j6151 ap3 es chapter 1-5 aw74f85f59f39b887b696f-ab656259048fb93837ecc0ecbcf0c557.r23.cf… · j6151...

Chapter 1

Introduction

J6151 AP3 ES chapter 1-5_AW.qxd 25/10/2006 12:08

1 Introduction

1.1.1 The Crossrail Bill was submitted to Parliament together with an EnvironmentalStatement (ES) (hereafter referred to as ‘the main ES’) and an Addendum in February 2005. A Supplementary ES providing additional information on the works and environmental impacts relating to certain aspects of the Crossrail project in additionto those reported in the main ES was published in May 2005. A second SupplementaryES (SES2) was published in January 2006 providing additional information andenvironmental impacts related to utilities works. A third Supplementary ES (SES3) was published in October 2006.

1.1.2 Since the Bill’s deposit, a number of revisions to the original Bill proposals have beenidentified as being necessary. In some cases these revisions involve the acquisition or use of land outside of the current limits of the Bill, additional access rights, or other extensions of the powers conferred by the Bill making it necessary to submitAmendment of Provisions to the Bill (1). These Amendment of Provisions (AP) aresubmitted to Parliament and are subject to a petitioning period in the same way as the Bill itself.

1.1.3 An Environmental Impact Assessment of the first tranche of AP was undertaken and an ES (referred to as the ‘AP ES’) was published in January 2006. An environmentalassessment of the second tranche of AP was also undertaken and an ES (hereafter referred to as the ‘AP2 ES’) was published in May 2006.

1.1.4 A third tranche of AP has now been assessed. The third tranche includes changes madein response to the interim findings of the Crossrail House of Commons Select Committeein July 2006 and undertakings made during the Select Committee process. It is thepurpose of this ES (hereafter referred to as the ‘AP3 ES’) to provide an assessment of the environmental impacts arising from the revised proposals to which the third tranche of Amendments relate. The Amendments that require assessment are summarised inTable 1.1. Specifically this AP3 ES describes the permanent and temporary works and/or requirements for the use of land arising from the revised proposals, and anyconsequent changes to the environmental baseline and assessment of significantenvironmental impacts from those reported in the main ES.

1.1.5 The measures that will be used to mitigate impacts during Crossrail’s construction are described in Appendix B1 of the main ES. Implementation of these measures has been assumed in this AP3 ES. The impacts reported in this AP3 ES are residualimpacts, ie the significant impacts that will remain after the application of generic or specific measures to reduce or control them.

1.1.6 This AP3 ES is presented by route window, as in the main ES.

2 Crossrail Amendment of Provisions

(1) This is the term used to describe an Amendment to the Bill to which the Private Business Standing Orders of Parliament are applicable.


Environmental Statement AP3 3

Ro

ute

Win

do

wA

men

dm

ent

of

Pro

visi

ons

Des

crip

tion

of

the

Ori

gin

al W

ork

sD

escr

iptio

n o

f th

e R

evis

ed S

chem

eLo

cal

Aut

hori

ty

C1:

Roy

al O

akpo

rtal

Am

endm

ent

1:W

estb

ourn

e P

ark

foot

brid

ge.

Am

endm

ent

2:R

evis

ed la

yout

of

Wes

tbou

rne

Par

kre

vers

ing

faci

lity.

The

AP

2 ES

des

crib

es h

ow th

e W

estb

ourn

eP

ark

foot

brid

ge w

ill be

ext

ende

d to

the

north

to

spa

n ov

er n

ew s

idin

gs.

The

Bill

mad

e pr

ovis

ion

for

a tr

ain

reve

rsin

g fa

cilit

y at

Wes

tbou

rne

Par

k en

ablin

g C

ross

rail

trai

ns t

erm

inat

ing

at P

addi

ngto

n to

tur

n ar

ound

.

Follo

win

g S

elec

t Com

mitt

ee re

com

men

datio

ns,

it is

als

o pr

opos

ed to

con

stru

ct a

new

ram

p fro

m W

estb

ourn

e P

ark

Villa

s up

to th

e so

uthe

rn s

pan

of th

e fo

otbr

idge

.

In o

rder

to

achi

eve

grea

ter

inde

pend

ence

betw

een

the

oper

atio

nal r

ailw

ay a

nd t

heC

ross

rail

cons

truc

tion

wor

ks, t

he d

esig

n of

the

rev

ersi

ng fa

cilit

y ha

s be

en m

oved

fu

rthe

r to

the

nor

th.

City

of

Wes

tmin

ster

C2:

Pad

ding

ton

stat

ion

Am

endm

ent:

Low

er E

astb

ourn

eTe

rrac

e.

A n

ew C

ross

rail

stat

ion

at P

addi

ngto

n is

pro

pose

d w

ith tw

o tic

ket h

alls

und

erEa

stbo

urne

Ter

race

and

two

new

ven

tilat

ion

and

emer

genc

y in

terv

entio

n st

ruct

ures

, on

e at

eac

h of

the

ticke

t hal

ls.

It is

pro

pose

d to

low

er E

astb

ourn

e Te

rrac

e,

to re

loca

te th

e pr

opos

ed w

este

rn s

tatio

nen

tranc

e to

the

cent

re o

f the

sta

tion

box

(opp

osite

Clo

ck A

rch)

, and

relo

cate

the

abov

egr

ound

stru

ctur

es c

lose

r to

Mac

Milla

n H

ouse

. A

s a

resu

lt of

low

erin

g of

Eas

tbou

rne

Terr

ace,

Chi

lwor

th S

treet

will

need

to b

e re

grad

ed.

City

of

Wes

tmin

ster

C4:

Bon

d S

treet

stat

ion

Am

endm

ent

1:C

onge

stio

n re

lief

sche

me.

Am

endm

ent 2

:Ex

tens

ion

of li

mits

at

Han

over

Squ

are

to in

clud

e pa

rt of

hig

hway

.

The

Bill

mad

e pr

ovis

ion

for

a ne

w C

ross

rail

stat

ion

at B

ond

Stre

et fe

atur

ing

two

ticke

t ha

lls a

nd in

terc

hang

e w

ith th

e C

entra

l and

Ju

bile

e Lo

ndon

Und

ergr

ound

line

s.

18/1

9 H

anov

er S

quar

e, a

t th

e co

rner

of

Tent

erde

n S

tree

t w

ill be

dem

olis

hed

in

orde

r to

acc

omm

odat

e th

e m

ain

wor

ks

at B

ond

Str

eet

stat

ion.

An

addi

tiona

l LU

sta

tion

entra

nce

and

ticke

t ha

ll is

prop

osed

on

the

site

of 3

54–

358

Oxf

ord

Stre

et, t

oget

her w

ith a

ser

ies

of u

nder

grou

ndpa

ssag

es, e

scal

ator

s an

d lift

s to

incr

ease

the

capa

city

and

redu

ce p

redi

cted

con

gest

ion

in th

e LU

inte

rcha

nge

conc

ours

e.

The

Am

endm

ent

exte

nds

Cro

ssra

il lim

itsfu

rthe

r in

to t

he s

tree

t to

ens

ure

that

the

base

men

ts o

f thi

s pr

oper

ty a

re in

clud

ed

with

in li

mits

.

City

of

Wes

tmin

ster

Tab

le 1

.1

Mai

n E

lem

ents

of

the

Am

end

men

t o

f P

rovi

sio

ns


4 Crossrail Amendment of ProvisionsR

out

e W

ind

ow

Am

end

men

t o

f P

rovi

sio

nsD

escr

iptio

n o

f th

e O

rig

inal

Wo

rks

Des

crip

tion

of

the

Rev

ised

Sch

eme

Loca

lA

utho

rity

C5:

Tot

tenh

amC

ourt

Roa

dst

atio

n

Am

endm

ent

1:D

enm

ark

Pla

ce.

Am

endm

ent

2:R

evis

ed e

ntra

nce

to C

entr

e P

oint

.

Am

endm

ent

3:N

ewm

an S

tree

t.

A n

ew s

tatio

n at

Tot

tenh

am C

ourt

Roa

d is

prop

osed

with

two

ticke

t hal

ls, e

ach

with

ast

reet

ent

ranc

e. T

o co

nstru

ct th

e st

atio

n, 1

48C

harin

g C

ross

Roa

d w

ould

requ

ire d

emol

ition.

Dur

ing

the

cons

truct

ion

perio

d fo

r Tot

tenh

amC

ourt

Roa

d of

app

roxim

atel

y fiv

e ye

ars,

it w

ill no

t be

poss

ible

to a

cces

s th

e ex

istin

g w

este

rnen

tranc

e to

the

Cen

tre P

oint

bui

ldin

g.

The

Bill

mad

e pr

ovis

ion

to u

se p

art o

f th

e ca

r par

k of

f New

man

Stre

et fo

r site

acco

mm

odat

ion,

lorry

hol

ding

and

sto

rage

to

ser

vice

the

Dea

n S

treet

wor

ksite

.

A n

ew, c

onst

ruct

ion

met

hodo

logy

ispr

opos

ed, r

equi

ring

the

dem

oliti

on o

f 13

8–

146

Cha

ring

Cro

ss R

oad.

The

desi

gn o

f the

exi

stin

g ea

ster

n en

tran

ce

to C

entr

e P

oint

is t

o be

rev

ised

to

enab

le it

sus

e as

a m

ain

entr

ance

dur

ing

the

five

year

perio

d of

con

stru

ctio

n.

By

exte

ndin

g th

e N

ewm

an S

tree

t w

orks

itein

to t

he c

arria

gew

ay o

f New

man

Str

eet,

anim

prov

ed w

orks

ite la

yout

can

be

achi

eved

.

City

of

Wes

tmin

ster

and

Lond

onB

orou

gh o

fC

amde

n

C6:

Far

ringd

onS

tatio

nA

men

dmen

t 1:

Rel

ocat

ion

ofC

hart

erho

use

Str

eet

(Fox

and

Kno

t S

tree

t) sh

aft.

Am

endm

ent

2:E

xten

sion

of l

imits

at C

hart

erho

use

Squ

are

to in

clud

epa

rt o

f hig

hway

.

Amen

dmen

t 3:

Exte

nsio

n of

limits

at

Lind

sey

Stre

et, L

ong

Lane

and

Hay

neSt

reet

to in

clud

e pa

rt of

hig

hway

.

As

part

of a

new

Cro

ssra

il st

atio

n at

Farr

ingd

on, t

he B

ill m

ade

prov

isio

n fo

r a

perm

anen

t sh

aft

to b

e si

tuat

ed in

the

foot

prin

t of

land

occ

upie

d by

38

and

40–

42 C

hart

erho

use

Str

eet.

Thes

epr

oper

ties

wou

ld b

e de

mol

ishe

d.

36–

37 C

hart

erho

use

Squ

are

will

bede

mol

ishe

d in

ord

er t

o ac

com

mod

ate

the

mai

n w

orks

at

Farr

ingd

on s

tatio

n.

2 Li

ndse

y S

tree

t, 20

–23

Lon

g La

ne a

nd

9 H

ayne

Str

eet

will

be d

emol

ishe

d in

or

der

to a

ccom

mod

ate

the

mai

n w

orks

at

Far

ringd

on s

tatio

n.

The

revi

sed

sche

me

com

pris

es a

n id

entic

alsh

aft

loca

ted

furt

her

to t

he e

ast,

enab

ling

the

rete

ntio

n of

38

Cha

rter

hous

e S

tree

t. A

s w

ith t

he o

rigin

al p

ropo

sal,

40/4

2C

hart

erho

use

Str

eet

will

be d

emol

ishe

d.

The

Am

endm

ent

exte

nds

Cro

ssra

il lim

itsfu

rthe

r in

to t

he s

tree

t to

ens

ure

that

the

base

men

ts o

f thi

s pr

oper

ty a

re in

clud

edw

ithin

lim

its.

The

Am

endm

ent

exte

nds

Cro

ssra

il lim

itsfu

rthe

r in

to t

he s

tree

t to

ens

ure

that

the

base

men

ts o

f thi

s pr

oper

ty a

re in

clud

edw

ithin

lim

its.

Lond

onB

orou

gh o

fIs

lingt

on



Ro

ute

Win

do

wA

men

dm

ent

of

Pro

visi

ons

Des

crip

tion

of

the

Ori

gin

al W

ork

sD

escr

iptio

n o

f th

e R

evis

ed S

chem

eLo

cal

Aut

hori

ty

C7:

Liv

erpo

olS

tree

t st

atio

nA

men

dmen

t:C

hang

es to

w

orks

at L

iver

pool

Stre

et s

tatio

n.

A n

ew s

tatio

n at

Liv

erpo

ol S

tree

t w

ith a

tic

ket

hall

at M

oorg

ate

is p

ropo

sed,

and

ase

para

te s

haft

stru

ctur

e on

Blo

mfie

ld S

tree

t.

Follo

win

g S

elec

t C

omm

ittee

reco

mm

enda

tions

, an

addi

tiona

l Cro

ssra

iltic

ket

hall,

to

be k

now

n as

(‘th

e B

road

gate

ticke

t ha

ll’),

will

be p

rovi

ded

bene

ath

the

front

age

of 1

00 L

iver

pool

Str

eet

and

addi

tiona

l tic

ket

gate

s w

ill be

pro

vide

d in

LU

tic

ket

hall

B.

City

of

Lond

on

C8:

Whi

tech

apel

stat

ion

Am

endm

ent:

Rev

ised

cons

truc

tion

acce

ssar

rang

emen

ts a

tD

urw

ard

Str

eet

shaf

t w

orks

ite.

The

Bill

mad

e pr

ovis

ion

for

a ne

w s

tatio

n at

Whi

tech

apel

, whi

ch w

ould

be

cons

truct

edfro

m th

ree

wor

ksite

s, in

clud

ing

the

Dur

war

dS

treet

sha

ft w

orks

ite. O

ne a

cces

s ro

ute

toth

is w

orks

ite w

ould

be

thro

ugh

the

staf

f ca

r pa

rk o

f Sw

anle

a S

choo

l.

It is

now

pro

pose

d th

at a

cces

s th

roug

h th

e st

aff c

ar p

ark

of S

wan

lea

Sch

ool b

e re

stric

ted

and

an a

dditi

onal

acc

ess

be

take

n fro

m T

raho

rn C

lose

.

Lond

onB

orou

gh o

fTo

wer

Ham

lets

C9:

Ste

pney

Gre

en s

hafts

Am

endm

ent:

Rai

sing

of v

ertic

allim

its fo

r w

estb

ound

tu

nnel

s.

The

Bill

mad

e pr

ovis

ion

for

the

cons

truct

ion

of th

e ru

nnin

g tu

nnel

s, a

nd a

bas

emen

tex

cava

tion

from

whi

ch tw

o sh

aft s

truct

ures

wou

ld b

e su

nk a

t Ste

pney

Gre

en to

pro

vide

faci

litie

s fo

r an

em

erge

ncy

inte

rven

tion

poin

t(E

IP),

esca

pe a

nd v

entil

atio

n.

It is

now

pro

pose

d to

rai

se t

he v

ertic

al

limits

for

the

wes

tbou

nd t

unne

ls, a

llow

ing

cons

truc

tion

of t

he s

haft

stru

ctur

es a

ndca

vern

s fo

r th

e tu

nnel

s to

be

unde

rtak

enw

ithin

mor

e su

itabl

e ge

olog

ical

con

ditio

ns.

Lond

onB

orou

gh o

fTo

wer

Ham

lets

C11

: Isl

e of

Dog

s st

atio

nA

men

dmen

t:R

evis

ed Is

le o

fD

ogs

stat

ion

desi

gn a

ndco

nstr

uctio

nm

etho

dolo

gy.

The

Bill

mad

e pr

ovis

ion

for

a ne

w s

tatio

n at

the

Isle

of D

ogs

to b

e co

nstr

ucte

dbe

neat

h an

d w

ithin

Nor

th D

ock,

one

of

the

Wes

t In

dia

Doc

ks w

ith s

urfa

ceco

nnec

tions

nor

th a

nd s

outh

of t

he d

ock.

A re

vise

d st

atio

n de

sign

with

two

ticke

t hal

lsha

s be

en d

evel

oped

giv

ing

impr

oved

link

s to

the

north

and

sou

th s

ides

of t

he d

ock.

In

add

ition

, the

con

stru

ctio

n m

etho

dolo

gy

for t

he s

tatio

n ha

s be

en re

vise

d to

avo

idex

tens

ive

pilin

g w

orks

with

in th

e do

ck th

atw

ould

hav

e si

gnific

antly

affe

cted

nei

ghbo

urin

gpr

oper

ties

thro

ugh

cons

truct

ion

nois

e.

Lond

onB

orou

gh o

fTo

wer

Ham

lets



out

e W

ind

ow

Am

end

men

t o

f P

rovi

sio

nsD

escr

iptio

n o

f th

e O

rig

inal

Wo

rks

Des

crip

tion

of

the

Rev

ised

Sch

eme

Loca

lA

utho

rity

C13

: Pud

ding

Mill

Lane

Am

endm

ent:

Pud

ding

Mill

Lane

wor

ksite

s.

To s

uppo

rt t

he d

evel

opm

ent

of t

he p

orta

l at

thi

s lo

catio

n, w

orks

ites

at B

ow M

idla

ndYa

rd E

ast,

Bow

Mid

land

Yar

d w

est

and

Pud

ding

Mill

Lane

wer

e pr

opos

ed.

Follo

win

g th

e su

cces

sful

Oly

mpi

c bi

d,

Bow

Mid

land

Yar

d ea

st w

orks

ite h

as b

een

conf

irmed

as

bein

g un

avai

labl

e as

a

Cro

ssra

il w

orks

ite. A

rec

onfig

ured

wor

ksite

arra

ngem

ent a

nd a

n ad

ditio

nal w

orks

ite

area

bet

wee

n C

ook’

s R

oad

and

the

Riv

er

Lea

are

prop

osed

.

Lond

onB

orou

gh o

fTo

wer

Ham

lets

and

Lond

onB

orou

gh o

fN

ewha

m

W25

:M

aide

nhea

dst

atio

n

Am

endm

ent:

Alte

rnat

ive

cons

truct

ion

acce

ss to

nor

ther

npl

atfo

rm w

orks

ite

at M

aide

nhea

dst

atio

n.

The

Bill

mad

e pr

ovis

ion

for t

he c

onst

ruct

ion

of a

new

70

m lo

ng b

ay p

latfo

rm (p

latfo

rm 6

) on

the

north

sid

e of

the

stat

ion

and

a ne

w

track

to a

ccom

mod

ate

Mar

low

bra

nch

line

train

s.

A r

evis

ed a

cces

s to

con

stru

ct t

he n

ewpl

atfo

rm is

pro

pose

d to

allo

w a

n ad

jace

ntpr

opos

ed d

evel

opm

ent

to p

roce

ed.

Roy

al B

orou

ghof

Win

dsor

and

Mai

denh

ead

W13

: Wes

tD

rayt

on s

tatio

nA

men

dmen

t:R

eloc

atio

n of

W

est

Dra

yton

stab

ling

sidi

ngs.

The

Bill

mad

e pr

ovis

ion

for t

he c

onst

ruct

ion

of a

new

Cro

ssra

il st

ablin

g fa

cilit

y on

the

site

of

the

form

er W

est D

rayt

on c

oal c

once

ntra

tion

depo

t, bo

unde

d to

the

sout

h by

the

Gre

atW

este

rn M

ain

Line

(GW

ML)

, and

to th

e no

rthby

the

Col

nbro

ok b

ranc

h lin

e.

The

revi

sed

sche

me

mov

es t

he p

ropo

sed

sidi

ngs

and

acce

ss r

oad

furt

her

nort

hal

low

ing

the

aggr

egat

e de

pot

faci

lity

to

rem

ain

on s

ite w

ith a

mod

ified

layo

ut, a

ndpr

opos

es a

red

uced

sew

er d

iver

sion

with

inth

e de

pot

faci

lity

site

.

How

ever

, thi

s am

endm

ent

will

be w

ithdr

awn

if th

e al

tern

ativ

e de

pot

stra

tegy

is a

ccep

ted

by P

arlia

men

t.

Lond

onB

orou

gh o

fH

illing

don



Ro

ute

Win

do

wA

men

dm

ent

of

Pro

visi

ons

Des

crip

tion

of

the

Ori

gin

al W

ork

sD

escr

iptio

n o

f th

e R

evis

ed S

chem

eLo

cal

Aut

hori

ty

W11

: Sto

ckle

yFl

yove

rA

men

dmen

t:E

xten

sion

of l

imits

at S

tock

ley

Clo

se.

A n

ew fl

yove

r at

Sto

ckle

y is

pro

pose

d to

acco

mm

odat

e th

e ea

stbo

und

Cro

ssra

il/H

eath

row

Exp

ress

line

.

Lim

its a

re t

o be

ext

ende

d ov

er S

tock

ley

Clo

se w

hich

is r

equi

red

for

acce

ss t

o th

eS

tock

ley

Clo

se w

orks

ite, f

rom

whi

ch w

orks

to

Sto

ckle

y Fl

yove

r w

ill be

und

erta

ken.

Lond

onB

orou

gh o

fH

illing

don

W7:

Han

wel

lst

atio

nA

men

dmen

t:R

evis

ed w

orks

itean

d ac

cess

rou

tefo

r pl

atfo

rmex

tens

ion

wor

k.

The

Bill

mad

e pr

ovis

ion

for

plat

form

exte

nsio

ns a

t H

anw

ell s

tatio

n. T

he w

orks

ar

e pr

opos

ed t

o be

car

ried

out

from

thr

eew

orks

ites

on t

he n

orth

sid

e of

the

rai

lway

.

A r

evis

ed w

orks

ite la

yout

and

acc

ess

arra

ngem

ents

is p

ropo

sed,

incl

udin

g th

epr

ovis

ion

of a

tem

pora

ry e

leva

ted

scaf

fold

wor

ksite

and

brid

ge. T

his

perm

its g

reat

er

use

of t

he r

ailw

ay fo

r br

ingi

ng in

mat

eria

ls.

Lond

onB

orou

gh o

fE

alin

g

W3:

Old

Oak

Com

mon

(with

addi

tiona

l wor

kin

W2

and

W1)

Am

endm

ent:

Alte

rnat

ive

depo

tst

rate

gy.

At

Old

Oak

Com

mon

, the

mai

n C

ross

rail

wor

ks w

ill in

volv

e th

e pr

ovis

ion

of 1

4 ne

wst

ablin

g si

ding

s an

d a

furt

her

sidi

ngin

corp

orat

ing

trai

n-w

ashi

ng p

lant

with

in t

hesi

te o

f Old

Oak

Com

mon

dep

ot. T

his

will

requ

ire s

ome

rem

odel

ling

of e

xist

ing

trac

kwor

k to

acc

omm

odat

e th

e ne

eds

ofot

her

exis

ting

user

s w

ithin

the

dep

ot.

A p

ropo

sed

Cro

ssra

il de

pot b

uild

ing,

anc

illary

build

ings

, and

twen

ty-s

ix s

idin

gs w

ill be

pla

ced

in O

ld O

ak C

omm

on. T

he C

ross

rail

depo

t, to

be

loca

ted

in th

e no

rther

n pa

rt of

the

exis

ting

Old

Oak

Com

mon

dep

ot, i

s of

sim

ilar s

cale

toth

e R

omfo

rd d

esig

n an

d w

ill us

e a

sim

ilar

cons

truct

ion

met

hodo

logy

. Bui

ldin

gs c

urre

ntly

loca

ted

on th

e si

te o

f the

pro

pose

d ne

w

sidi

ngs

will

need

to b

e de

mol

ishe

d. T

rack

wor

kle

adin

g up

to th

e de

pot w

ill be

revi

sed.

Lond

onB

orou

gh o

fH

amm

ersm

ithan

d Fu

lham

,R

oyal

Bor

ough

of K

ensi

ngto

n &

Che

lsea



out

e W

ind

ow

Am

end

men

t o

f P

rovi

sio

nsD

escr

iptio

n o

f th

e O

rig

inal

Wo

rks

Des

crip

tion

of

the

Rev

ised

Sch

eme

Loca

lA

utho

rity

W2:

Can

al W

ay(w

ith a

dditi

onal

wor

k in

W3

and

W1)

No

wor

ks w

ere

prop

osed

at N

orth

Pol

e D

epot

. To

mak

e w

ay fo

r C

ross

rail,

it is

pro

pose

d th

at E

WS

Rai

lway

, who

cur

rent

ly o

pera

te

from

Old

Oak

Com

mon

, is

relo

cate

d to

N

orth

Pol

e D

epot

, cur

rent

ly u

sed

by

Eur

osta

r w

ho a

re d

ue t

o va

cate

the

de

pot

in 2

007.

Lond

onB

orou

gh o

fH

amm

ersm

ithan

d Fu

lham

,R

oyal

Bor

ough

of K

ensi

ngto

nan

d C

hels

eaan

d Lo

ndon

Bor

ough

of

Eal

ing

NE

5: S

even

Kin

gs s

tatio

n(Il

ford

Dep

ot)

No

wor

ks w

ere

prop

osed

at

Ilfor

d D

epot

.S

tabl

ing

is to

be

cons

truc

ted

at a

n ex

istin

g de

pot s

ite a

t Ilfo

rd. T

he tw

o ex

istin

g bu

ildin

gs in

the

Ilfor

d D

epot

will

be d

emol

ishe

d, a

nd r

epla

ced

by e

leve

n si

ding

s, w

ith O

verh

ead

Line

Equ

ipm

ent

(OH

LE),

drai

nage

, and

sig

nallin

g.

Lond

onB

orou

gh o

fR

edbr

idge

NE

6:G

oodm

ayes

stat

ion

Am

endm

ent:

Ref

urbi

shm

ent o

fG

oodm

ayes

sta

tion

to p

rovi

de fo

r ac

cess

for p

eopl

ew

ith re

duce

dm

obilit

y (P

RM

).

The

mai

n w

orks

in t

his

rout

e w

indo

wco

mpr

ise

plat

form

ext

ensi

ons

at

Goo

dmay

es s

tatio

n an

d th

e co

nstr

uctio

n of

the

Cha

dwel

l Hea

th fr

eigh

t lo

op.

Add

ition

al P

RM

acc

ess

to

Goo

dmay

es s

tatio

n.Lo

ndon

Bor

ough

of

Red

brid

gean

d Lo

ndon

Bor

ough

of

Bar

king

and

Dag

enha

m



Ro

ute

Win

do

wA

men

dm

ent

of

Pro

visi

ons

Des

crip

tion

of

the

Ori

gin

al W

ork

sD

escr

iptio

n o

f th

e R

evis

ed S

chem

eLo

cal

Aut

hori

ty

NE

8: R

omfo

rdD

epot

(wes

t)A

men

dmen

t:A

dditi

onal

land

fo

r w

orks

ite a

ndam

ende

d ju

nctio

nfo

r te

mpo

rary

acce

ss r

oad

atW

estla

nds

play

ing

field

s at

Rom

ford

.

The

mai

n w

orks

in R

oute

Win

dow

NE

8co

mpr

ise

the

cons

truc

tion

of a

rai

l un

derp

ass

in o

rder

to

redu

ce c

onfli

ctin

gm

ovem

ents

bet

wee

n tr

ains

on

the

Gre

atE

aste

rn M

ain

Line

(GE

ML)

and

tho

se

mov

ing

to a

nd fr

om a

new

Rom

ford

Dep

ot.

Furt

her

desi

gn w

ork

has

been

und

erta

ken

in o

rder

to

redu

ce t

he p

ropo

rtio

n of

Wes

tland

s pl

ayin

g fie

lds

lost

dur

ing

cons

truc

tion,

by

redu

cing

the

wor

ksite

ar

ea a

nd r

ealig

ning

the

junc

tion

of t

hete

mpo

rary

acc

ess

road

with

Lon

don

Roa

d.

How

ever

, thi

s am

endm

ent

will

be w

ithdr

awn

if th

e A

ltern

ativ

e D

epot

Str

ateg

y is

acc

epte

dby

Par

liam

ent.

Lond

onB

orou

gh o

fB

arki

ng a

ndD

agen

ham

and

Lond

onB

orou

gh o

fH

aver

ing

NE

10: G

idea

Par

k st

atio

nA

men

dmen

t:R

efur

bish

men

t of

Gid

ea P

ark

stat

ion

to p

rovi

de fo

r P

RM

acc

ess.

The

plat

form

ext

ensi

ons

com

pris

e th

eea

stw

ard

exte

nsio

n of

two

GEM

L pl

atfo

rms.

In

add

ition

, the

wor

ks in

clud

e so

me

min

orst

atio

n re

furb

ishm

ent w

orks

, pla

tform

fu

rnitu

re a

nd li

ghtin

g.

Add

ition

al P

RM

acc

ess

to G

idea

Par

k st

atio

n.Lo

ndon

Bor

ough

of

Hav

erin

g

NE

11: G

idea

Par

k st

ablin

gA

men

dmen

t:Te

mpo

rary

acc

ess

to w

orks

via

2a

Cam

brid

ge A

venu

e.

The

Bill

mad

e pr

ovis

ion

for

wor

ks a

t th

e G

idea

Par

k si

ding

s si

te t

o al

low

for

the

stab

ling

of C

ross

rail

trai

ns. A

cces

s to

th

e si

ding

s w

as p

ropo

sed

off S

outh

end

Art

eria

l Roa

d.

An

amen

dmen

t is

pro

pose

d to

acq

uire

la

nd fo

r us

e as

a t

empo

rary

acc

ess

to t

heG

idea

Par

k si

ding

s w

orks

. The

use

of t

his

plot

as

an a

cces

s po

int

will

rem

ove

the

need

for

acce

ss t

o th

e si

te v

ia t

he S

outh

end

Art

eria

l Roa

d cu

l-de-

sac

as p

ropo

sed

in t

he o

rigin

al s

chem

e.

Lond

onB

orou

gh o

fH

aver

ing


10R

out

e W

ind

ow

Am

end

men

t o

f P

rovi

sio

nsD

escr

iptio

n o

f th

e O

rig

inal

Wo

rks

Des

crip

tion

of

the

Rev

ised

Sch

eme

Loca

lA

utho

rity

SE1

: Bla

ckw

all

Way

& L

imm

oP

enin

sula

sha

fts

Am

endm

ent:

Exca

vate

d m

ater

ial

hand

ling

and

barg

e lo

adin

g at

Inst

one

Wha

rf.

With

in th

is ro

ute

win

dow

the

mai

n C

ross

rail

wor

ks w

ill in

volve

con

stru

ctio

n of

the

Bla

ckw

all

Way

sha

ft, th

e co

nstru

ctio

n of

the

Lim

mo

Pen

insu

la s

haft

and

the

cons

truct

ion

of tw

in-

bore

tunn

els.

The

Bill

also

mad

e pr

ovis

ion

for

a ba

rge

load

ing

faci

lity a

t the

Lim

mo

Pen

insu

lasi

te to

tran

spor

t exc

avat

ed m

ater

ial.

The

barg

e lo

adin

g fa

cilit

y at

Lim

mo

Pen

insu

la

is c

onst

rain

ed b

y tid

al m

ovem

ents

. A

repl

acem

ent f

acilit

y is

pro

pose

d at

Inst

one

Wha

rf w

ith e

asie

r bar

ge a

cces

s an

dco

nseq

uent

ly im

prov

ed h

andl

ing

capa

city

of

exc

avat

ed m

ater

ial f

rom

the

Cro

ssra

il tu

nnel

s to

bar

ge.

Lond

onB

orou

gh o

fN

ewha

m

and

Lond

onB

orou

gh o

fTo

wer

Ham

lets

SE

5: A

rsen

alW

ay s

haft

Am

endm

ent:

Rev

ised

sha

ftlo

catio

n fo

r A

rsen

al W

ay s

haft.

The

Bill

mad

e pr

ovis

ion

for

a pe

rman

ent

shaf

t to

be

situ

ated

in t

he p

arki

ng/lo

adin

gar

ea t

o th

e ea

st o

f Ars

enal

Way

. Thi

s sh

aft,

know

n as

Ars

enal

Way

sha

ft, is

req

uire

d to

prov

ide

an e

mer

genc

y in

terv

entio

n po

int

(EIP

), em

erge

ncy

inte

rven

tion

equi

pmen

t an

d ve

ntila

tion

faci

litie

s fo

r th

e pr

opos

edun

derg

roun

d ra

ilway

.

To e

nabl

e on

e of

the

bus

ines

ses

affe

cted

by

the

wor

ks in

the

loca

tion

to r

emai

nop

erat

iona

l dur

ing

cons

truc

tion

it is

now

prop

osed

to

relo

cate

Ars

enal

Way

sha

ft an

d w

orks

ite fu

rthe

r to

the

eas

t.

Lond

onB

orou

gh o

fG

reen

wic

h

R2:

Cla

cton

Am

endm

ent:

Alte

rnat

ive

depo

tst

rate

gy —

com

mis

sion

ing

and

test

ing

of C

ross

rail

trai

ns a

t C

lact

on.

No

wor

ks c

urre

ntly

pro

pose

d.Th

e A

ltern

ativ

e D

epot

Stra

tegy

(see

Rou

teW

indo

ws

W3,

W2,

W1

and

NE5

abo

ve) a

lso

incl

udes

a p

ropo

sal t

o te

mpo

raril

y re

open

Cla

cton

Dep

ot to

com

mis

sion

and

test

the

new

Cro

ssra

il ro

lling

stoc

k. T

o ac

com

mod

ate

the

long

er C

ross

rail

train

s it

is n

eces

sary

tom

ake

som

e al

tera

tions

to th

e m

aint

enan

cesh

ed a

t Cla

cton

.

Tend

ring

Dis

tric

t C

ounc

il

R3:

Wes

t H

amre

vers

ing

faci

lity

Am

endm

ent:

Pro

visi

on o

f tra

inre

vers

ing

faci

lity

at W

est

Ham

.

No

wor

ks c

urre

ntly

pro

pose

d.D

istr

ict

line

reve

rsin

g fa

cilit

y at

Wes

t H

amas

soci

ated

with

und

erta

king

pla

in li

ning

wor

ks a

t W

hite

chap

el s

tatio

n.

Lond

onB

orou

gh o

fN

ewha

m


Chapter 2

Route Window C1: Royal Oak Portal


2 Route Window C1: Royal Oak Portal

Location Plan of Royal Oak Portal

2.1 Introduction

Overview

2.1.1 Two Amendments of Provisions are proposed within this route window.

Amendment 1: Part reconstruction of Westbourne Park Passage footbridge to provide for PRM access

2.1.2 Westbourne Park Passage footbridge crosses the GWML and comprises three spansas it crosses the railway corridor. The northern span crosses two rail sidings andconnects to land on the north side of the railway, to be developed by the WestminsterCity Academy. The central span crosses the main line tracks and sidings, and thesouthern span provides a link to steps down to Westbourne Park Villas.



Aerial View of Westbourne Park Passage Footbridge

2.1.3 The Crossrail Bill does not affect the Westbourne Park Passage footbridge. However,the AP2 ES contains powers to raise the northern span to provide clearance for OHLE,and extend it over the two freight sidings associated with the concrete batching facilityat Westbourne Park. These works, combined with the proposed Academy works willresult in step free access to and from the north side of the railway corridor.

2.1.4 Following Select Committee recommendations on safety and disability standards, it isnow proposed to construct a ramp from the junction of the central and southern spans,down to Westbourne Park Villas. Although the ramp structure is within the existing limitsof land to be acquired or used, the limits will need to be extended to allow for workingareas requiring an Amendment of Provisions.

Amendment 2: Revised layout of Westbourne Park reversing facility

2.1.5 The Crossrail Bill made provision for a train reversing facility at Westbourne Park and trackalterations to the GWML. This reversing facility, to the west of Royal Oak Portal, will enableCrossrail trains terminating at Paddington to turn around. To meet safety requirements that all trains are cleared of passengers before going out of service, Crossrail must have a facility where trains terminating at Paddington can be inspected. To ensure that servicesfollowing behind are not significantly delayed, the facility needs to ensure that trains beinginspected can be overtaken or two trains can be inspected concurrently.

2.1.6 In order to achieve greater independence between the operational railway and the Crossrailconstruction works, the design of the reversing facility has been reviewed and revised.



2.1.7 This chapter sets out information on the following:

• the original proposals for each of the Amendment locations;

• the revised proposals for each of the Amendments;

• a description of the construction works for the revised proposals; and

• an assessment of any changes to the significant environmental impacts reported in the main ES.

Amendment 1: Part reconstruction of Westbourne Park Passage footbridge to provide for PRM access

2.2 Permanent Works

The Original Works

2.2.1 In the original scheme, no works were proposed to Westbourne Park Passagefootbridge. In AP2 ES, it was proposed to raise the northern span of the footbridge to provide sufficient clearance for OHLE, and extend the span over the two freightsidings associated with the concrete batching facility at Westbourne Park.

The Revised Scheme

2.2.2 As shown on Map C1(ii) in the AP3 ES mapping volume (AP3a), a new ramp structureis proposed for the southern span of the footbridge. As part of the works, new stepswill be provided in the same position as the existing steps. A new opening will berequired in the existing brick boundary wall to the northern side of Westbourne ParkVillas. The new ramp will require the demolition of a disused Network Rail switch room.

2.3 Temporary Works

The Original Works

2.3.1 As described in AP2 ES, the northern span of the existing footbridge will be removedand replaced with a new single bridge span, avoiding conflicts with the sidings andCrossrail tracks. All of the works will be undertaken from within the Royal Oak worksitewest and from within the railway boundary and within the existing constructionprogrammes as set out for the Royal Oak portal construction within the main ES.

The Revised Scheme

2.3.2 The revised scheme will comprise the replacement of the southern span and steps of the footbridge with a new ramp and steps. Where reasonably practicable as much of the new works as possible would be constructed prior to the removal of the existing south span and steps.



2.4 Construction of the Revised Works

Duration of Works

2.4.1 The construction of the new ramp and steps will take approximately four months during which a closure of the footbridge for a period of up to six weeks is envisaged. If practicable, this closure will be undertaken during school holiday periods.

Construction Plant

2.4.2 The main construction plant to be used for the works will include, cranes, excavators,concrete trucks, breakers and compactors.

Worksite and Access

2.4.3 The works will require a construction worksite on the south side of the railway.Temporary use of the car park belonging to properties immediately adjacent to the bridge together with part of the highway will be required.

Amendment 2: Revised layout of Westbourne Park reversing facility

2.5 Permanent Works

The Original Works

2.5.1 As shown on Map C1(iii) in the AP3 ES mapping volume (AP3a), under the originalscheme, the reversing facility would comprise:

• two 210 m length island platforms and 4 tracks;

• emergency access to/from the street via footbridges; and

• a series of track alterations to the GWML to accommodate the facility.

The Revised Scheme

2.5.2 As shown in Map C1(iv) in the AP3 ES mapping volume (AP3a), the revised scheme will comprise a similar reversing facility moved further to the north, although there will be narrower walkways for railway staff. This will provide greater independence betweenthe construction works and the operational railway and therefore during constructionthis will reduce the extent of the disruption to rail services into Paddington.

2.5.3 Although the majority of the revised works are located within Route Window C1, there will also be associated revisions to trackwork within Route Window W1.

2.5.4 There is also a concrete batching plant within Royal Oak worksite west, thereinstatement of which was assessed in AP2, and the retention of which duringconstruction is assessed in the SES3.

2.5.5 By moving the entrance to the concrete batching plant sidings to the west, thereconstruction and extension of the Westbourne Park Passage footbridge, and worksto the retaining wall, as described in the AP2 ES, will not be necessary. Instead, worksto the retaining wall, and the associated area of land take from the Academy, will besimilar to that proposed in the Bill, as deposited in February 2005.



2.6 Temporary Works

The Original Works

2.6.1 The construction of Westbourne Park reversing facility, to the west of Royal Oak portal, will require initial track modifications to the GWML involving the removal of two of the existing six tracks. The facility will be constructed once the works to the tunnels,portal and fit out are sufficiently advanced that it is practical to take over the adjacentsite to build the facility. This will minimise the period during which the two GWML tracks are unavailable.

2.6.2 The works will involve the construction of two island platforms and four tracks for thenew Crossrail lines at the reversing facility, including track and signalling modifications.This work will take approximately nine months to complete.

2.6.3 The construction of the new platforms at the Westbourne Park reversing facility will takeplace from Royal Oak worksite west. Materials for its construction will be delivered byrail. All material from site clearance will be removed by road. Road access to and fromWestbourne Park reversing facility will be via Great Western Road and the existingaccess for the ready-mix concrete plant.

The Revised Scheme

2.6.4 The revised scheme does not change the nature of the temporary works for theconstruction of Westbourne Park reversing facility.

2.7 Mitigation and Residual Impacts

Overview

Amendment 1

2.7.1 The proposed amendment, part reconstruction of Westbourne Park Passage footbridge to provide for PRM access, does not change the conclusions as set out in the main ES with respect to water resources, contaminated land, air quality,community, or socio-economics. The temporary significant impacts of the revisedscheme are illustrated on Map C1(ii) of the AP3 ES mapping volume (AP3a).

Amendment 2

2.7.2 The proposed amendment, the revised layout of Westbourne Park reversing facility,does not change the conclusions as set out in the main ES with respect to landscape,townscape and built heritage, visual amenity, archaeology, ecology, water resources,contaminated land, air quality, traffic and transport, community, and socio-economics.



Impacts on Townscape and Built Heritage

Baseline

2.7.3 Transport infrastructure dominates the townscape within this route window resulting in an overall townscape of low quality and low sensitivity to overall change. The originalbaseline assessment may be found in the main ES (Volume 2, Chapter 8, Section 8.3,paragraphs 8.3.31 to 8.3.33).

2.7.4 The Westbourne Park Passage footbridge is in an area which is dominated by theGWML railway tracks and associated infrastructure and the raised highway structure for the M40 (Westway) to the north. The Westbourne Conservation Area abuts thesouthern edge of the railway corridor and its boundary with the railway is defined by a Victorian red brick wall with stepped engineering brick plinth and columns, somethree metres high from the adjacent footway on the north side of Westbourne ParkVillas. There are a number of mature trees in the footway adjacent to the wall.

Impacts on Listed Buildings

2.7.5 The works in this route window involve no direct physical impacts on listed structures.There will be no change to the assessment as set out in the main ES (Volume 2,Chapter 8, Section 8.3, paragraphs 8.3.31 to 8.3.33).

Mitigation and Residual Impacts

Amendment 1

2.7.6 The revised works will not result in any significant temporary adverse impacts on thetownscape character due to the short duration of the works.

2.7.7 The wall on the north side of Westbourne Park Villas, which forms the northernboundary to the Westbourne Conservation Area, is a high quality construction whichmakes a positive contribution to the character of that area. The proposed works involvethe demolition of one bay section of the wall, to provide access to a ramp-approach.Since the permanent works represent a modest intervention into what is a significantlength of wall, the creation of one new opening in the structure will not result in anysignificant permanent adverse impacts. As mitigation, the opening will be finished in amanner sympathetic to the materials and form of the existing wall to ensure the residualimpact will not be significant. In conclusion, there will be no permanent significantimpacts on the townscape or the Westbourne Conservation Area.

Impacts on Visual Amenity

Baseline

2.7.8 Occupants in Westbourne Park Villas, opposite the proposed works and pedestriansand travellers using Westbourne Park Road will have views of the revised worksite. The original baseline assessment may be found in the main ES (Volume 2, Chapter 8,Section 8.3, paragraph 8.3.38).




Amendment 1

2.7.9 The proposed works to the footbridge will not result in any additional significant temporaryor permanent adverse impacts on visual amenity, since the construction works will beundertaken over a short period of time and the permanent works represent only a minorchange to the existing boundary wall and footbridge.

Impacts on Archaeology

Baseline

2.7.10 The baseline resources that might be affected by the revised scheme for the replacementfootbridge at Westbourne Park are the same as those described in the main ES (Volume 2,Chapter 8, Section 8.3, paragraph 8.3.42). At this location, within the existing railwaycutting, any surviving remains will be limited to late 19th century railway features, includingthe boundary wall and revetment of the cutting.


Amendment 1

2.7.11 Foundations and groundworks associated with the proposed works for the replacementfootbridge may completely remove any surviving archaeological remains, if present. The new opening in the boundary wall will remove a small proportion of its fabric.Mitigation measures will remain preservation by record, including for the wall, as set out in the main ES (Volume 2, Chapter 8, Section 8.3, paragraph 8.3.46). With thismitigation, no significant residual impacts will occur.

Impacts on Ecology

Baseline

2.7.12 Baseline conditions are set out in the main ES (Volume 2, Chapter 8, Section 3,paragraph 8.3.47 to 8.3.48). In addition, one further building with moderate bat roost potential will be demolished.


Amendment 1

2.7.13 Of the many bat emergence surveys undertaken elsewhere on the Crossrail route nonehas identified roosting bats in similar locations, and it is therefore statistically unlikely that roosting bats are present here. In order to establish the prevailing conditions priorto construction, surveys will be undertaken and if roosting bats are found, routinemitigation as set out in Appendix B1 of the main ES will prevent significant residual impacts.



Traffic and Transport Impacts

Baseline

2.7.14 Baseline conditions are described in the AP2 ES. AP2 contains powers to raise andextend the northern span of the footbridge to accommodate necessary trackworksbeneath. These bridge works would result in step free access to and from the northside of the footbridge.

Mitigation and Temporary Residual Impacts

Amendment 1

2.7.15 The current proposal is to provide step free access at the southern end of the footbridge to match that at the northern end. The works will require a construction worksite on thesouth side of the railway. The new structure is contained within railway land but the site is very restricted and it will be necessary to extend the worksite into the private car park to the west of the footbridge as well as part of the highway. Access to the worksite will be from Great Western Road-Chepstow Road via Westbourne Park Road andWestbourne Park Villas.

2.7.16 The overall construction period will be approximately four months during which aclosure of the footbridge for a period of up to six weeks is envisaged. There arepotentially three temporary impacts:

• in the AP2 ES, the works to the north side of the footbridge, and in particular theclosure of the footbridge, was identified a significant impact for users. If the closure of the south side is simultaneous with the north side there will be no new impact. If it is not, the impact previously reported will be extended;

• the car park is private and used by around six cars belonging to adjacent residents.The local roads are part of a controlled parking zone, so to park on street residentswould have to purchase residents’ parking permits and find a nearby space asrequired. This would be a significant loss of amenity and convenience, and

• there is a wide footway on the north side of Westbourne Park Villas. If part of thisarea is required for the works, pedestrian movement will be maintained and thetemporary loss will not give rise to a significant impact.

2.7.17 The elements of the new structure would be largely prefabricated and brought to site in relatively few, specially timed, deliveries. The number of lorry movements willtherefore be very low (forecast maximum number is 10 lorry movements per day) and would not give rise to a significant impact.

Mitigation and Permanent Residual Impacts

2.7.18 The alterations to the footbridge will be beneficial in providing improved access forpeople with reduced mobility. However parts of the new ramp on the south side will be hidden behind the boundary wall to the railway, which is being retained for heritageand townscape reasons. This has crime prevention implications since sightlines on theramp will be restricted and there will be limited surveillance of it by other pedestrians.



The detailed design of the ramp will be developed in consultation with crime preventionofficers, with the introduction of measures such as the use of mirrors and appropriatelighting to improve sightlines and increase opportunities for surveillance. Whilst thesemeasures will improve pedestrian safety, some concerns will remain.

Noise and Vibration Impacts

Baseline

Amendment 1

2.7.19 The relevant baseline noise survey locations and durations are listed in the followingtable (Table 2.1).

Table 2.1 Baseline Noise Measurements at Representative Noise-sensitive Receptors

1 Short-term monitoring location (LAeq, 3 hr)

2 Evening short-term monitoring location (1900-2300, LAeq, 4 hr)

Amendment 2

2.7.20 Baseline information for Amendment 2 is as described in the main ES (Volume 2,Chapter 8, Section 8.3, paragraph 8.3.62).


Amendment 1


Noise from above-ground construction activity

2.7.21 Where properties are assessed as experiencing significant construction noise impacts from the works proposed in the amendment, and have also been identified as experiencing impacts in the main ES, both impacts are considered.

Baseline Noise Level

Reference Receptor Daytime Night-time(LAeq, 12 hour) dB (LAeq, 8 hour) dB

WE01 93 Westbourne Park Villas 75 69

WE02 15 Torquay Street1 76 -

WE03 Clifford Court, Westbourne Park Villas1 68 -

WE04 17 Bourne Terrace1 65 -

WE05 Orsett Terrace (rear façade)1 68 63

WE31 Orsett Terrace (front façade) 70 66 2



2.7.22 The relevant measures set out in Appendix B1 of the main ES will be employed to reduce construction noise impacts. A 3.6 m high hoarding will also be provided tothe west and south of the worksite, along the appropriate sections of the boundary.Concrete pumps and compressors will be housed in enclosures when in operation.

2.7.23 Despite these measures, two residential properties will be affected by significantconstruction noise impacts from daytime construction activity associated with the works proposed in the amendment. Both will be eligible for noise insulation.

2.7.24 No properties are likely to be eligible for temporary rehousing.

2.7.25 The properties likely to qualify for noise insulation only are shown in Table 2.2.

Table 2.2 Properties Likely to Qualify for Noise Insulation

2.7.26 The properties in Table 2.2 were also identified as being likely to qualify for noise insulationfrom construction work at Royal Oak, as reported in the main ES.

2.7.27 With this mitigation in place, no properties will experience significant residual constructionnoise impacts from works associated with this AP.


2.7.28 There will be no temporary residual impacts other than those reported in the main ES withregards to vibration from construction activity and noise from construction road traffic.


2.7.29 There will be no permanent residual impacts other than those reported in the main ESwith regards to noise from the operational railway and operational road traffic.

Amendment 2

Impacts during Construction

2.7.30 The construction of the revised layout of Westbourne Park reversing facility will notresult in any additional significant impacts to noise and vibration to those reported in the main ES.

Number ofDwellings

Representative PropertyAddress

Period of Day During Which NoiseLevels Exceed Noise Insulation Criteria

Daytime Evening Night-time

2 Westbourne Park footbridge79 – 87 Westbourne Park Villas ✓




Noise from the Operational Railway

2.7.31 Under the Crossrail noise and vibration assessment methodology, no significant noiseimpacts arise within this route window. The noise generated by the trains travellingalong the GWML dominates the noise environment in this area. The introduction of thereversing facility does not introduce any significant impacts at nearby receptors primarilydue to the lower numbers and low speeds of the trains using the facility compared tooverall number of trains on the GWML.

2.7.32 A preliminary assessment has been undertaken to identify whether any residentialproperties may be eligible for noise insulation under the Noise Insulation (Railways andOther Guided Transport Systems) Regulations 1996, as a result of operational railwaynoise from modified or altered works in the vicinity.

2.7.33 The results of this preliminary assessment indicate that the following 18 properties areexpected to be eligible for noise insulation under the Regulations due to night-time train movements. These are shown in Table 2.3.


Noise from Operational Road Traffic

2.7.34 There will be no differences other than those reported in the main ES.

2.8 Summary

Additional Significant Impacts

2.8.1 The revised scheme will generate the following significant adverse impacts:

• Traffic and Transport: the temporary loss of private car park during construction will result in a significant loss of amenity and convenience to local residents who use the car park.

2.8.2 The revised scheme will generate the following significant beneficial impact:

• Traffic and Transport: The alterations to the footbridge will be beneficial in providingimproved access for people with reduced mobility.

Number of PropertyDwellings Address

6 (estimated) 1 to 8 Polperro House, Westbourne Park Road (excluding ground floor properties)

1 Westbourne Tavern, Westbourne Park Villas

11 79 to 99 Westbourne Park Villas (odd numbers only)

22


Chapter 3

Route Window C2: Paddington Station


3.1.5 This chapter sets out information on the amendment as follows:

• the original proposals;

• the revised proposals;



3.2 Permanent Works

Aerial View of Eastbourne Terrace

The Original Works

3.2.1 As shown on Map C2(i) of the AP3 ES mapping volume (AP3a), the Crossrail station will be constructed under Eastbourne Terrace. It will provide an interchange with LU and national rail services. Above ground, the station design provides for a narrowglazed structure, between six and eight metres high, referred to as the ‘light spine’. This will run the length of the station and separate the existing Departures Road (for taxi access) and Eastbourne Terrace. Street level access will be provided fromEastbourne Terrace into the western ticket hall via stairs and lifts onto Departures Road which is approximately three metres below Eastbourne Terrace.



The Revised Scheme

3.2.2 As shown on Map C2(ii) of the AP3 ES mapping volume (AP3a), the revised schemecomprises the Crossrail station constructed under Eastbourne Terrace but with a number of amendments to improve its accessibility.

3.2.3 Under the revised scheme, Eastbourne Terrace will be lowered by three metres at its central point. This will eliminate the need for stairs and lifts between EastbourneTerrace and Departures Road. This will improve the pedestrian environment, particularlyfor PRM and will enhance road crossing facilities. In addition, this will provide alternativeaccess to the mainline station and shorten journey times for passengers interchangingwith the Hammersmith and City line. Passengers interchanging between Crossrail andthe Hammersmith and City line would use the Crossrail western ticket hall and bedirected to this central street level entrance. They would enter the main line station via Clock Arch onto platform one, which is considerably closer to the network railfootbridge at the western end of the Network Rail platforms.

3.2.4 Chilworth Street will need to be regraded as a result of the lowering of EastbourneTerrace. Works will also be required to buildings along the lowered Eastbourne Terrace in order to facilitate access. Numbers 10, 20 and 40 Eastbourne Terrace will be accessed from the existing entrance via a new podium structure (providing stairs and lifts). A new basement access will be provided for Number 30 Eastbourne Terrace.

3.2.5 Under the revised scheme the western station entrance will be relocated to the centre of the station box structure, at the central point of the lowered EastbourneTerrace. Pavements will be made wider in this area and improved pedestrian roadcrossing provided. The light spine will be moved closer to MacMillan House whichallows wider traffic lanes and pavements in Eastbourne Terrace.

3.2.6 Taxis will be permanently relocated to the Red Star Deck releasing space in DeparturesRoad, as described in Chapter 5 of the SES3. Two bus stops will be permanentlyrelocated and the junction of Departures Road and Praed Street will be remodelled.



Artist’s Impression of Proposed Works at Eastbourne Terrace

3.3 Temporary Works

The Original Works

3.3.1 In the original scheme, following completion of the station box beneath EastbourneTerrace, material will be backfilled to form the road at its existing level.

The Revised Scheme

3.3.2 In the revised scheme, less material will be back-filled than under the original scheme to allow for the regarding of the road. The construction methodology will remain unchanged.

3.3.3 Three temporary emergency escape facilities will be provided from MacMillan Houseand the Great Western Hotel through the creation of two new doorways, an enclosedwalkway and staircases. On completion of the main works, the temporary facilities will be removed and the original emergency escape facilities onto Departures Road will be reinstated.




Duration of Works

3.4.1 The revised scheme results in no significant change to the duration of the works.

Construction Plant

3.4.2 No changes to the construction plant are required as a result of the revised scheme.

Worksites and Access

3.4.3 As shown on Map C2(ii) of the AP3 ES mapping volume (AP3a), the worksites will remainthe same as for the original scheme with the exception of extending into Chilworth Streetand Cleveland Terrace for the regrading works. The works in Cleveland Terrace areconfined to the junction with Eastbourne Terrace and are thus within existing limits.


Overview

3.5.1 The proposed amendment does not change the conclusions as set out in the main ESwith respect to ecology, air quality, noise and vibration, water resources, contaminatedland, community and socio-economics. The temporary significant impacts of therevised scheme are illustrated on Map C2(ii) of the AP3 ES mapping volume (AP3a).

Impacts on Landscape, townscape and built heritage

Baseline

3.5.2 The baseline resources that might be affected by the revised scheme for Paddingtonstation are the same as those for the original proposals, as described in the main ES(Volume 2, Chapter 8, Section 8.4, paragraphs 8.4.20 to 8.4.23).

3.5.3 The townscape in this area is dominated by the Grade I listed Paddington stationconstructed in the 1850s. The listing includes MacMillan House and associatedretaining wall and railings, which face Eastbourne Terrace on the south side of thestation. Paddington station and Eastbourne Terrace are adjacent to, but not within, the Bayswater Conservation Area, which includes the Grade II listed late Georgian and Victorian residential terraces of Westbourne Terrace, Gloucester Terrace andSussex Gardens. Overall, it is a townscape of high quality and high sensitivity to change, although the immediate vicinity of the station is of moderate quality and sensitivity.

Direct Impacts on Listed Buildings

3.5.4 The assessment of impacts on listed buildings remains broadly as described in the main ES (Volume 2, Chapter 8, Section 8.4, paragraphs 8.7.24 to 8.7.30).



3.5.5 With the revised scheme, it is still proposed that the Departures Road canopy structure will be recorded prior to demolition and it remains the intention to provide a new canopy over Departures Road as part of the station design, the details of which will be discussed and agreed with the City of Westminster and English Heritage.

3.5.6 A temporary emergency escape will be provided from the ground floor of MacMillanHouse via an existing staircase serving the entrance/exit onto Departures Road. A new doorway will be created through an existing window opening in the northwestwall of the Horse Arch, which forms part of the Grade 1 listed Paddington Station. The construction of the opening for the new doorway will affect the existing woodenwindow frame and stone dado beneath. These will be carefully removed, stored andreinstated on completion of the works. With this mitigation, there will be no significanttemporary or permanent impact on the Horse Arch in relation to the proposedalternative emergency access arrangements.

3.5.7 A second means of escape will be provided from the first floor level of the GreatWestern Hotel (Hilton Paddington). An existing window opening will be enlarged into anew doorway and a staircase will be constructed from the hotel’s existing 1930s flatroof extension to street level. This will have a temporary significant impact on the GradeII listed building, especially on views of the hotel from Praed Street. On completion ofthe works, the temporary facilities will be removed and the original emergency escapefacilities onto Departures Road will be reinstated. With this mitigation there will be nosignificant residual impacts on the Grade II listed hotel building in relation to theproposed alternative emergency access arrangements.

3.5.8 A third emergency escape is proposed via a new enclosed walkway and staircase from the mezzanine level of Paddington station, over the Lawn area, into the stationconcourse. This will have a temporary significant impact on the Grade I listed stationbuilding. On completion of the works, the temporary facilities will be removed and theoriginal emergency escape facilities onto Departures Road will be reinstated. With thismitigation there will be no significant residual impacts on the Grade I listed stationbuilding in relation to the proposed alternative emergency access arrangements.


3.5.9 The construction works to lower Eastbourne Terrace by some three metres and to regrade the northern end of Chilworth Street to meet the revised levels, will result in the removal of three young street trees in addition to those previously reported. They will also necessitate works to the frontage of buildings facing onto the loweredEastbourne Terrace, providing raised pedestrian access (via a podium structure withstairs and a lift) to the existing building entrances at what is currently street/groundlevel. The construction works for the light spine and station entrance generally remain as proposed in the original scheme although the works may be completed in a shorterperiod. There are no changes to the significance of temporary impacts on townscaperesources in this route window as reported in the main ES (Volume 2, Chapter 8,Section 8.4, paragraphs 8.4.31 to 8.4.32).




3.5.10 The permanent impacts of the revised scheme on townscape resources remain largely the same as reported in the main ES (Volume 2, Chapter 8, Section 8.4,paragraphs 8.4.33 to 8.4.38).

3.5.11 The main ES reported that the introduction of the modern light spine in front of thestation would result in an impact of particular importance on the setting of the Grade I listed station building. With the revised scheme, the light spine will be builtapproximately 1.5 m closer to MacMillan House (which forms part of the Grade I listingfor Paddington station) and the permanent adverse impacts of particular importance onthe setting of this listed building will therefore remain as previously reported in the mainES (Volume 2, Chapter 8, Section 8.4, paragraph 8.4.37).

3.5.12 The overall impact of the revised scheme (including the lowering of Eastbourne Terracefor much of its length, regrading Chilworth Street and moving the light spine closer to MacMillan House) will be to make the light spine more conspicuous in views of the station and the setting of listed buildings in the vicinity. In particular, views fromChilworth Street will be affected and there will be a significant adverse impact on the setting of the listed buildings at 75– 79 Westbourne Terrace (at its junction withChilworth Street). However, the detailed design of the permanent works will be subjectto discussion and agreement with the local authority through the procedure set out inSchedule 7 to the Bill and consequently it may be possible to reduce or mitigate theseimpacts. As reported in the main ES, the introduction of the modern light spine has thepotential to improve the quality of the public realm and will make a positive contributionto the sense of place and integrity of Eastbourne Terrace (Volume 2, Chapter 8,Section 8.4, paragraph 8.4.33). This remains the case with the revised scheme andthere will be no additional significant impacts on townscape character or the character,appearance and setting of the Bayswater Conservation Area to those previouslyreported in the main ES (Volume 2, Chapter 8, Section 8.4, paragraph 8.4.35).


Baseline

3.5.13 The visibility of Eastbourne Terrace is generally restricted by the buildings that front it.Occupants of these buildings have close proximity views to the construction works atEastbourne Terrace. Occupants of buildings facing the additional worksite in ChilworthStreet will have direct views of the construction works. There are clear vistas alongEastbourne Terrace as well from those streets perpendicular to it. The original baselineassessment may be found in the main ES (Volume 2, Chapter 8, Section 8.4,paragraphs 8.4.39 and 8.4.40).


3.5.14 The construction works associated with lowering Eastbourne Terrace, relocating thelight spine and repositioning the entrance will not result in any additional impacts onvisual amenity as the works are largely within the original worksite. The regrading ofChilworth Street at the junction with Eastbourne Terrace will extend the worksite part



way down the street to accommodate the works. This will result in temporary significantimpacts on the visual amenity of pedestrians using Chilworth Street in addition to those reported in the main ES (Volume 2, Chapter 8, Section 8.4, paragraph 8.4.41).


3.5.15 The permanent works associated with the lowering of Eastbourne Terrace, regrading of Chilworth Street, relocation of light spine and repositioning of the station entrance will not generate any significant impacts on visual amenity in addition to those previouslyreported in the main ES (Volume 2, Chapter 8, Section 8.4, paragraphs 8.4.42 to 8.4.45).


Baseline

3.5.16 The baseline resources that might be affected by the revised scheme at EastbourneTerrace are substantially the same as those described in the main ES but excludingresources associated with the canal and railway (Volume 2, Chapter 8, Section 8.4,paragraph 8.4.46).


3.5.17 There will be no additional impact on archaeological remains from backfilling over thestation box to a lower level than with the original scheme and as a result there will be no change in the impacts on archaeological resources as reported in the main ES forthis route window (Volume 2, Chapter 8, Section 8.4, paragraph 8.4.47).

3.5.18 Regrading Chilworth Street will partially or completely remove potential archaeologicalremains, varying with the depth of ground reduction, and mitigation measures willremain preservation by record, as proposed in the main ES for the original scheme in this route window (Volume 2, Chapter 8, Section 8.4, paragraph 8.4.48).With this mitigation, no significant residual impacts will occur.


Baseline

3.5.19 The baseline conditions used for the assessment of traffic and transport are describedin the main ES (Volume 8b, Chapter 3 paragraphs 3.6 to 3.21). Since the publicationof the main ES, the western extension to the Central London Congestion Charge Zone (CCZ) has been confirmed for implementation in February 2007. The extensionzone boundary will run along the southwest side of Eastbourne Terrace and thesoutheast side of Bishop’s Bridge Road from Eastbourne Terrace to WestbourneTerrace and along the southeast side of Praed Street. Bishop’s Bridge Road betweenHarrow Road and Eastbourne Terrace has also now been reopened. Maps C2(iii) to (v) included in the SES3 mapping volume (SES3a) present the main transport features at Paddigton station including road connections, lorry routeing, public transport linksand proposed temporary traffic management.




3.5.20 As it is proposed to maintain two-way traffic operation during construction, the onlytemporary significant traffic and transport impact on Eastbourne Terrace identified in the main ES was the severance of pedestrian access to the western side of Paddington station. This will not change with the revisions to the scheme proposed in this Amendment.

3.5.21 It will be necessary to regrade part of Chilworth Street. The regrading will be undertaken during the final stages of the works on Eastbourne Terrace. It should be possible to maintain a pedestrian route during these works so the only additionalimpact will be the temporary loss of the five pay & display parking bays and fiveresidents’ bays in the affected area. A similar amount of residents’ parking could bemade available by temporarily converting public parking on a nearby road. Crossrail will work with the highway authority on the temporary provision of replacement parking. The temporary loss of parking is not considered to be a significant impact.


3.5.22 The proposed lowering of Eastbourne Terrace and movement of above groundstructures closer to the station will result in the following improvements:

• significantly improved pedestrian access to Paddington station from EastbourneTerrace and Departures Road;

• improved passenger interchange with other rail services including the Hammersmithand City line;

• increased traffic lane widths particularly on the approach to junctions;

• increased footway widths on Eastbourne Terrace, particularly close to bus stops and shelters and at the heads of escalators and stairs;

• improved location of bus stops and stands; and

• re-provision of parking space on Eastbourne Terrace particularly for coaches, cars and motorcycles.

3.5.23 Conditions will further be improved by the permanent relocation of taxis to the Red StarDeck reported in the SES3. This will reduce traffic levels on the Departures Road to thebenefit of pedestrians. It would also reduce the significant traffic delays at the junctionsof Eastbourne Terrace with Praed Street and Bishop’s Bridge Road reported in the mainES (Volume 2, Chapter 8, Section 8.4, paragraphs 8.4.69 to 8.4.72).

Socio-economic Impacts

Baseline

3.5.24 The baseline resources that might be affected by the revised scheme for Paddingtonstation are the same as those for the original proposals, as described in the main ES(Volume 2, Chapter 8, Section 8.4, paragraph 8.4.107).





3.5.25 Further detailed design will be required in discussion with businesses occupyingproperties at 10, 20, 30, and 40 Eastbourne Terrace in order to agree options formaintaining temporary access during the construction of the station box and lowering of Eastbourne Terrace, and permanent access arrangements.

3.5.26 During the construction works access will be maintained by providing a temporaryplatform to the existing ground floor entrances in the area immediately in front of thebuildings. The permanent access arrangements include the creation of a ramp up to thecurrent access level, enabling reinstatement of permanent access to these businesses.Whilst the creation of both the temporary and permanent options would be disruptivefor the businesses affected, it is not envisaged that employment will be materiallyaffected and therefore no significant impact is predicted.

3.6 Summary

Additional Significant Impacts


• Listed buildings: temporary direct impact on those parts of the listed station andhotel buildings affected by two of the temporary emergency escape facilities.

• Townscape: impacts on the setting of listed buildings at 75 – 79 Westbourne Terrace(at its junction with Chilworth Street).

• Visual amenity: temporary impacts on pedestrians using Chilworth Street.

3.6.2 The revised scheme will generate the following significant beneficial impacts:

• Traffic & Transport: Significantly improved pedestrian access to Paddington stationfrom Eastbourne Terrace and Departures Road.


J6151 AP3 ES chapter 6-10_AW.qxd 26/10/2006 10:35 Page 125

Chapter X

Chapter title

Chapter 4

Route Window C4: Bond Street Station


4.1.6 An Amendment of Provisions is therefore required to extend limits to the centre of thestreets in front of these properties, to ensure that the basements are included within limits.

4.1.7 This chapter sets out information on the following:

• the original proposals for each of the Amendment locations;

• the revised proposals for each of the Amendments;



Amendment 1: Provision of Congestion relief scheme

4.2 Permanent Works

The Original Works

4.2.1 The original works consist of new twin-bore tunnels and a new station at Bond Streetfeaturing two ticket halls, with a link passageway between the Crossrail platforms and the LU station.

Aerial View of Location of Proposed Additional Station Ticket Hall and Entrance



The Revised Scheme

4.2.2 As shown on Map C4(ii) in the AP3 ES mapping volume (AP3a), in the revised scheme it is proposed to provide an additional station entrance and ticket hall on the corner ofMarylebone Lane and Oxford Street, on the site of 354 – 358 Oxford Street. The newticket hall will comprise passenger operated ticket machines, ticket barriers, a lift forpeople with reduced mobility and egress from the emergency escape stairs. From theadditional ticket hall, a subway link will connect to the existing LU ticket hall, which will be reconfigured. The existing subway entrance to the LU ticket hall off Stratford Place willbe closed, access from the north of Oxford Street being replaced by the new ticket hall.

4.2.3 In addition, a series of new underground works are proposed to improve the capacity of the station. These comprise:

• a new flight of escalators and a passage from the interchange level to the Jubilee line platforms;

• a new low level interchange passage between the Central and Jubilee line platforms;

• new PRM lifts between the new ticket hall, Central line, Jubilee line and the new low level interchange passage; and

• a new PRM lift between the existing interchange level and the new low-levelinterchange passage; and

• refurbishment of the existing LU ticket hall with a revised gate line arrangement to allow direct access to the LU platforms from the new ticket hall.

4.2.4 The works require the temporary closure of vehicular access between Marylebone Lane(western arm) and Oxford Street. To assist pedestrian access into the new ticket hall,the option of the permanent closure of the southern section of Marylebone Lane(western arm) to traffic is considered, although it does not form part of the Bill.

4.3 Temporary Works

The Revised Scheme

4.3.1 The new ticket hall and passages will be constructed from a rectangular shaft on thesite of 354 – 358 Oxford Street. The works will be undertaken in the following stages:

• temporary removal of the Grade II listed Porters Lodge;

• demolition of 354 – 358 Oxford Street;

• establish working site at the location of 354 – 358 Oxford Street, including the south end of Marylebone Lane (western arm);

• erect temporary acoustic enclosure over worksite;

• construction of shaft down to new interchange passage level;

• construction of temporary tunnel from this shaft to the head of the new escalator tunnel;



• construction of all low level passages from this shaft and tunnel; and

• construction of street level ticket hall and subway link to existing LU ticket hall.

4.3.2 A grout shaft will be constructed in the north end of Stratford Place.


Duration of Works

4.4.1 Due to the constrained worksite area, the works will take approximately five and a half years to complete.

Construction Plant

4.4.2 The construction plant will consist of demolition plant, excavation plant and rotary piling plant for the construction of the shaft. During the low-level construction works, the entire site will be enclosed within a temporary building. Materials handling gantrycranes and other construction plant will be within this building.

Worksites and Access

4.4.3 The works will be constructed from within an enclosed shed structure on the site of 354 – 358 Oxford Street. The contained worksite will extend into the carriageway of Marylebone Lane and approximately one metre into the footway of Oxford Street. There may be a need for short-term localised footway closures during the demolition of 354 – 358 Oxford Street and during the erection and dismantling of the acousticenclosure. The south end of Marylebone Lane will be closed to traffic but pedestrianaccess will be maintained throughout construction. A further worksite is proposedwithin Stratford Place for the grout shaft.

4.4.4 A lorry holding area will be provided on Welbeck Street from which lorries will travel south to the worksite. A lorry turntable will be provided within the worksite,enabling lorries to leave the worksite and travel back north along Marylebone Lane to Wigmore Street.

Amendment 2: Extension of limits at Hanover Square to include part of highway

4.5 The Works

4.5.1 The permanent and temporary works do not change as a result of the secondAmendment of Provisions in this route window.




Overview

Amendment 1: Provision of London Underground Congestion Relief Scheme

4.6.1 The proposed amendment does not change the conclusions as set out in the main ES with respect to water resources, and contaminated land. The permanent andtemporary significant impacts of the revised scheme are illustrated on Map C4(ii) of the AP3 ES mapping volume (AP3a).

Amendment 2: Extension of limits at Hanover Square to include part of highway

4.6.2 The permanent and temporary works have been previously assessed and therefore the proposed changes to the scheme do not change the assessment or proposedmitigation as set out in the main ES.

Amendment 1: Provision of London Underground Congestion Relief Scheme

Impacts on Townscape and Built Heritage

Baseline

4.6.3 The proposed new worksite is at 354 – 358 Oxford Street, on the north side betweenStratford Place and Marylebone Lane. It is in the southeast corner of Stratford PlaceConservation Area, which contains a number of listed buildings including the Grade I listed 11 Stratford Place (Oriental Club) at the north end of Stratford Place. The townscapecharacter reflects the pattern of land ownership and historic development of the area.Stratford Place retains its essential historic eighteenth century character of a symmetricalclassical ‘palazzo’ closed by the stone faced Grade I listed building at the northern endand flanked by brick and stucco terraces, many of which are Grade II listed.

4.6.4 There are four existing mature willow trees at the northern end of Stratford Place,symmetrically planted, which frame the views along Stratford Place. On the corner of Oxford Street and Stratford Place, immediately adjacent to the proposed worksite, is the Grade II listed Porters Lodge. North of the worksite is a Grade II listed terrace of houses, 2 – 7 (consecutive) Stratford Place and opposite the worksite, at the westerncorner of Stratford Place and Oxford Street, is the Grade II listed 360 – 366 OxfordStreet (even) (incorporating 20 Stratford Place). To the south, is Oxford Street, a majorLondon thoroughfare on the line of an old Roman Road, with a high number ofdepartment stores and retail outlets.

4.6.5 The Mayfair Conservation Area, which lies to the south of Oxford Street, encompassesmost of the route window between Park Street and Regent Street, as described in themain ES (Volume 2, Chapter 8, Section 8.6, paragraph 8.6.26). Opposite StratfordPlace, are Davies Street and the pedestrianised South Molton Street, which is also linedby groups of listed buildings. Overall, it is an area of high townscape quality and highsensitivity to change. The original baseline assessment may be found in the main ES(Volume 2, Chapter 8, Section 8.6, paragraphs 8.6.24 to 8.6.31).



Direct Impacts on Listed Buildings

4.6.6 Prior to demolition of 354 – 358 Oxford Street, the Grade II listed Porters Lodge will betemporarily removed to a suitable location as discussed with the relevant local authority,for the duration of the construction works. The structure will be returned to its originalposition once the ticket hall and new station entrance are completed, and ultimately willbe connected to the replacement building at 354 – 358 Oxford Street. Since all or mostof the original fabric of the Porters Lodge will be retained, there will be no permanentsignificant impact on this listed structure.

4.6.7 The impact of the demolition of 354 – 358 Oxford Street on the adjacent Grade II listed building at 2 Stratford Place will be mitigated through appropriate restraint andprotection of the party wall. As a result, the impact will be reduced to not significant.

Settlement Impacts on Listed Buildings

4.6.8 As a result of the revised subsurface works, assessments show potentially significantsettlement impacts at an additional six listed buildings in this route window which were notassessed as part of the main ES (Volume 2, Chapter 8, Section 8.6, paragraph 8.6.33).Of these additional buildings, one (11 Stratford Place) is listed Grade I and the remainderare Grade II. Measures to protect the integrity and heritage value of these structures as setout in Appendix B1 of the main ES will be implemented as necessary in order to reduce the impacts to not significant.

4.6.9 Assessments of the proposals also show increased settlement at 360– 366 OxfordStreet and at two listed buildings in South Molton Street (Nos. 24– 25 and 26). Mitigationmeasures as set out in Appendix B1 of the main ES will be implemented as necessary to reduce the potential impacts to not significant.


4.6.10 The demolition works will expose the southern elevation of 2 Stratford Place, part of the Grade II listed terrace, to Oxford Street and the Mayfair Conservation Area and willcreate discontinuity in the urban block between Stratford Place and Marylebone Lane.The potential compensation grouting site, located at the northern end of Stratford Placeis adjacent to the Grade II listed 2 – 7 (consecutive) Stratford Place, 8 – 10 StratfordPlace, 12 & 13 Stratford Place, 16 Stratford Place and the Grade I listed 11 StratfordPlace. As a result of the grouting site, one of the four existing mature willow trees is at risk from the works and is assumed to be removed for the purposes of assessment.

4.6.11 The temporary relocation of the Grade II listed Porters Lodge as described above, the demolition and construction works at 354 – 358 Oxford Street and potentialtemporary compensation grouting site will result in a significant temporary adverseimpact on the character and appearance of the Stratford Place Conservation Area. It will also contribute to the significant adverse impact on townscape character in thevicinity of Davies Street and the adverse impact of particular importance on the settingof the Mayfair Conservation Area, as previously reported in the main ES (Volume 2,Chapter 8, Section 8.6, paragraphs 8.6.35 to 8.6.39). The potential temporarycompensation grouting site will also have a significant adverse impact of particularimportance on the setting of the Grade I listed 11 Stratford Place (Oriental Club)



and significant adverse impacts on the setting of the Grade II listed 2 – 7 (consecutive)Stratford Place, 8 – 10 Stratford Place, 12 & 13 Stratford Place, 16 Stratford Place, and 360 – 366 Oxford Street.


4.6.12 Demolition of the building at 354 – 358 Oxford Street is required for the proposedadditional Bond Street station entrance and ticket hall. This late-modern building is contextually poor and does not relate to its largely Georgian listed neighbours onStratford Place. It can, therefore, be said to contribute negatively to the Stratford PlaceConservation Area.

4.6.13 The removal of the existing LU entrance and associated signing in Stratford Place willhave a minor beneficial impact on the setting of the Grade II listed 2 Stratford Place andthe character and appearance of Stratford Place Conservation Area. However, there will still be a significant adverse impact on these resources, as reported below.

4.6.14 The permanent works will comprise a station entrance and single storey, double-heightticket hall (including control barrier, stairs and lift, at ground level), with the southernparty wall at 2 Stratford Place being exposed to Oxford Street. The ticket hall will be of a different scale and massing to the existing buildings and will create discontinuity inthe streetscape. It will result in a significant adverse impact on the setting of the Grade IIlisted 2 Stratford Place and the local townscape character, but not a significant adverseimpact on the Stratford Place Conservation Area as a whole. It will also result in asignificant adverse impact on the setting of the Grade II listed 360 – 366 Oxford Streetand the Grade II listed Porters Lodge which will be reinstated to its original positionupon completion of the ticket hall works. It is likely that these permanent impacts,generated as a result of the development of a single storey ticket hall and stationentrance, can be reduced or mitigated through the provision of replacement buildings.Proposals will be brought forward according to the process described in the main ES(Volume 2, Chapter 3, Section 3.8).


Baseline

4.6.15 The visibility of the additional worksite at 354 – 358 Oxford Street is generally restrictedby the buildings that surround it. There are close proximity views from buildings at 360 – 366 Oxford Street, the Radisson Hotel at 350 – 352 Oxford Street and 359 – 373 Oxford Street. Views of the worksite are also available from Oxford Street,Stratford Place, Marylebone Lane, Sedley Place and from the junction of DaviesStreet/South Molton Street.


4.6.16 The demolition and construction works associated with the additional station entrancewill result in significant temporary adverse impacts on the visual amenity of occupants in the adjacent offices and hotel that face the worksite, ie at 360 – 366 Oxford Streetand 350 – 352 Oxford Street, occupants of 359 – 373 Oxford Street and pedestriansusing the surrounding streets. The potential compensation grouting site in StratfordPlace will result in significant temporary adverse impacts on the visual amenity of occupants at 8 – 15 (consecutive) Stratford Place.



4.6.17 The permanent works associated with the additional entrance will comprise a singlestorey ground-level ticket hall and station entrance with the southern party wall at 2 Stratford Place being exposed to Oxford Street. This will result in a significant adverseimpact on pedestrians using Marylebone Lane, Stratford Place and Oxford Street andoccupants of 360 – 366 and 359 – 373 Oxford Street and occupants of the hotel at350 – 352 Oxford Street. It is likely that permanent impacts on visual amenity generatedas a result of the demolition works and replacement single storey ticket hall and stationentrance can be reduced or mitigated through the provision of replacement buildings.Proposals will be brought forward according to the process described in the main ES(Volume 1, Chapter 3, Section 3.8).


Baseline

4.6.18 The proposed additional station entrance and ticket hall for Bond Street station falls within an Area of Special Archaeological Priority designated by the local authority. The baseline resources that might be affected by these additional provisions are thesame as those described in the main ES (Volume 2, Chapter 8, Section 8.6,paragraph 8.6.58), but excluding the Civil War defences. In particular, the resourcesinclude deep alluvial deposits from the former River Tyburn, and potential Roman andlater remains associated with a crossing of that river. However, such remains will havebeen partially removed within an existing basement at the worksite.


4.6.19 The shaft for the additional entrance and ticket hall, a subway connection, and acompensation grouting shaft will completely remove potential archaeological remains.Any deep footings within the worksite and service diversions, may partially remove such remains. Mitigation measures will remain preservation by record, as set out in the main ES (Volume 2, Chapter 8, Section 8.6, paragraph 8.6.60). With thismitigation, no significant residual impacts will occur.

Impacts on Ecology

4.6.20 354 – 358 Oxford St has been identified as having moderate bat roost potential. Furtherecological baseline information can be found in the main ES (Volume 2, Chapter 8,Section 8.6, paragraph 8.6.61).


4.6.21 Of the many bat emergence surveys undertaken elsewhere on the Crossrail route nonehas identified roosting bats in similar locations, and it is therefore statistically unlikely that roosting bats are present here. In order to establish the prevailing conditions prior toconstruction, surveys will be undertaken and if roosting bats are found, routine mitigationas set out in Appendix B1 of the main ES will prevent significant residual impacts.




Baseline

4.6.22 The baseline conditions for Route Window C4 are described within the main ES(Volume 8b, Chapter 5, paragraphs 5.5 to 5.17). Maps in C4(iii) and (iv) included in the SES3 mapping volume (SES3a) present the main transport features at BondStreet station including road connections, lorry routeing and public transport links.

4.6.23 Streets affected by the proposed congestion relief works include Marylebone Lane,Stratford Place and Welbeck Street. At its southern end Marylebone Lane divides intotwo arms at its junction with Henrietta Place. The western arm, which will be adjacent tothe proposed worksite, operates one-way northbound from Oxford Street. This sectioncontains one disabled parking bay for Blue Badge holders, two metered and fiveresidents’ bays. The eastern arm operates two-way but is closed and pedestrianised at its junction with Oxford Street. This section contains three metered bays and onedisabled bay, also for Blue Badge holders. There are properties on both arms requiring servicing.

4.6.24 Stratford Place is a short cul-de-sac north of Oxford Street. Road access and egress is from the south via Davies Street (across Oxford Street). Stratford Place containseleven residents’ bays, nine metered and three diplomats’ bays.

4.6.25 Welbeck Street, between Wigmore Street and Henrietta Place, is a wide road thatoperates one-way southbound. It contains six residents’ parking bays and two metered bays.


LU Congestion Relief Scheme

4.6.26 The construction works proposed for the LU Bond Street congestion relief scheme areexpected to last approximately five and a half years and be largely concurrent with thesix and a half years required for the Crossrail station works.

4.6.27 The new LU ticket hall will replace existing properties at 354 – 358 Oxford Street.During construction the west arm of Marylebone Lane, south of the rear of 3 StratfordPlace, will be closed to traffic. Access for servicing can be maintained in the unaffectedpart of the western arm, which will become two-way. A through route to Oxford Street will be retained for pedestrians past the worksite, but it will be reduced in width.

4.6.28 The worksite will extend approximately one metre onto the northern footway in OxfordStreet. At this point the footway is some eight metres wide and although this section of Oxford Street can be very busy with pedestrians, this narrowing is not expected to have a significant impact. There will, however, be a period of some two months whenup to half of the footway width will be required for the construction of a connectingpassage. The passage will be under the footway and the piling for the walls and casting of the roof slab will be carried out in two halves so that pedestrian movements can be maintained.



4.6.29 The western arm of Marylebone Lane will form part of the worksite. Although a route for pedestrians will be maintained, it is currently heavily used, especially during morningand evening peak hours. It is likely that some pedestrians will choose to divert to theeastern arm, which is pedestrianised. With careful signing and management it is notexpected that there will be any significant impacts for pedestrians. To facilitate the U-turning of general traffic, all parking bays on the western arm of Marylebone Lane will need to be suspended.

4.6.30 Traffic in this section of Oxford Street is restricted to buses and taxis only between 0700 and 1900 hours, Monday to Saturday. The only vehicles that can, therefore, legally enter Marylebone Lane during the controlled hours are taxis. Surveys show that these amount to some 100 per hour at peak times. When the temporary closure is in place for the works these taxis are likely to divert over the wider road networkwithout a significant impact.

4.6.31 Because of the very restricted worksite space, a lorry holding area will be required for vehicles waiting to be called to the worksite. A suitable location has been identifiedin Welbeck Street between Wigmore Street and Henrietta Place which would require the suspension of up to six parking bays.

4.6.32 Construction traffic will access the worksite from Marble Arch via Oxford Street, Portman Street, Portman Square, Wigmore Street, Welbeck Street, Henrietta Place and Marylebone Lane. Lorries will turn within the worksite using a turntable and egress via Marylebone Lane directly on to Wigmore Street before proceeding via Portman Squareand Seymour Street to rejoin the TLRN at A5 Edgware Road. A peak of around 30 lorrymovements per day will be generated for three periods totalling 13 months, and at othertimes during the construction period this is expected to drop to some 12 lorry movementsper day. No significant impacts are expected as a result of these lorry movements.

4.6.33 In addition to the ticket hall worksite, a compensation grout shaft is proposed in thenortheast corner of Stratford Place. To accommodate the construction of this shaftsome local minor service diversions will be necessary. The worksite for the shaft willrequire the suspension of seven residents’ parking bays. The grout shaft will be neededthroughout the construction period with the potential loss of the same parking bays.Servicing and provision for turning traffic will be maintained. Construction traffic for thegrout shaft will access Stratford Place via Davies Street and the few additional lorriesare not expected to lead to significant impacts.

4.6.34 As described above, there will be a loss of on-street parking spaces in MaryleboneLane, Stratford Place and Welbeck Street. Although there may be scope for thereallocation of some spaces locally in consultation with Westminster City Council, it is expected that the loss of parking in this area will cause a significant impact.

4.6.35 At some point during the works, closures will be necessary on the Jubilee and Centralline platforms with trains not stopping at Bond Street. The closures will affect bothJubilee platforms at the same time, for a period of six to nine months. It has beenassumed for the assessment that the Central line platforms will also both be closed fora similar duration, but separate closures may be possible as the construction planningis developed. The Jubilee and Central line closures will not, however, occur at the sametime. The resultant increases in journey times as well as disruption and inconveniencefor passengers will result in a significant impact.



4.6.36 The Bond Street platform closures will be planned so as not to coincide with theperiods when trains on the Central line and Northern line will not stop at TottenhamCourt Road station (see Chapter 6 of SES3) to avoid overcrowding and significantimpacts at Oxford Circus and other stations in the area.

Crossrail station works

4.6.37 There is expected to be a substantial period when the LU works will be undertaken at the same time as the Crossrail station works. Interaction between the two schemeswill depend on the precise timing of their overlap. Although the schemes are in closeproximity, the worksites for the LU and Crossrail stations are separated by OxfordStreet. Crossrail’s Davies Street worksite will be accessed from the south from ParkLane via Brook Street whereas the LU worksite will be mainly accessed from the north via Wigmore Street.

4.6.38 The significant impact due to the temporary loss of parking spaces in Stratford Place,Marylebone Lane and Welbeck Street described above will exacerbate the impacts in the area identified in the main ES and SES2 due to the loss of parking in Hanover Square.

Crossrail enabling works

4.6.39 In SES2 (Chapter 6, paragraphs 6.6.16 to 6.6.22) a significant impact of particularimportance was reported for part of the enabling works which would require a worksitein Oxford Street near Bond Street LU station. This is expected to lead to significantdelays to taxis and buses for a period of about 12 – 18 months. Depending on thelocation of the works, it was considered that it might be necessary to divert eastboundtraffic on Oxford Street via Wigmore Street. Further work is being undertaken to try and mitigate this impact but without this mitigation the LU works would add to thesignificant impact. If the diversion from Oxford Street is required, an alternative lorryaccess route to the LU worksite could be considered from Euston Road via HarleyStreet, New Cavendish Street, Welbeck Street Henrietta Place and Marylebone Lane.Egress would be via Marylebone Lane, Wigmore Street, Wimpole Street, UpperWimpole Street and Devonshire Place. This arrangement would minimise interactionwith traffic diverted from Oxford Street.

4.6.40 During the Crossrail enabling works it will be necessary for Davies Street to operateone-way northbound or to be closed to all traffic. Construction access to the groutshaft worksite during the closures of Davies Street would have to be via Oxford Street.The numbers of lorries serving the grout shaft worksite is low and would not result in a significant impact.


4.6.41 The congestion relief scheme will provide significant benefits for LU and Crossrailpassengers. Improved street access will be achieved via a new ticket hall on the northside of Oxford Street. New PRM lifts will be provided connecting all platforms with tickethall and street levels. Interchange between the Central and Jubilee line platforms will beimproved by the provision of a low level passageway, which relieves the escalators tothe Jubilee line. Additional escalators will be provided between the Jubilee line and the interchange level, giving increased vertical circulation capacity.



4.6.42 Station capacity modelling demonstrates a significant improvement in passengerconditions due to the implementation of the congestion relief scheme. Peak periodcongestion on the Jubilee line platforms will be reduced due to the additional egressand access passageways. Congestion on the existing Jubilee line escalators will bealleviated both by the provision of additional escalators, and by the new low levelinterchange passageway from the Central line. Ticket hall congestion will be alleviatedby the widening of the existing facility and the provision of the new satellite ticket hall tothe north of Oxford Street. Conditions for passengers interchanging between Crossrailand LU will be improved due to the overall reduction in congestion in the LU station.

4.6.43 The main ES (Volume 8b, Table 5.4) reported that the additional passengers at BondStreet station would add to pedestrian congestion in the area but that an appropriatepackage of mitigation measures would be developed to address these impacts. These measures will require further consents to be obtained. Work to model pedestrianmovements at the street/station interface has commenced to enable the impacts of therevised scheme to be better understood. In line with the approach set out in the mainES (Volume 8a, Chapter 3, paragraphs 3.31 and 3.32), the assessment has beencarried out assuming that an appropriate package of mitigation measures is in place.

4.6.44 There is the potential to permanently close and pedestrianise the western arm ofMarylebone Lane adjacent to the new station entrance following the completion of theLU works. This does not form part of the LU scheme but would improve passengeraccess to the new ticket hall.

Noise and Vibration Impacts

Baseline

4.6.45 The relevant baseline noise survey locations and durations are listed in Table 4.1 below.

Table 4.1 Baseline Noise Measurements at Representative Noise-Sensitive Receptors

1 Short-term monitoring location (LAeq, 3 hr)

4.6.46 Additional baseline noise levels have been derived from the above survey locations andthe London Noise Map (published on the internet at http://www.londonnoisemap.com/on behalf of DEFRA).

Baseline Noise Level

Reference Receptor Daytime Night-time(LAeq, 12 hour) dB (LAeq, 8 hour) dB

WE13 48 Gilbert Street 63 58

WE141 25 St Anselm’s Place 65 -

WE151 18 South Molton Street1 61 -




Noise from Above-ground Construction Activity

4.6.47 The relevant measures set out in Appendix B1 of the main ES will be employed to reduce construction noise impacts. A 3.6 m high hoarding will also be provided aroundthe worksite during the demolition, removal of the existing building and construction of theproposed building. Following construction of this building, all the excavation for the tunnelworks phase and other subsequent principal construction activities will be undertakenfrom within this building, hence minimising noise emissions from the worksite.

4.6.48 Despite these measures, an estimated four residential properties are likely to qualify for noise insulation.


4.6.49 Dwellings at 3 Stratford Place are predicted to experience a significant noise impact on both the east and west façades.

4.6.50 The above properties have not previously been identified as experiencing a noise impactdue to the main construction works at Bond Street. With the proposed noise insulation,no additional properties will experience significant residual noise impacts.

4.6.51 The vibration and noise from construction activity and construction road traffic will not result in further temporary impacts other than those reported in the main ES.


4.6.52 The noise from the operational railway and the operational road traffic will not result in further permanent residual impacts other than those reported in the main ES.

Impacts on Air Quality

Baseline

4.6.53 The original baseline assessment can be found in the main ES (Volume 2, Chapter 8,Section 8.3, paragraph 8.3.76).


4.6.54 There is a high potential for dust to be generated during construction which couldpotentially lead to a localised reduction in air quality. With the mitigation measures set out in Appendix B1 of the main ES, no significant impact due to dust will occur.

Number ofDwellings

Representative PropertyAddress

Period of Day During Which NoiseLevels Exceed Noise Insulation Criteria

Daytime Evening Night-time

4 3 Stratford Place ✓




Community Impacts

Baseline



4.6.56 There will be a combination of effects arising from the construction of the new ticket hall that will impact the community:

• impacts on visual amenity;

• passenger delays when underground trains are not stopping at Bond Street station; and

• loss of on street parking in Stratford Place, Marylebone Lane and Welbeck Street.

4.6.57 These impacts will exacerbate the cumulative impact resulting from the construction of the Davies Street and Hanover Square ticket halls as reported in the main ES.

Socio-economic Impacts

Baseline



4.6.59 The revised worksite will require the acquisition and demolition of 354 – 358 OxfordStreet. The existing occupiers of these properties include Subway, Crest of London,Mobile Phones, Sunglass Hut, and Easy Internet Café. The displaced employmentassociated with these businesses is estimated to be between 40 to 60 jobs.

4.6.60 Given the availability of alternative retail and office premises in the area the loss of this business space is not a significant impact.

Design Options

Bond Street Station Congestion Relief Scheme

4.6.61 In order to provide congestion relief and to provide step free access at Bond Streetstation two overarching options were considered:

• Option 1 — Provide a new escalator link for passengers wishing to interchangebetween the Central and Jubilee lines; and

• Option 2 — Provide a new route for passengers wishing to access and egress theJubilee lines allowing the escalator link to be built off line and incorporating a low levelinterchange between the Central and Jubilee lines.


4.6.62 Option 1 was not acceptable as a result of significant engineering difficulties associatedwith construction, the close proximity of construction to existing infrastructure, and the requirement for the existing escalators to the Jubilee line to be closed down for 9 to 12 months.

4.6.63 For Option 2, a series of sub-options were considered. One of the sub-options wasselected for development and is presented in this chapter. The others were rejected on constructability grounds. For the selected option, a number of alternative worksiteswere also considered. Worksites at the north end of Stratford Place, the south end ofStratford Place, at the junction of Davies Street and South Moulton Street and withinthe Post Office railway tunnels were rejected.

4.7 Summary

Additional Temporary Significant Impacts


• Townscape: significant temporary adverse impact on the character and appearanceof the Stratford Place Conservation Area.

• Townscape: significant temporary adverse impact of particular importance on the setting of the Grade I listed 11 Stratford Place (Oriental Club) and significanttemporary adverse impacts on the setting of the Grade II listed 2 – 7 (consecutive)Stratford Place, 8 – 10 Stratford Place, 12 & 13 Stratford Place, 16 Stratford Place,and 360 – 366 Oxford Street from the compensation grouting works.

• Visual amenity: significant temporary adverse impacts on the visual amenity of occupants in the adjacent offices and hotel that face the worksite, ie at 360 – 366 Oxford Street and 350 – 352 Oxford Street, occupants of 359 – 373 Oxford Street and pedestrians using the surrounding streets.

• Visual amenity: significant temporary adverse impacts on the visual amenity ofoccupants at 8 – 15 (consecutive) Stratford Place from the potential compensationgrouting site in Stratford Place.

• Traffic & Transport: significant temporary adverse impacts from the loss of parkingspace in Stratford Place, Marylebone Lane and Welbeck Street.

• Traffic & Transport: significant temporary adverse impacts from the closure of theJubilee line platforms at the same time, for a period of 6 to 9 months, and bothCentral line platforms for a similar duration, but at a different time.

Additional Permanent Significant Impacts


• Townscape: significant adverse impact on the setting of the Grade II listed 2 Stratford Place and the local townscape character.

• Townscape: significant adverse impact on the setting of the Grade II listed 360 – 366 Oxford Street.



• Visual amenity: significant adverse impact on pedestrians using Marylebone Lane,Stratford Place and Oxford Street and occupants of 360 – 366 and 359 – 373 Oxford Street and occupants of the hotel at 350 – 352 Oxford Street.

4.7.3 The revised scheme will generate the following significant beneficial impacts:

• Traffic & Transport: significant beneficial impact for rail passengers using Bond Street station due to improved station access and circulation and PRM access.



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