorded during site visits. Based upon the species present and the number of Page 19

26 breeding territories present, the population of breeding birds is considered to be of value at the local level. Great Crested Newts No great crested newts were been recorded at the site and there is no suitable connecting habitat. The site therefore represents no value as habitat for great crested newts. Assessment Construction activities that could give rise to ecological effects include removal of vegetation to make way for buildings, construction plant noise and visual disturbance, and dust deposition. Vegetation clearance will result in the removal of all habitat features except for the southern embankment which is to be retained, and which comprises a combination of scattered scrub, grassland and semi-natural woodland. Part of the woodland in the western half of the site will also be retained. This will help preserve much of the wildlife corridor function of this particular habitat type. The removal of vegetation along the embankment during construction would result in slight adverse effects. disturbance to nocturnal species as a result of additional lighting during construction and operation; permanent loss of all vegetated reptile habitat on site; and loss of bird nesting habitat as a result of vegetation removal. However, given the low populations of rare breeding birds and bats likely to be present on site, these construction effects would not be considered to be significant, and in any event species would relocate to similar habitats present in the immediate surrounding area. When in operation, the new road running up the proposed MDU facility will pass directly adjacent to the main area of retained reptile habitat on site. This will involve vehicle movements on site where currently there are none. The presence of vehicle traffic is anticipated to potentially result in mortality to a small number of common lizards. Mitigation The majority of species surveys indicated a lack of significant populations on the site with the exception of reptiles. If protected species are found during the course of vegetation clearance, then works would stop immediately and the advice of a suitably qualified ecologist would be sought, in addition to notifying the relevant authority responsible for the species protection. In addition, the following measures will be taken: all of mature trees at the application site will be retained and protected. all trees with bat roost potential at the application site will be retained and protected. low-level and directed lighting will be used to minimise light spill at night and to offer unlit corridors along rows of native trees and shrubs. This will Page 20

27 facilitate bat feeding and commuting between the site and adjacent off-site areas. The following measures are proposed to reduce effects on reptiles during construction. A belt of habitat encompassing much of the southern embankment of the proposed site will be retained for enhancement and on-going management for the long-term benefit of common lizards. This area of habitat will be further supplemented by the enhancement of additional smaller areas of habitat either within or immediately adjacent to the site. The inclusion of these additional habitats increases the total area of retained and enhanced habitats on and immediately adjacent to the site. Collectively, these areas have the potential to afford a network and habitats of significant value to common lizards, and which would form an integrated landscape design. Residual Effects Following the implementation of mitigation measures the majority of effects on ecological resources during construction and operation of the proposed scheme would be low. Page 21

28 10 Townscape and Visual Effects Introduction An assessment has been undertaken of the townscape and visual effects of the construction and operation of the Rail Operating Centre (ROC) and Maintenance Delivery Unit (MDU). The impact assessment focused on changes to the character of the area and to specific viewpoint locations around the site. Townscape includes buildings and related infrastructure that makes up the predominant character, but will also includes green and open spaces found in urban areas. Baseline The townscape and visual baseline has been established through desk based research and field survey to establish the character of the site and surrounding townscape character areas, and the nature of existing views. The site is located in the London Borough of Havering, to the west of Romford town centre and immediately to the south of the mainline railway line. The site is located on a narrow, raised embankment adjacent to the main line railway. The surrounding assessment area contains no notable topographic features. The assessment area is a mixture of land uses including residential buildings, shops, offices and light industrial buildings and notably a gas storage facility which lies within view of the site. There are a number of open spaces within the assessment area including parks, playing fields and a cemetery. Jutsums Park borders with the western extent of the site, however there are no other open spaces within close vicinity. Gardens, street trees, parkland planting, and regenerating woodland scrub exist within the assessment area. The assessment area includes a number of roads, cycleways, footpaths and Public Right of Ways. The condition of the townscape within the site is poor with potential for enhancement due to the fair condition of townscape components. Assessment During the construction phase, the magnitude of change on site character is considered to be high due to the removal of buildings, vegetation and road surfacing and the level of activity during construction. However, due to the low sensitivity of the site it would result in minor adverse effects. During the construction phase, effects on Old Church Hospital Townscape Character Area, Romford Residential West Townscape Character Area and Queens Hospital Townscape Character Area would be negligible in most instances. Page 22

29 There would be adverse effects arising from the visibility of the scheme from nearby residential, transport, employment and recreational viewpoints. During the operational phase, the magnitude of change is likely to be medium. Assessing this alongside the medium sensitivity of the site means the effect of the proposed development would be of minor beneficial significance. The operational scheme would have a number of different activities associated with it. However, it is considered that the proposed development would have a negligible effect on all townscape character areas. The operational scheme on nearby residential, transport, employment and recreational viewpoints would result in mostly negligible effects. Mitigation No further mitigation is possible for residual effects due to the visible nature of the construction activities. No mitigation is required to mitigate visual effects of scheme in operation as effects are assessed to be minor beneficial, negligible or minor adverse. Residual Effects It is considered that the overall significance of the residual effects of the proposed scheme would be negligible. Page 23

30 11 Noise Introduction This section summarises the assessment of the effects of the construction and operation of the Rail Operating Centre (ROC) and Maintenance Delivery Unit (MDU) on noise and vibration. There is potential for permanent noise and vibration effects from road vehicles. There is also the potential for temporary noise and vibration effects during construction activity. Baseline The scheme is on an operational railway and it is located adjacent to a mixed industrial and residential area with sensitive receptors in close proximity to the south of the site, and to the north beyond the railway line. As such the existing noise environment is relatively quiet, as is typical for a suburban setting. Noise measurements were taken around the site of the proposed Romford ROC and MDU. Assessment There is the potential that construction noise effects could occur during the ground works and demolition activities. It is unlikely that activities involving plant such as cranes and hand tools would result in any significant adverse effects. No daytime or night-time noise effects are predicted as a result of road vehicles. It is important to ensure that the noise from the building services equipment serving the Operations building does not result in a cumulative impact with the main depot operation. Mitigation During construction, best practice measures for the reduction of noise would be implemented through a Construction Environmental Management Plan. During operation, in order to achieve the limiting plant noise levels the scheme may include selection of low noise equipment, screening the equipment using existing features and the ROC itself and acoustic louvers. Residual Effects The qualitative assessment has identified a potential for adverse construction noise and vibration impacts during ground works. Mitigation would aim to minimise any adverse residual impacts by selecting the quietest practicable processes. During the operational phase, no residual significant effects from changes in road traffic noise are predicted. Page 24

31 The application of plant noise limits to the required standard will ensure that there are no residual noise effects. There are no residual effects identified as a result of the additional vehicle movements on the access road into the site. Page 25

32 12 Socioeconomic Effects Introduction This section summarises the assessment of the construction and operation effects on the proposed Rail Operating Centre (ROC) and Maintenance Delivery Unit (MDU) at identified sites located in Romford on socio-economic conditions in the study area, including economics, employment and incomes, and local community facilities. Baseline In order to examine baseline data relevant to the development, data was collected and analysed focussed on two local geographies; Scheme Area - Comprising the Middle Super Output Areas (MSOAs) immediately adjacent to the site; Havering 017, Havering 016 and Havering 013; and the Local authority level - The site is in the London Borough of Havering. The focus of the socio-economic baseline is on the population, employment and the labour market dynamics. Significant socio-economic differences exist between the London Borough of Havering where the proposed development site is located, and the neighbouring London Borough of Barking and Dagenham which sits in close proximity. Both Havering (63.6%) and Barking and Dagenham (64.0%) have a lower proportion of people at working age in comparison to London as a whole (68.9%). Both could benefit from attracting more people of working age in order to balance the demands of the dependant population. Employment data shows that the level of total employment contracted by 2.7% in 2006 and 2008, and by 1.6% in 2009 to The area will therefore have to create more jobs than previously in order to balance against its projected population growth. Assessment During the construction phase, the MDU facility will remain operational throughout the construction phase and existing employment will therefore be unaffected by the proposals. Employment will be generated through the construction phase, however these will be temporary in nature, and it remains a boost to the local economy. The operational phase of the proposed development will create additional permanent employment opportunities from 2014 onwards. Page 26

33 Mitigation No mitigation measures are identified. Residual Effects No mitigation measures are identified and therefore residual effects remain unchanged from the impact analysis. Page 27

34 13 Water Resources Introduction This section summarises the assessment of the effects of the construction and operation of proposed ROC and MDU developments on water quality, ground water, water use, foul water and flood risk. The assessment of water use involves identification of water consuming activities and an assessment of possible water reduction strategies. A Flood Risk Assessment was also undertaken. Baseline At the proposed ROC site, an existing surface water network collects the storm water from the existing MDU building and surrounding hard landscaping. Survey records indicate that surface and waste water outfall into a combined sewer in Nursery Walk to the south of the site. The proposed MDU site is occupied largely by undisturbed rail side land that is mostly Greenfield in nature with no positive drainage connections present. The proposed ROC site has a connection to a foul network however the proposed MDU site has no existing buildings therefore no foul drainage exists on the site. The two closest discharge consents are 398m in a south eastern direction from the site to the River Rom. The water supply to the existing building is assumed to be supplied by the distribution mains in Waterloo Road. Records indicate there is no water supply present on the proposed MDU site. The site is situated in a low risk flood zone. The site is encompassed by permeable layers capable of supporting water supplies at a local rather than strategic scale, and in some cases forming an important source of base flow to rivers. There are no watercourses within the site. There is one surface water abstraction license 985m to the west of the site used for direct irrigation. Assessment During the construction phase, there will not be a significant increase in surface water discharge volume in comparison to the existing sites; therefore the effect on surface water is not significant. The foul discharges during construction would be small in comparison to those during operation and would not be a significant increase in comparison to the existing sites. There will be a need to provide water supply during the construction phase. Page 28

35 The existing site is at low risk of fluvial and drainage flooding, construction works will not alter the flood risk from these sources. There is a potential to impact upon the groundwater during piling works. As a result the groundwater may be affected by construction activities, therefore the effect is significant (minor) adverse. During the construction phase, the effect on water quality would be not significant. Operational activities will mostly have a significant (minor) adverse impact on surface water, foul and water supply. The effects of operational activities on ground conditions and water quality are not significant. Mitigation The development has been designed to ensure there is no flood risk to the buildings on-site and that there is no risk posed to the buildings off-site. A Construction Environmental Management Plan will be implemented during construction to prevent sediment entering watercourses. Flood risk during construction would be mitigated through the provision of a temporary drainage system, designed to minimise the risk of flooding. During operation, mitigation for water quality issues would be provided through the provision of a suitable drainage system. Petrol interceptors would be provided for all locations where significant vehicle movements would take place. Mitigation measures for water usage during operation include fitting low water use appliances, the use of rainwater harvesting and recycling of grey water. Residual Effects It is anticipated that the effect on groundwater due to construction of the development will be not significant. Implementation of other mitigation measures would result in a negligible effect (not significant) on water resources during the construction and operational phases of the development. Page 29

36 14 Waste Introduction This section summarises the assessment of the likely environmental effects of solid waste generation associated with the construction and operation of the proposed ROC and MDU developments. The principle objectives of sustainable resource and waste management are to: Use material resource more efficiently; Reduce waste at source; and Reduce the quantity of waste that requires final disposal to landfill. Baseline Baseline conditions are with respect to waste generation and management methods at the site and within the local and regional areas. This assessment also considers the capacity of existing waste infrastructure in the local and regional areas. At the RCO the baseline operational waste generation rate for the office use of the site has been estimated at 19.9 tonnes per annum. In addition, a single skip of hazardous waste is removed, 6 times per year, and a truck load of steel is collected every 5-6 weeks. At the MDU site there are currently no operational or construction-related activities being undertaken at the site that would give rise to waste of any kind. Assessment Solid waste would be generated on a temporary basis during the construction of the proposed MDU and RCO building and associated development. The construction phase of the development is likely to generate mostly inert and nonhazardous waste materials. Both sites would produce excavated material which is likely to comprise of a mixture of inert (e.g. concrete, topsoil), non-hazardous (e.g. timber, vegetation) and hazardous (e.g. contaminated ballast) material. During the construction phase, due to the predicted quantity of construction material requiring landfill disposal, the likely significant environmental effects of material requiring landfill disposal in the period 2013 to 2014 would be minor adverse. During the operation phase, due to the predicted quantity of operational waste requiring landfill disposal,, the likely significant environmental effects of operational waste requiring landfill disposal in 2014 would be permanent (due to the ongoing nature of operational waste generation by the proposed development) and minor adverse. Page 30

37 Mitigation During the construction phase, there are various mitigation measures which will reduce, reuse, recover and recycle construction materials, for instance recycling and recovery schemes would be used to assist in achieving the target of 80% for excavation and construction waste. During the operation phase, sustainability aspects will be incorporated into the design of the buildings which will help to reduce, reuse and recycle materials and waste. This would include a dedicated space to cater for the segregation and storage of waste and recyclables within both buildings. Residual The committed mitigation measures identified would reduce the quantity of material requiring off-site disposal to landfill. On this basis, the residual environmental effects of construction would be minor adverse. Whilst the exact quantity of operational waste generated cannot be quantified with certainty at this time, it is considered that the residual environmental effects of operation would be negligible. Page 31

38 15 Sunlight, Daylight and Shadow Introduction This section summarises the assessment of the impact of the proposed Rail Operating Centre (ROC) and Maintenance Delivery Unit (MDU) on sunlight and daylight availability to properties surrounding the site. Sunlight and daylight availability and shadow studies have been carried out for the proposed development in accordance with UK established guidance in order to: assess the impact on the surrounding existing (residential) properties, focusing on properties on Union Way directly south of the site; and verify that any amenity areas that may exist have appropriate access to sunlight. The effects of the proposed scheme on sunlight and daylight availability focused on the proposed ROC site, given that it has the potential to affect a number of properties along Union Way. The proposed MDU building is of a small enough scale and sufficiently distant from properties to its south along Beechfield Garden to not adversely affect them and was therefore excluded from the assessment. Daylighting effects were assessed at te properties most likely to be affected, which were the ground floor residences of properties on Union Way directly south of the site. The effect of the proposed scheme on sunlight availability to surrounding properties is not considered to represent a potential issue. Given that the path of the sun rising in the east through south and setting in the west means that the proposed scheme could only affect properties directly north of it. The potential for sunlight effects of the proposed scheme on properties to the south on Union Way is therefore zero. Properties north of the proposed scheme on the opposite side of the mainline railway are too far away to be affected. Sunlight impacts on surrounding buildings was therefore not considered to be of any significance in the assessment. Baseline The effects of the surrounding buildings for the daylight were simulated in a computer model. Most of the residences located on Union Way included in the assessment meet the recommended target values for daylight, in line with UK industry guidance. It should be noted that with the existing situation, there are some reductions in daylight that are currently experienced as a result of the existing MDU two-storey portacabins on the proposed ROC site. Assessment When modelled with the proposed scheme in place, overall daylight availability to the ground floor properties on Union Way were slightly reduced but within acceptable limits when compared with UK daylighting standards. The impact of the proposed scheme on sunlight availability on surrounding amenity areas was also found to be negligible. Page 32