J5836 AP ES chapter 1-6 AW74f85f59f39b887b696f-ab656259048fb93837ecc0ecbcf0c557.r23.cf3.rackcdn.com/assets/...J5836 AP ES chapter 1-6_AW.qxd 20/12/05 16:30 Page 2. ... This will involve

Chapter 1

Introduction

J5836 AP ES chapter 1-6_AW.qxd 20/12/05 16:30 Page 1

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 February2005. A Supplementary ES providing additional information on the works andenvironmental impacts related to certain aspects of the Crossrail project in addition to those reported in the main ES was published in May 2005.

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 otherextensions 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 It is the purpose of this ES (hereafter referred to as ‘the AP ES’) to provide anassessment of the environmental impacts arising from the revised proposals to whichthe Amendments relate. Specifically this AP ES describes the permanent and temporaryworks and/or requirements for the use of land arising from the revised proposals, andany consequent changes to the environmental baseline and assessment of significantenvironmental impacts from those reported in the main ES.

1.1.4 The measures that will be used to mitigate impacts during Crossrail’s construction aredescribed in Appendix B1 of the main ES. Implementation of these measures has beenassumed in this AP ES. The impacts reported in this AP ES are residual impacts, ie thesignificant impacts that will remain after the application of generic or specific measuresto reduce or control them.

1.1.5 This AP ES is presented by route window, as in the main ES. The Amendments thatrequire assessment are summarised in Table 1.1.

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.


Tab

le 1

.1

Mai

n E

lem

ents

of

the

Am

end

men

t o

f P

rovi

sio

ns

Environmental Statement AP 3

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ding

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tion

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m C

ourt

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tatio

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C5

The

tem

pora

ry t

axi f

acilit

y co

mpr

ised

:

• a

new

rou

te fo

r pa

ssen

ger

acce

ss

usin

g th

e P

arce

l Ram

pan

d th

eco

nstr

uctio

n of

a n

ew li

ft to

war

ds t

heen

d of

pla

tform

s 10

and

11;

•

a ta

xi c

ircul

atio

n fa

cilit

yre

quiri

ng th

e en

d w

alls

of th

e Ly

nx B

uild

ing

tobe

dem

olis

hed;

and

• a

new

veh

icle

ram

p to

acco

mm

odat

etw

o la

nes

of t

raffi

c.

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ssra

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nnin

g tu

nnel

s at

Sho

rts

Gar

dens

on

the

orig

inal

alig

nmen

t as

pres

ente

d in

the

mai

n E

S.

The

revi

sed

wor

ks in

clud

e th

e re

loca

tion

ofth

e ve

rtica

l circ

ulat

ion

betw

een

the

taxi

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lity

and

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plat

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and

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ulat

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lity

is t

o be

reta

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but

the

who

le o

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Lyn

xB

uild

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•

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new

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ram

p w

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wac

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thre

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nes

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nd•

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orks

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ude

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ry d

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to th

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ical

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and

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ff B

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d to

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e th

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com

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sion

ing

of th

e pi

pelin

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vers

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of th

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ting

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end

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t o

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all W

ay a

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imm

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or W

harf

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ed m

ater

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s to

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rem

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imm

o w

orks

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conv

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is t

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ide

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Chapter X

Chapter title

Chapter 2

Route Window C2:Paddington Station


2 Route Window C2: Paddington station

Location plan of Paddington station

2.1 Introduction

Overview

2.1.1 Two amendments are proposed in this route window.

Amendment 1: Red Star Deck

2.1.2 The main ES described the construction of the proposed temporary taxi facility atPaddington station. This facility will accommodate taxis currently operating from therank at Departures Road and Eastbourne Terrace (refer to Map C2(i) in the AP ESmapping volume (APa)).

2.1.3 During construction of the Crossrail station in Departures Road, the taxi rank will bemoved into the area known as the Red Star or London Street Deck (hereafter referredto as the ‘Red Star Deck’) located to the north side of the station between thePaddington station terminus building and the Grand Union Canal. The site is currentlyoccupied by the Lynx or Red Star Building (hereafter referred to as the ‘Lynx Building’)and a car park. Once construction of Crossrail is complete taxi operations will return to Departures Road.

2.1.4 Following discussions with stakeholders the location of the vertical circulation betweenthe platforms and the taxi facility was revised to:

• avoid potentially conflicting movements along platform 10 and 11; and

• provide adequate vertical circulation via lifts and escalators rather than via the inclinedparcel ramp.



2.1.5 Consequently, the works as described in the main ES were reviewed and a revisedscheme has been proposed.

Amendment 2: Praed Street

2.1.6 The rear part of 197–199 (odd) Praed Street and the rear part of 19–23 (odd and even)Spring Street will be demolished to construct the passenger link between Crossrail andthe District and Circle underground lines at Paddington. There is no requirement todemolish the front part of the buildings for the Crossrail works. These buildings arelocated within the Bayswater Conservation Area. The Bill has been amended to includethe partial demolition of these buildings within Schedule 8.

2.1.7 These buildings from part of the Circle line link worksite as shown in the main ESCentral route section mapping (Volume 4A, Map C2(ii)). The significant environmentalimpacts associated with the partial demolition of these buildings were assessed andreported in the main ES and are therefore not addressed any further in the AP ES.

2.1.8 There was a discrepancy between the main ES and the provisions of the Bill inSchedule 8. The Bill has now been amended to include the demolition of the rear partof 197–199 (odd) Praed Street and the rear part of 19–23 (odd and even) Spring Streetwithin the first table of Schedule 8.

2.1.9 Given the preceding information, this chapter sets out the following information for theRed Star Deck only:

• the original proposals for the taxi facility as set out in the main ES;

• the revised proposals for the taxi facility, highlighting the changes that were made;

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

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



2.2 Temporary Works

The Original Works

Overview

2.2.1 Paddington station is split between various levels. The Red Star Deck forms an upperlevel located on the northern side of the station, outlined on Map C2(i) in the AP ESmapping volume (APa). The aerial photograph shows a view of Paddington stationlooking southeast illustrating the Lynx Building currently located on top of the Red StarDeck. The Red Star Deck is located over station platforms 11 and 12 as illustrated in Figure 2.1 of the AP ES mapping volume (APa).

Aerial view of the Red Star Deck

2.2.2 The proposals for the temporary taxi facility, as described in the main ES, comprisethree main elements:

• new route for passenger access;

• taxi circulation facility; and

• new vehicle ramp.

2.2.3 Figure 2.1 (contained in the AP ES mapping volume (APa)) provides an illustration of the original scheme and should be referred to when reading the following description of the three elements.



New Route for Passenger Access

2.2.4 Two new routes were proposed by which passengers could travel from platform level up onto the Red Star Deck where a new taxi facility would have been provided.These required:

• modifications to a currently disused vehicle ramp (hereafter referred to as the ‘ParcelRamp’), which leads from platforms 10 and 11 up onto the Red Star Deck; and

• provision of a new passenger lift from platforms 10 and 11 to the end of the Parcel Ramp.

Taxi Circulation Facility

2.2.5 A new taxi circulation facility was to be provided on top of the Red Star Deck. Thelayout used the majority of the Red Star Deck, including the area currently occupied bythe Lynx Building. In order to achieve this, the building would have been retained but itsend walls would have been demolished to allow circulation of the taxis.

New Vehicle Ramp

2.2.6 A new temporary vehicle ramp linking the Red Star Deck to Bishop’s Bridge Road wasto be constructed to allow taxis to enter and exit the taxi circulation facility via Bishop’sBridge Road. It was proposed that the new ramp would be two lanes wide andconstructed adjacent to the disused taxi ramp (which is not currently connected toBishop’s Bridge Road).

2.2.7 The worksite required for constructing these works is illustrated in the main ES mappingvolume (Volume 4a, Map C2(ii)).

The Revised Scheme

Overview

2.2.8 The revised scheme still comprises the same three main elements. Figure 2.2(contained in the AP ES mapping volume (APa)) provides an illustration of the revisedscheme and should be referred to when reading the description of the followingelements.

New Route for Passenger Access

2.2.9 Instead of using the Parcel Ramp and providing a new lift on platforms 10 and 11, it is now proposed that new escalators and lifts will be provided on the north side of the station adjacent to platform 12. This area is currently used for storage.

Taxi Circulation Facility

2.2.10 The revised scheme retains the original proposal for a taxi circulation facility on top ofthe Red Star Deck but with the key change being that the whole of the Lynx Building is demolished instead of just the end walls as proposed in the original scheme. This willallow a more efficient taxi circulation system, which takes into account the location ofthe new lifts and escalators for accessing the facility.



New Vehicle Ramp

2.2.11 The new temporary vehicle ramp linking the Red Star Deck with Bishop’s Bridge Road,as outlined in the original scheme, is still required, however, it is now proposed that thisramp be made slightly wider to accommodate three lanes of traffic. It is proposed thatthe footings for new ramp will be located adjacent to the footings for the existingdisused ramp. However, it is possible that the ramp may extend further, with footingslocated on the Red Star Deck.

2.2.12 The construction of the new wider vehicle ramp will disrupt the existing pedestrian routebetween Paddington station and the eastern end of Bishop’s Bridge Road. Specifically,the construction of the new wider vehicle ramp will result in the temporary closure ofpart of the private section of London Street and thereby sever the access between thestation and the Paddington Central development. There are two scenarios which willensure continued (step free) access between the station and the Paddington Centraldevelopment. Crossrail will take powers under the Bill to ensure pedestrian access ismaintained along the towpath throughout the period that the private part of LondonStreet is closed by the vehicle ramp works.

2.2.13 Scenario 1: The Paddington Development Corporation Ltd has planning consent fromthe City of Westminster to demolish part of the boundary wall between the private partof London Street and the Grand Union Canal towpath and install pedestrian accesssteps and a lift providing a route for pedestrians from the station, across the private part of London Street, up onto the towpath and then turn either right or left to accessPaddington Basin or Paddington Central developments respectively. If this is in placebefore Crossrail’s works on the new vehicle ramp begin then there will no disruption of access from Paddington station to the Paddington Central development when the private part of London Street is temporarily closed.

2.2.14 Scenario 2: If the Paddington Development Corporation Ltd has not constructed the new access by the time Crossrail’s works on the new vehicle ramp begin, then Crossrail will construct the proposed steps and lift (or ramp) under the powers of the Bill, and thereby ensure that there will be no disruption of the access between the station and the Paddington Central development. This may involve demolishing a further part of the wall.

2.2.15 The extended Limits of Land to be Acquired or Used (LLAU) to achieve any of thesescenarios is shown on Map C2(ii) of the AP ES mapping volume (APa).

2.2.16 These are the only works described in Route Window C2 of the main ES that will change.



2.3 Construction of the Revised Works

Overview

2.3.1 The works required to relocate the current taxi facilities at Paddington station fromDepartures Road to the site of the Red Star Deck remain largely the same as thosereported in the main ES. The changes to construction as a result of the revised worksare summarised below:

• construction of a wider new vehicle ramp to Bishop’s Bridge Road;

• construction of new link stairs and a lift (or ramp) between the Red Star Deck and the canal tow path (scenario 2);

• demolition of the Lynx Building;

• the creation of a hole in the Red Star Deck to provide the entrance and exit points of the lift and escalators from platform 12; and

• erection of low-level canopies to provide shelter for the users of the taxi circulation facility.

Duration of the Works

2.3.2 The construction programme and working hours remain unchanged from the originalscheme presented in the main ES.

Construction Plant

2.3.3 The main construction plant to be used at the worksites will remain unchanged fromthat identified in the main ES.

Worksites

2.3.4 Map C2(ii) illustrates the revised worksite which was revised from the original.



2.4 Mitigation and Residual Impacts

Overview

2.4.1 The proposed temporary works do not change the assessment or proposed mitigationas set out in the main ES with respect to visual amenity, archaeology, ecology, waterresources, air quality, contaminated land, community or socio-economics.

Impacts on Landscape Townscape and Built Heritage

Baseline

2.4.2 The baseline is described in the main ES, Volume 2, Chapter 8.

Mitigation and Residual Impacts

2.4.3 The proposed temporary works do not change the assessment or proposed mitigation asset out in the main ES Volume 2, Chapter 8 (paragraphs 8.4.31 to 8.4.32). The permanentdemolition of the Lynx Building and the introduction of a new escalator structure on the deckwill together result in minor positive impacts on visual amenity, on the setting of Paddingtonstation and on the quality of the local townscape although these impacts will not besignificant. In summary, the proposed works do not change the assessment or proposedmitigation as set out in the main ES Volume 2, Chapter 8 (paragraphs 8.4.33) onwards.

2.4.4 The works will result in the creation of a new hole in part of the Red Star Deck in orderto construct the new escalators and lifts. It is also possible that footings for the newvehicle ramp may be located on the deck. The Red Star Deck is supported on steelbeams, constructed in 1911 to 1912 to carry London Street, beneath which platforms11 and 12 were laid out. Whilst the deck forms part of the Grade I listed Paddingtonstation, it is of limited historical and architectural significance. The structure of the deckwill be recorded prior to the works to create the hole, and with this mitigation in placethere will be no significant impacts on built heritage.

2.4.5 The works will result in the demolition of the Lynx Building. This building, constructed in the early 1980s, is a steel framed portal shed. Although it lies within the curtilage of the listed building, it is of no historical interest, and the impact will not be significant.

2.4.6 The potentially significant impacts associated with works to platforms 10 and 11(described in the main ES paragraph 8.4.28) that would have been mitigated byrecording of the structure prior to demolition will not occur.

Impacts on Traffic and Transport

Baseline

2.4.7 Map C2(iii) in the AP ES mapping volume (APa) presents the traffic and transportimpacts and should be referred to when reading the following assessment text.

2.4.8 Two issues relating to operation of the Red Star Deck were identified in the main ES asrequiring attention in the detailed design. These were: taxis queuing on the access rampfrom Bishop’s Bridge Road and disruption of the pedestrian route between the station andthe eastern end of Bishop’s Bridge Road. These are assessed as part of the revised scheme and reported below. The baseline is described in the main ES Volume 2, Chapter 8.



Mitigation and Temporary Residual Impacts

2.4.9 The Red Star Deck worksite will include part of the southeastern footway of Bishop’sBridge Road for the new vehicle ramp works. To maintain a route for pedestrians alongBishop’s Bridge Road, a temporary footway will be provided along the western edge ofthe worksite boundary requiring temporary closure of part of the carriageway. This willnot cause a significant impact as an additional lane has been included in the design ofBishop’s Bridge Road to accommodate future taxi queuing, bus stops etc.

2.4.10 The worksite extends into the private part of London Street, which is used bypedestrians as a through route to the Paddington Central development. Step freepedestrian access between Red Star Deck and Paddington Central development will be maintained at all times during construction and operation. This will be achieved byproviding step free access between the canal towpath and London Street/the Red Star Deck at its northwestern end under scenarios 1 or 2.

2.4.11 This also incorporates the northwestern end of the footbridge over platforms 13 to 16which forms part of a well used route between the main line station and the private partof London Street. It is expected that a route for pedestrians can be maintained throughthe works, under the control of banksmen, if necessary. No significant impacts willoccur. The worksite does not encroach into the Paddington main line station concourseso no impacts will occur for interchanging passengers.

2.4.12 It is estimated that during construction of the deck, there will be up to 50 lorries perweek accessing the worksite spread over the working week. Lorry access will initially befrom London Street for the construction of the new vehicle ramp. Once the ramp iscompleted the main access will be from Bishop’s Bridge Road with a secondary accessretained via London Street. No significant impacts will occur.

2.4.13 Lorries will access London Street from Edgware Road which is part of the Transport forLondon Road Network (TLRN) via Sussex Gardens, Norfolk Place and Praed Street.Lorries will return to Edgware Road via Praed Street.

2.4.14 Once the new vehicle ramp is completed the main access will be from Harrow Road viaBishop’s Bridge Road.


2.4.15 With the revised proposals the capacity of the deck and access ramp from Bishop’sBridge Road for ranking taxis is expected to be similar to current provision inDepartures Road and Eastbourne Terrace. The ramp will be wide enough for taxis toqueue while maintaining a through route for taxis setting down passengers. For peakdemand conditions, there will be a facility for some kerbside queuing on Bishop’sBridge Road. No significant impacts will occur.

Impacts on Noise and Vibration

Baseline

2.4.16 Baseline noise levels are moderate to high in this area and are dominated by trafficnoise on the main roads in the area and mechanical services noise from Paddingtonstation and St. Mary’s Hospital. Table 2.1 shows the baseline noise levels that havebeen recorded at representative noise-sensitive receptors within this route window.



Table 2.1 Baseline Noise Measurements at Representative Noise-sensitive receptors

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


2.4.17 The main ES identified a significant impact at St. Mary’s Hospital as a result of the original programme of works. It should be noted that with the incorporation of a 3.6 m high hoarding on the hospital side of the worksite, the assessment wouldhave concluded that no significant residual impact will occur. Consultation with St.Mary’s NHS Trust, following the submission of the main ES, identified that there arepotentially vibration sensitive laboratories in the Mint Wing of St. Mary’s Hospital.

2.4.18 The relevant measures set out in Appendix B1 of the main ES will be employed toreduce construction noise impacts. In relation to the Amendment, a 5 m high hoarding will also be provided on the hospital side of the worksite. Concrete pumps,concrete lorries and compressors will be housed in enclosures when in operation.

2.4.19 With these measures in place there will be no significant residual construction noiseimpacts on St. Mary’s Hospital.

2.4.20 The laboratories identified in the Mint Wing of St. Mary’s Hospital are potentially more sensitive to vibration impacts from the construction works than the rest of thehospital due to the presence of precision equipment. Consequently, there is a potentialfor some above-ground construction activities to cause significant vibration impacts.With appropriate mitigation in place such as a table-top vibration control platform,which would rest on resilient mountings, there will be no significant impacts due tovibration from the construction works.

2.5 Summary

2.5.1 The proposed Amendment at Paddington station will not change the adverse significantimpacts as reported in the main ES for Route Window C2.

Baseline Noise LevelReference Receptor Daytime Night-time

(LAeq, 12 hour) (LAeq, 8 hour)

WE35

WE36 1

WE37 1

WE38 1

St. Mary’s Hospital – Mint Wing

St. Mary’s Hospital – DrugDependency Clinic

St. Mary’s Hospital – Paterson Building, South Wharf Road

St. Mary’s Hospital – Main OutpatientsBuilding, Winsard Street

65

60

62

62

61

16


Chapter 3

Route Window C5: Tottenham Court Road Station


3 Route Window C5: Tottenham Court Road station

3.1 Introduction

3.1.1 An amendment to the alignment of the westbound Crossrail running tunnel and to theLoD along that section, are required within Route Window C5. This is a result of newinformation since the deposit of the Bill regarding a shaft being constructed in ShortsGardens by EDF Energy as part of ongoing upgrades to London’s power cablenetwork. This shaft would have conflicted with the westbound Crossrail running tunnelas presented in the main ES. It is, therefore, proposed to realign the running tunnel toavoid this conflict, hence the need for an Amendment to the Bill.

3.1.2 The revised works realign the westbound running tunnel for a short length betweenTottenham Court Road station and Fisher Street Shaft. This is shown on Map C5(i) inthe AP ES mapping volume (APa).

3.1.3 The alignment of the westbound running tunnel centreline has been moved approximately3 m to the north of the original alignment beneath Shorts Gardens to avoid conflict withthe EDF Energy shaft. Consequently the LoD has also been moved northwards.

3.1.4 The remainder of the works detailed in the main ES with respect to Route Window C5will remain unaltered.

3.1.5 The duration of works and worksites throughout Route Window C5 remain unalteredfrom that described and assessed in the main ES.

3.2 Mitigation and Risidual Impacts

3.2.1 The revised proposals do not change the assessment or proposed mitigation as set outin the main ES with respect to archaeology, landscape/townscape, visual amenity,lighting, ecology, water resources, traffic and transport, noise and vibration, air quality,contaminated land, community and socio-economics. The assessment of settlementimpacts on built heritage is set out in paragraph 8.7.57 of the main ES. Thisassessment is unchanged by the Amendment to the Bill.



Chapter 4

Route Window C8:Whitechapel Station


4 Route Window C8: Whitechapel Station

Location plan of Whitechapel station

4.1 Introduction

4.1.1 The main ES described the construction of a new station at Whitechapel to provideinterchange with the District line and East London line. The station design consisted ofthe following three alternative combinations (dependent upon timing):

• an eastern ticket hall at Cambridge Heath Road;

• interchange, escape and ventilation at Durward Street; and

• a western ticket hall at Court Street.

4.1.2 After further consideration and discussion with key stakeholders, a number ofshortcomings and concerns were raised in relation to the original design of the western(Court Street) ticket hall. These were:

• difficulties with providing step free access from the street to the ticket hall; and

• concerns regarding conflicting passenger movements on the District line platforms.

4.1.3 As a result of these concerns a revised scheme for an enlarged western (Fulbourne Street)ticket hall is now proposed. The western (Court Street) ticket hall formed part of scenarios 1and 2 for construction of the station as set out in the main ES (refer to Volume 2, paragraph8.10.14 to 8.10.16). Some of the land required for the revised design of the ticket hall iscurrently outside the limits of the Bill and hence the need for an Amendment to the Bill.

4.1.4 This chapter sets out information on the following:

• the original proposals for the western (Court Street) ticket hall at Whitechapel station;



• the revised proposals for the western (Fulbourne Street) ticket hall, highlighting thechanges that have been made;


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

4.2 Permanent Works

The Original Works

4.2.1 The original works for the western ticket hall are described in the main ES and thelocation of the proposed ticket hall is illustrated by the shaded area on Map C8(i) in the AP ES mapping volume (APa). The two aerial photographs show the views ofWhitechapel station looking towards the west and the east respectively. Together with Map C8(i), they should be referred to when reading the following description.

Aerial view of Whitechapel station looking northeast



4.2.2 The western (Court Street) ticket hall would have been constructed over the District lineplatforms with access to Crossrail via two escalators off each District line platform downto an interchange passage. This would have required the District line platforms to bewidened to accommodate access infrastructure. To allow for this, London Underground(LU) (or its PPP contractor), as part of the network upgrades, would have had todecommission the three outermost District line tracks, an activity known as plain lining.

4.2.3 There are currently three parallel bridges carrying the District line over the East Londonline platforms to the east of Whitechapel station. Ticket hall access to the East Londonline (including interchange between the District line and East London line) was to beprovided via the eastern end of the District line platforms. The outer two bridges thatare currently carrying the District line over the East London line platforms,decommissioned as part of the plain lining of Whitechapel station, would have beenconverted into passenger footbridges.

4.2.4 Construction of the ticket hall required the demolition of the LU signalling staffaccommodation building over the District line.

4.2.5 The original LoD, LLAU and worksite areas are illustrated in Map C8(ii) of the AP ES mapping volume (APa).

The Revised Scheme

4.2.6 The revised LoD, LLAU and worksite areas are illustrated in Map C8(iii) of the AP ES mapping volume (APa).

4.2.7 As with the original scheme the ticket hall will be constructed over the District lineplatforms with access to Crossrail via escalators off each District line platform down to an interchange passage (refer to Figure 4.1 and Figure 4.2 contained in the AP ES mapping volume (APa)). This still requires LU to decommission the threeoutermost District line tracks to allow the platforms to be widened.

4.2.8 There are four new elements to the revised scheme:

• an enlarged ticket hall with a new entrance on Fulbourne Street;

• creation of a new pedestrian plaza on Fulbourne Street;

• construction of new emergency escape stairs at the western end of the District lineplatforms exiting on to Fulbourne Street; and

• replacement of the two outer bridges, currently carrying the District line over the East London line Platforms, with footbridges to provide access to the southboundEast London line platform and interchange with the District line. The District lines onthese bridges are decommissioned as part of the plain lining of Whitechapel station.

4.2.9 Court Street pedestrian bridge will be permanently closed, and Fulbourne Street RoadBridge will be pedestrianised.



4.2.10 It is assumed that the enlarged western (Fulbourne Street) ticket hall will replace theexisting LU ticket hall which will be closed by LU. This is because the existing ticket hallwill not be able to provide persons with restricted mobility access and keeping it openwill mean that ticket facilities at Whitechapel will be unnecessarily duplicated. Also, if theexisting facility were to be kept open, it will need to be staffed and there will beconsequent duplication of staffing provision. However, the closure of the existing tickethall will be a decision for LU and is not a power under the Bill.

4.2.11 These are the only elements of work within Route Window C8 described in the main ESthat will change.


4.3.1 The following enabling works are required, in addition to those outlined in the main ES,prior to the start of the main construction period:

• relocation of some LU (District and East London line) cables; and

• diversion of utilities in Fulbourne Street and additional diversions in Durward Street(refer to Map C8(ii) in the AP ES mapping volume (APa)).

4.3.2 The utilities identified above are in addition to those identified in Chapter 19 of the SES2text volume. These diversions will take place in two stages over a period of three to sixmonths and are described below:

4.3.3 Stage 1 (Duration 1–3 months) Enabling Works: Stage 1 is the diversion of electriccables that will be affected by piling works for the station and the demolition ofFulbourne Street and Court Street bridges. The work involves excavation of trenches,laying of ducts, backfilling, laying of cables, jointing cables, commissioning and re-instatement.

4.3.4 Stage 2 (Duration 2–6 months) Enabling Works: Stage 2 has two options that wereassessed for the protection or diversion of an egg-shaped brick sewer.

• Option 1 is to form a structural lining within the sewer. This will involve gaining access to the sewer via a new manhole giving access for personnel, materials and equipment to create the lining. Existing manhole entry points may have to beenlarged, involving some excavation, concreting works and chamber construction.This option will take two to three months.

• Option 2 is to divert the existing sewer. This will involve constructing shafts close to the connection points and forming a new sewer by either tunnelling or jacking.Excavated material will have to be removed at the shaft locations. The shafts will be typically 4–6 m in diameter, leading to a reduction in the available road width. This option will take three to six months.



4.3.5 In addition to the demolition of the LU signalling staff accommodation as in the originalscheme the following structures identified on Map C8(i) and the aerial photographs willalso require demolition as part of the revised ticket hall construction:

• an LU operational building on the south side of Durward Street, immediately west ofCourt Street;

• removal of Court Street bridge, Fulbourne Street bridge; Woods Buildings bridge; theexisting District line platform access footbridge and a cable bridge immediately eastof Fulbourne Street; and

• an LU signal cabin building on the south side of Durward Street, west of FulbourneStreet to allow for the reconstruction of Fulbourne Street bridge.

Aerial view of Fulbourne Street

4.3.6 The following construction works are either altered or in addition to those described inthe main ES:

• the northern escalator box will extend north into Durward Street to accommodate abank of three escalators instead of two;

• an extended bridging slab will be constructed at street level over the District lineplatforms, including a new plaza area replacing Fulbourne Street bridge (refer toFigure 2.1);



• as in the original scheme four piled boxes will be constructed in the two outer Districtline track beds to provide access and interchange stairs to both of the East Londonline platforms. This will require new openings in the back of the East London lineplatform walls. However, one of the stair boxes will require the replacement of a shortlength of retaining wall on the southern boundary of Kempton Court (shown in mapC8(i) of the AP ES mapping volume (APa)). This is the only element of theconstruction of these boxes that has changed from the original scheme;

• the two outer bridges that will be decommissioned as part of the plain lining ofWhitechapel station will be replaced by two footbridges (shown on Map C8(i) of theAP ES mapping volume (APa)). These will provide access and interchange to the EastLondon line southbound platform using two of the stair boxes described above; and

• the extended western ticket hall and associated lifts and escalators will beconstructed on the slab over the District line.

Aerial view of Whitechapel station looking northwest

Duration of the Works

4.3.7 The duration of the construction and hours of working are the same as those describedin the main ES.

Construction Plant

4.3.8 The construction plant to be used on the worksites is the same as described in themain ES.



Worksites

4.3.9 The District Line Link worksite is located on Durward Street and includes an areacurrently used as a bus stand and turning area. The worksite shown on Map C8(iii) ofthe AP ES mapping volume (APa), has been extended westwards along Durward Streetto include Fulbourne Street and the District line track bed.

4.3.10 It is also proposed to extend the worksite to the east of the original worksite boundaryshown in the main ES. The extension is required as a result of further constructionplanning and the additional works identified to enable the District line interchange withthe East London line.

4.3.11 The eastern extension of the worksite will include a small area of the car park atKempton Court. This area will be used for the replacement of the two outer District linerail bridges with footbridges to provide access to the East London line (as well asinterchange with the District line) and also for the replacement of the short length ofretaining wall on the north side of the District line, east of the East London line platforms.

4.3.12 Areas that will be used for storage and laydown during construction are identified inMap C8(iii) of the AP ES mapping volume (APa).


Overview

4.4.1 The proposed temporary works do not change the assessment or proposed mitigationas set out in the main ES with respect to archaeology, lighting, water resources, airquality, contaminated land, community or socio-economics. The temporary significantimpacts of the revised scheme are illustrated in Map C8(iv) in the AP ES mappingvolume (APa).

Impacts on Landscape Townscape and Built Heritage

Baseline

4.4.2 The works are located in a townscape of low to moderate sensitivity and moderatequality. They are located within the Whitechapel Market Conservation Area, but do notdirectly abut any listed buildings. The full baseline assessment of the sensitivity of thetownscape within the Liverpool Street Route Window is described in the main ESVolume 2, Chapter 8.

Direct Impact on Listed Buildings

4.4.3 There will be no additional direct impacts on listed buildings.

Mitigation and Temporary Townscape Impacts

4.4.4 The revised worksites for the western ticket hall will occupy a larger area of the localtownscape but will not result in any additional impacts on the townscape or anyincrease in the level of impacts on the townscape character of the local area or on thecharacter and appearance of the Whitechapel Market Conservation Area as alreadyreported in the main ES.



4.4.5 Stage 1 and stage 2 (option 1) utility works are of short duration and will not result inany impacts on the townscape or conservation areas. There will be a minor increase in the overall duration of the impact in this area (up to approximately three months). The stage 2 (option 2) utility works at Durward Road will result in an increased durationof impact (of up to six months). This will not result in any change to the level ofsignificance of impacts on the local townscape resources or conservation areasidentified in the main ES.

Mitigation and Permanent Townscape Impacts

4.4.6 The revised scheme for the western ticket hall will not result in significant changes tothe local townscape character and to the character and appearance of the WhitechapelConservation Area. The new pedestrian plaza between Fulbourne Street and the stationentrance, with its streetscape enhancement measures, is predicted to result in minorpositive impacts on the local townscape character and on the WhitechapelConservation Area although these will not be significant.

4.4.7 The LU accommodation at Whitechapel station, which requires demolition for theconstruction of the western ticket hall, falls within the Whitechapel Market ConservationArea. The character of the conservation area derives mainly from the 19th Centurycommercial frontages at Whitechapel Road, plus neighbouring terraced housing. Thisrailway infrastructure at Whitechapel station is of neither architectural nor historicimportance, and its contribution to the Conservation Area is negative. The impact ofdemolition will not be significant.

4.4.8 In summary, the revised scheme for the western ticket hall will not generate anypermanent impacts additional to those already reported in the main ES.

Impacts on Visual Amenity

Baseline

4.4.9 Visibility of the worksites is restricted by the buildings that tend to line the frontages ofthe streets where the works would take place. A mixture of high, moderate and lowsensitivity visual receptors is located in or around these streets.


4.4.10 The temporary works in the revised District line Link worksite and Kempton Courtworksite will result in significant adverse visual impacts for residents in 13–16 KemptonCourt. These impacts will be generated by the removal of semi-mature trees,ornamental shrubs and visually unobtrusive car parking from the central courtyard andtheir temporary replacement by an area of construction materials and machinery in thecourtyard. There will be no change to the significance of impacts on the other visualamenity receptors as reported in the main ES.



4.4.11 Stage 1 and stage 2 (option 1) utility works are of short duration and will not result inany impacts on visual amenity receptors. There will be a minor increase in the overallduration of the impact in this area (up to approximately three months). Visual amenityreceptors in the vicinity of stage 2 (option 2) works will experience increases in durationand extent of impact (of up to six months). These works will also result in additionalsignificant temporary adverse visual impacts on residents and workers in buildings at57–71 (western half) Durward Street (odd) and 73 and 75 Durward Street. However, the works will not result in any increase in the level of significance of impacts on anyother visual amenity receptors identified in the main ES.

Mitigation and Permanent Residual Impacts

4.4.12 The revised scheme for the western ticket hall will not result in any significant adversevisual impacts not already reported in the main ES. The new pedestrian plaza betweenFulbourne Street and the station entrance, with its streetscape enhancement measures,will have minor positive impacts on visual amenity for local residents, workers andpedestrians although these will not be significant.

Impacts on Ecology

Baseline

4.4.13 The vegetation at Kempton Court worksite comprises ornamental shrub planting, and the area is considered to be unsuitable for protected animal species.

Mitigation and Residual Impacts

4.4.14 No significant ecological impacts will occur as a result of works associated with therevised scheme.

Impacts on Traffic and Transport — Utility Works

Baseline

4.4.15 The traffic and transport impacts resulting from the main utilities diversions wereassessed in SES2. The revised scheme for the western ticket hall will require furtherutilities diversion in a number of streets. These diversions are additional to the onesassessed in SES2, which will still be required if the new design is adopted. Theadditional streets affected are described below. Parking bays, where provided, arenoted below. Bus routes are shown in Map C8(v) in the AP ES mapping volume (APa).

• Whitechapel Road (Vallance Road to Court Street). This dual carriageway is part ofthe TLRN and is a Red Route carrying a high volume of traffic, especially during peakhours. The north side pavement is wide with a street market and busy withpedestrians. Loading bays along this section are well used.

• Vallance Road (Whitechapel Road to Durward Street). This is a two-way, localdistributor road often congested with traffic, with narrow footways on both sides.

• Durward Street (Vallance Road to Court Street). This section of Durward Street istwo-way, narrow to the west but wide to the east. It provides access to theWhitechapel Sport Centre and to the bus stand for buses on route 106, both locatedto the east of Court Street. There are approximately 15 residents and 2 businesspermit bays.



• Court Street. The northern section of this street is a pedestrian footbridge over theDistrict line whilst the southern section provides access for vehicles servicingproperties in Court Street and Whitechapel Road. This street is well used bypedestrians travelling between Whitechapel Road and Durward Street.

• Fulbourne Street. This street is two-way, but southbound traffic over the bridgeacross the District line is restricted to buses only. There are three business permitbays to the southern section of Fulbourne Street. This street is also well used as apedestrian link between Whitechapel Road and Durward Street.


4.4.16 Stage 1: This stage of the works will divert utilities in a number of streets. Theassessment of each link (ie each street, but with important junctions omitted) isaddressed below. The assessments for these junctions, which are likely to present moresignificant problems, follow at the end.

4.4.17 Links:

• Whitechapel Road. It is expected that utilities diversions can be accommodatedalong the northern pavement. Secure barriers will be erected either side of the trenchto protect pedestrians. Access to properties and the street market will be maintained.It is likely that some elements of the work will be undertaken at times when the streetmarket is not operating. No significant impacts are expected.

• Vallance Road. As the utility diversion involves electricity only it is likely that one lanecan be maintained in each direction. Access to properties will be maintained althoughthe east side footway will be reduced in width, but not significantly. It is likely thatsignificant impacts can be avoided.

• Durward Street. Work will be undertaken in sections:

4.4.18 The part nearest to the junction with Vallance Road is narrow, so while work isundertaken in this section it will be closed to traffic. Access to the remaining section ofDurward Street will be via Castlemaine Street, except for buses.

4.4.19 When work is undertaken to the wider section further east it is likely that through trafficcan be maintained by applying single alternate lane working past a trench, but thejunction with Fulbourne Street will be closed. Castlemaine Street will be made one-waynorthbound for a short section north of Durward Street.

4.4.20 During the closure of Durward Street and the Fulbourne Street junction it will benecessary to suspend the bus stand for route 106. This temporary loss will not be asignificant impact but with the construction of the new ticket hall it will become apermanent loss which is discussed below.

4.4.21 The closure of the junction with Fulbourne Street will prevent northbound through traffic,which will not result in a significant impact as very few vehicles use this as a throughroute. The works will necessitate the suspension of some 15 residents and 2 businesspermit bays. The loss of 2 business bays will not a significant impact and localrelocation of the residents bays, if necessary, will be sought in consultation with thelocal authority. While this work is undertaken it will not be possible to undertake otherworks in Durward Street. Pedestrian access will be maintained in all streets at all timesand access will be maintained to the garage on the south side of Durward Street.



• Fulbourne Street. Work in this street will be undertaken concurrently with works in Durward Street while the lay-over space for buses on route 106 is suspended. By excavating in sections business permit bays can be maintained (relocated withinthe street as necessary). No significant impacts are expected and pedestrian access will be maintained at all times.

• Court Street. Pedestrian access will be maintained while work is undertaken in thisstreet. As work in this street only involves an electric utility it is likely that access for servicing will be maintained

4.4.22 Junctions:

• Whitechapel Road/Vallance Road. It is expected that work can be strictly confined to northeastern corner of the junction. This will not cause any significant impacts to traffic or pedestrians.

• Vallance Road/Durward Street. The mouth of Durward Street is narrow so it would be appropriate to combine work at this junction with work in the far western section of Durward Street when closure of that section is required. Through traffic in Vallance Road and pedestrian access to both streets will be maintained. This arrangement will not lead to any additional significant impacts.

4.4.23 Stage 2: This stage has two options. Option 1 is to protect an existing sewer whileoption 2 is to divert it. Both options affect the junction of Durward Street, FulbourneStreet and Castlemaine Street and are assessed below. In both stages pedestrianaccess will be maintained. While this work is undertaken no work will take place in the narrow section of Durward Street, including its junction with Vallance Road, to maintain access.

4.4.24 Option 1: Provided both existing and new manholes, as well as any requiredexcavation are located to the south side of Durward Street, it is likely that one lane can be maintained with single alternate lane working past the works to allow throughtraffic. It would be appropriate to apply the same mitigating measures as stage 1,including one-way working in a short section of Castlemaine Street north of Durward Street, when the wider section of the latter named street is affected. The same impacts identified there will also apply.

4.4.25 If a running lane cannot be maintained in Durward Street, then the junction will beclosed, preventing access to the bus standing area and all parking bays, in addition tothose listed in stage 1, between Fulbourne Street and Winthrop Street. Any further lossof parking on top of that already identified in the main ES will accumulate to a significantimpact. The remaining western section of Durward Street will be open for access.



4.4.26 Option 2: This option requires large shafts, which will have a greater impact on DurwardStreet. The method of working and mitigating measures described for option 1 wouldbe required and, in addition it is likely that it would to be necessary to temporarily closethe junctions of Fulbourne Street and Castlemaine Street. If a running lane cannot bemaintained this option would not be adopted due to the significant impact on parkingthat would arise.

4.4.27 Conclusions: During stage 1, work in Durward Street will be undertaken in sections.While work affects the wider section to the east, single alternate lane working will berequired and a short section of Castlemaine Street north of Durward Street will becomeone-way northbound. If necessary, local relocation of suspended parking bays will besought in consultation with the local authority. Buses on route 106 will relocate toalternative bus standing facilities as described in the main ES.

4.4.28 During stage 2, Castlemaine Street (option 2 only) and Fulbourne Street (both options)will be closed at their junctions with Durward Street. If a running lane cannot bemaintained, option 1 will be adopted to mitigate the significant impact from loss ofparking that would otherwise arise.

4.4.29 For all stages, while work is undertaken in Durward Street, it will be necessary to ensurethat no other works described in the SES2 take place in this street.

Impacts on Traffic and Transport – Amendment of Provisions

Baseline

4.4.30 Fulbourne Street is a two-way road open for general traffic although only buses maycross the bridge over the District line to travel south. General traffic flows are very low(16 vehicles observed two-way in the morning peak hour in September 2005). It isprimarily used by vehicles servicing properties in Fulbourne Street and WhitechapelRoad and out of service buses leaving the bus stand in Durward Street. Out of servicebuses access the bus stand via Vallance Road.

4.4.31 Court Street is a pedestrian link between Whitechapel Road and Durward Street. Both Court Street and Fulbourne Street carry high numbers of pedestrians (between 200–250 per hour) in the morning and evening peaks.

4.4.32 For additional information on baseline, refer to the main ES Volume 8b.


4.4.33 The District line link worksite encompasses an area currently used for on-street parkingand a bus stand. The impacts of the loss of the bus stand, is reported in the main ESVolumes 2 and 8b. The enlarged worksite incorporates part of Fulbourne Street (to thewest) and part of the Kempton Court car park (to the east). This will involve the loss ofadditional permit parking on Durward Street and Fulbourne Street and result in asignificant impact due to the cumulative loss of on-street parking for residential andbusiness permit holders in the locality.



4.4.34 Eight private off-street car parking spaces will be lost whilst the Kempton Court part of the worksite is active. This will be for two periods totalling five and a half monthswhich will constitute a significant adverse impact since the car park is fully utilised.

4.4.35 During construction when Fulbourne Street is closed to through traffic, northboundthrough traffic will use Vallance Road. This will not result in significant impacts as asurvey in September 2005 found that very few vehicles use Fulbourne Street as athrough route.

4.4.36 Either Fulbourne Street or Court Street will remain open for pedestrians throughout the construction works except for a period of approximately 12 months when bothstreets will be closed. During that period, pedestrians will be diverted to Vallance Road,which will add approximately 150 m (from Fulbourne Street) to 220 m (from CourtStreet) to the journey and no significant impacts are anticipated. These diversions willbe appropriately signposted and it is assumed that the footway on Vallance Roadbetween Whitechapel Road and Durward Street will be widened as part of animprovement scheme planned by LB Tower Hamlets and TfL.

4.4.37 Passengers using the station during the works will be affected by up to 10 weekendpossessions which will cause an impact on passengers. Early information andreplacement bus services will be provided and the impact will not be significant. Apart from these possessions, access to London Underground platforms and theDistrict and East London line services will remain available, although there will be someinterference with the access routes between the existing (or new Crossrail) ticket halland LU platforms.

4.4.38 The overall construction period associated with the revised District line link worksite andthe Durward Street worksite remains as reported in the main ES. The peak constructionperiod for the District line link and Durward Street worksites with the revised proposalswill last for approximately four and a half months with 60 lorry movements on the one-way route, compared to 40 lorry movements for nine months for the original scheme(reported in paragraph 8.10.37 of the main ES as two months).

4.4.39 The lorry routes will be as assessed in the main ES and no new impacts are anticipated.

Mitigation and Permanent Residual Impacts

4.4.40 The journey time savings and predicted passenger numbers reported in the main ESremain unchanged. Station capacity modelling (PEDROUTE) demonstrates that therevised scheme will accommodate the predicted demand. The revised scheme, ascompared to the original scheme, provides improved step-free access from the streetto the ticket hall and passenger circulation on the District line platforms.

4.4.41 The main ES (paragraphs 9.82, 9.83 and Table 9.4 of Volume 8b) reported a significant increase in passengers entering and leaving the station and noted that thereare measures that can be carried out for the benefit of road users and pedestrians thatwill mitigate the impacts of additional passengers in the immediate vicinity of the station. It stated that an appropriate package of mitigation measures will be developed in duecourse to address the impacts which will require further consents to be obtained.



4.4.42 The pedestrianisation of Fulbourne Street provides a new public space of a high qualityin the immediate vicinity of the station entrance and will be a key element in thepackage of mitigation measures referred to above. This pedestrianisation and othertraffic measures may require further consents to be obtained before they can beimplemented. In line with the approach set out in Volume 8a of the main ES, theassessment has assumed that such measures are in place.

4.4.43 The pedestrianisation of Fulbourne Street will result in the loss of three business permitparking spaces located on the southern section near Whitechapel Road. There ispotential to relocate these spaces on Durward Street but the revised layout of thissection of Durward Street should take into account the opportunity to provide improvedfacilities for station users, such as an accessible pick up and drop off facility suitable forpersons with restricted mobility adjacent to the new station entrance. The final layoutand use of this section of Durward Street will be discussed further with the LB TowerHamlets. If the business permit parking spaces are not replaced, their loss is notexpected to have a significant impact.

4.4.44 Fulbourne Street will be closed to vehicular traffic and cyclists. This will not generallyresult in any increase in travel distances and the diversion of trips will have no significantimpact on traffic levels on surrounding roads.

4.4.45 The closure of Court Street will require the diversion of pedestrians to Fulbourne Street,a maximum diversion of some 60 m, and no significant impacts are anticipated. If theexisting ticket hall is closed, it will result in the the diversion of pedestrian access to thestation. However, the maximum diversion is less than 250 m and is not expected toresult in a significant impact.

4.4.46 The new western ticket hall will extend into Durward Street. There will be insufficientremaining width to turn buses on route 106 so the bus stand will be lost. This facility isalso used by other local routes for service control purposes and its loss will result in asignificant impact. Discussions with London Buses and LB Tower Hamlets aboutalternative arrangements are ongoing.

Impacts on Noise and Vibration

Baseline

4.4.47 Baseline noise levels at Granary Road are generally low for an inner London location.Noise levels at Durward Street are generally high and dominated by road traffic. Inaddition to those baseline measurements carried out as part of the main ES, furthershort-term baseline measurement were undertaken to provide baseline noise levelsalong Whitechapel Road. Table 4.1 shows the baseline noise levels that have beenrecorded at representative noise-sensitive receptors within this route window.



Table 4.1 Baseline Noise Levels at or near Representative Noise-sensitive Receptors

1 Short term monitoring location (LAeq, 3hr)

4.4.48 Ambient noise levels are relatively high at Vallance Road Gardens (TH04) and SwanleaSchool (TH06), mostly due to noise from traffic on the local road network andWhitechapel Road. Levels adjacent to Whitechapel Road (TH38) were very high.

Utilities Works Mitigation and Temporary Residual Impacts

4.4.49 The relevant measures set out in Appendix B1 of the main ES will be employed toreduce construction noise impacts. Despite these measures, 57–79 Durward Street arepredicted to be likely to qualify for noise insulation to mitigate noise from utilities worksassociated with the Amendment. These properties have already been identified in themain ES as likely to qualify for temporary rehousing, as a result of noise impact from themain construction works. With the installation of noise insulation these properties willnot experience a significant residual noise impact from the additional utilities works.

Amendment of Provision Works Mitigation and Temporary Residual Impacts

4.4.50 The relevant measures set out in Appendix B1 of the main ES will be employed toreduce construction noise impacts. A 3.6 m high hoarding will also be provided aroundthe District line link worksite and a 5 m high hoarding will also be provided at theKempton Court worksite to shield the Kempton Court residences.

4.4.51 Despite these measures, 97 residential properties will be affected by significantdaytime construction noise impacts from the District line link and Kempton Courtworksites. Of these, 31 were predicted to be significantly affected by the originalscheme. The revised scheme is therefore predicted to significantly affect an additional 66 residential properties.

Receptor Daytime BaselineNoise LevelLAeq, 12 hour dB

Evening/WeekendBaseline Noise LevelLAeq, 4, 10 or 16 hour dB

Night-time BaselineNoise LevelLAeq, 8 hour dB

Vallance Road Gardens 65 63 60(TH04)

Granary Road (TH05) 57

Swanlea School (TH06)1 67

Blind Beggar public house, 337 78

Whitechapel Road (TH38)1



4.4.52 Of these 66 additional residential properties, 30 will be likely to qualify for noiseinsulation alone and one will be likely to qualify for both noise insulation and temporaryrehousing. The one residential property likely to qualify for both noise insulation andtemporary rehousing is identified in Table 4.2.

Table 4.2 Property likely to Qualify for both Temporary Re-housing and Noise Insulation

4.4.53 The 30 properties that are likely to qualify for noise insulation only, are shown in Table 4.3.

Table 4.3 Properties Likely to Qualify for Noise Insulation Only

Number ofDwellings

Representative PropertyAddress

Period of Day during which Noise LevelsExceed Noise Insulation Criteria

Day Evening Night

Whitechapel station and Kempton Court worksites

6 279/281 Whitechapel Road ✓

2 261/263 Whitechapel Road ✓

1 259 Whitechapel Road ✓

3 231 Whitechapel Road ✓

4 9 Fulbourne Street ✓

2 3/5 Fulbourne Street ✓

1 24 Vallance Road ✓

4 6 Durward Street ✓

7 13–16 Kempton Court ✓

Number of Representative Property Total Aggregate Dwellings Address Duration of

TRH (months)


1 6 Durward Street 2


J5836 AP ES chapter 1-6_AW2.qxd 22/12/05 3:03 pm Page 35

4.4.54 With this mitigation in place, significant residual construction noise impacts will,therefore, affect 35 additional residential properties to those identified for the District linelnk worksite in the main ES. These are shown in Table 4.4.

Table 4.4 Properties Significantly Affected by Noise from Surface Construction Activity

4.5 Summary

4.5.1 The following additional significant adverse impacts will occur temporarily during construction:

• Visual Amenity: Impacts on residents at 13–16 Kempton Court.

• Visual Amenity: Impacts on residents and workers in buildings at 57–71 Durward Street (odd) and 75 and 73 Durward Street.

• Traffic and Transport: The loss of eight private car parking spaces whilst the Kempton Court part of the worksite is active.

• Traffic and Transport: The loss of additional on-street car parking at Durward Street and Fulbourne Street resulting in a cumulative impact.

• Construction Noise: 35 additional properties will experience significant residual noiseimpacts during construction.

4.5.2 The following significant adverse impacts will be permanent following construction:

• Traffic and Transport: The loss of a bus stand at Durward Street.

Number ofDwellings

Representative Property Address Period of Day Duration of Impactin Months


6 305/307 Whitechapel Road Day 2–6

6 303 Whitechapel Road Day 6




2 231Whitechapel Road Day 2–14

2 9 Fulbourne Street Day 3–11

3 3/5 Fulbourne Street Day 1–7

1 24 Vallance Road Day 2

1 6 Durward Street Day 1

7 13–16 Kempton Court Day 6–8

1 75 Durward Street Day 7

4 57–71 Wodeham Gardens Day 1–11

3 1–4 Kempton Court Day 6

36


Chapter 5

Route Window C10: Lowell Street Shaft


5 Route Window C10: Lowell Street Shaft

5.1 Introduction

5.1.11 The main ES described the works required to construct Lowell Street Shaft. In thedeposited Bill, plot 577 (Basin Road) in the LB Tower Hamlets is within the LoD for therunning tunnels, and as such subsurface rights are conferred. However, the Bill doesnot include surface rights for temporary access required for construction. This isamended by an Amendment of Provisions. These powers for surface access hadalready been assumed as set out in Volume 8, Chapter 12, of the main ES and wereassessed as not significant, therefore no additional impacts are reported in this chapter.


5.2.1 The proposed temporary access rights do not change the assessment of proposedmitigation as set out in the main ES with respect to archaeology, landscape/townscape,built heritage, visual amenity, lighting, ecology, water resources, traffic and transport,noise and vibration, air quality, contaminated land, community and socio-economics.



Chapter 6

Route Window C11: Isle of Dogs Station


6 Route Window C11: Isle of Dogs Station

Location plan of Isle of Dogs station

6.1 Introduction

Overview

6.1.1 Two Amendments are proposed in this route window. Map C11(i) in the AP ESmapping volume (APa) provides overall context to the following Amendments andshould be referred to when reading the following descriptions of Bellmouth Passageand Plot 771, Billingsgate.

Amendment 1: Bellmouth Passage

6.1.2 The main ES described how excavated material will be transported from the Isle ofDogs station construction site via a conveyor system along Bellmouth Passage to atemporary barge loading point in West India South Dock. From this point, excavatedmaterial would be transported away from the construction site along the River Thamesby barge.

6.1.3 Since the main ES was submitted, reclamation of part of West India South Dock forfuture development has commenced. This is shown in the aerial photograph lookingnorthwest. To avoid conflict with reclamation of the dock, the southern end of theexcavated material conveyor and associated worksite is to be amended. The revisedarrangements for the conveyor and worksite extend beyond the original LoD, hence the need for this Amendment.



Aerial view of West India South Dock looking northwest

Amendment 2: Billingsgate

6.1.4 In the Bill, plot 771 at Billingsgate, as shown on Map C11(ii) in the AP ES mapping volume(APa), is within LoD for the running tunnels, and as such subsurface rights for constructionare conferred. However, the Bill needs to include powers for surface access duringconstruction and operation (emergency only). This is addressed with an Amendment. Thesepowers for surface access were assumed in Volume 8, Chapter 13 of the main ES andwere assessed as not significant, therefore no additional impacts are reported in this chapter.

6.1.5 Given the preceding information this chapter sets out the following information forBellmouth passage only:

• the original proposals;

• the revised proposals;


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



6.2 Temporary Works

Original Works

6.2.1 The original scheme for a temporary conveyor and barge loading facility is described inthe main ES. The route of the conveyor is illustrated together with the worksite on MapC11(ii) of the AP ES mapping volume (APa).

The Revised Scheme

6.2.2 The revised scheme avoids conflict with the reclamation of the dock by realigning theconveyor and worksite to the south of that in the original scheme. This is shown onMap C11(iii) of the AP ES mapping volume (APa).

6.2.3 The remainder of the works described in the main ES with respect to Route WindowC11 remain unaltered.


Overview

6.3.1 There are no additional enabling works required as a result of the revised proposals andthe main works remain unaltered from that described and assessed in the main ES.

Duration of Works

6.3.2 The duration of construction and hours of working are the same as those described inthe main ES.

Worksites

6.3.3 The Bellmouth Passage Conveyor worksite, associated with the excavated materialconveyor and barge loading facility has been amended as described above within WestIndia South Dock. This is shown on Map C11(iii) of the AP ES mapping Volume (APa).

Construction Plant

6.3.4 The construction plant used on the worksites is the same as described in the main ES.


6.4.1 The proposed changes to the scheme do not change the results of the assessment or proposed mitigation as set out in the main ES with respect to archaeology,landscape/townscape, built heritage, visual amenity, lighting, ecology, water resources,traffic and transport, noise and vibration, air quality, contaminated land, community or socio-economics.

42


Documents

J5836 AP ES chapter 1-6 AW74f85f59f39b887b696f-ab656259048fb93837ecc0ecbcf0c557.r23.cf3.rackcdn.com/assets/...J5836 AP ES chapter 1-6_AW.qxd 20/12/05 16:30 Page 2. ... This will involve