Crossrail Technical Report Assessment of Noise and Vibration Impacts Volume 5 of 8

Western Route Section

Report No. 1E0315-W1E00-00001

Crossing the Capital, Connecting the UK

Crossrail Technical Report Assessment of Noise and Vibration Impacts Volume 5 of 8 Western Route Section

Final Report

The preparation of this report by RPS has been undertaken within the terms of the Brief using all reasonable skill and care. RPS accepts no responsibility for data provided by other bodies and no legal liability arising from the use by other persons of data or opinions contained in this report.

Cross London Rail Links Limited 1, Butler Place LONDON SW1H 0PT

Tel: 020 7941 7600 Fax: 020 7941 7703 www.crossrail.co.uk Crossing the Capital, Connecting the UK

CONTENTS Page No

1. INTRODUCTION 1

2. ENVIRONMENTAL BASELINE AND ASSESSMENT OF IMPACTS – LADBROKE GROVE TO MAIDENHEAD STATION INCLUDING HEATHROW 6

Appendix A - Construction Impact Summary Tables, Route Windows W25 to W1

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1. INTRODUCTION

1.1 This report presents the specialist noise and vibration assessment for route windows W1 to W25. The report also includes baseline monitoring text for all route windows.

OVERVIEW OF CROSSRAIL WORKS IN WESTERN ROUTE SECTION

Orientation Diagram of the Western Route Section

Permanent Works

1.2 The Crossrail service will use only the existing Great Western relief lines (in normal operations). Additional new track will however, be provided at some locations. For example, a new line will be constructed over about 1 km between Langley and West Drayton, which will link existing (but upgraded) freight lines to its east and west so providing increased track capacity.

1.3 Crossrail’s major new structures or facilities include a new dive-under (rail underpass) at Acton (W4), a new flyover at Stockley in Hillingdon (W11), a freight loop from Langley to West Drayton (W14, W15,W16) and new or remodelled sidings at Maidenhead (W25), West Drayton (W13) and Old Oak Common depot (W3). Crossrail will require, at several places, changes to the permanent way, such as new track or track realignment. It will also require new or extended station platforms to accommodate Crossrail’s 200 m long trains. At nine stations, improved facilities, including new or modified ticket halls, will be provided to accommodate the increased number of passengers from Crossrail.

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1.4 Much of the Great Western Mainline (GWML) is not electrified: only the section between Paddington and the Stockley Road bridge in Hillingdon is electrified at present. The remainder of the route west of Stockley Road bridge will require the provision of new 25 kV AC overhead line equipment (OHLE), generally in the form of 6 m high gantries from which catenary wires and contact wires will be suspended. This in turn will require that some of the bridges on the route be raised or the track lowered beneath them. In some cases, bridges will be reconstructed completely. In other cases, bridge works will be more limited; for example, the raising of parapets (side walls) for public safety reasons.

Construction

1.5 Construction methods for each of the works are described in their route window; for example, with respect to construction of bridges, station buildings, stabling facilities and grade separated crossings. The construction works, where they take place on or near to the railway, may need to be undertaken during ‘possessions’, when the railway is closed to normal passenger and freight services. These possessions generally take place at night, at weekends or over public holidays. Where time periods for the works are given in this chapter, they may be subject to alteration to accommodate possession planning requirements (ie times to be negotiated with the train companies and Network Rail, when the works can be undertaken during temporary closure of the railway) and final commissioning, which may need to be completed for the corridor as a whole.

1.6 Methods for constructing OHLE and platform extensions are much the same wherever they are undertaken and so, for brevity, are described once here.

1.7 Construction of OHLE will require that ground bearing or piled foundations be installed using rail-mounted machinery or by hand. Masts (which will have a bolted base) and electrical equipment will be installed generally from the rail. Materials will be delivered by rail or road as appropriate.

1.8 Plant and equipment required for construction of OHLE will include a mini digger, piling rigs, concreting plant, diesel locomotives and wagons, a vibrating poker, generators, road/rail cranes and hand held plant.

1.9 Platform extensions, which will be undertaken at 13 stations, will involve: • break out and removal of existing surfaces and ramps;

• excavation and construction of foundations using piling where appropriate;

• construction of platforms using crosswalls and pre-cast concrete planks;

• fitting of reinforced concrete screed, copings and paving, fitting of tactile strips and levelling of the surface;

• installation of lighting and drainage; and

• adjustment of track alignments, if required.

1.10 Proprietary platform extension systems may be used which may vary the construction activities.

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1.11 Subject to possession planning requirements and excluding final commissioning, platform extensions will generally take between one and three months to complete.

1.12 Enabling works will be required prior to the main construction works. These may take up to 12 months at each site, although at locations where only minor enabling works are required the durations of these works could be much shorter.

The Route Windows

1.13 The scale of the works along the route varies, with relatively minor works taking place in some route windows and more substantial works in others. Table 1.1 summarises the main works (excluding enabling works) that will take place in the Western Section. Those route windows containing the more substantial works are highlighted with shading.

1.14 The level of detail that is reported in subsequent sections for route windows W25 to W1 is commensurate with the extent of works that is proposed in each of these route windows. TABLE 1.1 MAIN ELEMENTS OF THE SCHEME WITHIN THE WESTERN ROUTE SECTION (ROUTE WINDOWS WITH MAJOR WORKS ARE HIGHLIGHTED)

Route Window Main Project Works Local Authority

W25: Maidenhead station Stabling and reversing facility Royal Borough of Welbeck Road to York New ticket office Windsor & Maidenhead Stream New bay platform and platform extensions Extension to existing subway Overhead line equipment W24: Maidenhead railway Overhead line equipment Royal Borough of bridge Windsor & Maidenhead York Stream to Jubilee and District of South River Bridge Bucks W23: Taplow station Platform extensions District of South Bucks Jubilee River Bridge to Overhead line equipment Hitcham Road Footbridge works W22: Lent Rise Overhead line equipment District of South Bucks Hitcham Road to Clare and Borough of Slough Road W21: Burnham station Platform extensions Borough of Slough Clare Road to Henley Overhead line equipment Road W20: Dover Road and Overhead line equipment Borough of Slough Leigh Road bridges Works to Dover Road bridge Henley Road to Yarmouth Replacement of Leigh Road bridge Road W19: Stoke Poges Lane Overhead line equipment Borough of Slough bridge Works to Stoke Poges Lane road Yarmouth Road to Grays bridge and footbridge Road Works to Farnham Road bridge including track lowering

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Route Window Main Project Works Local Authority W18: Slough station Changes to the ticket hall, a new Borough of Slough Grays Road to Eastbridge footbridge and provision of lift access Platform extensions and a new bay platform Overhead line equipment Works to three road bridges Construction of a new goods loop W17: Middlegreen Road, Overhead line equipment Borough of Slough St Mary’s Road and Replacement of Middlegreen Road Trenches bridges bridge, St Mary’s Road (Church Lane) Eastbridge to Darwin Road bridge, and Trenches footbridge W16: Langley station Overhead line equipment Borough of Slough Darwin Road to Southwold Platform extension Spur Reinstatement and extension of track at Langley East Junction W15: Dog Kennel bridge Overhead line equipment District of South Bucks Southwold Spur to Bathurst 1.2 km of new track on the north side and Borough of Slough Walk of the line with associated embankment widening Demolition of Dog Kennel bridge Construction of new bridge span over road adjacent to existing Chequers bridge W14: Iver Station Overhead line equipment District of South Bucks Bathurst Walk to River Replacement of ticket office Colne Platform extension and provision of new platform face Track realignment Demolition and replacement of Thorney Lane bridge including road realignment W13: West Drayton station New stabling facility on the site of District of South Bucks and stabling former West Drayton coal depot and LB Hillingdon River Colne to Roberts Replacement of the ticket hall, and Close new overbridge and lifts Platform extensions and track realignment Overhead line equipment W12: Horton Road and Old Overhead line equipment LB Hillingdon Stockley Road bridges Replacement of existing Kingston Roberts Close to Stockley Lane bridge and Old Stockley Road Road Bridge bridge with new footbridges and cycleways W11: Stockley flyover New viaduct along the north side of LB Hillingdon Stockley Road Bridge to the railway and new transfer Alpha Estate structures at either end, with associated trackworks Overhead line equipment to the west W10: Hayes & Harlington New track on north side of rail corridor LB Hillingdon station and extension of Station Road bridge Alpha Estate to Brent Road New ticket hall, footbridge and lifts New platform and platform extensions W9: Southall West sidings None LB Hillingdon and LB Brent Road to Randolph Ealing Road

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Route Window Main Project Works Local Authority W8: Southall station New ticket hall, new overbridge and LB Ealing Randolph Road to lifts Lyndhurst Avenue Extended platforms Track works including new track W7: Hanwell station Platform extensions LB Ealing Lyndhurst Avenue to Church Road W6: West Ealing station Replacement of the ticket hall; new LB Ealing Church Road to St overbridge and lifts Leonards Road New bay platform Platform extensions W5: Ealing Broadway Replacement of the ticket hall LB Ealing station Platform extensions St Leonards Road to District & Piccadilly Line Bridge W4: Acton Main Line New rail underpass west of Acton LB Ealing station and yard Yard and remodelling of Acton Yard District & Piccadilly Line New ticket hall Bridge to Western Avenue New footbridge Platform extensions and new lifts W3: Old Oak Common Fifteen new stabling sidings LB Ealing and LB depot Carriage washing facility and crew Hammersmith & Fulham Western Avenue to Hythe accommodation Road W2: Canal Way Changes to the track layout LB Hammersmith & Hythe Road to Admiral Fulham and Royal Mews Borough of Kensington & Chelsea W1: Portobello Junction Remodelling of Paddington Royal Borough of Admiral Mews to Edenham approaches trackwork Kensington & Chelsea Way

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2. ENVIRONMENTAL BASELINE AND ASSESSMENT OF IMPACTS – LADBROKE GROVE TO MAIDENHEAD STATION

ROUTE WINDOW W25 – MAIDENHEAD STATION

Overview

2.1 Within this route window the main Crossrail works will involve: • construction of stabling and reversing facilities west of Maidenhead station;

• upgrading of Maidenhead station including a new ticket hall, lifts, a new platform for Marlow branch services and platform extensions, and an extension to the existing subway; and

• introduction of overhead line equipment.

2.2 This route window is located within the Royal Borough of Windsor & Maidenhead. Maidenhead station lies on the southeast edge of the town centre, within a wholly urban setting. Retail and office uses predominate in the town centre, which is itself adjoined by the residential area of Grenfell Park. To the south lies the mixed-use area of South Maidenhead, comprising housing, open space (Desborough Park and the Desborough school playing fields) and community facilities.

2.3 The proposed stabling site is located on an enlarged embankment that is adjoined to the north by the Boyn Valley Industrial Estate, beyond which lies the residential area of Boyn Hill. To the south lies the woodland belt of The Gullet and the residential area of Desborough.

2.4 The site’s town centre location gives rise to moderate to high background noise.

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Baseline

2.5 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00025.

2.6 Table 2.1 Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) WM01 51 Brownfield Gardens x WM02 189/191 Boyn Valley Road x WM03 Brockton Court x WM04 Berkshire Lodge x WM05 1- 6 Hampshire Lodge x 2.7 Five survey locations were selected in this route window, including one long-term (WM04), two 24 hour (WM01 and WM03) and two short-term (WM02 and WM05) surveys.

2.8 The 7 day long-term survey was undertaken at Berkshire Lodge (WM04), where the dominant noise sources were observed to be a combination of road and railway noise. The daytime baseline LAeq,12hr level was 70 dB, with LAmax,F levels ranging between 73 dB and 104 dB. The night-time LAeq, 8 hr level was 63 dB, with the night- time LAmax,F levels of up to 99 dB. Weekend daytime levels (LAeq) were found to reduce by 3 dB compared with weekday values and night-time levels reduced by 2 dB.

2.9 The two 24 hour surveys were carried out at 51 Brownfield Gardens (WM01) and Brockton Court (WM03). At both locations the dominant noise source was noted to be a combination of road and railway noise, with the additional influence of noise generated by a pallet depot, contributing to the baseline noise environment at WM03. The daytime baseline LAeq,12hr levels were 62 dB and 65 dB at locations WM01 and WM03, respectively. The daytime baseline LAmax,F levels were measured up to 100 dB at WM01 and 95 dB at WM03. At WM01, the night-time LAeq,8hr level was 50 dB, with night-time LAmax,F levels of up to 82 dB. At WM03, the night-time LAeq,8hr level was 56 dB, with the night-time LAmax,F level ranging between 60 dB and 89 dB.

2.10 The two short-term measurement locations selected in this route window were 191 Boyn Valley Road (WM02) and Hampshire Lodge (WM05). The daytime LAeq,3hr baseline levels were 63 dB and 68 dB, respectively, with LAmax,F levels of up to 86 dB and 87 dB, respectively. Road traffic noise was the dominant noise source at both of these locations.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.11 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00025.

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Noise from Surface Construction Activity

2.12 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

Construction Sites and Works including Onsite Traffic Maidenhead Station

2.13 In the vicinity of the Maidenhead Station worksite areas, no areas of residential development are predicted to be significantly affected by construction noise Maidenhead Stabling & Turnback Facilities

2.14 In the vicinity of the Maidenhead Stabling & Turnback Facilities worksite areas, no residential development is predicted to be significantly affected by construction noise. Maidenhead Yard Sewer Diversion Worksites

2.15 The north site is south of the Boyn Valley Industrial Estate and the shaft for the tunnel boring machine (TBM) drive would be constructed there. Works here, including driving the new tunnel, would take about 25 weeks. There will be 24-hour working during the driving of the tunnel but excavated material will only be removed from site during normal working hours.

2.16 The south site lies to the rear of dwellings on the north side of Ludlow Road and here a shaft would be constructed to enable the TBM to be recovered after the tunnel had been driven. Works at this site would last 26 weeks. Construction work is confined to normal hours but pumps will run continuously to dewater the excavation.

2.17 The distances from the sites within which significant impacts could occur are shown in the following table. These distances are on the basis of no on-site mitigation, since it is assumed that standard hoardings at 2.4 m high do not cut the line of sight for 4 m high receptors. Baseline noise levels obtained from monitoring and the distances to the nearest dwellings are also shown. Site: Potential Day Eve Night Nearest 1 Sewer Baseline Impact Zone Use houses (m) Diversion at Location (m) Maidenhead approx Period L dB façade Day Night Yard Aeq NW – 140 TBM WMO2 63.0 ~ ~ 51 99 m North drive WM03 65.3 63.3 55.7 S – 100 m shaft Criteria 68 55 E – 110 m TBM WMO1 61.8 59.8 49.6 South receptor WM04 69.8 67.8 63.1 S – < 10 m 228 171 shaft Criteria 67 55 Façade level above criterion for any duration assuming mitigation of 0 dB on–site Notes 1 and unobstructed view of site

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Offsite Road Traffic

2.18 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB. There are therefore no significant impacts arising from construction traffic.

Vibration from Surface Activity

2.19 The plant likely to be required to demolish the former depot, out-buildings or structures and construct the Crossrail elements in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.20 The construction information provided by Crossrail indicates that vibrating roller and a tamper are required for track works. Vibration will not be significant at this site due to the distance between the worksite and the nearest potential sensitive buildings, which are some 30 – 40m distant. Northern Platform Worksite

2.21 The construction information provided by Crossrail indicates that a contiguous piling rig, pneumatic breakers, vibrating roller and tamper are required for platform works at this worksite. Vibration levels from contiguous piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.22 Vibration levels are predicted to be in the region of 1.5 to 4 mm/s at the closest potentially sensitive buildings to the worksite, during platform works.

2.23 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.24 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.25 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite. Northern Station Car Park Worksite

2.26 The construction information provided by Crossrail indicates that pneumatic breakers and a vibrating roller are required for demolition and site preparation at this worksite.

2.27 Vibration levels are predicted to be in the region of 1 to 4 mm/s at the closest potentially sensitive buildings to the worksite, during platform works.

2.28 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.29 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

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2.30 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite. Shoppenhangers Road Worksite

2.31 The construction information provided by Crossrail indicates that a pneumatic breaker is required for minor demolition at this worksite. Vibration is unlikely to be significant at the nearest potentially sensitive receptors, assuming that the breaker is not vehicle mounted

2.32 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.33 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.34 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite. Maidenhead Sidings Worksite

2.35 The construction information provided by Crossrail indicates that vibrating roller are required at this worksite. Vibration will not be significant at this site due to the distance between the worksite and the nearest potential sensitive buildings, which are some 50m distant. Maidenhead Yard Sewer Diversion Worksites

2.36 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Southern Station Car Park Worksite

2.37 The construction information provided by Crossrail indicates that a vibrating roller is required at this worksite.

2.38 Vibration levels are predicted to be in the region of 0.5 to 1.5 mm/s at the closest potentially sensitive buildings to the worksite, during platform works.

2.39 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.40 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.41 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite.

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Vibration and Groundborne Noise from Underground Construction Activity

2.42 The new tunnel does not pass under any residential premises. The nearest residential premises to the worksite are on the north side of Ludlow Road approximately 10 m from centre of the shaft.

Tunnel Boring Machines

2.43 Groundborne noise and vibration from the passage of the tunnel boring machines may be perceptible. However, this will be a transient effect lasting only a few days and will not be significant.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Maidenhead Station

2.44 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the site. Hoardings of a minimum height of 2.4m would be provided around the site compound. This corresponds to Tier 2 mitigation.

2.45 No properties will experience significant residual construction noise impacts or be eligible for noise insulation or temporary housing. Maidenhead Stabling & Turnback Facilities

2.46 Hoardings of a minimum height of 2.4 m would be provided around the contractors compound. This corresponds to Tier 1 mitigation.

2.47 No properties will experience significant residual construction noise impacts or be eligible for noise insulation or temporary housing. Summary

2.48 In this route window, no properties are predicted to experience significant residual noise impacts or be eligible for noise insulation due to construction noise. No properties are predicted to be eligible for temporary re-housing. Maidenhead Yard Sewer Diversion Worksites

2.49 The relevant measures set out in Appendix B1 will be employed to limit construction noise impacts as far as is reasonably practicable. In addition a 2.5m to 5 m high hoarding will also be provided around the works where appropriate.

2.50 Works for the sewer diversion in Maidenhead Yard will potentially give rise to significant noise impacts at dwellings on the north side of Ludlow Road, as well as at Desborough school. In addition to the mitigation measures set out in Appendix B1, provision of a 2.5m to 5 m high hoarding where appropriate around the site during the sinking of the caisson and of an enclosure for plant, including generators will help to reduce the impact.

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2.51 However, significant noise impacts from the sinking of the caisson will affect a small part of the school and five dwellings on the south side of Ludlow Road for up to eight weeks of the 26 week construction period. Provision of noise insulation will mitigate impacts at these properties.

Offsite Road Traffic

2.52 There are no significant residual impacts.

Vibration from Surface Activity

2.53 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.54 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no significant residual impact.

Vibration from the Surface Railway

2.55 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.56 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.57 There are no significant residual impacts.

Vibration from the Surface Railway

2.58 There are no significant residual impacts.

Noise from Road Traffic

2.59 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.60 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W25 – Maidenhead Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance

Maidenhead Daytime noise impacts at 0 residential Not significant BPM to reduce noise, 3.6 m No properties are predicted to be eligible for Not significant Mainline Station properties. high hoarding on the north noise insulation. Evening/weekend noise impacts at 0 and south side of the tracks, Daytime noise impacts at 0 residential residential properties. enclosure of static plant properties. Night-time noise impacts at 0 residential associated with night time Evening/weekend noise impacts at 0 residential properties. working. 2.4m high hoarding properties. Places of worship: No noise impacts. around workers compounds. Night-time noise impacts at 0 residential Educational facilities: No noise impacts. Mitigation = Tier 2 properties. Medical facilities: No noise impacts. Places of worship: No noise impacts. Public open spaces: No noise impacts Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Maidenhead Daytime noise impacts at 0 residential Not significant BPM to reduce noise, 2.4 m No properties are predicted to be eligible for Not significant Stabling and properties. high hoarding around the noise insulation. Turnback Evening/weekend noise impacts at 0 contractors compound, Daytime noise impacts at 0 residential Facilities residential properties. enclosure of static plant properties. Night-time noise impacts at 0 residential associated with night time Evening/weekend noise impacts at 0 residential properties. working. properties. Places of worship: No noise impacts. Mitigation = Tier 1 Night-time noise impacts at 0 residential Educational facilities: No noise impacts. properties. Medical facilities: No noise impacts. Places of worship: No noise impacts. Public open spaces: No noise impacts Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Utilities Daytime noise impacts at 6 residential Not significant BPM to reduce noise, 5.0 m An estimated 6 properties are predicted to be Not significant Worksite: properties. high hoarding around the eligible for noise insulation. With this mitigation: Sewer Diversion Evening/weekend noise impacts at 0 contractors compound, Daytime noise impacts at 0 residential at Maidenhead residential properties. enclosure of static plant properties. Yard Night-time noise impacts at 0 residential associated with night time Evening/weekend noise impacts at 0 residential properties. working. properties. Places of worship: No noise impacts. Mitigation = Tier 2 Night-time noise impacts at 0 residential Educational facilities: No noise impacts. properties. Medical facilities: No noise impacts. Places of worship: No noise impacts. Public open spaces: No noise impacts Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Route Window W25 – Maidenhead Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Operation of No operational noise impacts Not Not required None Not significant railway significant Operation of No operational railway vibration impacts Not Not required None Not significant railway significant

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ROUTE WINDOW W24 – MAIDENHEAD RAILWAY BRIDGE

Overview of Route Window W24

2.62 The permanent works will comprise the introduction of overhead line equipment. This will generally employ portal frames, although masts with cantilevers will be used over Maidenhead railway bridge. Some utility diversions on the railway bridge will be required to enable installation of OHLE.

2.63 The methodology for installing OHLE is described above, in Section 1.7. Works will be undertaken using rail-mounted equipment. The majority of materials will be taken to and from the site by rail. Plant and equipment required at the worksite will include a mini digger, concreting plant, rail-mounted piling rig, diesel locomotive and wagons, a vibrating poker, generators and road/rail cranes and hand held plant.

2.64 This route window is located within the Royal Borough of Windsor & Maidenhead and the District of South Buckinghamshire. The route runs across the Thames floodplain on an embankment, with Brunel’s Grade II* listed railway bridge carrying the line across the river itself. The embankment is densely vegetated. To the west of the river, the area is mainly built-up, comprising a mix of residential and business areas. To the east of the river, the area between the railway and Bath Road is built-up, mainly with housing. The areas to the north of Bath Road and to the south of the railway are predominantly open and rural, although housing extends along River Road. Maidenhead railway bridge is located within a conservation area.

Baseline

2.65 No measurement locations were considered necessary in this route window.

Impact Assessment -Temporary Impacts

Impacts During Construction

Noise from Surface Activity

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Construction Sites and Works including Onsite Traffic

2.66 No significant impacts have been identified in this route window.

Offsite Road Traffic

2.67 There will be no off-site construction traffic in this route window.

Vibration from Surface Activity

2.68 Not applicable to this route window.

2.69 No significant impacts have been identified in this route window.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.70 There are no significant residual impacts.

Offsite Road Traffic

2.71 Not applicable to this route window.

Vibration from Surface Activity

2.72 Not applicable to this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.73 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.74 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.75 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.76 There are no significant residual impacts.

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Vibration from the Surface Railway

2.77 There are no significant residual impacts.

Noise from Road Traffic

2.78 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.79 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W24 – Maidenhead Railway Bridge – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance No significant No impacts Not Not applicable None Not significant worksites significant

Route Window W24 – Maidenhead Railway Bridge – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W23 – TAPLOW STATION

Overview of Route Window W23

2.80 Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window. At Taplow station, the safety implications of this electrification will require that the parapets of the station footbridge be modified. The methodologies for installing OHLE and for constructing platform extensions are described above, in Section 1.7.

2.81 Platforms at Taplow station will be extended westwards by about 26 m to accommodate Crossrail trains. Platform extensions and footbridge works will take about four months to complete.

2.82 The works will be undertaken from two worksites located respectively to the north of the railway, just off Approach Road, and to the south of the railway, in the western corner of the current car park. Transport of materials to and from the sites will be by road. Only about two lorries will serve each worksite on a typical day. Plant and equipment required at the worksite will include a piling rig, crawler, excavators, mobile cranes, compressors, lighting rigs and generators.

2.83 This route window is located within the District of South Buckinghamshire. The route runs across the Thames floodplain on an embankment, returning to ground level at Taplow station. The surrounding area comprises countryside and urban fringe uses. Taplow station lies on the western edge of the built-up area of Burnham. Commercial and light industrial premises lie immediately to its east. Beyond Approach Road and Institute Road to the north, is located recreational space, a few residential properties and countryside. The area to the south, beyond Bath Road, is also mainly rural, but includes some residential properties. This rural area extends westwards, forming a wedge of rural land that separates Burnham and Maidenhead.

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Baseline

2.84 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00023: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SB01 Greenways, Station Road x SB05 SGT Garage, Station Road x 2.85 One 24 hour survey was undertaken in this route window. At Greenways, Station Road (SB01), the daytime baseline LAeq,12hr level was 60 dB and the night-time LAeq,8hr level 51 dB. Maximum daytime levels reached up to 101 dB LAmax,F, with night-time LAmax,F levels of up to 76 dB. The measurement location was located in free-field conditions, at the southeast corner of the property, the dominant noise source was road traffic noise during the daytime period and probably railway noise during the night-time period. A façade correction has been applied to the measured free-field levels to obtain the façade level, as reported.

2.86 In addition, a short-term survey was carried out on a small patch of land adjacent to a SGT Garage Showroom (SB05), off Station Road, Taplow. Due to the survey position the noise environment was influenced by a number of sources, including train movements, road traffic and aircraft. The daytime LAeq,3hr baseline levels was 66 dB, with LAmax,F levels of up to 85 dB.

Impact Assessment -Temporary Impacts

2.87 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00023.

Impacts During Construction

Noise from Surface Activity

2.88 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

Construction Sites and Works including Onsite Traffic

2.89 In the vicinity of the Taplow Station worksite, with the proposed noise barriers in place, no areas of residential development are predicted to be significantly affected by construction noise.

2.90 There are no significant construction noise impacts predicted during the daytime, evening or night-time periods.

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Offsite Road Traffic

2.91 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). Apart from Approach Road and part of Station Road, at façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB. For an increase of < 1 dB there are no significant impacts arising from construction traffic. However, for Approach Road and Station Road (between Approach Road and Bath Road – A4) there is no baseline flow information available on which predictions can be based. The 2 way construction flow in Approach Road is estimated as 2 vehicles/day and the relevant section of Station Road it is estimated as 4 vehicles/day. In each case, these flows would occur over a period of 4 weeks. It is considered unlikely that these flows will cause a significant noise impact.

Vibration from Surface Activity

2.92 The plant likely to be required to demolish the existing buildings or structures and construct the Crossrail elements in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.93 The construction information provided by Crossrail indicates that a CFA piling rig, a vibrating roller, and a tamper are required. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors. Taplow Station Approach Road Worksite North

2.94 Vibration will not be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings, which are at least 50m distant. Taplow Station Footbridge Worksite South

2.95 Vibration will not be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings, which are at least 70m distant.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.96 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the working area. Compressors and generators during night- time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.97 In this route window, no properties are predicted to qualify for Noise Insulation or Temporary re-housing.

Offsite Road Traffic

2.98 There are no significant residual impacts.

Vibration from Surface Activity

2.99 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

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Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.100 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.101 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.102 When the Crossrail scheme is operational, it will cause only small increases in the

18-hour traffic flow on roads in this route window. The change in LA10,18hr corresponding to this in traffic is predicted to be < 1 dB.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.103 There are no significant residual impacts.

Vibration from the Surface Railway

2.104 There are no significant residual impacts.

Noise from Road Traffic

2.105 There are no significant residual impacts in this route window.

Impacts on Sites Granted Planning Permission

2.106 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W23 – Taplow Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Taplow Daytime noise impacts at 0 residential Not BPM to reduce noise, 3.6m No residential properties are Not significant Station properties. significant high hoarding on the north predicted to be eligible for noise Evening/weekend noise impacts at 0 and south sides of the insulation. residential properties. tracks to screen noise, No properties are predicted to be Night-time noise impacts for 0 residential enclosure of static plant eligible for temporary rehousing. properties. associated with night time Daytime noise impacts at 0 Places of worship: No noise impacts. working. 2.4m high residential properties. Educational facilities: No noise impacts. hoardings will be placed Evening/weekend noise impacts at Medical facilities: No noise impacts. around the contractors 0 residential properties. Public open spaces: No noise impacts compounds. Night-time noise impacts at 0 Mitigation = Tier 2 residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route Window W23 – Taplow Station – Permanent Impacts

Significance Assumed Mitigation Residual Impact Works Potential Impact Description Significance Operation of No operational noise impacts Not Not required None Not significant railway significant Operation of No operational railway vibration impacts Not Not required None Not significant railway significant

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ROUTE WINDOW W22 – LENT RISE

Overview of Route Window W22

2.107 Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window.

2.108 The methodology for installing OHLE is described above, in Section 9.2. Works will be undertaken using rail-mounted equipment and will take about two months to complete. Materials will be carried to and from the works by rail.

2.109 This route window is located within the District of South Buckinghamshire and the Borough of Slough. It includes the western part of Slough, which comprises mostly residential land uses alongside the railway. Residential uses lie to the north with Marsh Gate trading estate lying to the west. To the south, residential uses back onto the rail corridor. Either side of the railway to the east are belts of tree planting.

Baseline

2.110 No measurement locations were considered necessary in this route window.

Impact Assessment -Temporary Impacts

Impacts During Construction

Noise from Surface Activity

2.111 Not applicable to this route window.

Construction Sites and Works including Onsite Traffic

2.112 Not applicable to this route window.

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Offsite Road Traffic

2.113 Not applicable to this route window.

Vibration from Surface Activity

2.114 Not applicable to this route window.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.115 Not applicable to this route window.

Offsite Road Traffic

2.116 Not applicable to this route window.

Vibration from Surface Activity

2.117 Not applicable to this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.118 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.119 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.120 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.121 There are no significant residual impacts.

Vibration from the Surface Railway

2.122 There are no significant residual impacts.

Noise from Road Traffic

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2.123 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.124 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W22 – Lent Rise – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance No No construction noise impacts Not Not applicable None Not significant construction significant worksites

Route Window W22 – Lent Rise – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W21 – BURNHAM STATION

Overview of Route Window W21

2.125 Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window.

2.126 The island platform at Burnham station will be extended westwards by about 26 m to accommodate Crossrail trains. Platform extensions will take about four months to complete. Construction plant required at the worksite will include a crawler, excavators, mobile cranes, lighting rigs, compressors and generators.

2.127 The works will be undertaken from one site at the western end of Sandringham Court, adjacent to the railway, and a second northeast of the station bounded by Burnham Lane to the east and Sandringham Court to the north. Vehicle access to the worksite will be from Sandringham Court off Station Road. Between two and four lorries are expected to serve each worksite.

2.128 This route window is located within the Borough of Slough. Burnham station lies in a mainly built-up area. Residential uses predominate to the north of the railway. To the south and east, residential uses are intermixed with commercial and light industrial sites, of which Slough Trading Estate is the most prominent. The local centre of Cippenham lies to the south of Bath Road, and the historical village of Burnham to the northwest. The main open spaces comprise Haymill Valley and the Station Road recreation ground, which lie to the east and southeast of the station respectively.

2.129 Burnham station, which is locally listed, has potential for archaeological remains and its more recent history of railway use is likely to have left a legacy of contamination. A local nature reserve is located northeast of the station but at some distance from the works. Baseline noise levels are relatively high and are dominated by a combination of road, railway and aircraft traffic.

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Baseline

2.130 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00021: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SL01 101 Sandringham Court x SL02 11 Berkley Mews x SL03 82 Stanhope Road x 2.131 Three survey locations were selected in this route window to determine the existing noise climate within the vicinity of the Burham Station site.

2.132 At 101 Sandringham Court (SL01), north of the railway line, the daytime baseline LAeq,12hr level was 71 dB and the night-time LAeq,8hr level was 66 dB, with night-time LAmax,F levels of up to 99 dB. Due to the close proximity to the railway tracks, the dominant noise source was train movements, however distant road traffic noise was also a feature of the noise environment.

2.133 Short-term measurements were undertaken at SL02 and SL03, which were located to the north and south of the railway, respectively.

2.134 The location of SL02 did not have a direct line of sight to the tracks because of the screening provided by Burnham Station and other surrounding buildings. Traffic noise and railway noise were the dominant noise influences on the measured levels. The daytime baseline LAeq, 16hr was 57 dB, with the LAmax,F ranging up to 76 dB.

2.135 The monitoring location at SL03 also had a restricted angle of view of the railway lines, but the dominant noise source was the railway due to its close proximity. The daytime baseline LAeq,3hr was 72 dB, with the LAmax,F up to 97 dB.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.136 Temporary impacts from construction activities are illustrated on Drawing no 1E0315- W1E00-E01-F-00021.

Noise from Surface Activity

2.137 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

Construction Sites and Works including Onsite Traffic

2.138 In the vicinity of the Burnham Station worksite, with the proposed noise barriers in place, no areas of residential development are predicted to be significantly affected by construction noise.

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2.139 There are no significant construction noise impacts predicted during the daytime, evening or night-time periods.

Offsite Road Traffic

2.140 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.141 The plant likely to be required to construct the Crossrail elements in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Sandringham Court Worksite North (Burnham Station)

2.142 The construction information provided by Crossrail indicates that hydraulic breakers, a vibrating roller and a tamper are required for platform and track works.

2.143 Vibration levels are predicted to be in the region of 0.5 to 3 mm/s at 99 – 107 Sandringham Court, the closest potentially sensitive buildings to the worksite, during platform and track works.

2.144 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during any of the proposed works.

2.145 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.146 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite. Burnham Lane Worksite

2.147 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.148 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the working area during the works. Hoardings of a minimum height of 2.4m would be provided around the site compound. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

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2.149 No properties are predicted to qualify for noise insulation or temporary re-housing as a result of the works in this route window.

Offsite Road Traffic

2.150 There are no significant residual impacts.

Vibration from Surface Activity

2.151 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.152 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.153 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.154 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.155 There are no significant residual impacts.

Vibration from the Surface Railway

2.156 There are no significant residual impacts.

Noise from Road Traffic

2.157 There are no significant residual impacts in this route window.

Impacts on Sites Granted Planning Permission

2.158 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W21 – Burnham Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Burnham No daytime noise impacts at residential Not BPM to reduce noise, 3.6m Daytime noise impacts at 0 Not significant Station properties. significant high hoarding on the north residential properties. Evening/weekend noise impacts at 0 and south side of the tracks Evening/weekend noise impacts for residential properties. to screen noise, enclosure 0 residential properties. Night-time noise impacts for 0 residential of static plant associated Night-time noise impacts for 0 properties. with night time working. residential properties. Places of worship: No noise impacts. 2.4m high hoarding will be Places of worship: No noise Educational facilities: No noise impacts. placed around the impacts. Medical facilities: No noise impacts. contractors compounds. Educational facilities: No noise Public open spaces: No noise impacts Mitigation = Tier 2 impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route Window W21 – Burnham Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W20 – DOVER ROAD & LEIGH ROAD BRIDGES

Overview of Route Window W20

2.159 Overhead line equipment will be introduced throughout the alignment in this route window, in line with the methodology described above, in Section 1.7. In order to accommodate the OHLE, Leigh Road bridge will be replaced. The parapets of Dover Road bridge will be raised.

2.160 The works at Dover Road bridge will take a little over two months to complete and will involve the use of mobile cranes and a fork lift loader. Demolition waste and ballast will be transported to/from the site by road. Worksites will be located at the northeast, southeast and southwest corners of the bridge. Six lorries per day will serve each of the worksites throughout the construction period.

2.161 Leigh Road bridge will be replaced with a new steel single 25 m span bridge. The new bridge will accommodate a pavement and two traffic lanes, obviating the need for the existing traffic signals, which will be removed. Utilities will be diverted across a temporary utilities bridge while the main works take place. The main works will be completed in about six months. They will involve the removal of the existing arches, pier and abutments, followed by piling for the new abutments to a depth of about 20 m. The new steel structure will then be installed. Finishing works will involve casting the concrete deck, directing services back onto the bridge and resurfacing the road. Required construction plant include mobile cranes, tracked loader, vibratory roller, excavators, concrete pumps, generators, compressors and piling equipment.

2.162 Worksites will be located at the northwest, southeast and southwest corners of the bridge. Each worksite will be served by 23 lorries per day during the three-week peak construction period and typically by four at other times.

2.163 This route window is located within the Borough of Slough. Business and commercial development is located on either side of the rail corridor, including retail warehousing and offices.

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Baseline

2.164 No measurement locations were considered necessary in this route window.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.165 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00020.

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.166 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Leigh Road Bridge

2.167 There are no residential properties in the vicinity of Leigh Road Bridge that are predicted to experience significant construction noise impacts. Dover Road Bridge, Track Lowering

2.168 There are no residential properties in the vicinity of Dover Road Bridge that are predicted to experience significant construction noise impacts as a result of track lowering operations. Dover Road Bridge, Parapet Modifications

2.169 There are no residential properties in the vicinity of Dover Road Bridge that are predicted to experience significant construction noise impacts as a result of parapet modifications

Offsite Road Traffic

2.170 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At facades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.171 The plant likely to be required for the works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

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Dover Road Bridge Worksite North

2.172 Works will be parapet modification, which will not give rise to significant levels of vibration; and bridge lowering, which requires the use of a track tamper. Dover Road Bridge Worksite South East

2.173 Works will be parapet modification, which will not give rise to significant levels of vibration; and bridge lowering, which requires the use of a track tamper. Dover Road Bridge Worksite South West

2.174 Works will be parapet modification, which will not give rise to significant levels of vibration; and track lowering, which requires the use of a track tamper.

2.175 Vibration levels are predicted to be in the region of 1 mm/s at the closest potentially sensitive building to the worksite, during track tamping. Leigh Road Bridge Worksite North

2.176 The construction information provided by Crossrail indicates that a CFA piling rig, hydraulic breakers, and a vibrating roller will be required during the reconstruction of the bridge. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.177 Vibration levels are predicted to be in the region of 1 mm/s to 3 mm/s at 190-191 Bedford Avenue, which is the closest potentially sensitive building to the worksite. Leigh Road Bridge Worksite South East

2.178 The construction information provided by Crossrail indicates that a CFA piling rig, hydraulic breakers, and a vibrating roller will be required during the reconstruction of the bridge. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.179 Vibration levels are predicted to be in the region of 1 mm/s to 4 mm/s at 812-815 Ajax Avenue, Slough Trading Estate, the closest potentially sensitive buildings to the worksite. Leigh Road Bridge Worksite South West

2.180 The construction information provided by Crossrail indicates that a CFA piling rig, hydraulic breakers, and a vibrating roller will be required during the reconstruction of the bridge. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.181 Vibration levels are predicted to be in the region of 1 mm/s to 3 mm/s at 255 Ipswich Avenue, which is the closest potentially sensitive building to the worksite.

2.182 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works at all worksites in this route window.

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2.183 The construction activities required at all worksites in this route window are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.184 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to worksites in this route window.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Leigh Road Bridge

2.185 No hoardings for noise mitigation purposes are necessary for the Leigh Road Bridge construction site. Dover Road Bridge, Track Lowering

2.186 Hoardings of a minimum height of 2.4 m would be provided along the southern boundaries of the working area and 2.4 m around the site compound at Dover Road Bridge during track lowering. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation. Dover Road Bridge, Parapet Modifications

2.187 Hoardings of a minimum height of 2.4 m would be provided along the southern boundaries of the working area during parapet modifications. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation.

Offsite Road Traffic

2.188 There are no significant residual impacts.

Vibration from Surface Activity

2.189 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.190 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.191 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

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Noise from Road Traffic

2.192 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.193 There are no significant residual impacts.

Vibration from the Surface Railway

2.194 There are no significant residual impacts.

Noise from Road Traffic

2.195 There are no significant residual impacts in this route window.

Impacts on Sites Granted Planning Permission

2.196 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W20 – Dover Road & Leigh Road Bridges – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Leigh Road Daytime noise impacts at 0 residential Not BPM to reduce noise. Daytime noise impacts at 0 residential Not significant Bridge properties. significant properties. Evening/weekend noise impacts at 0 Evening/weekend noise impacts for 0 residential properties. residential properties. Night-time noise impacts for 0 residential Night-time noise impacts for 0 properties. residential properties. Places of worship: No noise impacts. Places of worship: No noise impacts. Educational facilities: No noise impacts. Educational facilities: No noise Medical facilities: No noise impacts. impacts. Public open spaces: No noise impacts Medical facilities: No noise impacts. Public open spaces: No noise impacts Dover Road Daytime noise impacts at 0 residential Not BPM to reduce noise, 2.4 m Daytime noise impacts at 0 residential Not significant Bridge, Track properties. significant high hoarding on the south properties. Lowering Evening/weekend noise impacts at 0 side of the tracks to screen Evening/weekend noise impacts for 0 residential properties. noise, enclosure of static residential properties. Night-time noise impacts for 0 residential plant associated with night Night-time noise impacts for 0 properties. time working. 2.4m residential properties. Places of worship: No noise impacts. hoarding around Places of worship: No noise impacts. Educational facilities: No noise impacts. contractors compound. Educational facilities: No noise Medical facilities: No noise impacts. Mitigation = Tier 1 impacts. Public open spaces: No noise impacts Medical facilities: No noise impacts. Public open spaces: No noise impacts Dover Road Daytime noise impacts at 0 residential Not BPM to reduce noise, 2.4 m Daytime noise impacts at 0 residential Not significant Bridge, properties. significant high hoarding on the south properties. Parapet Evening/weekend noise impacts at 0 side of the tracks to screen Evening/weekend noise impacts for 0 Modifications residential properties. noise, enclosure of static residential properties. Night-time noise impacts for 0 residential plant associated with night Night-time noise impacts for 0 properties. time working. residential properties. Places of worship: No noise impacts. Mitigation = Tier 1 Places of worship: No noise impacts. Educational facilities: No noise impacts. Educational facilities: No noise Medical facilities: No noise impacts. impacts. Public open spaces: No noise impacts Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Route Window W20 – Dover Road & Leigh Road Bridges – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W19 – STOKE POGES LANE BRIDGE

Overview of Route Window W19

2.197 New overhead line equipment will be introduced throughout the alignment in this route window. In order to accommodate the OHLE, bridge modifications will be required.

2.198 At Farnham Road bridge, the parapets will be raised and the track will be lowered slightly beneath the bridge. The parapet works will take place over a total period of about two months. The track lowering will take about five weeks to complete. Construction plant required for both the track lowering and the parapet works will include bulldozers, excavators, rail-mounted cranes, generators, lighting equipment, diesel locomotives, a tamper and rail saws. Works will be undertaken from the car park to the southwest of the bridge, and from a second worksite located to the immediate northwest of the bridge, just off Malton Avenue. Transport of materials to and from the site for the bridge work will be by road. Materials excavated or used in the track lowering works at Farnham Road bridge will be transported to and from the site by rail. At each worksite there will be some two lorries per day.

2.199 At Stoke Poges Lane, the road bridge will be raised to provide sufficient clearance for OHLE. The works will take place over a period of about eight months. Following the removal of the road surface and the diversion of utilities onto the existing footbridge, the road bridge will be jacked up and new bed stones/bearings will be installed before the bridge is lowered to its final position on these. These works will require the closure of the footbridge over about three months. The parapets of both the road bridge and the footbridge will then be raised, requiring road closures over about three weeks. Construction plant required at this site will include lighting rigs, mobile cranes, road paving plant and a compactor rammer. Works will be undertaken from a site on each side of the bridge: one to the northeast on an existing industrial site, and another to the southwest in Salt Hill Park. Transport of materials to and from the sites will be by road. Each worksite will be served by 10 lorries per day during the two week peak construction period and typically by four a day at the northeast worksite and two at the southeast during the remainder of the works.

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2.200 This route window is located within the Borough of Slough. The majority of the area through which the route passes is residential housing, which backs onto the rail corridor. Industrial areas are located north of the railway at the western and eastern ends of the route window. Salt Hill Park forms an extensive area of open space south of the railway.

Baseline

2.201 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No 1E0415-W1E00-E01-F-00019: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SL04 57 Lake Avenue x SL05 32/33 Salt Hill Way x SL06 Ramgarhia Sikh Temple x SL07 36 – 43 Pickford Gardens x SL08 Lansdowne Avenue x

2.202 In total five monitoring positions were selected in route window W19, these included two long-term positions and three 3 hour measurement surveys.

2.203 The three short-term surveys were undertaken at Salt Hill Way (SL05), Ramgarhia Sikh Temple (SL06) and Pickford Gardens (SL07). The daytime LAeq,3hr baseline levels were between 64 and 70 dB, with highest LAmax,F levels measured between 76 dB and 87 dB. The highest levels were measured at SL05, with the lowest measured levels at SL06.

2.204 Lake Avenue (SL04) is located to the east of Farnham Road. A scrap yard is located between the monitoring location and railway lines. Despite this, the dominant noise source was due to train movements, although, distant road traffic noise may have influenced the background LA90. In addition, overhead aircraft were frequently audible. The baseline daytime LAeq,12hr level was 64 dB, falling to 62 dB at the weekend. The daytime LAmax,F ranged between 64 and 103 dB. Night-time baseline noise levels were measured as 60 dB LAeq,8hr, with an LAmax,F of up to 101 dB.

2.205 The second 7-day survey undertaken within this route window was at Lansdowne Avenue (SL08), to the east of Stoke Poges Lane. Road noise and railway noise were the principle influences on the measured noise levels. The 5 day average daytime LAeq,12hr and the 7 day average daytime LAeq,12hr were 63 and 63 dB, with levels falling by 1 to 2 dB during the weekend period. The night-time baseline LAeq,8hr was 56 dB, with a weekend night-time LAeq, 8hr of 54 dB. The day and night-time LAmax,F levels reached up to 95 and 88 dB, respectively.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.206 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00019.

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Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.207 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Farnham Road Bridge – Track Lowering

2.208 There are no residential properties in the vicinity of Farnham Road Bridge that are predicted to experience significant construction noise impacts as a result of track lowering operations. Farnham Road Bridge – Parapet Modifications

2.209 There are no residential properties in the vicinity of Farnham Road Bridge that are predicted to experience significant construction noise impacts as a result ofparapet modifications. Stoke Poges Lane Bridge

2.210 There are no residential properties in the vicinity of Stoke Poges Lane Bridge that are predicted to experience significant construction noise impacts as a result of construction activity.

Offsite Road Traffic

2.211 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.212 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Farnham Road Bridge Worksite North

2.213 Works will be parapet modification, which will not give rise to significant levels of vibration; and bridge lowering, which requires the use of a tamper. Farnham Road Bridge Worksite South

2.214 Works will be parapet modification, which will not give rise to significant levels of vibration; and bridge lowering, which requires the use of a tamper.

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Stoke Poges Lane Bridge Worksite North

2.215 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Stoke Poges Lane Bridge Worksite South

2.216 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.217 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works at all worksites in this route window.

2.218 The construction activities required at all worksites in this route window are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.219 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to worksites in this route window.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.220 Hoardings of a minimum height of 2.4 m would be provided along the southern boundary of the working area during both the Farnham Road track lowering and parapet modifications. Hoardings of a minimum height of 2.4 m would be provided around the site compound during all works. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation.

2.221 In this route window, no properties will experience significant residual construction noise impacts or be eligible for noise insulation or temporary re-housing.

Offsite Road Traffic

2.222 There are no significant residual impacts.

Vibration from Surface Activity

2.223 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

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2.224 Operational rail remodelling in this Route Window includes relocation of the Slough Goods Loop, currently uni-directional, to the current alignment of the Up Relief line where it will become bi-directional; and movement of the Up Relief Line to a position closer to the nearest receptors to the north of the tracks than is currently case. The latter will lie over an area currently occupied by sidings, which run alongside, and parallel to, the existing Slough Goods Loop. Some track lowering at Farnham Bridge and realignment of track to the south, to the east of Stoke Poges Lane Bridge, will also occur.

2.225 The intensification of train flows along the line will result in a maximum noise change of less than 3 dB during both the day and at night. This is below the significance criterion, hence no significant impacts are predicted in this Route Window, based on the assumptions made.

2.226 A detailed study of the potential maximum noise levels arising from the operation of trains has not been undertaken, as it is considered unlikely that the LAmax,F levels associated with the proposed infrastructure and traffic pattern changes will be any higher than those already experienced at nearby receptors.

Vibration from the Surface Railway

2.227 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.228 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.229 It can be seen from the assessment that no significant noise impacts have been identified and, as such, no mitigation is considered necessary.

Vibration from the Surface Railway

2.230 There are no significant residual impacts.

Noise from Road Traffic

2.231 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.232 Planning permission relating the 18-36 Grays Road details the demolition of existing industrial buildings and offices and the construction of six 3-bedroom and nine 2- bedroom houses. Planning permission has been identified at 17 Lansdowne Avenue in Slough. The application consists of the construction of a 1/2-storey extension and change of use to a doctors training surgery, ancillary residential accommodation, conference/educational facilities. Both sites are deemed to be too distant from the worksite to result in a significant construction noise impact.

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Route Window W19 – Stoke Poges Lane Bridge – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Farnham Daytime noise impacts at 0 residential Not significant BPM to reduce noise, No residential properties are predicted to Not significant Road Bridge – properties. 2.4 m high hoarding on be eligible for noise insulation. Track Evening/weekend noise impacts at 0 the south side of the No residential properties are predicted to Lowering residential properties. tracks to screen noise, be eligible for temporary rehousing. Night-time noise impacts for 0 residential enclosure of static plant Daytime noise impacts at 0 residential properties. associated with night time properties. Places of worship: No noise impacts. working. Evening/weekend noise impacts for 0 Educational facilities: No noise impacts. Mitigation = Tier 1 residential properties. Medical facilities: No noise impacts. Night-time noise impacts for 0 residential Public open spaces: No noise impacts properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Farnham Daytime noise impacts at 0 residential Not significant BPM to reduce noise, No residential properties are predicted to Not significant Road Bridge – properties. 2.4 m high hoarding on be eligible for noise insulation. Parapet Evening/weekend noise impacts at 0 the south side of the No residential properties are predicted to Modifications residential properties. tracks to screen noise, be eligible for temporary rehousing. Night-time noise impacts for 0 residential enclosure of static plant Daytime noise impacts at 0 residential properties. associated with night time properties. Places of worship: No noise impacts. working. Evening/weekend noise impacts for 0 Educational facilities: No noise impacts. Mitigation = Tier 1 residential properties. Medical facilities: No noise impacts. Night-time noise impacts for 0 residential Public open spaces: No noise impacts properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Stoke Poges Daytime noise impacts at 0 residential Not BPM to reduce noise, 2.4 m No residential properties are Not Lane Bridge properties. significant high hoarding around the predicted to be eligible for noise significant Evening/weekend noise impacts at 0 contractors compound, insulation. residential properties. enclosure of static plant No residential properties are Night-time noise impacts for 0 residential associated with night time predicted to be eligible for properties. working. temporary rehousing. Places of worship: No noise impacts. Mitigation = Tier 1 Daytime noise impacts at 0 Educational facilities: No noise impacts. residential properties. Medical facilities: No noise impacts. Evening/weekend noise impacts for Public open spaces: No noise impacts 0 residential properties. Night-time noise impacts for 0 residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route Window W19 – Stoke Poges Lane Bridge – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Operation of No operational noise impacts Not Not required None Not railway significant significant Operation of No operational railway vibration impacts Not Not required None Not railway significant significant

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ROUTE WINDOW W18 – SLOUGH STATION

Overview of Route Window W18

2.233 Within this route window the main Crossrail works will involve: • upgrading of Slough station including a new bay platform, platform extensions and modifications to the ticket halls;

• a new footbridge at the western end of the station with lift access to all platforms;

• provision of a Slough goods loop; and

• introduction of overhead line equipment throughout, and changes to three road bridges to accommodate this.

2.234 This route window is located within the Borough of Slough. Slough Sation is located on the northern edge of the town centre. Town centre uses predominate to the south of the railway, mainly comprising offices and retailing, with residential areas to the west (beyond the branch railway) and to the east (beyond the supermarket). Business uses (offices, light industry and distribution) predominate to the area to the north of the railway, with residential areas beyond Stoke Gardens and Petersfield Avenue.

2.235 Slough station is a Grade II listed building. The route crosses watercourses but not at points where major works are proposed. The site’s town centre location gives rise to moderate to high background noise influenced by a mixture of road, traffic and aircraft traffic.

Slough Station

2.236 The ticket hall on platform two will be rearranged to accommodate the ticket gates that will be relocated from the platform. The ticket hall on platform five will be extended to allow sufficient space for additional ticket gates and retail facilities.

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2.237 A new 80 m long bay platform for a terminating service from Reading will be constructed at the western end of platform five. A 95 m extension at the eastern end of platform five will require platform six to be filled in. Other platforms will be extended westwards by between 26 m and 57 m to accommodate Crossrail trains. The Windsor Branch track will be realigned southwards and platform one will be widened. The platform canopy over platform five, which forms part of the curtilage of the listed station, will be replaced with a new modern canopy that will accommodate the overhead line equipment.

2.238 A new 40 m long passenger bridge will be constructed at the west end of the station. Lifts will be provided from this to each platform. The existing listed footbridge that spans the centre of the station will be refurbished and retained for staff and emergency access only.

Bridge Works

2.239 Works will be undertaken at the following bridges.

2.240 William Street bridge: alterations will be made to the parapets of this bridge, located at the west end of Slough station.

2.241 Wexham Road bridge: its brick arch span over the main lines will be removed and reconstructed to provide sufficient clearance for OHLE, and alterations will be made to the parapets.

2.242 Uxbridge Road bridge: the parapets of this bridge will be replaced.

Slough Goods Loop

2.243 The existing eastbound goods loop between Farnham Road and Slough station will become the new eastbound relief line. The new two-way loop with high-speed junctions at each end will be formed from the existing eastbound relief line and will be located between the westbound relief line and the new eastbound relief line.

Baseline

2.244 Three monitoring locations have been selected within this route window, the baseline noise survey locations and durations are listed in the following table and identified on Drawing Numbers 1E0415-W1E00-E01-F-00018: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SL09 Thames University x SL10 61A Grays Place x SL11 14 Richmond Crescent x SL12 101 Eastbridge, Victoria Road x

2.245 One short-term, 3 hour measurement survey was completed at Thames University (SL09). The daytime LAeq,3hr baseline level measured at this location was 61 dB, with LAmax,F levels of up to 83 dB. The dominant noise source was train noise, with distant road traffic noise influencing the LA90.

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2.246 A medium-term, 24-hour measurement survey was completed at Grays Place (SL10). The daytime LAeq,12hr baseline level measured at this location was 56 dB, falling to an LAeq,8hr of 49 dB during the night-time period. The daytime LAmax,F ranged between 63 and 83 dB, with night-time levels of up to 87 dB. With its position set back from the railway, the dominant noise source was distant road traffic and aircraft passing overhead.

2.247 A 7 day measurement survey was completed at the façade of Richmond Crescent (SL11). The daytime LAeq,12hr baseline level measured at this location was 59 dB, increasing by 1 dB during the weekend period. The night-time LAeq,8hr baseline level measured at this location was 52 dB, falling to 49 dB during the weekend, with LAmax,F levels during the night of up to 83 dB. Trains were the dominant influence on the LAeq noise levels, whilst distant road traffic noise was the principle influence on the LA90. The measurement position SL12 is located approximately 10m from the railway in the eastern section of the route window. The baseline daytime LAeq,3hr was measured as 74 dB, with the LAmax,F levels of up to 107 dB.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.248 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00018.

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.249 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. William Street Bridge – Track Lowering

2.250 There are no residential properties in the vicinity of William Street Bridge that are predicted to experience significant construction noise impacts as a result of track lowering operations. William Street Bridge – Parapet Modifications

2.251 There are no residential properties in the vicinity of William Street Bridge that are predicted to experience significant construction noise impacts as a result of the proposed parapet modifications. Slough Station

2.252 In the vicinity of the Slough Station worksite, with the proposed noise barriers in place, areas of residential development to the north of the works would be significantly affected by construction noise during the evening period. Around 89 residential properties are predicted to experience evening/weekend construction noise impacts.

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2.253 The evening/weekend construction activities which give rise to these significant impacts include: demolition of the existing platforms, construction of the new platform foundations, excavation and construction of foundations for the new footbridge and the backfilling of the wall behind Platform 5. Slough Goods Loop

2.254 There are no residential properties in the vicinity of Slough Goods Loop that are predicted to experience significant construction noise impacts as a result of track construction activities. Wexham Road Bridge

2.255 In the vicinity of the Wexham Road Bridge worksite, with the proposed noise barriers in place, areas of residential development to the south of the work are predicted to be significantly affected by construction noise particularly during the daytime period. It is predicted that up to 22 properties will experience daytime construction noise impacts.

2.256 There are no significant construction noise impacts predicted during evening and night-time periods.

2.257 The construction activities which give rise to these significant impacts include: piling to stabilise south abutment, breaking out of shear keys, demolition existing arch bridge and construction of the face pier and abutment. Uxbridge Road Bridge – Parapet Modifications

2.258 There are no residential properties in the vicinity of Uxbridge Road Bridge that are predicted to experience significant construction noise impacts as a result of the proposed parapet modifications.

Offsite Road Traffic

2.259 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1dB.

Vibration from Surface Activity

2.260 The plant likely to be required for the works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. William Street Bridge Worksite

2.261 Works will be parapet modification, which will not give rise to significant levels of vibration; and bridge lowering, which requires the use of a tamper. Brunel Way Worksite

2.262 The construction information provided by Crossrail indicates that a vibrating roller and a tamper are required during trackworks, and that breakers will be additionally required during platform works. Vibration levels are unlikely to be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings.

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Railway Terrace Worksite West

2.263 The construction information provided by Crossrail indicates that a vibrating roller and a tamper are required during trackworks, and that breakers will be additionally required during platform works. Vibration levels are unlikely to be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings. Slough Station Worksite North

2.264 The construction information provided by Crossrail indicates that a vibrating roller and a tamper are required during trackworks, and that breakers will be additionally required during platform works. Vibration levels are unlikely to be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings. Slough Station Worksite South

2.265 The construction information provided by Crossrail indicates that a vibrating roller and a tamper are required during trackworks, and that breakers will be additionally required during platform works. Vibration levels are unlikely to be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings. Wexham Road Bridge Worksite North

2.266 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Wexham Road Bridge Worksite South

2.267 The construction information provided by Crossrail indicates that a hydraulic breaker, vibrating roller, and CFA piling rig will be required for the reconstruction of the southern arch of the bridge. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.268 Vibration levels are predicted to be in the region of 1 to 4 mm/s at the works building at the northern end of Colonial Road, the closest potentially sensitive buildings to the worksite, during bridge works at Wexham Road Bridge. Uxbridge Road Bridge Worksite North

2.269 Works to Uxbridge Road Bridge are limited to parapet modifications, which will not give rise to significant levels of vibration.

2.270 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works at all worksites in this route window.

2.271 The construction activities required at all worksites in this route window are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

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2.272 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to worksites in this route window.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.273 Hoardings of a minimum height of 2.4 m would be provided along the southern boundaries of the working area and 2.4 m around the site compound during the track lowering operations. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation. William Street Bridge – Parapet Modifications

2.274 Hoardings of a minimum height of 2.4 m would be provided along the northern and southern boundaries only of the working area and 2.4 m around the site compound during parapet modifications. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation. Slough Station

2.275 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the working area. Compressors and generators during night- time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.276 No properties are predicted to qualify for noise insulation from the works. With this mitigation in place, around 89 properties will experience significant residual construction noise impacts from evening/weekend works. The works that give rise to these impacts include the demolition of the existing platforms, the construction of the new platforms, and the backfilling of the wall behind Platform 5. Slough Goods Loop

2.277 Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation. Wexham Road Bridge

2.278 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.279 No residential properties are predicted to qualify for noise insulation from daytime works. With this mitigation in place, around 22 properties are predicted to experience significant residual construction noise impacts from daytime works. The works which give rise to these impacts include: the construction of the face pier and abutment and the removal of the scaffolding access platforms.

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Uxbridge Road Bridge – Parapet Modifications

2.280 Hoardings of a minimum height of 2.4 m would be provided along the northern and southern boundaries of the working area. Compressors and generators during night- time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation.

Summary

2.281 In this route window, a total of 0 properties are predicted to qualify for noise insulation. 22 properties are predicted to experience significant residual noise impacts from daytime construction activities and 89 properties are predicted to experience significant residual noise impacts from evening/weekend construction activities.

Offsite Road Traffic

2.282 There are no significant residual impacts.

Vibration from Surface Activity

2.283 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.284 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.285 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.286 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.287 There are no significant residual impacts.

Vibration from the Surface Railway

2.288 There are no significant residual impacts.

Noise from Road Traffic

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2.289 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.290 Planning permission for the demolition of three residential dwellings and construction of a 4-storey block, comprising of 19 flats is proposed at 55 – 59 Stoke Road, Slough. As part of an other application, 9 terrace houses will be constructed on land to the rear of 22 Grays Road, Slough. Planning permission at the site of Railway Terrace and Mill Street, including 54 and 56 Grays Place, consists of a large mixed- use development, comprising, residential apartments, retail and community facilities. Of the above developments, all are distant from worksites or the operational railway and will not be subject to a noise or vibration impacts as a result of the construction or operation of Crossrail. The only exception is Railway Terrace, which will be subject to a significant residual construction noise impact as a result of works at Slough Station.

2.291 At the site of the former ‘The Dolphin’ nightclub/pub venue on Uxbridge Road, planning permission was granted for the demolition of existing buildings and construction of an 80-bedroom hotel. Contact with the local authority has confirmed that construction works are complete. Construction activities are not expected to cause any noise impact.

2.292 A 4-storey block of flats is proposed on land at Stratfield Road playground. The site is deemed to be too distant from the worksite to result in a significant noise impact from construction activities.

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Route Window W18 – Slough Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance William Street Daytime noise impacts at 0 residential Not BPM to reduce noise, 2.4 m No properties are predicted to be Not significant Bridge – Track properties. significant high hoarding on south side eligible for noise insulation. Lowering Evening/weekend noise impacts at 0 of the tracks and around No properties are predicted to be residential properties. the contractors compound, eligible for temporary re-housing. Night-time noise impacts for 0 residential enclosure of static plant Daytime noise impacts at 0 properties. associated with night time residential properties. Places of worship: No noise impacts. working. Evening/weekend noise impacts at 0 Educational facilities: No noise impacts. Mitigation = Tier 1 residential properties. Medical facilities: No noise impacts. Night-time noise impacts for 0 Public open spaces: No noise impacts residential properties. Places of worship: No noise impacts. Educational facilities: No noise impact. Medical facilities: No noise impacts. Public open spaces: No noise impacts William Street Daytime noise impacts at 0 residential Not BPM to reduce noise, 2.4 m No properties are predicted to be Not significant Bridge – properties. significant high hoarding on the north eligible for noise insulation. Parapet Evening/weekend noise impacts at 0 and south side of the tracks No properties are predicted to be Modifications residential properties. and around the contractors eligible for temporary re-housing. Night-time noise impacts for 0 residential compound, enclosure of Daytime noise impacts at 0 properties. static plant associated with residential properties. Places of worship: No noise impacts. night time working. Evening/weekend noise impacts at 0 Educational facilities: No noise impacts. Mitigation = Tier 1 residential properties. Medical facilities: No noise impacts. Night-time noise impacts for 0 Public open spaces: No noise impacts residential properties. Places of worship: No noise impacts. Educational facilities: No noise impact. Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Slough Station Daytime noise impacts at 0 residential Significant BPM to reduce noise, 3.6 m No properties are predicted to be Significant properties. high hoarding on the north eligible for noise insulation. Evening/weekend noise impacts at 89 and south side of the With this mitigation: residential properties. tracks, enclosure of static Daytime noise impacts at 0 Night-time noise impacts at 0 residential plant associated with night residential properties. properties. time working. 2.4 m high Evening/weekend noise impacts for Places of worship: No noise impacts. hoarding around 89 residential properties. Educational facilities: No noise impacts. contractors compound Night-time noise impacts at 0 Medical facilities: No noise impacts. Mitigation = Tier 2 residential properties. Public open spaces: No noise impacts Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Slough Goods Daytime noise impacts at 0 residential Not Enclosure of static plant No properties are predicted to be Not significant Loop properties. significant associated with night time eligible for noise insulation. Evening/weekend noise impacts at 0 working. Evening/weekend noise impacts at 0 residential properties. Mitigation = Tier 1 residential properties. Night-time noise impacts for 0 residential Night-time noise impacts for 0 properties. residential properties. Places of worship: No noise impacts. Places of worship: No noise impacts. Educational facilities: No noise impacts. Educational facilities: No noise Medical facilities: No noise impacts. impacts. Public open spaces: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Wexham Road Daytime noise impacts at 22 residential Significant BPM to reduce noise, 3.6 m Daytime noise impacts at 0 Not significant Bridge properties. high hoarding on the south residential properties Evening/weekend noise impacts at 0 side of the tracks, With this mitigation in place: residential properties. enclosure of static plant Daytime noise impacts at 22 Night-time noise impacts for 0 residential associated with night time residential properties. properties. working. 2.4m high Evening/weekend noise impacts for 0 Places of worship: No noise impacts. hoarding around residential properties. Educational facilities: No noise impacts. contractors compound. Night-time noise impacts at 0 Medical facilities: No noise impacts. Mitigation = Tier 2 residential properties. Public open spaces: No noise impacts Places of worship: No noise impacts. Educational facilities: No noise impacts.

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Medical facilities: No noise impacts. Public open spaces: No noise impacts Uxbridge Road Daytime noise impacts at 0 residential Not BPM to reduce noise, 2.4 m No properties are predicted to be Not significant Bridge – properties. significant high hoarding on the north eligible for noise insulation. Parapet Evening/weekend noise impacts at 0 and south side of the No properties are predicted to be Modifications residential properties. tracks, enclosure of static eligible for temporary re-housing. Night-time noise impacts for 0 residential plant associated with night Daytime noise impacts at 0 properties. time working. 2.4m high residential properties. Places of worship: No noise impacts. hoarding around Evening/weekend noise impacts at 0 Educational facilities: No noise impacts. contractors compound. residential properties. Medical facilities: No noise impacts. Mitigation = Tier 1 Night-time noise impacts for 0 Public open spaces: No noise impacts residential properties. Places of worship: No noise impacts. Educational facilities: No noise impact. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route Window W18 – Slough Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Works: Slough No significant change in operational Not Not required None Not significant Goods Loop railway noise at any noise-sensitive significant receptors – no significant noise impacts. Works: Slough No operational railway vibration impacts. Not Not required None Not significant Goods Loop significant

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ROUTE WINDOW W17 – MIDDLEGREEN RAOD, ST.MARY’S ROAD & TRENCHES BRIDGES

Overview of Route Window W17

2.293 New overhead line equipment will be provided along the Crossrail route, in line with the methodology described above, in Section 1.7. In order to accommodate the OHLE, bridge modifications will be required. The brick arches of both Middlegreen Road (Langley Down) bridge and St Mary’s Road (Church Lane) bridge will be demolished and replaced with new bridge decks. Trenches footbridge will be partially demolished and a new two-span steel superstructure erected.

2.294 Middlegreen Road bridge works will take about three and half months to complete. Utilities will first be diverted across a temporary utilities bridge. The main bridge works will involve demolition of the brick arches, installation of new pre-cast concrete arch units, in-fill and concreting over the arch units, provision of new parapets, reinstatement of track ballast, re-laying of utilities and finishing works. Works will be undertaken from a site on the northwest corner of the bridge. The worksite will be served by eight lorries per day during the five week peak construction period and typically by six per day at other times.

2.295 St Mary’s Road bridge works will take about seven months to complete. A temporary pedestrian/services bridge will be provided before the existing bridge is demolished. Construction of the new bridge will then involve provision of the piers and the south abutment, prior to the installation of bedstone units and concrete beams. Finishing works will include the provision of bridge decks and parapets. On completion, the temporary bridge will be removed. Works will be undertaken from a site on the southwest corner of the bridge. The worksite will be served by 12 lorries per day during the 12 week peak construction period and typically by eight per day at other times.

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2.296 Trenches footbridge works will take a little over six months to complete. Demolition of the existing superstructure will be undertaken, while retaining the brick abutments and pier. Bedstone units will then be cast into place before the new bridge is lifted into position and finishing works are completed. Only about two lorries per day will serve the worksite throughout the construction period.

2.297 Transport of materials to and from all of the bridge worksites will be by road.

2.298 This route window is located within the Borough of Slough. All of the bridges are located on the northern edge of the built-up area of Slough. To the north, between the railway and the Grand Union Canal, a playing field lies to the west of Middlegreen Road. The Middlegreen Trading Estate lies to the east of the road. The area north of the canal comprises countryside which has been altered by urban fringe features such as power lines, nurseries and residential properties, especially around Middle Green. The area south of the railway is wholly urban. It comprises mainly residential streets, with some community uses such as schools.

Baseline

2.299 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00025: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SL13 75 Halkingscroft x SL14 45 Springate Field x SL15 2 Maryside x SL16 16 Aldenbury Road West x

2.300 Four measurement surveys were completed in the route window along various sections of the tracks.

2.301 The daytime measured baseline LAeq,3hr level at SL14 was 58 dB, with levels reaching up to 83 dB LAmax,F. This location was dominated by railway noise. A short-term monitoring survey was undertaken at Maryside (SL15), off St Mary’s Road. The baseline daytime LAeq,12hr was measured as 63 dB, with a LAmax,F of 81 dB. This location was dominated by road traffic noise and aircraft noise.

2.302 Two long-term surveys were undertaken within this route window, these included, Halkingscroft (SL13) and Aldenbury Road West (SL16). At 75 Halkingscroft, the daytime baseline LAeq,12hr level was 60 dB and the night-time LAeq, 8hr was 53 dB, with day and night-time LAmax,F levels of up to 89 dB. The weekend LAeq levels for day and night fell by 1 dB and 3 dB, respectively. The microphone was set up facing the railway; train noise was therefore the dominant noise source influencing the measured LAeq levels.

2.303 The survey location at SL16 was installed in the rear garden of 3 Aldenbury Road West facing onto the railway line. The daytime baseline LAeq,12hr level was 70 dB and the night-time LAeq,8hr was 63 dB, with day LAmax,F levels of up to 105 dB and night-time LAmax,F levels of up to 95 dB. The weekend night-time LAeq levels fell by 3 dB, while the weekend daytime levels fell by 4 dB.

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Impact Assessment -Temporary Impacts

Impacts During Construction

2.304 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00017

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.305 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Trenches Bridge

2.306 In the vicinity of the Trenches Bridge worksite, no areas of residential development are predicted to be significantly affected by construction noise during day, evening/weekend or night-time working. St Mary’s Road Bridge

2.307 In the vicinity of the St Mary’s Road Bridge worksite, no areas of residential development are predicted to be significantly affected by construction noise during day, evening/weekend or night-time working. Middlegreen Road Bridge

2.308 In the vicinity of the Middlegreen Road Bridge worksite, with the proposed noise barriers in place, no residential development are predicted to be significantly affected by construction noise. Offsite Road Traffic

2.309 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.310 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

Middlegreen Road Bridge Worksite North

2.311 The construction information provided by Crossrail indicates that hydraulic breakers and a vibrating roller will be required during the reconstruction of bridge.

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2.312 Vibration levels are predicted to be in the region of 0.5 mm/s to 3 mm/s at Thames House, Middlegreen Trading Estate, and at 23e Cherry Avenue, the closest potentially sensitive buildings to the north and south, respectively, of the Middlegreen Road Bridge. St. Mary’s Road Bridge Worksite South

2.313 The construction information provided by Crossrail indicates that hydraulic breakers and a vibrating roller will be required during the reconstruction of bridge.

2.314 Vibration levels are predicted to be in the region of 0.5 mm/s to 2.5 mm/s at Unit K2, Deseronto Industrial Estate; and less than 1 at 1 – 5 Maryside, the closest potentially sensitive buildings to the north and south, respectively, of St Mary’s Road Bridge. Trenches Bridges Worksite North

2.315 The construction information provided by Crossrail indicates that hydraulic breakers and a vibrating roller will be required during the reconstruction of bridge.

2.316 Vibration levels are predicted to be in the region of 0.5 mm/s to 2.5 mm/s at Unit G, Deseronto Industrial Estate and at 73 – 77 Maryside, the closest potentially sensitive buildings to the north and south, respectively, of the Trenches Bridge.

2.317 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works at all worksites in this route window.

2.318 The construction activities required at all worksites in this route window are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.319 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to worksites in this route window.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Trenches Bridge

2.320 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area for Trenches Bridge. Hoardings of a minimum height of 2.4m would be provided around the site compound. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.321 No properties are predicted to be eligible for noise insulation or temporary re-housing due to construction noise. There will be no properties that are predicted to be subject to a significant residual construction noise impact.

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St Mary’s Road Bridge

2.322 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area for St Mary’s Road Bridge. Hoardings of a minimum height of 2.4m would be provided around the site compound. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.323 No properties are predicted to be eligible for noise insulation or temporary re-housing due to construction noise. There will be no properties that are predicted to be subject to a significant residual construction noise impact. Middlegreen Road Bridge

2.324 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area for Middlegreen Road Bridge. Hoardings of a minimum height of 2.4m would be provided around the site compound. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.325 No residential properties are predicted to qualify for noise insulation works due to the construction noise levels generated by site activity at Middlegreen Road Bridge during night-time possessions. There are predicted to be no significant residual construction noise impacts.

Summary

2.326 In this route window no dwellings are predicted to qualify for noise insulation. There are predicted to be no properties subject to a significant residual construction noise impact.

Offsite Road Traffic

2.327 There are no significant residual effects.

Vibration from Surface Activity

2.328 There are no significant residual effects.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.329 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.330 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

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Noise from Road Traffic

2.331 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Vibration from Surface Activity

2.332 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.333 There are no significant residual impacts.

Vibration from the Surface Railway

2.334 There are no significant residual impacts.

Noise from Road Traffic

2.335 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.336 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W17 Middlegreen Raod, St.Mary’s Road & Trenches Bridges – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Trenches Daytime noise impacts at 0 residential Not BPM to reduce noise, 3.6m No residential properties are Not significant Bridge properties. significant high hoarding on the south predicted to be eligible for noise Evening/weekend noise impacts at 0 side of the tracks to screen insulation. residential properties. noise, enclosure of static Daytime noise impacts at 0 Night-time noise impacts for 0 residential plant associated with night residential properties. properties. time working. 2.4m high Evening/weekend noise impacts at Places of worship: No noise impacts. hoarding around the 0 residential properties. Educational facilities: No noise impacts. contractors compound. Night-time noise impacts at 0 Medical facilities: No noise impacts. Mitigation = Tier 2 residential properties. Public open spaces: No noise impact Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts.

St Mary’s Daytime noise impacts at 0 residential Not BPM to reduce noise, 3.6m An estimated 0 residential Not significant Road Bridge properties. significant high hoarding on the south properties are predicted to be Evening/weekend noise impacts at 0 side of the tracks to screen eligible for noise insulation. With residential properties. noise, enclosure of static this mitigation: Night-time noise impacts at 0 residential plant associated with night Daytime noise impacts at 0 properties. time working. 2.4m high residential properties. Places of worship: No noise impacts. hoardings around the Evening/weekend noise impacts at Educational facilities: No noise impacts. contractors compound. 0 residential properties. Medical facilities: No noise impacts. Mitigation = Tier 2 Night-time noise impacts at 0 Public open spaces: No noise impacts. residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise

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impacts Middlegreen Daytime noise impacts at 0 residential Not BPM to reduce noise, 3.6m No residential properties are Not significant Road Bridge properties. significant high hoarding on the south predicted to be eligible for noise Evening/weekend noise impacts at 0 side of the tracks to screen insulation. residential properties. noise, enclosure of static Daytime noise impacts at 0 Night-time noise impacts for 0 residential plant associated with night residential properties. properties. time working. 2.4m high Evening/weekend noise impacts at Places of worship: No noise impacts. hoardings around the 0 residential properties. Educational facilities: No noise impacts. contractors compound Night-time noise impacts at 0 Medical facilities: No noise impacts. Mitigation = Tier 2 residential properties. Public open spaces: No noise impacts. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts.

Route Window W17 Middlegreen Raod, St.Mary’s Road & Trenches Bridges – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Operation of No operational noise impacts Not Not required None Not significant railway significant Operation of No operational railway vibration impacts. Not Not required None Not significant railway significant

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ROUTE WINDOW W16 – LANGLEY STATION

Overview of Route Window W16

2.337 New overhead line equipment will be provided along the Crossrail route. Relief line platforms at Langley station will be extended eastwards by about 42 m to accommodate Crossrail trains. The down main platform will be extended eastwards by 20 m to allow for its use by five-car Crossrail trains during designated maintenance periods for the relief lines. In addition, some track works will also be required to the east of Langley station, with the provision of a new junction for the Langley-West Drayton loop scheme (see Route Window W15).

2.338 A new feeder station (Slough feeder station) will be required to supply the main power to the railway. This will be located at a strategic location adjacent to high voltage power supplies, on the north side of the railway north of Darwin Road. The feeder station will comprise a unit of 23 m by 8 m.

2.339 The methodologies for installing OHLE and for constructing platform extensions are described above, in Section 1.7. Platform extensions and subsequent drainage, lighting and finishing works, as well as rail systems and track work will take about one year and one month to complete. Construction plant required at the station worksite will include a bulldozer, excavators, pneumatic drills, mobile cranes, lighting rigs, compressors and generators.

2.340 The station works will be undertaken from a worksite located within the vacant oil terminal on the north side of the station. Transport of materials to and from the sites will be by road; vehicle access will be from Langley Park Road. The worksite will be served by four lorries per day during the six week peak construction period and typically by two per day at other times.

2.341 The construction of the new junction arrangement will be undertaken during approximately 12 weekend possessions. The worksite for the track work will be located within the existing railway boundary. Materials will be moved to and from the site by rail using existing lines.

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2.342 This route window is located within the Borough of Slough. To the east of the station, the existing disused freight loop located on the north side of the line will be upgraded to passenger line standard and returned to regular use following its extension eastwards from Langley East Junction to connect with the Iver-West Drayton Goods Loop at Dog Kennel bridge (see Route Window W15).

2.343 Langley station, which is locally listed, lies within the built-up area of Langley and is adjoined on both sides by industrial or business premises. Residential areas abut the southern side of the railway corridor further to the west and east. To the east, open land creates a wedge of rural land separating Langley from Richings Park.

2.344 A wildlife heritage site is located northeast of the station, south of the Grand Union Canal. Baseline noise levels are relatively high and are dominated by trains.

Baseline

2.345 The baseline noise survey location and duration are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00016: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SL17 69 Mead Avenue x

2.346 There is only one measurement position in this route window. A short-term attended monitoring survey was undertaken on the footpath between 67 and 69 Mead Avenue, where the daytime LAeq,3 hr baseline level was 64 dB, with a LAmax,F level of up to 87 dB. The local noise climate was influenced by train movements, distant road noise and noise generated by an industrial unit nearby.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.347 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00016.

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.348 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Langley to West Drayton Upgrade Existing Up Goods Loop

2.349 There are no residential properties in the vicinity of Langley to West Drayton Upgrade Existing Up Goods Loop that are predicted to experience significant construction noise impacts as a result of track construction activities.

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Langley Station

2.350 In the vicinity of the Langley Station worksite, with the proposed noise barriers in place, no areas of residential development are predicted to be significantly affected by construction noise.

2.351 There are no significant construction noise impacts predicted during the daytime, evening or night-time periods. Offsite Road Traffic

2.352 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.353 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Langley Station Worksite North

2.354 The construction information provided by Crossrail indicates that breakers, a vibrating roller and a tamper are required for platform and track works.

2.355 Vibration levels are predicted to be in the region of 0.5 to 3 mm/s, and 0.5 to 1.5 mm/s, at the north of the Langley Business Centre, the closest buildings to the worksite, during platform and track works.

2.356 Vibration levels are not predicted to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.357 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.358 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Langley to West Drayton Upgrade Existing Up Goods Loop

2.359 Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation.

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Langley Station

2.360 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area. Hoardings of a minimum height of 2.4m would be provided around the site compound. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.361 In this route window, no properties are predicted to qualify for Noise Insulation or Temporary re-housing.

Offsite Road Traffic

2.362 There are no significant residual impacts.

Vibration from Surface Activity

2.363 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.364 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.365 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.366 When the Crossrail scheme is operational, it will cause only small increases in the 18-hour traffic flow on most roads in this route window. The change in LA10,18hr corresponding to this increase in traffic is predicted to be < 1 dB. At façades overlooking Station Approach (between Langley Park Road and the Station Car Park) the 18 hour traffic flow is predicted to cause a change in LA10,18hr of between 2 and 2.5 dB. There are therefore no significant impacts arising from increases in operational traffic as a result of the scheme.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.367 There are no significant residual impacts.

Vibration from the Surface Railway

2.368 There are no significant residual impacts.

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Noise from Road Traffic

2.369 There are no significant residual impacts.

Impacts on Sites Granted Planning Permission

2.370 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W16 – Langley Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Langley Daytime noise impacts at 0 residential Not BPM to reduce noise, 3.6m No residential properties are Not significant Station properties. significant high hoarding on the south predicted to be eligible for noise Evening/weekend noise impacts at 0 side of the tracks to screen insulation. residential properties. noise, enclosure of static No properties are predicted to be Night-time noise impacts for 0 residential plant associated with night eligible for temporary rehousing. properties. time working. 2.4m high Daytime noise impacts at 0 Places of worship: No noise impacts. hoardings will be placed residential properties. Educational facilities: No noise impacts. around the contractors Evening/weekend noise impacts at Medical facilities: No noise impacts. compounds. 0 residential properties. Public open spaces: No noise impacts Mitigation = Tier 2 Night-time noise impacts at 0 residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Langley to Daytime noise impacts at 0 residential Not Enclosure of static plant Daytime noise impacts at 0 Not significant West Drayton properties. significant associated with night time residential properties. Upgrade Evening/weekend noise impacts at 0 working. Evening/weekend noise impacts at Existing Up residential properties. Mitigation = Tier 1 0 residential properties. Goods Loop Night-time noise impacts for 0 residential Night-time noise impacts for 0 properties. residential properties. Places of worship: 0 noise impact. Places of worship: 0 noise impact. Educational facilities: 0 noise impacts. Educational facilities: 0 noise Medical facilities: 0 noise impacts. impacts. Public open spaces: 0 noise impacts Medical facilities: 0 noise impacts. Public open spaces: 0 noise impacts

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Route Window W16 – Langley Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W15 – DOG KENNEL BRIDGE

Overview of Route Window W15

2.371 A new single track relief line will be constructed on the northern side of the alignment over about 1.2 km between Chequer bridge (in Route Window W16) and Dog Kennel bridge. This will link the existing freight lines that exist to the west and east, so creating a continuous loop between Langley and West Drayton stations and providing additional capacity both for freight and passenger trains by increasing the route from four tracks to five along this section. To accommodate this additional track, the embankment between Chequer bridge and Dog Kennel bridge will be widened by approximately 7m.

2.372 At Chequer bridge, a new single track railway bridge will be built to the north of the existing structure to carry the new track over Hollow Hill Lane/Market Lane east of Langley. This work will take about one year and one month. Piled foundations and abutments will be constructed and plinths installed before the new bridge superstructure is erected.

2.373 Works at the bridge will be undertaken from a site that extends between Hollow Hill Lane and Dog Kennel bridge, located to the north of the railway. Materials for the bridge works will be taken to and from the site by road. The worksite will be served by 64 lorries per day during the 13 week peak construction period and typically by 44 per day at other times.

2.374 Construction plant required at the worksite will include a bulldozer, a lifting crane, excavators, concrete vibrators, piling rig, compressors and generators.

2.375 The works at Chequer bridge will need to be preceded by the diversion of two gas mains and an oil pipeline, which are currently located in the vicinity of the most easterly bridge support. This will require an initial 10 month period of trench digging, pipe laying and backfilling. The works will require a half road closure of Market Lane for a three week period and the use of shuttle working. Works will be undertaken from a separate worksite.

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2.376 Dog Kennel bridge will be demolished, works taking about three months to complete. Works will be undertaken from worksites located on the north and south sides of the bridge, adjacent to the railway. The materials generated from demolition of the existing brick arch will be taken away by road. Vehicle access to the worksites will be from North Park Road and from Market Lane. The worksite will be served by four lorries per day including the 10 week peak construction period.

2.377 Construction of the additional track will be undertaken during possession of the relief lines.

2.378 This route window is located within the Borough of Slough and the District of South Buckinghamshire. The rail corridor crosses an area of open countryside on a low embankment and in shallow cutting lined with patchy mature trees and scrub. To the north lies a large open arable field, the Bison Works including warehousing, outdoor storage areas and cranes, and the Mansion Caravan and Mobile Home Site adjacent to the Grand Union Canal (Slough Arm). To the south of the line, the land comprises a number of large open arable fields extending southwards to North Park Road and Richings Park Golf Course. To the west side of this route window is the built-up edge of Slough and housing fronting Market Lane.

Baseline

2.379 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00015: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SL18 1 Checkers Bridge Cottages x SB02 95 Bathurst Walk x

2.380 The daytime LAeq,12 hr baseline level measured at 1 Checkers Bridge Cottage (SL18) was 73 dB, falling to a night-time LAeq,8 hr level of 65 dB, indicating that this is a fairly noisy location dominated by railway noise.

2.381 A 24-hour measurement was undertaken at Bathurst Walk (SB02), where the measured LAeq,12 hr level was 63 dB, with a night-time of LAeq,8 hr 57 dB. The LAmax,F levels measured ranged up to 106 dB during the daytime period and 91 dB during the night-time period. The noise environment was dominated by train movements.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.382 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00015.

Noise from Surface Construction Activity

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Construction Sites and Works including Onsite Traffic

2.383 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Langley to West Drayton Upgrade Existing Up Goods Loop

2.384 There are no residential properties in the vicinity of Langley to West Drayton Upgrade Existing Up Goods Loop that are predicted to experience significant construction noise impacts as a result of track construction activities. Dog Kennel Bridge

2.385 In the vicinity of Dog Kennel Bridge, with the proposed noise barriers in place, two properties on the approach to the works north of the bridge are predicted to experience significant noise impacts during the evening/weekend period. There are no significant construction noise impacts predicted during the daytime and night-time periods.

2.386 The evening/weekend construction activities which give rise to these significant impacts include the grading of the embankment slopes and the creation of a cess walkway. Chequer Bridge

2.387 In the vicinity of Chequer Bridge works, with the proposed noise barriers in place, 7 properties in the group called Chequer Bridge Cottages are predicted to experience significant noise impacts during the evening/weekend period.

2.388 There are no significant construction noise impacts predicted during the daytime or night-time period.

2.389 The construction activities which give rise to these significant impacts include the installation of the piles for the new abutments, the casting of the pile caps and bearing superstructure, placement of new fill material and the stripping of the topsoil and cutting of benches in the embankment slopes. Diversion of Colne Valley Trunk Sewer at West Drayton

2.390 The worksite is located on both sides of the Great Western Main Line at Market Lane. Two gas mains and one oil pipeline are to be re-routed using a pipejacked tunnel under the railway. The work will take approximately 10 months and, apart from the actual pipejack operation, will be confined to normal daytime hours. The pipejack will take up to one week and will be a continuous process requiring 24-hour working.

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2.391 The distances from the sites within which significant impacts could occur are shown in the following table. These distances are on the basis of no on-site mitigation, since it is assumed that standard hoardings at 2.4 m high do not cut the line of sight for 4 m high receptors. Baseline noise levels obtained from monitoring and the distances to the nearest dwellings are also shown. Site: Use Baseline Day Eve Night Nearest Potential Diversion Location houses Impact Zone 1 of Colne (m) (m)

Valley Period LAeq dB Approx Day Night Trunk façade Sewer North Pipejacking SL18 72.7 70.7 64.9 80 69 71 location Criteria 78 76 70 South Alternative SL18 72.7 70.7 64.9 12 69 71 pipejacking Criteria 78 76 70 location Notes 1 Façade level above criterion for any duration assuming mitigation of 0 dB on– site and unobstructed view of site

Offsite Road Traffic

2.392 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.393 The plant likely to be required for works within this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Hollow Hill Lane to Dog Kennel Bridge Worksite

2.394 The construction information provided by Crossrail indicates that a CFA piling rig is required during construction of the new bridge abutments; and that a vibrating roller will be required during construction of new access ways at both sites and embankment slopes. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.395 Vibration levels are predicted to be less than 1 mm/s at Chequer Bridge Cottages, the closest potentially sensitive building to the Chequer Bridge worksite, during use of the vibratory roller. Chequers Bridge Pipeline Diversion Worksite

2.396 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Dog Kennel Bridge Worksite South

2.397 There are no potentially sensitive receptors significantly near to this worksite, and therefore no vibration impacts at this site.

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2.398 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.399 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.400 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite.. Utilities Worksite - Diversion of Colne Valley Trunk Sewer at West Drayton

2.401 The sewer will be installed by pipejack for which sheet piling will be required to provide a trench support system. Depending on whether the pipejack is undertaken normal to the railway (minimising the length of the pipejack) or approximately parallel to Market Lane, the distance to the nearest residential premises is 65 to 30 m.

2.402 If the jacking operation is carried out from the northern side of the railway, then though the vibration might be perceptible at the nearest dwellings, no significant impacts would occur there and the threshold for significant impacts for damage would not be exceeded even for listed or vulnerable buildings.

2.403 If the pipejack is carried out from the southern side of the railway, then there is the potential for exceeding the threshold for damage to listed or vulnerable buildings. The status or state of the nearest dwellings are not known. As described in Volume 1, this assessment assumes that should it prove necessary, an individual assessment of the building’s sensitivity (both its structure and content) would be undertaken to determine whether, if the vibration levels did exceed the designated limit, an impact is likely.

2.404 It is further assumed that should that survey prove necessary and an impact is predicted, mitigation measures will be optimised to reduce levels as far as reasonably practicable. Condition surveys will be undertaken at buildings deemed sensitive and vibration monitoring at these buildings will be carried out during periods when the adopted limits may be exceeded.

2.405 Though vibration might be perceptible, no significant impacts for occupants would occur at the nearest dwellings.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Langley to West Drayton Upgrade Existing Up Goods Loop

2.406 Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation.

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Dog Kennel Bridge

2.407 Hoardings 3.6 m high would be provided along the northern and southern site boundaries. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.408 No properties are predicted to qualify for noise insulation or temporary re-housing. With the implementation of these mitigation measures, 2 properties are predicted to be subject to residual construction noise impacts. Chequer Bridge

2.409 Hoardings 3.6 m high would be provided along the southern site boundaries. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.410 An estimated 7 properties are predicted to be eligible for noise insulation due to construction noise during the evening/weekend period. No properties are predicted to qualify for temporary re-housing. With the implementation of these mitigation measures, no properties are predicted to be subject to residual construction noise impacts.

Summary

2.411 In this route window a total of 7 properties are predicted to be eligible for noise insulation; none are predicted to qualify for temporary re-housing. With this mitigation in place, there are predicted to be 2 significant residual construction noise impacts. Utilities Worksite - Diversion of Colne Valley Trunk Sewer at West Drayton

2.412 The relevant measures set out in Appendix B1 will be employed to limit construction noise impacts as far as is reasonably practicable. In addition a 2.5m to 5 m high hoarding will also be provided around the works where appropriate.

2.413 If the pipejacking is carried out from either the north or from the south side of the railway, the daytime and night-time noise thresholds will be exceeded at houses up to about 65 m from the activity during the day and 70 m at night, and having a clear view of the site.

2.414 Working on the north side of the railway would not give rise to any significant impacts owing to the distance the nearest noise-sensitive buildings.

2.415 For work on the south side of the railway, the range at which daytime impacts would occur would be reduced to 20 m assuming a 10 dB reduction, and to 11 m assuming a 15 dB reduction (ie by the provision of Tier 2 mitigation including the provision of 5m high hoardings). With 15 dB mitigation, there are no significant residual impacts.

Offsite Road Traffic

2.416 There are no significant residual impacts.

Vibration from Surface Activity

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2.417 If the pipejacking is carried out to the north then there are no predicted significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.418 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.419 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.420 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.421 There are no significant residual impacts.

Vibration from the Surface Railway

2.422 There are no significant residual impacts.

Noise from Road Traffic

2.423 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.424 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route window W15: Dog Kennel Bridge – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Langley to Daytime noise impacts at 0 residential Not Enclosure of static plant Daytime noise impacts at 0 Not significant West Drayton properties. significant associated with night time residential properties. Upgrade Evening/weekend noise impacts at 0 working. Evening/weekend noise impacts at Existing Up residential properties. Mitigation = Tier 1 0 residential properties. Goods Loop Night-time noise impacts for 0 residential Night-time noise impacts for 0 properties. residential properties. Places of worship: 0 noise impact. Places of worship: 0 noise impact. Educational facilities: 0 noise impacts. Educational facilities: 0 noise Medical facilities: 0 noise impacts. impacts. Public open spaces: 0 noise impacts Medical facilities: 0 noise impacts. Public open spaces: 0 noise impacts Dog Kennel Daytime noise impacts at 0 residential Significant BPM to reduce noise, 3.6 m No residential properties are Not significant Bridge. properties. hoarding to the north and predicted to be eligible for noise Evening/weekend noise impacts at 2 south of the worksite to insulation. residential properties. screen noise, enclosure of No properties are predicted to be Night-time noise impacts for 0 residential static plant associated with eligible for temporary re-housing. properties. 24-hour working. 2.4 m With this mitigation: Places of worship: No noise impacts. high hoarding around the No daytime noise impacts at Educational facilities: No noise impacts. contractors compound. residential properties. Medical facilities: No noise impacts. Mitigation = Tier 2 Evening/weekend noise impacts at Public open spaces: No noise impacts 2 residential properties. No night-time noise impacts at residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Chequer Lane Daytime noise impacts at 0 residential Significant BPM to reduce noise, 3.6 m An estimated 7 residential Not significant Bridge properties. hoarding to the south of the properties are predicted to be Evening/weekend noise impacts at 7 worksite to screen noise, eligible for noise insulation. residential properties. enclosure of static plant An estimated 0 properties are Night-time noise impacts at 0 residential associated with 24-hour predicted to be eligible for properties. working. 2.4m high temporary re-housing. With this Places of worship: No noise impacts. hoarding around the mitigation: Educational facilities: No noise impacts. contractors compound. No daytime noise impacts at Medical facilities: No noise impacts. Mitigation = Tier 2 residential properties. Public open spaces: No noise impacts No evening/weekend noise impacts at residential properties. No night-time noise impacts at residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Utilities Daytime noise impacts at 0 residential Not BPM to reduce noise, 5.0 m Daytime noise impacts at 0 Not significant Worksite - properties. significant high hoarding around the residential properties. Diversion of Evening/weekend noise impacts at 0 contractors compound, Evening/weekend noise impacts at Colne Valley residential properties. enclosure of static plant 0 residential properties. associated with night time Trunk Sewer Night-time noise impacts for 0 residential Night-time noise impacts for 0 working. at West properties. Mitigation = Tier 2 residential properties. Drayton Places of worship: 0 noise impact. Places of worship: 0 noise impact. Educational facilities: 0 noise impacts. Educational facilities: 0 noise Medical facilities: 0 noise impacts. impacts. Public open spaces: 0 noise impacts Medical facilities: 0 noise impacts. Public open spaces: 0 noise impacts

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Route window W15: Dog Kennel Footbridge – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W14 – IVER STATION

Overview of Route Window W14

2.425 The permanent works will comprise the provision of overhead line equipment along the Crossrail route, in line with the methodology described above, in Section 1.7.

2.426 At Iver station, a new ticket office will be provided on the site of the existing facility. Platforms two, three and four at Iver station will be extended eastwards by about 30 m to accommodate Crossrail trains, in line with the methodology described above, in Section 1.7. Platform four will be converted to an island platform: its north side will be reconstructed to create the new platform five; this will serve the new relief line (see route windows W16 and W15), created at Iver station by upgrading the existing freight loop and realigning it slightly northwards. In total, works at the station, including the trackworks, will take about one year and seven months to complete. Construction plant will include rail-mounted plant for track realignment, excavators and other tracked vehicles, piling rigs, concrete pump, mobile cranes, generators and vibrating compactors.

2.427 Works at the station will be undertaken from a site off the Thorney Lane access road to the immediate north of the railway and northwest of the station. Materials will be taken to and from the sites by road, from Thorney Lane. The worksite will be served by 30 lorries per day during the five week peak construction period and typically by eight per day at other times.

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2.428 In order to accommodate the OHLE, Thorney Lane road bridge will be replaced with a new steel structure immediately to its east, constructed using piled foundations and pilecaps. The steel superstructure will be delivered by road and assembled at the worksite and craned into position. Additional steelwork will be installed and a concrete deck will then be laid. Thorney Lane South and associated roads will be realigned and modified as necessary. This work will be undertaken before the existing bridge is demolished. Vehicle access will be retained across the railway throughout the construction period, except for short-term (weekend and overnight) closures in association with the realignment of the road with the new bridge. Thorney Lane footbridge will be retained and its parapets raised. These bridge works will take approximately one year and three months to complete. They will require a variety of construction equipment including a piling rig, cranes, excavators, and a lorry- mounted concrete pump.

2.429 The bridge works will be undertaken from three main worksites: one immediately south of the railway and southeast of the existing bridge; one north of the railway and northeast of the existing bridge; and one north of the railway and northwest of the existing bridge. Materials will be taken to and from the sites by road, with vehicle access from the A4 London Road via North Park Lane, Sutton Lane and Thorney Lane South, apart from limited periods when the bridge is closed, when access to the northern worksites will be gained from the north.

2.430 Up to 40 lorries per day will access the two northern worksites for Thorney Lane bridge during the five week construction peak, and around 24 lorries per day will access each site at other times. Similar lorry numbers will occur for the southern worksite.

2.431 In order to provide sufficient electromagnetic clearances between the OHLE and the existing high voltage (HV) 132 kv cables above the railway, two 20 m high lattice masts will be installed adjacent to the south side of the rail corridor to raise the HV cables. Only minimal works will be undertaken at the existing pylons to enable re- stringing of the cables. These works will take place over about six months.

2.432 A new feeder station (Iver feeder station) will be required to supply the main power to the railway. This will be located at a strategic location adjacent to high voltage power supplies, on the north side of the railway, adjacent to the Iver water treatment works, east of the M25. The feeder station will comprise a unit of 17 m by 8 m.

2.433 This route window is located within the District of South Buckinghamshire. North of the station lies an area of open land comprising rough grassland and scrub. This is bounded to the west by a concrete works, to the east by Thorney Lane and to the north by a branch of the Grand Union Canal. To the south of the station, the railway is adjoined by the built-up area of Richings Park. This is a mainly residential area, with a range of local shops and services on Bathurst Walk.

2.434 Baseline noise levels are relatively high and are dominated by road traffic, mostly on the M25.

Baseline

2.435 Two baseline noise survey locations were selected in the route window, their exact locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00014.

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Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) SB03 19 Bathurst Walk x SB04 Bean End, Bathurst Walk x

2.436 One medium-term measurement survey was undertaken in the rear garden at 19 Bathurst Walk (SB03). The daytime baseline LAeq,12hr level was 56 dB with LAmax,F levels ranging between 65 and 84 dB. The night-time LAeq,8hr level was 58 dB, with the night-time LAmax,F level of up to 75 dB. In addition, an attended short-term survey was undertaken simultaneously with the medium-term survey. At Beam End, Bathurst Walk (SB04) the daytime LAeq,3hr level was 69 dB, with LAmax,F levels of up to 89 dB. The dominant noise source at this location was that due to road traffic.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.437 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00014.

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.438 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Langley to West Drayton Upgrade Existing Up Goods Loop

2.439 There are no residential properties, in the vicinity of West Drayton to Langley Loop, that are predicted to experience significant construction noise impacts as a result of track construction activities Iver Station

2.440 In the vicinity of the Iver Station worksite, with the proposed noise barriers in place, areas of residential property to the south of the works along Bathurst Walk are predicted to be significantly affected by construction noise during the daytime and evening/weekend periods. The are no night-time noise impacts.

2.441 The construction activities which give rise to these significant impacts include the upgrading of the up goods line, excavation and construction of foundations and walls, excavation for platform extension crosswalls, laying of the temporary track crossing, drainage and lighting, track works and platform surfacing.

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Thorney Lane Bridge

2.442 There are no residential properties in the vicinity of Thorney Lane Bridge that are predicted to experience significant construction noise impacts as a result of the proposed bridge works.

Offsite Road Traffic

2.443 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.444 The plant likely to be requiredfor works within this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Iver Station Worksite

2.445 The construction information provided by Crossrail indicates that a vibrating roller and a tamper are required for platform and track works and that breakers will be required for the demolition of the existing station building.

2.446 Vibration levels are predicted to be less than 1 mm/s at Buckfield Court, Bathurst Walk, the closest potentially sensitive building to the worksite, during platform and track works; and in the region of 0.5 to 2 mm/s at the closest buildings on Bathurst Walk to the worksite during demolition of the existing station building. Thorney Lane South Worksite

2.447 The construction information provided by Crossrail indicates that breakers will be required for the demolition of the existing bridge and that a piling rig is required for the construction of the new bridge. Vibration levels from CFA or bored piling are unlikely to be significant at the nearest potentially sensitive receptors

2.448 Vibration levels are predicted to be in the region of 0.5 to 2 mm/s at Beam End, the closest potentially sensitive building to the worksite, during demolition works. Thorney Lane North Worksite East

2.449 Vibration will not be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings. Thorney Lane North Worksite West

2.450 Vibration will not be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings.

2.451 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.452 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

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2.453 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Langley to West Drayton Upgrade Existing Up Goods Loop

2.454 Compressors and generators would be located in noise reducing enclosures during night-time periods. This corresponds to Tier 1 mitigation. With this mitigation, there are no properties subject to a residual noise impact or eligible for noise insulation or temporary re-housing. Iver Station

2.455 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area and 2.4 m around the site compound. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.456 An estimated 4 properties along Bathurst Walk are predicted to qualify for noise insulation as a result of evening working. No properties are predicted to qualify for temporary re-housing. There will be no properties that are predicted to be subject to a significant residual construction noise impact. Thorney Lane Bridge

2.457 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the working area and 2.4 m around the site compound. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

Summary

2.458 In this route window, an estimated total of 4 properties are predicted to be eligible for noise insulation due to construction noise. With the implementation of these mitigation measures no properties are predicted to be subject to a significant residual construction

Offsite Road Traffic

2.459 There are no significant residual impacts.

Vibration from Surface Activity

2.460 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

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Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.461 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.462 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.463 When the Crossrail scheme is operational, it will cause only small increases in the

18-hour traffic flow on roads in this route window. The change in L A10, 18hr corresponding to this increase in traffic is predicted to be < 1 dB. There are therefore no significant impacts arising from increases in operational traffic as a result of the scheme.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.464 There are no significant residual impacts.

Vibration from the Surface Railway

2.465 There are no significant residual impacts.

Noise from Road Traffic

2.466 There are no significant residual impacts.

Impacts on Sites Granted Planning Permission

2.467 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W14 – Iver Station– Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Langley to Daytime noise impacts at 0 residential Not significant Enclosure of static plant Daytime noise impacts at 0 residential Not significant West Drayton properties. associated with night time properties. Upgrade Evening/weekend noise impacts at 0 working. Evening/weekend noise impacts at 0 Existing Up residential properties. Mitigation = Tier 1 residential properties. Goods Loop Night-time noise impacts for 0 residential Night-time noise impacts for 0 residential properties. properties. Places of worship: 0 noise impact. Places of worship: 0 noise impact. Educational facilities: 0 noise impacts. Educational facilities: 0 noise impacts. Medical facilities: 0 noise impacts. Medical facilities: 0 noise impacts. Public open spaces: 0 noise impacts Public open spaces: 0 noise impacts Iver Station Daytime noise impacts at 4 residential Significant BPM to reduce noise, An estimated 4 residential properties are Not significant properties. 3.6m hoarding to south of predicted to be eligible for noise insulation. Evening/weekend noise impacts at 4 work boundary, 2.4 m With this mitigation: residential properties. high hoarding around site Daytime noise impacts at 0 residential Night-time noise impacts at 0 residential compounds, enclosure of properties. properties. static plant associated Evening/weekend noise impacts for 0 Places of worship: No noise impacts. with night time working. residential properties. Educational facilities: No noise impacts. Mitigation = Tier 2 Night-time noise impacts for 0 residential Medical facilities: No noise impacts. properties. Public open spaces: No noise impacts Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Thorney Lane Daytime noise impacts at 0 residential Not significant BPM to reduce noise. Daytime noise impacts at 0 residential Not significant Bridge properties. 3.6m hoarding to north properties. Evening/weekend noise impacts at 0 and south of the works. Evening/weekend noise impacts at 0 residential properties. 2.4 m high hoarding residential properties. Night-time noise impacts for 0 residential around site compounds, Night-time noise impacts for 0 residential properties. enclosure of static plant properties. Places of worship: No noise impacts. associated with night time Places of worship: No noise impacts. Educational facilities: No noise impacts. working. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Mitigation = Tier 2 Medical facilities: No noise impacts. Public open spaces: No noise impacts Public open spaces: No noise impacts

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Route Window W14 – Iver Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Operation of No operational noise impacts Not significant Not required None Not significant railway Operation of No operational railway vibration impacts Not significant Not required None Not significant railway

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ROUTE WINDOW W13 – WEST DRAYTON STATION

Overview of Route Window W13

2.468 Within this route window the main Crossrail works will involve:

• construction of a new stabling facility on the site of the former West Drayton coal concentration depot;

• redevelopment of West Drayton station; and

• introduction of overhead line equipment throughout.

2.469 This route window is located within the District of South Buckinghamshire and LB Hillingdon. West Drayton station lies within an entirely urban setting, between the built-up areas of Yiewsley to the north and West Drayton to the south. These areas form a wedge of development that extends southwards to the M4 and is bounded to the west by the Colne valley and to the east by open land along the A408 corridor. To the east of the station, the Grand Union Canal runs parallel with the railway, before turning northwards along the Colne Valley. The station adjoins the town centre of West Drayton/Yiewsley, which comprises a range of typical retail and service activities extending southwards along Station Road and northwards along High Street.

2.470 West Drayton stabling sidings is currently occupied by an aggregates distribution centre and other open storage use. It is bounded to the south by the GWML and to the north by the Colnbrook branch line.

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2.471 The station and sidings site has potential for archaeological finds and its more recent history of railway use is likely to have left a legacy of contamination. Part of the site by the Frays River is locally designated as a wildlife site and the nearby Colne Valley provides an important habitat for breeding and wintering birds. Watercourses of generally good quality are crossed by the railway at four points. The station and sidings site overlies a chalk aquifer, but this is well protected by overlying clay. The urban location of the main works gives rise to moderate to high background noise. That part of the alignment within LB Hillingdon is located in an area designated for its poor air quality.

Baseline

2.472 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00013: Medium Long-term Short-Term Location Address term (1 week) (3-hours) (24-hours) HL06 3 Fairway Close x Filed opposite 69 to 74 Merrivale HL07 x Mews HL08 21 Warwick Road x HL09 77 Warwick Road x HL10 75 Knowles Close x HL13 138 Fairway Avenue x

2.473 Three 7-day surveys were undertaken within this section, HL06, HL07 and HL09, with concurrent attended short-term surveys at HL08, HL10 and HL13.

2.474 Dominated by railwork noise, 3 Fairway Close (HL06), had a daytime LAeq,12hr baseline level of 69 dB, with a night-time LAeq,8hr level of 61 dB. A daytime LAeq,12hr baseline level of 53 dB and a night-time LAeq,8hr level of 49 dB, were measured in free-field condition, in a field opposite Merrivale Mews (HL07). This location was affected by railway noise and aircraft noise. The highest night-time LAmax,F recorded was 76 dB, probably due to diesel-hauled aggregate trains on the branch line, close by. The third long-term survey was carried out at the rear facade of 77 Warwick Road (HL09), where daytime LAeq,16hr levels were 66 dB, with night-time LAeq,8hr levels 7 dB lower. The general LAmax,F daytime levels ranged between 69 dB and 99 dB, with night-time LAmax,F levels of up to 97 dB. The dominant noise source at this location was also railway noise.

2.475 Short-term daytime measurement results of 64 dB and 61 dB LAeq,3hr were obtained at 21 Warwick Road (HL08) and 75 Knowles Close (HL10), with LAmax,F levels of up to 95 dB and 80 dB, respectively.

2.476 An additional attended short-term measurement was undertaken at 138 Fairway Avenue (HL13). The daytime LAeq,12hr baseline level was 65 dB, with LAmax,F levels reaching 93 dB. Levels at this location were dominated by railway noise, principally from the aggregate trains using the branch line.

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Impact Assessment -Temporary Impacts

Impacts During Construction

2.477 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00013.

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.478 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Langley to West Drayton Upgrade Existing Up Goods Loop

2.479 There are no residential properties in the vicinity of Langley to West Drayton Upgrade Existing Up Goods Loop that are predicted to experience significant construction noise impacts as a result of track construction activities. West Drayton Station

2.480 In the vicinity of the West Drayton Station worksite, with the proposed noise barriers in place, areas of residential development to the north, and south of the works are predicted to be significantly affected by construction noise during daytime periods.

2.481 Residential properties in Warwick Road and Knowles Close, which have a façade close to and facing the proposed works, are predicted to experience significant daytime noise impacts.

2.482 No residential properties are predicted to experience significant evening or night-time construction noise impacts.

2.483 The activities which give rise to the significant construction noise impacts include: demolition of existing retail units, demolition of a wall, installation of piles for new subway abutment and construction of pilecap and abutment walls. West Drayton Stabling

2.484 In the vicinity of the West Drayton stabling sidings, with the proposed noise barriers in place, areas of residential development to the north of the works are predicted to be significantly affected by construction noise during the day, evening and night time periods.

2.485 Residential properties on High Street and Tavistock Road, which have a façade close to and facing the proposed works are predicted to experience significant daytime noise impacts. Properties along High Street are predicted to experience significant night-time noise impacts whilst properties along Tavistock Road are predicted to experience evening construction noise impacts.

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2.486 The activities which give rise to the significant construction noise impacts include: site clearance and removal of redundant tracks, piling for the road bridge abutments, demolition of existing structures, excavation and construction of pile caps, construction of new sidings, installation of switches and crossings, service trenches and access platforms, construction of road from bridge to buildings, construction of new goods loop and river training works. Colne Valley Trunk Sewer Diversion Worksites

2.487 The north-western worksite is to the west of Merrivale Mews, which are to the west of Tavistock Road. A shaft would be constructed here from which the tunnel boring machine (TBM) would be recovered after driving the tunnels from the centre site (see below). Works at this site would last 18 weeks. Construction work is confined to normal hours but pumps will be run continuously to dewater the excavation.

2.488 The centre worksite lies about 150 m south-east of the north-western site (adjacent to Frays’ River). A shaft would be constructed here from which the TBM would drive to both the north-west and to the south-east (see below). Works at this site would last 27 weeks. There will be 24-hour working during the driving of the tunnel but excavated material will only be removed from site during normal working hours.

2.489 The south-eastern worksite is at the northern end of Weirside Gardens. A shaft would be constructed here from which the TBM would be recovered after driving the tunnels from the centre site (see below). Works at this site would last 18 weeks. Construction work is confined to normal hours but pumps will be run continuously to dewater the excavation.

2.490 The distances from the sites within which significant impacts could occur are shown in the following table. These distances are on the basis of no on-site mitigation, since it is assumed that standard hoardings at 2.4 m high do not cut the line of sight for 4 m high receptors. Baseline noise levels obtained from monitoring and the distances to the nearest dwellings are also shown. Site: Use Baseline Day Eve Night Nearest Potential Diversion Location houses Impact Zone 1 of Colne (m) (m)

Valley Period LAeq dB façade Approx Day Night Trunk Sewer NW TBM receptor HL07 + 63 60 59 14 – N 204 61 shaft Southdowns 110 – E Criteria 68 65 64 Centre TBM drive HL07 + 63 60 59 47 – NE 204 126 shaft Southdowns Criteria 68 65 64 50 SE TBM receptor HL06 68.5 66.5 60.8 shaft Criteria 73 71 66 10 114 48 Notes 1 Façade level above criterion for any duration assuming mitigation of 0 dB on–site and unobstructed view of site

Offsite Road Traffic

2.491 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

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Vibration from Surface Activity

2.492 The plant likely to be required to demolish the existing buildings or structures and construct the Crossrail elements in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. West Drayton Stabling Worksite

2.493 Vibration will not be significant at this worksite due to the distance between the worksite and the nearest potential sensitive buildings. Utilities Worksite - Colne Valley Trunk Sewer Diversion

2.494 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. West Drayton Station to Horton Bridge Worksite

2.495 The construction information provided by Crossrail indicates that a vibrating roller and tamper are required during platform and track works; and that breakers will be required for the demolition of existing buildings and structures.

2.496 Vibration levels are predicted to be less than 1 mm/s at the closest potentially sensitive buildings during platform and track works. Vibration levels are predicted to be in the region of 0.5 to 2.5 mm/s at The De Burgh Arms Hotel, the closest potentially sensitive building to the worksite, during demolition works. Colne Valley Trunk Sewer Diversion Worksites

2.497 The construction information provided by Crossrail indicates that sheet piling is required for the construction of TBM launch and reception shafts (north-western site and south-eastern site). Vibration levels, assuming vibratory piling, are predicted to be in the region of 0.5 to 1.5 mm/s at the foundations of the closest building to the northern reception shaft, which is the Walnuts; and, 1.5 to 7 mm/s at the foundations of the closest building to the southern reception shaft, which is on Weirside Gardens.

2.498 Vibratory sheet piling may result in vibration levels that exceed the threshold of significance for building damage for the closest building to the southern reception shaft on Weirside Gardens As described in Volume 1, this assessment assumes that should it prove necessary, an individual assessment of the building’s sensitivity (both its structure and content) would be undertaken to determine whether, if the vibration levels did exceed the designated limit, an impact is likely.

2.499 Where impact is predicted, mitigation measures will be optimised to reduce levels as far as reasonably practicable. Condition surveys will be undertaken at buildings deemed sensitive and vibration monitoring at these buildings will be carried out during periods when the adopted limits may be exceeded.

2.500 Vibratory sheet piling activities may give rise to vibration levels that correspond to a semantic rating of ‘adverse comment probable’ in the closest building to the southern reception shaft on Weirside Gardens. Owing to the temporary nature of such works (4 weeks total including excavation of box), and with appropriate mitigation, the impact to occupants of the buildings is not likely to be significant.

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2.501 Where there may be significant impacts on building occupants, appropriate mitigation should be accompanied by good public relations. Occupants and owners of potentially affected buildings should be forewarned of the anticipated timing, duration, and magnitude, of the vibration impact, and how it relates to the potential for building damage at their location.

2.502 The new tunnel does not pass under any residential premises. The nearest premises (The Walnuts) are approximately 14 m in plan to the side.

2.503 Groundborne noise and vibration from the passage of the tunnel boring machines may be perceptible. However, this will be a transient effect lasting only a few days and will not be significant.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Langley to West Drayton Upgrade Existing Up Goods Loop

2.504 Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 1 mitigation. West Drayton Station

2.505 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the working area. 2.4m hoarding would be provided around the contractors compound. This corresponds to Tier 2 mitigation.

2.506 With this mitigation in place 32 properties are predicted to experience significant residual daytime noise impacts.

2.507 No properties are predicted to qualify for noise insulation or temporary re-housing as a result of the construction works. West Drayton Stabling Sidings

2.508 Hoardings of a minimum height of 2.4 m would be provided along the northern and southern boundaries of the sidings works area, and around the contractors compound. This corresponds to Tier 1 mitigation.

2.509 No properties are predicted to qualify for noise insulation or temporary re-housing as a result of the works. With this mitigation in place, 50 properties are predicted to experience significant residual daytime noise impacts, with 28 dwellings experiencing significant residual evening noise impacts and 22 dwellings experiencing significant residual night-time noise impacts. Colne Valley Trunk Sewer Diversion Woksites

2.510 At the north-western site, working for periods of greater than 1 week would give rise to noise levels above the threshold at unscreened buildings within a range of about 100 m during the day and 60 m at night-time. The provision of Tier 2 mitigation, including 5 m high site hoardings, would reduce these impact ranges to 32 m during the day and 19 m at night, for buildings having an unobstructed view of the site.

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2.511 Only one dwelling (the southernmost buildings in the complex labelled as “The Walnuts” and assumed to be residential) is within this range and may be eligible for NI. The provision of Tier 2 mitigation and noise insulation for one building would result in no residual impacts for this site.

2.512 At the centre site, with standard on-site mitigation, significant impacts would occur at unobstructed buildings within about 130 m during both the daytime and night-time. The provision of Tier 2 mitigation, including 5 m high hoardings, would reduce the range within which significant impacts would occur at unobstructed buildings to 40 m (daytime and night-time). There are predicted to be no residual impacts for this site.

2.513 Working at the south-eastern site would produce significant impacts at unobstructed buildings at up to 57 m during the daytime and 50 m at night, assuming standard onsite mitigation. The provision of Tier 2 mitigation, including 5m high hoardings, would reduce these ranges to 18 m during the day, and 15 m at night. This would avoid residual impacts at all except the two nearest buildings to the site. If these are dwellings, they may be eligible for NI. (The number of dwellings in these buildings is not known, since they appear to be flats.) The provision of Tier 2 mitigation and noise insulation for these two buildings is predicted to avoid any residual impacts at this site.

2.514 Works for the diversion of the Colne Valley trunk sewer will potentially give rise to significant noise impacts. In addition to the mitigation measures set out in Appendix B1, provision of a 2.5m to 5 m high hoarding around the worksites where appropriate will help to reduce the impact.

2.515 However, significant noise impacts will affect one dwelling (The Walnuts) and two flats nearest to the site. Provision of noise insulation at these properties will ensure that no residual noise impacts from these works occur.

Offsite Road Traffic

2.516 There would be no residual impacts.

Vibration from Surface Activity

2.517 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Vibration and Groundborne Noise from Underground Activity

Tunnel Boring Machines

2.518 Due to the transitory nature of impacts associated with the passage of the TBMs, and with appropriate public consultation, based on the assumptions made, the assessment concludes that there are predicted to be no significant residual impact.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

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2.519 Crossrail tracks will run parallel to Great Western Main Line corridor. Sensitive receptors are mostly located to the south of the railway but this area is subject to high ambient noise levels day and night due to the presence of the railway corridor. In addition to this, the new lines will not in general be any closer to sensitive receptors. On this basis, a Level 2 (assessment based upon changes in railway traffic on existing lines and on other infrastructure alterations) assessment has been carried out.

2.520 The intensification of train flows along the line will result in a maximum noise change of less than 3 dB during both the day and at night. This is below the significance criterion, hence no significant impacts are predicted in this Route Window, based on the assumptions made.

2.521 A detailed study of the potential maximum noise levels arising from the operation of trains has not been undertaken, as it is considered unlikely that the LAmax,F levels associated with the proposed infrastructure and traffic pattern changes will be any higher than those already experienced at nearby receptors.

Vibration from the Surface Railway

2.522 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.523 When the Crossrail scheme is operational, it will cause only small increases in the 18-hour traffic flow on roads in this route window. The change in LA10, 8hr corresponding to this increase in traffic is predicted to be < 1 dB. There are therefore no significant impacts arising from increases in operational traffic as a result of the scheme.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.524 It can be seen from the assessment that no significant noise impacts have been identified and, as such, no mitigation is considered necessary.

Vibration from the Surface Railway

2.525 There are no significant residual impacts.

Noise from Road Traffic

2.526 There are no significant residual impacts.

Impacts on Sites Granted Planning Permission

2.527 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W13 – West Drayton Station– Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

West Drayton Daytime noise impacts at 50 residential Significant BPM to reduce noise, No properties are predicted to qualify for Significant Stabling properties. 2.4 m high hoarding on noise insulation. Sidings Evening/weekend noise impacts at 28 the north and south No properties are predicted to qualify for residential properties. sides of the sidings area temporary re-housing. Night-time noise impacts for 22 residential and around contractors Daytime noise impacts at 50 residential properties. compound enclosure of properties. Places of worship: 0 noise impact. static plant associated Evening/weekend noise impacts at 28 Educational facilities: 0 noise impacts. with night time working. residential properties. Medical facilities: 0 noise impacts. Mitigation = Tier 1 Night-time noise impacts for 22 residential

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Public open spaces: 0 noise impacts properties. Places of worship: 0 noise impact. Educational facilities: 0 noise impacts. Medical facilities: 0 noise impacts. Public open spaces: 0 noise impact Utilities Daytime noise impacts at 3 residential Not significant BPM to reduce noise, 3 properties are predicted to qualify for noise Not significant Worksite - properties. 5.0 m high hoarding insulation. Diversion of Evening/weekend noise impacts at 0 around the contractors No properties are predicted to qualify for Colne Valley residential properties. compound, enclosure of temporary re-housing. static plant associated Trunk Sewer Night-time noise impacts for 0 residential Daytime noise impacts at 0 residential with night time working. properties. at West properties. Mitigation = Tier 2 Drayton Places of worship: 0 noise impact. Evening/weekend noise impacts at 0 Educational facilities: 0 noise impacts. residential properties. Medical facilities: 0 noise impacts. Night-time noise impacts for 0 residential Public open spaces: 0 noise impacts properties. Places of worship: 0 noise impact. Educational facilities: 0 noise impacts. Medical facilities: 0 noise impacts. Public open spaces: 0 noise impacts

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Route Window W13 – West Drayton Station & Stabling Sidings– Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Alterations to No significant change in operational railway Not significant Not required None Not significant the station, noise at any noise-sensitive receptors - no stabling operational noise impacts sidings and various bridges

Alterations to No operational railway vibration impacts Not significant Not required None Not significant the station, stabling sidings and various bridges

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ROUTE WINDOW W12 – HORTON ROAD & OLD STOCKLEY ROAD BRIDGES

Overview of Route Window W12

2.528 New overhead line equipment will be provided along the Crossrail route, in line with the methodology described above, in Section 1.7. Stockley Road bridge marks the eastern extremity of new OHLE, it already being in place along the remainder of the alignment into London.

2.529 In order to accommodate the OHLE, bridge modifications will be required. Kingston Lane footbridge will be replaced by a new footbridge immediately to its west. This new bridge will accommodate the utilities that are contained currently by the existing bridge. The main steel work will be fabricated offsite. Once the new bridge is complete, the existing bridge will be demolished; if suitable, some of the construction material from this will be used for the approach embankment. Works at this site will be undertaken from the West Drayton Station to Horton Bridge worksite (see Route Window W13) and from a worksite located on the southwest corner of the bridge (the Kingston Lane worksite). Each worksite will be served by 10 lorries per day during the two week peak construction period and typically by two per day at other times. Construction plant will include a crane and a mini piling rig. The works will take approximately 10 months to complete.

2.530 At Old Stockley Road bridge, foundations for a new bridge will be piled and the main steel structure will be installed adjacent to the existing bridge. On completion of the new bridge, the existing bridge structure will then be demolished. These works will take about five and a half months to complete.

2.531 Some minor parapet works will be required at the adjacent Stockley Road (A408) bridge.

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2.532 Construction plant required for the work will include mobile cranes, excavators, pneumatic drills, and a piling rig. Following the closure of Old Stockley Road the bridge works will be carried out from a worksite located in the area to the southeast of the existing Old Stockley Road bridge. The worksite will be bounded by the railway to the north, the main A408 road to the east, and Old Stockley road to the west. The worksite will be served by eight lorries per day including the eight week peak construction period.

2.533 This route window is located within the LB Hillingdon. Kingston Lane bridge lies within the built-up area of West Drayton adjoining the residential areas to the west and south. The Grand Union Canal and Horton Road Industrial Estate lie to the north. The land to the southwest immediately adjoining the bridge comprises a vacant clear site under development.

2.534 The Old Stockley Road bridge also lies within the built-up area of West Drayton. To the north lies the Grand Union Canal beyond which is Stockley Business Park. Hanson Aggregates Dispatching Depot lies to the northeast beyond the A408 bridge. To the southwest is a residential development.

2.535 The Grand Union Canal runs parallel about 50 m north of the railway throughout this route window and is immediately adjacent to the worksites. Baseline noise levels are high and are dominated by road and railway traffic.

Baseline

2.536 This route window includes the proposed improvement works and associated worksite at Horton Road and Old Stockley Road Bridges. Only one noise survey was deemed necessary within this route window, the baseline survey location and the duration are listed in the following table and identified on Drawing No. 1E0415- W1E00-E01-F-00012: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) HL11 26 Holly Gardens x

2.537 A 7-day measurement was carried out at 26 Holly Gardens (HL11), near to Horton Road Bridge. Industrial buildings are located to the north, with additional buildings to the east and west; nevertheless, the dominant noise source was due to train movements. The daytime baseline LAeq,12hr level was 63 dB and the night-time LAeq,8hr was 58 dB. Measured LAmax,F levels ranged up to 88 dB during the night period.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.538 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00012.

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Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.539 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Kingston Lane Bridge

2.540 In the vicinity of the Kingston Lane Bridge worksite, with the proposed noise barriers in place, areas of residential properties to the north and south of the works are predicted to be significantly affected by construction noise during the day and evening/weekend periods.

2.541 An estimated 32 residential properties in Holly Gardens, which have a façade close to and facing the proposed works, are predicted to receive daytime significant construction noise impacts. Around 87 properties along Holly Gardens, Ruffle Close and Knowles Close are predicted to experience evening/weekend noise impacts.

2.542 The construction activities which give rise to these significant impacts include: the installation of the piled foundations for the abutments and ramps, the casting of the pile caps and plinths, construction of the southern abutment, construction of the brick facing to the abutments, erection of the new bridge. Old Stockley Road Bridge

2.543 In the vicinity of the Old Stockley Road Bridge worksite, with the proposed noise barriers in place, areas of residential properties to the south west of the site are predicted to be significantly affected by construction noise during the day and evening/weekend.

2.544 A number of properties in Emden Close and Mulberry Crescent are predicted to experience significant noise impacts as a result of daytime works. A smaller number of properties in the same roads are also predicted to experience significant noise impacts as a result of evening/weekend works.

2.545 The construction works predicted to give rise these significant impacts include: the piling for the new bridge, the casting of the pile caps and bearing plinths and the re- grading of the cutting slopes.

Offsite Road Traffic

2.546 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

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Vibration from Surface Activity Kingston Lane Bridge

2.547 The plant likely to be required to demolish the existing buildings or structures and construct the Crossrail elements at Kingston Lane Bridge has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.548 The construction information provided by Crossrail indicates that breakers are required during demolition of the existing bridge. Vibration levels are predicted to be in the region of 0.5 to 1.5 mm/s at 26 Holly Gardens, the closest building to the worksite.

2.549 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.550 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’. Due to the temporary nature of such works, and with appropriate mitigation, the impact to occupants of the buildings is not likely to be significant.

2.551 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to these worksites. Stockley Road Bridge

2.552 Works are limited to parapet modifications, which will not give rise to significant levels of vibration. Old Stockley Road Bridge

2.553 The plant likely to be required to demolish the existing buildings or structures and construct the Crossrail elements at Old Stockley Road Bridge has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.554 The construction information provided by Crossrail indicates that breakers are required during demolition of the existing bridge. Vibration levels are predicted to be in the region of 1 to 3 mm/s at 16 to 38 Emden Close, the closest building to the worksite.

2.555 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.556 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’. Due to the temporary nature of such works, and with appropriate mitigation, the impact to occupants of the buildings is not likely to be significant.

2.557 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to these worksites.

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Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Kingston Lane Bridge

2.558 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area and 2.4 m around the site compound. This corresponds to Tier 2 mitigation.

2.559 An estimated 32 properties are predicted to be eligible for noise insulation due to daytime and evening/weekend construction noise. No dwellings are predicted to be eligible for temporary re-housing. With the implementation of these mitigation measures 55 properties are predicted to be subject to a significant residual construction noise impact. Old Stockley Road Bridge

2.560 Hoardings of a minimum height of 3.6 m would be provided along the southern boundaries of the working area and along the slip road from Stockley Road. Hoarding up to a height of 2.4 m is proposed around the site compound. This corresponds to Tier 2 mitigation.

2.561 An estimated 10 properties are predicted to be eligible for noise insulation due to evening/weekend construction noise. No dwellings are predicted to be eligible for temporary re-housing. With this mitigation in place, there are predicted to be 6 residential properties that would experience significant residual construction noise impacts.

Offsite Road Traffic

2.562 There are no significant residual impacts.

Vibration from Surface Activity

2.563 There are no significant residual impacts.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.564 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.565 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

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Noise from Road Traffic

2.566 No significant impacts are predicted.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.567 There are no significant residual impacts.

Vibration from the Surface Railway

2.568 There are no significant residual impacts.

Noise from Road Traffic

2.569 There are no significant residual impacts.

Impacts on Sites Granted Planning Permission

2.570 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W12 – Horton Road and Old Stockley Road Bridges – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Kingston Lane Daytime noise impacts at 32 residential Significant BPM to reduce noise, 32 properties are predicted to qualify for Significant Bridge: properties. 3.6 m high hoarding on noise insulation. No properties are demolition and Evening/weekend noise impacts at 87 the south side of the predicted to qualify for temporary re- reconstruction residential properties. tracks, enclosure of static housing. With this mitigation: of bridge. Night-time noise impacts at 0 residential plant associated with Daytime noise impacts at 0 residential properties. night time working. 2.4m properties. Places of worship: No noise impacts. high hoarding around the Evening/weekend noise impacts for 55 Educational facilities: No noise impacts. contractors compound residential properties. Medical facilities: No noise impacts. Mitigation = Tier 2 Night-time noise impacts for 0 residential Public open spaces: No noise impacts properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Old Stockley Daytime noise impacts at 16 residential Significant BPM to reduce noise, 10 properties are predicted to be eligible Not significant Road Bridge: properties. 3.6m high hoarding on for noise insulation. demolition and Evening/weekend noise impacts at 10 the south side of the No properties are predicted to be eligible reconstruction residential properties tracks and adjacent to the for temporary rehousing. of bridge. Night-time noise impacts at 0 residential stockley sliproad, With this mitigation: properties. enclosure of static plant Daytime noise impacts at 6 residential Places of worship: No noise impacts. associated with night time properties. Educational facilities: No noise impacts. working. 2.4 m high Evening/weekend noise impacts for 0 Medical facilities: No noise impacts. hoarding around residential properties. Public open spaces: No noise impacts contractors compound Night-time noise impacts at 6 residential Mitigation = Tier 2 properties Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Route Window W12 – Horton Road and Old Stockley Road Bridge – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W11 – STOCKLEY FLYOVER

Overview of Route Window W11

2.571 Within this route window the main Crossrail works will involve provision of a new flyover to accommodate the eastbound Crossrail/Heathrow Express line, together with the track realignments associated with this.

2.572 This route window is located within LB Hillingdon. The Stockley Flyover, that currently carries the eastbound Heathrow Express line over the Great Western main lines, is located in an area of mainly urban land uses: industrial estates are prominent to the north of the railway; to the south, the residential estate of Bourne Farm and the Hayes Repository are the main land uses, together with the Stockley Close industrial estate to the west of the Heathrow line.

2.573 In order to create a new rail connection to Heathrow, Crossrail will require major changes to the track layout between the existing Stockley Flyover and Dawley Road bridge, approximately 1 km to its east.

2.574 Structures will be built to convey a new track onto a new viaduct along the north side of the existing rail corridor. This northern viaduct will be about 400 m long. At each end of it, new bridge decks over the existing lines will be built. The first of these will be constructed northwest of the existing flyover, about 300 m east of Stockley Road bridge. This western transfer structure will comprise two bridge decks that will carry a new track over all of the low level tracks in the GWML corridor. Another small western viaduct will then carry it to a point north of the airport tunnel portal. This new track will accommodate all trains travelling from Heathrow (both Crossrail and Heathrow Express).

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2.575 At its eastern end, the viaduct widens as the single track diverges into two, opposite Swallowfield Way. An eastern transfer structure, 240 m long and up to 20 m wide, will be constructed to accommodate these new tracks and to carry one of them (Heathrow Express) to its new alignment between the existing low level tracks; the second (Crossrail) track will remain on the north side of the rail corridor. The two tracks will each be conveyed to ground level just west of Dawley Road bridge on 300 m long ramps.

2.576 Various track realignments will be required for this new arrangement. Eastbound Heathrow Express trains will be transferred from the existing Stockley flyover onto this new structure. Stockley flyover will then be used to accommodate westbound Crossrail airport trains. Westbound Heathrow Express trains will continue to use their dedicated track on the south side of the rail corridor. Other realignments will be required to take the low level tracks beneath the new bridge decks.

2.577 The new infrastructure will require the northern edge of the railway boundary to be moved northwards by up to 20 m between Stockley flyover and Dawley Road bridge.

2.578 The urban location of the main works gives rise to high background noise

Baseline

2.579 The exact site locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00011: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) HL01 Peter Fagon House Boundary x HL02 Dawley Park x HL03 44 Burnham Gardens x HL04 33 Clevdon Gardens x HL05 28 Denbigh Drive x HL12 28 Emden Close x 2.580 Due to access difficulties monitoring at Dawley Park (HL02) was abandoned.

2.581 Three long-term measurement locations were carried out within the route window, they included 33 Clevdon Gardens (HL04), 28 Denbigh Drive (HL05) and 28 Emden Close (HL12). The daytime baseline LAeq,12hr levels at HL04, HL05 and HL12 were 60 dB, 61 dB and 64 dB, respectively, with LAmax,F daytime levels of between 63 and 107 dB. The night-time baseline LAeq,8hr levels were all around 55/56 dB, with LAmax,F levels of up to 106 dB. The highest measured noise levels were made at 28 Emden Close (HL12).

2.582 Access to monitor the baseline noise levels at Peter Fagon House (HL01) was refused; therefore the equipment was installed on the boundary of the site. Measured baseline levels at his location were 71 dB LAeq,12hr for the daytime period and 67 dB LAeq,8hr for the night-time period, with night-time LAmax,F levels reaching up to 99 dB. Noise levels at all of these locations were dominated by railway noise.

2.583 The daytime LAeq,3hr baseline level measured at 44 Burnham Gardens (HL03) was 61 dB, with daytime LAmax,F levels ranging between 81 and 84 dB. The dominant noise source at this located was noted to be train noise, however, road noise and industrial plant noise were also audible.

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Impact Assessment -Temporary Impacts

Impacts During Construction

2.584 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00011.

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.585 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Stockley Twin Ramp Flyover

2.586 In the vicinity of the Stockley Flyover worksites, with the proposed noise barriers in place, areas of residential development to south east of the works are predicted to be significantly affected by construction noise during the night-time period. Around 170 properties are predicted to experience construction noise impacts.

2.587 No construction activities are predicted to give rise to significant impacts during the daytime or evening periods.

2.588 The night-time construction activities which are predicted to give rise to impacts include, construction of the UXA ramp west end pile cap and pier, building the south wall of the eastern flyover, building the UA approach ramp east end, building the UXA ramp east end, building the southern wall of the eastern flyover, construction of the UA ramp west end pile cap and pier, construction of the UA connection pile cap and pier, construct up connecting viaduct pile cap and pier and building the north wall of east flyover.

Offsite Road Traffic

2.589 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.590 The plant likely to be for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

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Stockley Close Worksite

2.591 The construction information provided by Crossrail indicates that a tamper and vibrating roller are required during track works, a pneumatic drill will be required for breaking concrete, and a CFA piling rig will be required for construction of a the flyover walls. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.592 Vibration levels are predicted to be less than 1 mm/s at the works buildings to the east of the worksite during track works. Vibration levels from the use of a pneumatic drill are unlikely to be significant at the nearest potentially sensitive receptors, assuming that the drill is not vehicle mounted. H G Timber Worksite

2.593 The construction information provided by Crossrail indicates that a tamper and vibrating roller are required during track works, breakers are required for demolition of existing buildings or structures, a pneumatic drill will be required for breaking concrete, and a CFA piling rig will be required for construction of a the flyover walls. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.594 Vibration levels are predicted to be in the region of 1 to 4 mm/s at the closest potentially sensitive buildings during demolition. Vibration due to trackworks will not be significant due to the distance between the tracks and the nearest potential sensitive buildings. All Point Packaging Worksite

2.595 The construction information provided by Crossrail indicates that a tamper and vibrating roller are required during track works, breakers are required for demolition of existing buildings or structures, a pneumatic drill will be required for breaking concrete, and a CFA piling rig will be required for construction of a the flyover walls. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.596 Vibration levels are predicted to be in the region of 1 to 4 mm/s at the closest potentially sensitive buildings during demolition. Vibration due to trackworks will not be significant due to the distance between the tracks and the nearest potential sensitive buildings. Dagenham Motors Worksite

2.597 The construction information provided by Crossrail indicates that a tamper and vibrating roller are required during track works, breakers are required for demolition of existing buildings or structures, a pneumatic drill will be required for breaking concrete, and a CFA piling rig will be required for construction of a the flyover walls. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.598 Vibration levels are predicted to be in the region of 0.5 to 2 mm/s at the closest potentially sensitive buildings during demolition. Vibration due to trackworks will not be significant due to the distance between the tracks and the nearest potential sensitive buildings.

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2.599 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.600 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.601 It is noted that works at the Eastern Flyover are adjacent to the Hawker Pacific building, which is considered to be potentially more sensitive to vibration than residential uses due to the possibility of precision machining equipment, such as CNC lathes. Works in this area include use of a CFA piling rig and a vibratory roller. It is considered to be unlikely that these sources will result in vibration levels in the adjacent building that are significantly higher than vibration levels from the existing adjacent railway line, and from local internal sources, such as fork-lift trucks, and therefore, it is unlikely that impacts will occur..

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Stockley Twin Ramp Flyover

2.602 Hoardings of a minimum height of 2.4 m would be provided on top of the existing bund to the south of the tracks, with a section of 3.6 m hoarding where the bund ceases to the south east of the site. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.603 Approximately 170 residential properties are predicted to qualify for noise insulation from the works. With this mitigation in place no properties are predicted to experience significant residual construction noise impacts from night-time works.

Offsite Road Traffic

2.604 There are no significant residual impacts.

Vibration from Surface Activity

2.605 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.606 In this Route Window there are proposed changes to the railway (permanent way) infrastructure along the existing Great Western Relief Lines. A new transfer structure will be constructed to the east of the route window which will enable the new Crossrail lines to transfer to the north of the main corridor.

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2.607 A new viaduct supported in piers will be constructed to carry a bi-directional single line parallel with the existing railway corridor which will then swing back to the south, crossing over the Great Western Main and Relief Lines (via an altered transfer structure to the west of the route window). The alignment will then proceed onto Heathrow Airport following the existing corridor. The Great Western Relief lines and the Dawley Goods Loop will be re-aligned to enable the construction of the new eastern transfer structure.

2.608 The predicted noise changes attributable to the infrastructure and forecast railway traffic changes in the vicinity of the Stockley flyover have been calculated taking account of the new alignments, mix of expected rail vehicles and the operating speeds of the various train types.

2.609 The resulting changes in overall noise levels for residential receptors close to the new railway tracks are predicted to be as follows:

Time No. of Significant Impacts Period Noise Noise Increase Decrease Slight Moderate Substantial >3 dB 3-5 dB 6-10 dB >10 dB Day 0 0 0 0 (07:00 to 23:00 hrs) Night 0 0 0 0 (23:00 to 07:00 hrs)

Note: Noise changes calculated in terms of the LAeq,16hr for Day and LAeq,8hr for Night

2.610 In addition, no non-residential receptors are predicted to experience day-time noise increases of greater than 3 dB.

2.611 A detailed study of the potential maximum noise levels arising from the operation of trains has not been undertaken, as it is predicted that the LAmax,F levels associated with the proposed infrastructure and traffic pattern changes will be no higher than those already experienced at nearby receptors.

2.612 According to the results of this study, the non-stopping Great Western Main Line services dominate the railway noise climate in this area. The new Crossrail infrastructure will be introduced to the north of the existing rail corridor and away from the nearest sensitive receivers. In addition, the new elevated structure will have solid concrete parapets located on either side of the deck, which will mitigate rolling noise from the new Airport services.

2.613 These are the primary reasons that the introduction of Crossrail infrastructure does not introduce any significant impacts at nearby receptors.

Vibration from the Surface Railway

2.614 A detailed assessment of the likely vibration impacts associated with trains running on the new Stockley Flyover has not been carried out. However, a qualitative assessment, as provided below, is considered to be sufficient for the purposes of this assessment.

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2.615 The elevated structure will carry ballasted single track on a composite concrete deck with three longitudinal “I” beams. Vibration from elevated structures arises from the same causes as track at grade, i.e. masses moving over discontinuities, modified by the dynamic response of the structure, its means of support from the ground and the relationship between the viaduct foundations and those of adjacent buildings.

2.616 Under most circumstances, point support by piers or columns is a less efficient way of transmitting vibration into the ground than continuous support as in the case of track at grade, unless the construction of the viaduct foundations creates a better structural path to the foundations of affected buildings. However, vibration is potentially enhanced by unfavourable dynamic response of the track, structure and vehicles. This possibility has been considered but significant amplification of train vibration is considered most unlikely in this specific case.

Noise from Road Traffic

2.617 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.618 It can be seen from this assessment that no significant noise impacts have been identified, and as such no further mitigation has been considered.

Vibration from the Surface Railway

2.619 Consideration has been given to potential impacts upon the residential and commercial/industrial buildings that exist in the area. There are no residential properties close enough to the structure for any significant impacts to occur. However, some commercial/industrial properties are present at circa 10 m from the nearest pier, and if continuity exists between the pier foundations and the building foundations, vibration transmission could exceed the significance threshold for human response (exceedence of the threshold for building damage is most unlikely). This is unlikely but cannot be determined conclusively until detailed design and assessment is carried out.

2.620 Should the detailed design and assessment indicate that impacts may arise, then appropriate mitigation would be to ensure that there was no continuity between the pier foundation and adjacent building foundations. However, if this was unavoidable, then a resilient underballast mat would be installed on the viaduct. With these mitigation measures, there are predicted to be no residual significant vibration impacts from trains running on the new Stockley Flyover.

Noise from Road Traffic

2.621 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.622 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W11 – Airport Junction/Stockley Flyover. – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Stockley Twin Ramp Daytime noise impacts at 0 Significant BPM to reduce noise, An estimated 170 residential properties Not significant Flyover residential properties. 2.4m high hoarding on are predicted to be eligible for noise Evening/weekend noise impacts at 0 the south side of the insulation With this mitigation: residential properties. tracks, with a section of Daytime noise impacts at 0 residential Night-time noise impacts at 170 3.6m hoarding, enclosure properties. residential properties. of static plant associated Evening/weekend noise impacts for 0 Places of worship: No noise impacts. with night time working. residential properties. Educational facilities: No noise 2.4 m high hoarding Night-time noise impacts for 0 residential impacts. around contractors properties. Medical facilities: No noise impacts. compound Places of worship: No noise impacts. Public open spaces: No noise Mitigation = Tier 2 Educational facilities: No noise impacts. impacts Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Route Window W11 – Airport Junction/Stockley Flyover. – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Works: Changes to No significant change in operational Not significant Not Required. New None Not significant GW relief lines and railway noise at any noise-sensitive viaduct will have solid Dawley Goods line receptors - no operational noise parapets on either side alignment, new impacts of deck. Crossrail tracks, new elevated structure, new and modified transfer structures. Intensification of railway traffic on Great Western lines. Operation of railway

Operation of trains Possible exceedances of the Possibly If required, continuities None Not significant on new elevated significance threshold for human significant between flyover pier structure response to vibration within foundations and adjacent commercial/industrial buildings building foundations will be removed; but if this is impracticable, resilient underballast mat would be installed on the viaduct

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ROUTE WINDOW W10 – HAYES & HARLINGTON STATION

Overview of Route Window W10

2.623 Within this route window the main Crossrail works will involve:

• extension of the existing freight line and creation of a new northern span for Station Road bridge to accommodate this;

• provision of a new ticket hall at Hayes and Harlington station to replace the existing one, and of a new passenger overbridge with stairs and lift access to all platforms; and

• track and platform modifications at the station.

2.624 This route window is located within LB Hillingdon. Hayes and Harlington station lies between the urban areas of Hayes (to the north) and Harlington (to the south). Business and industrial uses predominate alongside the railway corridor: the Thorn EMI plant, Silverdale Road industrial area and Tarmac plant are prominent to the north; the Nestle factory, Westlands Industrial Park, BA Engineering centre and International Trading Estate are most notable to the south. Some residential areas are also present, comprising terraced housing and a 1970s residential estate, which adjoin Hayes town centre to the north, and 1930s housing to the south.

2.625 Areas of open land comprise vacant sites (notably that adjoining the station to the north), and amenity space associated with the floodplain of the Yeading Brook. The main line and Paddington branch of the Grand Union Canal each provide corridors of green space.

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2.626 The affected area has potential for archaeological finds. It overlies a chalk aquifer, although this is generally well protected by overlying clay. The route crosses over both the Yeading Brook and two branches of the Grand Union Canal. These watercourses are locally designated wildlife sites. Historical railway uses at the station are likely to have left a legacy of contamination. The urban location of the main works gives rise to high background noise. They lie within an area designated by the local authority as having poor air quality.

2.627 The urban location of the main works gives rise to high background noise.

New Crossrail Track and Bridge Modifications

2.628 The eastbound goods line on the north side of the rail corridor currently merges with the relief line just west of Station Road bridge. This will be extended eastwards to become a new eastbound Crossrail airport line. This will widen the rail corridor northwards by about 15 m and require that Station Road bridge be extended to accommodate the new line. Refurbishment of the northern-most span of the Grand Union Canal bridge, immediately to the east of Hayes and Harlington station, will also be required to accommodate the new track layout.

Hayes and Harlington Station

2.629 The new Crossrail track will be installed on the north side of the relief lines and will serve a new through platform (platform five) at Hayes and Harlington station. This platform will normally be used by Crossrail trains from Heathrow; the current eastbound relief line platform (platform four) will normally be used by all other eastbound trains. Crossovers will, however, be installed to allow all eastbound trains to use platform five, and enable platform four to be used to reverse trains, either westbound-eastbound or vice versa.

2.630 Other platforms will be extended eastwards to accommodate Crossrail trains: platform two by 57 m, platform three by 64 m, platform four by 60 m and platform one by 101 m.

2.631 A new 500 m2 station building will be constructed on the north side of platform five. A new 45 m long pedestrian footbridge, approximately 9 m above rail level, will be constructed leading from the new ticket hall, with provision of lift access to all platforms.

Baseline

2.632 No measurement locations were considered necessary in this route window due to the predominantly commercial/industrial nature of existing land uses.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.633 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F00010.

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Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.634 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report. Hayes & Harlington Station

2.635 In the vicinity of the Hayes and Harlington Station, no properties are predicted to experience significant construction noise impacts during the daytime period.

2.636 No evening/weekend or night-time construction activities are predicted to give rise to significant noise impacts.

Offsite Road Traffic

2.637 Construction vehicles will only use the highway during the daytime (07:00 - 19:00). At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.638 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.639 The construction information provided by Crossrail indicates that a vibrating roller and a tamper are required during track works and during the construction of a temporary road bridge west of the station building, which will also require the use of a pneumatic breaker; and that a CFA piling rig is required during the construction of the new station building. The construction information provided by Crossrail also indicates demolition of the current station building and buildings at 107 – 111 and 119 – 131 Station Approach. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors. Hayes and Harlington Station Road Bridge Worksite

2.640 Vibration levels are predicted to be in the region of 1.5 to 4.5 mm/s at the closest potentially sensitive buildings, a Works building on Blyth Road, during construction of the northern bridgehead of a temporary road bridge. Vibration levels from the use of a pneumatic breaker during construction of the temporary road bridge are unlikely to be significant at the nearest potentially sensitive receptors, assuming that the breaker is not vehicle mounted.

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Hayes and Harlington Station Worksite North

2.641 Vibration levels are predicted to be in the region of 1 to 4 mm/s at the closest potentially sensitive building, 103 Station Approach, during demolition of 107 Station Approach. Vibration levels are predicted to be less than 1 mm/s at the closest potentially sensitive buildings during track works. Hayes and Harlington Station Worksite South

2.642 Vibration levels are predicted to be in the region of 0.5 to 1.5 mm/s at the closest potentially sensitive buildings during track works.

2.643 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.644 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.645 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Hayes & Harlington Station

2.646 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the working area. Compressors and generators during night- time periods would be located in noise reducing enclosures. 2.4m hoarding would be provided around the contractors compound. This corresponds to Tier 2 mitigation.

2.647 No residential properties are predicted to qualify for noise insulation from the works. With this mitigation in place no properties are predicted to experience significant residual construction noise impacts from construction works.

Offsite Road Traffic

2.648 There are no residential impacts.

Vibration from Surface Activity

2.649 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

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Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.650 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.651 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.652 When the Crossrail scheme is operational, it will cause only small changes in the 18-hour traffic flow on roads in this route window. In most cases, the change is an increase, but in parts of Nestles Avenue a slight decrease is predicted. The change in LA10 18-hour corresponding to these changes in traffic is predicted to be up to 1 dB. There are therefore no significant impacts arising from increases in operational traffic as a result of the scheme

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.653 There are no significant residual impacts.

Vibration from the Surface Railway

2.654 There are no significant residual impacts.

Noise from Road Traffic

2.655 There are no significant residual impacts in this route window.

Impacts on Sites Granted Planning Permission

2.656 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W10 – Hayes & Harlington Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Hayes & Daytime noise impacts at 0 residential Significant BPM to reduce noise, An estimated 0 residential properties are Not significant Harlington properties. 3.6 m high hoarding on predicted to be eligible for noise Station Evening/weekend noise impacts at 0 the north and south side insulation. residential properties. of the tracks, enclosure of With this mitigation: Night-time noise impacts for 0 residential static plant associated Daytime noise impacts at 0 residential properties. with night time working. properties. Places of worship: No noise impacts. 2.4 m high hoarding Evening/weekend noise impacts for 0 Educational facilities: No noise impacts. around contractors residential properties. Medical facilities: No noise impacts. compound Night-time noise impacts for 0 residential Public open spaces: No noise impacts Mitigation = Tier 2 properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route Window W10 – Hayes & Harlington Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W9 – SOUTHALL WEST SIDINGS

Overview of Route Window W9

2.657 No Crossrail works will take place in this route window, other than some minor re- signalling. There will therefore be no impacts related to construction activity, nor any permanent impacts related to issues of land take or physical change.

Baseline

2.658 One medium-term measurement location was carried out in this route window at the request of the local authority. The industrial site in question may be redeveloped.

2.659 The exact site locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00009: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) EA23 Advanced Plastics x

2.660 At Advanced Plastics (EA23), the daytime baseline LAeq,12hr level was 62 dB and the night-time LAeq, 8hr was 60 dB, with night-time LAmax,F levels of up to 85 dB. Railway noise was the dominant noise source influencing the measured LAeq levels.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.661 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F00009.

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Noise from Surface Activity

2.662 No significant impacts have been identified in this route window.

Offsite Road Traffic

2.663 There will be no off-site construction traffic in this route window.

Vibration from Surface Activity

2.664 Not applicable to this route window.

2.665 No significant impacts have been identified in this route window

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.666 There are no significant residual impacts.

Offsite Road Traffic

2.667 There are no significant residual impacts.

Vibration from Surface Activity

2.668 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.669 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.670 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.671 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

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Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.672 There are no significant residual impacts.

Vibration from the Surface Railway

2.673 There are no significant residual impacts.

Noise from Road Traffic

2.674 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.675 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W9 – Southall West Sidings – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Track works No impacts Not significant Not applicable None Not significant

Route Window W9 – Southall West Sidings – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Operation of No operational noise impacts Not significant Not required None Not significant railway Operation of No operational railway impacts Not significant Not required None Not significant railway

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ROUTE WINDOW W8 – SOUTHALL STATION

Overview of Route Window W8

2.676 Within this route window the main Crossrail works will involve: • reconstruction of Southall station, including provision of a new ticket hall and footbridge;

• minor realignment of the westbound relief line track;

• platform extensions; and

• track modifications to the east.

2.677 This route window is located within LB Ealing. The route traverses a wholly urban area. The station is bordered by a Sikh temple and a plant hire yard. Further north, the area between Park Avenue and the railway is occupied mainly by a mix of vacant land and commercial/business uses. The area north of Park Avenue is mainly residential. Residential uses extend eastwards, occupying the triangle of land between the railway and Uxbridge Road. To the south, business/industrial uses border the railway throughout most of the route window, except for a small pocket of housing south of Merrick Road.

2.678 A new ticket hall will be built northeast of the existing ticket hall, currently located on South Road bridge. It will be accessed from an elevated walkway from South Road. A new footbridge will be constructed including lift access to all platforms; the lifts will be accommodated within towers 12 m high and 3 m wide.

2.679 Platforms will be extended to accommodate longer Crossrail trains: platforms three and four will be extended eastwards by 55 m; the island platform two and three will also be widened to the north. A usable length of 110 m will be provided on the faces of main line platforms one and two to suit five-car Crossrail operations during planned maintenance of the relief lines.

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2.680 Further east, between Southall station and the Uxbridge Road bridge in Route Window W7, various track modifications will be undertaken including minor track slews, provision of new crossovers and some redesignation of the existing tracks. These will all take place within the existing rail corridor.

2.681 Baseline noise is influenced mostly by train noise, with recorded levels moderate to high.

Baseline

2.682 The exact site locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00008:

Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) EA18 15 Milian Road x EA19 19 Avenue Road x

2.683 A 24 hour measurement was carried out at 19 Avenue Road (EA19). The daytime baseline LAeq,12hr level was 68 dB and the night-time LAeq,8 hr level was 65 dB with night-time LAmax,F levels of up to 101 dB. The dominant noise source was road traffic noise, with both train movements and intermittent industrial noise also audible. It was observed that a large industrial area is located opposite the monitoring location, on the far side of the railway line, this may be the source of the industrial noise which was audible during the survey period.

2.684 At Milian Road (EA18), the daytime LAeq,3hr baseline level was 58 dB, with the LAmax,F of up to 74 dB, the dominant noise source was road traffic noise, with train movements and noise from industrial activities taking place in Hennellys Yard also clearly audible.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.685 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F00008.

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.686 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

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Southall Station

2.687 In the vicinity of the Southall Station worksite, with the proposed noise barriers in place, residential properties with facades facing the works in Milan Road, The Limes and Hortus Road are predicted to experience significant construction noise impacts during the evening/weekend period only. No construction noise impacts are predicted during the day or night-time periods.

2.688 The construction activities which give rise to these significant impacts include the foundations for permanent footbridge, erection of a permanent footbridge, installation of the temporary widening to the down relief platform, widening of the eastern section of the down relief platform, extension of the up relief platform, erection of canopies on the eastern end of platforms, removal of the existing footbridge and permanent widening of the west end of the platforms.

Offsite Road Traffic

2.689 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.690 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Southall Station Worksite

2.691 The construction information provided by Crossrail indicates that concrete breakers are required during platform works and demolition of the exiting station building, and that a tamper is required during track works.

2.692 Vibration levels are predicted to be less than 1 mm/s at the closest potentially sensitive buildings during track works. Vibration levels are predicted to be in the region of 0.3 to 1.2 mm/s at the closest potentially sensitive buildings during platform works and demolition of the existing station building. Park Avenue Worksite

2.693 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.694 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.695 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.696 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite..

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Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Southall Station

2.697 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the working area. Compressors and generators during night- time periods would be located in noise reducing enclosures. 2.4m hoarding would be provided around the contractors compound. This corresponds to Tier 2 mitigation.

2.698 No residential properties are predicted to qualify for noise insulation from the works. With this mitigation in place 54 properties are predicted to experience significant residual construction noise impacts from evening/weekend works.

Offsite Road Traffic

2.699 There are no significant residual impacts.

Vibration from Surface Activity

2.700 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.701 Between Southall Station (RW W8) and Uxbridge Road (RW W7), there are proposed changes to the railway (permanent way) infrastructure along the existing Great Western Relief Lines. A new freight loop will be constructed between the Relief and Main lines. This will be achieved by converting the existing down relief line into the freight loop. Other line conversions are then required to provide the re-aligned relief lines and the re-aligned goods loop. A Level 3 (detailed assessment) assessment has been carried out for this area.

2.702 The predicted noise changes attributable to the infrastructure and forecast railway traffic changes in the vicinity of the Southall Freight Loop have been calculated taking account of the new alignments, precise mix of expected rail vehicles and the operating speeds of the various train types.

2.703 The resulting changes in overall noise levels for residential receptors close to the new railway tracks are predicted to be as follows: Time No. of Significant Impacts Period Noise Noise Increase Decrease Slight Moderate Substantial >3 dB 3-5 dB 6-10 dB >10 dB Day 0 0 0 0 (07:00 to 23:00 hrs) Night 0 0 0 0 (23:00 to 07:00 hrs)

Note: Noise changes calculated in terms of the LAeq,16hr for Day and LAeq,8hr for Night

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2.704 In addition, no non-residential receptors are predicted to experience day-time noise increases of greater than 3 dB.

2.705 A detailed study of the potential maximum noise levels arising from the operation of trains has not been undertaken, as it is predicted that the LAmax,F levels associated with the proposed infrastructure and traffic pattern changes will be no higher than those already experienced at nearby receptors.

2.706 According to the results of this study, the non-stopping Great Western Main Line services dominate the railway noise climate in this area. The new Crossrail infrastructure will only shift the existing relief and goods lines by a single track width towards the nearest residential properties.

2.707 These are the primary reasons that the introduction of Crossrail infrastructure does not introduce any significant impacts at nearby receptors.

Vibration from the Surface Railway

2.708 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.709 When the Crossrail scheme is operational, it will cause only small increases in the

18-hour traffic flow on roads in this route window. The change in LA10,18hr corresponding to this increase in traffic is predicted to be < 1 dB. There are therefore no significant impacts arising from increases in operational traffic as a result of the scheme.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.710 It can be seen from this assessment that no significant noise impacts have been identified, and as such no further mitigation has been considered.

Vibration from the Surface Railway

2.711 There are no significant residual impacts.

Noise from Road Traffic

2.712 There are no significant residual impacts.

Impacts on Sites Granted Planning Permission

2.713 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route Window W8 – Southall Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Southall Daytime noise impacts at 0 residential Significant BPM to reduce noise, No residential properties are predicted to Significant Station properties. 3.6 m high hoarding on be eligible for noise insulation. Evening/weekend noise impacts at 54 the north and south side With this mitigation: residential properties. of the tracks, enclosure of Daytime noise impacts at 0 residential Night-time noise impacts at 0 residential static plant associated properties. properties. with night time working. Evening/weekend noise impacts for 54 Places of worship: No noise impacts. 2.4 m high hoarding residential properties. Educational facilities: No noise impacts. around contractors Night-time noise impacts for 0 residential Medical facilities: No noise impacts. compound properties. Public open spaces: No noise impacts Mitigation = Tier 2 Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route Window W8 – Southall Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Changes to the GW relief No significant changes in Not significant Not required. None Not significant lines, new goods loop. operational railway noise at Intensification of railway any noise sensitive traffic on Great Western receptors – no significant lines. noise impacts. Changes to the GW relief No operational railway Not significant Not required None Not significant lines, new goods loop. impacts Intensification of railway traffic on Great Western lines.

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ROUTE WINDOW W7 – HANWELL STATION

Overview of Route Window W7

2.714 Both platforms at Hanwell station will be extended westwards by about 65 m to accommodate Crossrail trains. In the west of the route window, various minor track modifications will be undertaken. The methodology for constructing platform extensions is described above, in Section 1.7. The works at the station will take about one year and two months to complete. Construction plant required for the works will include piling rigs, lighting rigs for night work, cranes, compressors and generators.

2.715 Works will be undertaken from three worksites: one at Churchfields Gardens, located to the north of the railway in the southeast corner of Churchfields Recreational Ground; one to the east of Golden Manor on the north side of the railway; and one in a disused builders yard accessed from Hanwell station’s forecourt, north of Hanwell station and the railway. Materials will be taken to and from the site by road, with access from Church Road via Station Approach and Golden Manor. There will be about two full lorry loads per day serving each of the worksites during the whole construction period.

2.716 This route window is located within LB Ealing. Hanwell station lies within a residential neighbourhood. The Brent Valley, west of the station, is an important green corridor. The dense development of Southall lies further west beyond this. Established residential neighbourhoods are located to the north, south and east, including Hanwell Green to the north and Hanwell to the south. Retail units are located along Church Road. There are extensive areas of vegetation surrounding the station, particularly along the steep embankments.

2.717 The viaduct spans the River Brent, the valley of which is designated locally for its wildlife importance. It is also designated open space. Baseline noise levels are relatively high and are dominated by road, railway and aircraft traffic.

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BASELINE

2.718 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00007: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) EA16 Fernbank, Golden Manor x EA17 St Ann’s School x

2.719 At St Ann’s School, the daytime baseline LAeq,12hr level was 70 dB and the night-time LAeq,8hr level was 60 dB. The baseline LAmax,F levels ranged between 83 and 98 dB, for the daytime period (07:00 to 19:00 hours) and 55 to 91 dB for the night-time period (23:00 to 07:00 hours).

2.720 A 7 day measurement survey was carried out at Fernbank, Golden Manor (EA16), where the daytime baseline LAeq,12hr level was 66 dB and the night-time LAeq,8 hr level was 62 dB. During the weekend period LAeq values were 2 dB and 1 dB lower than the weekday averages, for the day and night period respectively. At night, LAmax,F levels of up to 93 dB were recorded. Railway noise was the dominant source at both of these locations.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.721 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00007.

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.722 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

2.723 In the vicinity of the Hanwell and Elthorne Station Works, 32 properties are predicted to experience significant noise impacts during the evening/weekend period. 6 of these properties are also predicted to experience daytime noise impacts.

2.724 No impacts are predicted for night-time construction works.

2.725 The evening/weekend construction activities predicted to give rise to this significant impact include the demolition works to the existing platform ramps, and the creation of the piling platforms and piling activities for the new platforms.

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Offsite Road Traffic

2.726 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1dB.

Vibration from Surface Activity

2.727 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

Hanwell Station Forecourt Worksite

2.728 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Golden Manor Worksite

2.729 The construction information provided by Crossrail indicates that a CFA piling rig, breakers, and a vibrating roller is required during platform works; and that a tamper is required for track works. Vibration levels from CFA piling are unlikely to be significant at the nearest potentially sensitive receptors.

2.730 Vibration due to all works will not be significant due to the distance between the tracks and the nearest potential sensitive buildings. Churchfields Gardens Worksite

2.731 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings.

2.732 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.733 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.734 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to this worksite..

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

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Construction Sites and Works including Onsite Traffic

2.735 In this route window, an estimated 32 properties are predicted to be eligible for noise insulation due to construction noise during the evening/weekend periods of which 6 properties are predicted to be eligible for temporary rehousing. With the implementation of these mitigation measures, no properties are predicted to be subject to residual construction noise impacts.

Offsite Road Traffic

2.736 There are no significant residual impacts.

Vibration from Surface Activity

2.737 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.738 Between Southall Station (RW W8) and Uxbridge Road (RW W7), there are proposed changes to the railway (permanent way) infrastructure along the existing Great Western Relief Lines. A new freight loop will be constructed between the Relief and Main lines. This will be achieved by converting the existing down relief line into the freight loop. Other line conversions are then required to provide the re-aligned relief lines and the re-aligned goods loop. A Level 3 (detailed assessment) assessment has been carried out for this area.

2.739 The predicted noise changes attributable to the infrastructure and forecast railway traffic changes in the vicinity of the Southall Freight Loop have been calculated taking account of the new alignments, precise mix of expected rail vehicles and the operating speeds of the various train types.

2.740 The resulting changes in overall noise levels for residential receptors close to the new railway tracks are predicted to be as follows: Time No. of Significant Impacts Period Noise Noise Increase Decrease Slight Moderate Substantial >3 dB 3-5 dB 6-10 dB >10 dB Day 0 0 0 0 (07:00 to 23:00 hrs) Night 0 0 0 0 (23:00 to 07:00 hrs)

Note: Noise changes calculated in terms of the LAeq,16hr for Day and LAeq,8hr for Night

2.741 In addition, no non-residential receptors are predicted to experience day-time noise increases of greater than 3 dB.

2.742 A detailed study of the potential maximum noise levels arising from the operation of trains has not been undertaken, as it is predicted that the LAmax,F levels associated with the proposed infrastructure and traffic pattern changes will be no higher than those already experienced at nearby receptors.

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2.743 According to the results of this study, the non-stopping Great Western Main Line services dominate the railway noise climate in this area. The new Crossrail infrastructure will only shift the existing relief and goods lines by a single track width towards the nearest residential properties.

2.744 These are the primary reasons that the introduction of Crossrail infrastructure does not introduce any significant impacts at nearby receptors.

Vibration from the Surface Railway

2.745 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.746 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.747 It can be seen from this assessment that no significant noise impacts have been identified, and as such no further mitigation has been considered.

Vibration from the Surface Railway

2.748 There are no significant residual impacts.

Noise from Road Traffic

2.749 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.750 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route window W7: Hanwell Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Hanwell & Daytime noise impacts at 6 residential Significant BPM to reduce noise, 32 property are predicted to be eligible Not significant Elthorne properties. enclosure of static plant for noise insulation, of which 6 Station. Evening/weekend noise impacts at 32 associated with night-time properities are predicted to be eligible for Platform residential property. working. 2.4m high temporary rehousing. extension and Night-time noise impacts for 0 residential hoarding around With this mitigation: associated properties. contractors works site. Daytime noise impacts at 0 residential works. Places of worship: No noise impacts. Mitigation = Tier 1 properties. Educational facilities: No noise impacts. Evening/weekend noise impacts at 0 Medical facilities: No noise impacts. residential properties. Public open spaces: No noise impacts Night-time noise impacts for 0 residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route window W7: Hanwell Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Works: Changes to the GW No significant changes in Not significant Not Required. None Not significant relief lines, new goods loop. operational railway noise at Intensification of railway any noise-sensitive traffic on Great Western receptors – no significant lines. noise impacts.

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Works: Changes to the GW No significant operational Not significant Not Required. None Not significant relief lines, new goods loop. railway vibration impacts. Intensification of railway traffic on Great Western lines.

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ROUTE WINDOW W6 – WEST EALING STATION

Overview of Route Window W6

2.751 Within this route window the main Crossrail works will involve: • provision of new track and bay platform for the Greenford branch;

• platform extensions; and

• construction of a new ticket hall and new footbridge with lifts.

2.752 This route window is located within the LB Ealing. The station is separated from Manor Road to the north by a derelict former siding and small workshops. Manor Road is mainly residential. At the western end of the route window an industrial estate lies adjacent to the rail corridor. To the south, a supermarket and car park separate the rail corridor from a residential area. The railway overbridge contains a number of single storey retail units. There is little vegetation surrounding the station, although to the north of the station platforms regenerating scrub covers much of the former sidings area.

2.753 About 250 m of new track will be introduced west of West Ealing station that will accommodate the Greenford branch. Passengers using the Greenford branch will be required to change at West Ealing, since through-services to and from Paddington will no longer be available. Greenford services will use a new 50 m long bay platform, located on the north side of the station over the alignment of the disused sidings.

2.754 The existing ticket hall located on the road overbridge at the east end of West Ealing station will be converted to commercial use and a new facility, 5 m high and 28 m wide, will be constructed on the north side of the station, adjacent to the taxi rank off Manor Road. This will lead to a new footbridge which will have lift towers to provide access to the platforms.

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2.755 To accommodate longer Crossrail trains, both platforms will be extended at the western end by 65 m. New canopies will be constructed over part of the platforms. It will also be necessary to relay the trackwork forming the junction with the Greenford branch.

2.756 The site’s town centre location gives rise to high background noise, particularly at night.

Baseline

2.757 The route window includes three baseline noise survey locations, which are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00006: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) EA13 30 Manor Road x EA14 38 Felix Road x EA15 55 Berners Drive x 2.758 Three monitoring sites were selected in this route window. One long-term survey was undertaken at Manor Road (EA13), one medium-term survey was carried out at Felix Road (EA14) and one short-term survey was attended at Berners Drive (EA15).

2.759 Manor Road (EA13) is located directly to the north of the railway, with an unobstructed line of slight to the tracks. The dominant noise source was train noise, but Manor Road was also very busy and would have therefore contributed to the measured levels. Aircraft were also noted to frequently pass overhead. The daytime LAeq,12hr was 72 dB, with a LAmax of 104 dB. The night-time LAeq,8hr was 67 dB, with an LAmax of 95 dB.

2.760 Location EA14 was installed in the rear garden of 32 Felix Road, to the south of the railway. The dominant noise source was therefore due to train movements, although road traffic was also audible. At EA14 the baseline measured daytime LAeq,12hr was 72 dB, with a LAmax of 106 dB. Night-time measured baseline levels fell to 66 dB LAeq,8hr, with the LAmax ranging between 51 and 95 dB.

2.761 At 55 Berners Road (EA15), the dominant noise source was also train noise, but in between movements, industrial noise was considered to be fairly constant. The LAeq,3hr level at position EA15 was 64 dB, with daytime LAmax levels ranging between 79 and 82 dB.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.762 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00006.

Noise from Surface Construction Activity

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Construction Sites and Works including Onsite Traffic

2.763 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

2.764 In the vicinity of the West Ealing Station works, with the proposed noise barriers in place, a number of properties on Manor Road facing the works are predicted to experience significant noise impacts from evening/weekend working.

2.765 There are no impacts predicted during daytime or night-time periods.

2.766 The evening/weekend construction activities predicted to give rise to these significant impacts include the installation of the foundations and steelwork for the emergency stairs and lifts on the relief and main line platforms.

Offsite Road Traffic

2.767 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.768 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. West Ealing Station Worksite

2.769 The construction information provided by Crossrail indicates that a vibrating roller and a tamper are required during track works and platform works, and that breakers are required for the demolition of the garage and forecourt at 57 Manor Road and the old railway Milk Dock. The demolition of the garage and forecourt at 57 Manor Road will not require significant demolition plant and, therefore will not be a significant vibration source.

2.770 Vibration levels from the trackworks or platform works are predicted to be in the region of 1 to 3 mm/s at the nearest potentially sensitive receptors. Vibration levels are predicted to be in the region of 1 to 3 mm/s at the buildings on Manor Road closest to the site during demolition of the old railway Milk Dock.

2.771 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.772 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

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2.773 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to these worksites.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.774 Hoardings 3.6 m high would be provided along the northern and southern site worksite boundary. Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.775 In this route window, an estimated 7 properties are predicted to be eligible for noise insulation due to construction noise during the evening/weekend period. With the implementation of these mitigation measures, no properties are predicted to be subject to residual construction noise impacts.

Offsite Road Traffic

2.776 There are no significant residual impacts.

Vibration from Surface Activity

2.777 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.778 This Route Window includes works at West Ealing Station including remodelling the Greenford Branch Junction. Sensitive receptors are located on either side of the railway corridor at varying distances. A Level 2 (assessment based upon changes in railway traffic on existing lines and on other infrastructure alterations) assessment has been carried out.

2.779 The intensification of train flows along the line will result in a maximum noise change of less than 3 dB during both the day and at night. This is below the significance criterion, hence no significant impacts are predicted in this Route Window, given the assumptions made.

2.780 A detailed study of the potential maximum noise levels arising from the operation of trains has not been undertaken, as it is considered unlikely that the LAmax,F levels associated with the proposed infrastructure and traffic pattern changes will be any higher than those already experienced at nearby receptors.

Vibration from the Surface Railway

2.781 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

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Noise from Road Traffic

2.782 When the Crossrail scheme is operational, it will cause only small increases in the 18-hour traffic flow on roads in this route window. The change in LA10,18hr corresponding to this increase in traffic is predicted to be < 1 dB. There are therefore no significant impacts arising from increases in operational traffic as a result of the scheme.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.783 It can be seen from the assessment that no significant noise impacts have been identified and, as such, no mitigation is considered necessary.

Vibration from the Surface Railway

2.784 There are no significant residual impacts.

Noise from Road Traffic

2.785 There are no significant residual impacts.

Impacts on Sites Granted Planning Permission

2.786 No extant planning permissions that might be affected by the scheme have been identified in this route window.

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Route window W6: West Ealing Station – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance West Ealing Daytime noise impacts at 0 residential Significant BPM to reduce noise, An estimated 7 properties are predicted Not significant Station. properties. 3.6 m high hoarding to to be eligible for noise insulation. With Platform Evening/weekend noise impacts at 7 the north and south to this mitigation: extension and residential properties. screen noise, enclosure Daytime noise impacts at 0 residential associated Night-time noise impacts for 0 residential of static plant associated properties. works. properties. with 24-hour working. 2.4 Evening/weekend noise impacts for 0 Places of worship: No noise impacts. m high hoarding around residential properties. Educational facilities: No noise impacts. contractors compound. Night-time noise impacts for 0 residential Medical facilities: No noise impacts. Mitigation = Tier 2 properties. Public open spaces: No noise impacts Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

Route window W6: West Ealing Station – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Works: Remodelling of the No significant change in Not significant Not required None Not significant Greenford Branch Junction. operational railway noise at noise sensitive receptor – no significant noise impacts.

Works: Remodelling of the No significant operational Not significant Not required None Not significant Greenford Branch Junction. railway vibration impacts.

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ROUTE WINDOW W5 – EALING BROADWAY STATION

Overview of Route Window W5

2.787 Within this route window the main Crossrail works will involve:

• platform extensions and provision of associated shelters and canopies at Ealing Broadway station;

• replacement of the station’s ticket hall;

• new station footbridge, including three new escalators and lifts to create step-free access to all platforms; and

• new interchange footbridge with emergency escape at the east end of the main line platforms.

2.788 This route window is located within LB Ealing. Ealing is densely built-up with the main shopping areas located to the south of the station. Residential areas predominate north and south of the railway throughout the route window. The residential properties nearest to the station are located along Hamilton Road (25 m to the south) and Madeley Road (about 80 m north). The station forecourt faces the southeast corner of Haven Green, a formal open space about 25 m to the west of the station with mature trees on its boundary with the railway.

2.789 To accommodate longer Crossrail trains at Ealing Broadway station, platforms one to four will be extended at their eastern ends by between about 10 m and 40 m. Additional shelters will be provided on these platforms.

2.790 A new ticket hall, 8 m high and 40 m wide, will be constructed on the site of the existing retail units south of Villiers House. It will replace the existing facility, which will be converted to storage and commercial use.

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2.791 The ticket hall will lead to a new passenger footbridge, which will provide stairs and step-free access (via three lifts and three escalators) to national rail and Underground platforms. An interchange and escape footbridge will also be provided at the eastern end of the national rail platforms.

2.792 The site’s town centre location gives rise to moderate to high background noise.

Baseline

2.793 This route window includes the proposed improvements and construction works at Ealing Broadway Station. Three temporary worksites are proposed within the vicinity. The baseline noise survey locations and durations are listed in the following table and identified on Drawing No 1E0415-W1E00-E01-F-00005: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) EA09 2 Waldegrave Road x EA10 39 Hamilton Road x EA11 10 The Mall x EA12 4 Madeley Road x 2.794 The 7 day long-term survey was undertaken at 10 The Mall (EA11), where the dominant noise sources were observed to be a combination of road, railway noise and aircraft noise. The daytime baseline LAeq,12hr level was 63dB, with LAmax,F levels ranging between 60 and 96 dB. The night-time LAeq,8hr level was 57 dB, with the night-time LAmax,F levels of up to 91 dB. Weekend levels were found to reduce by 4 dB and 2 dB, during the day and night-time periods respectively.

2.795 The two 24 hour surveys were carried out at 2 Waldegrave Road (EA09) and 39 Hamilton Road (EA10). At both locations the dominant noise source was noted to be railway noise. The daytime baseline LAeq,12hr levels were 67 dB and 57 dB at locations EA09 and EA10, respectively. The daytime baseline LAmax,F levels were measured up to 88 dB at EA09 and 92 dB at EA10. At EA09, the night-time LAeq,8hr level was 62 dB, with night-time LAmax,F levels of up to 96 dB. At EA10, the night-time LAeq,8hr level was 52 dB, with night-time LAmax,F levels of up to 88 dB.

2.796 One short-term measurement location was selected in this route window, this was at 4 Madeley Road (EA12). The daytime LAeq,3hr baseline level was 61 dB, with LAmax,F levels of up to 88 dB. The noise climate was dominated by railway noise and aircraft noise.

Impact Assessment -Temporary Impacts

Impacts During Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.797 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00005.

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2.798 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

2.799 In the vicinity of the Ealing Broadway Station worksite, areas of residential development to the north, west and south of the works are predicted to be significantly affected by construction noise during the daytime period.

2.800 The construction activities, which are predicted to give rise to these impacts, include construction of the new ticket and construction of the transfer bridge.

2.801 No properties are predicted to experience construction noise impacts during the evening or night-time period.

Offsite Road Traffic

2.802 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.803 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Haven Green Worksite

2.804 The construction information provided by Crossrail does not indicate any items of plant that may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Ealing Broadway Station Forecourt Worksite

2.805 The construction information provided by Crossrail indicates that concrete breakers are required during demolition of existing retail units within the station complex.

2.806 Vibration levels may exceed the threshold of significance for building damage in buildings that are attached, contiguous, or adjacent to the retrial units being demolished, although vibration levels are not expected to exceed the threshold of significance for building damage at any receptor during the remainder of the of the proposed works. Ealing Broadway Station Worksite South

2.807 The construction information provided by Crossrail indicates that concrete breakers are required during platform works and that a tamper is required during track works.

2.808 Vibration levels from the trackworks or platform works are predicted to be in the region of 0.5 to 1.5 mm/s at the nearest potentially sensitive receptors.

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2.809 With the exception of buildings that are attached, contiguous, or adjacent to the retail units being demolished, vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.810 With the exception of buildings that are attached, contiguous, or adjacent to the retail units being demolished, the construction activities required in this route window are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.811 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to these worksites..

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.812 Hoardings 3.6 m high would be provided along the northern and southern site boundaries. Hoardings of a minimum height of 2.4 m would be provided around the contractors compound Compressors and generators during night-time periods would be located in noise reducing enclosures. This corresponds to Tier 2 mitigation.

2.813 No properties in this route window are predicted to qualify for noise insulation or temporary re-housing as a result of the proposed construction activities.

2.814 With the implementation of these mitigation measures 39 properties are predicted to be subject to significant residual construction noise impacts during the daytime period.

Offsite Road Traffic

2.815 There are no significant residual impacts.

Vibration from Surface Activity Haven Green Worksite

2.816 There are no significant residual impacts and no vibration mitigation is required for works in this worksite. Ealing Broadway Station Forecourt Worksite

2.817 Vibration mitigation will be required during demolition activities at this site, to mitigate potential impacts on adjacent buildings. Where there are buildings that are attached or contiguous to buildings that are proposed for demolition, the attached buildings should be unattached, as far as possible using non-vibratory techniques, such as diamond sawing, before demolition commences, and should continue as it progresses. Additionally, a detailed assessment should be undertaken prior to commencement of works to inform the selection of specific items of plant and working methods. An appropriate continuous vibration-monitoring regime should be adopted during demolition works allow monitoring of levels and cessation of activity should levels exceed relevant limits.

2.818 With appropriate mitigation, there will be no residual impacts.

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Ealing Broadway Station Worksite South

2.819 There are no significant residual impacts and no vibration mitigation is required for works in this worksite.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.820 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.821 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.822 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.823 There are no significant residual impacts.

Vibration from the Surface Railway

2.824 There are no significant residual impacts.

Noise from Road Traffic

2.825 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.826 Planning permission for the demolition of an existing workshop and extension to a public house, to provide a 33-bedroom hotel, has been submitted to Ealing Borough Council. The site is located within the Haven Green area. Planning permission for 23-17 High Street, Ealing, details the extension of the building for use as a 73- bedroom hotel. Planning permission for 46-50 Uxbridge Road dated 2002, consists of the construction of 3 additional floors at roof level and a ground floor infill, for the conversion of an existing building from office to residential use. The locations of the proposed planning permission are located at a distance from the worksites, thus indicating that the developments will not experience noise disturbance from Crossrail construction works.

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Route Window W5 – Ealing Broadway Station– Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Ealing Daytime noise impacts at 39 residential Significant 3.6m hoarding to the Daytime noise impacts at 39 residential Significant Broadway properties. northern and southern properties. Station. Evening/weekend noise impacts at 0 site boundaries. 2.4m Evening/weekend noise impacts for 0 Platform residential properties. hoarding around site residential properties. extension and Night-time noise impacts for 0 residential compounds. Enclosure of Night-time noise impacts for 0 residential associated properties. static plant associated properties. works. Places of worship: No noise impact. with nighttime working. Places of worship: No noise impact. Educational facilities: No noise impacts. Mitigation = Tier 2 Educational facilities: No noise impacts. Medical facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Public open spaces: No noise impacts

Route Window W5 – Ealing Broadway Station– Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W4 – ACTON MAIN LINE STATION

Overview of Route Window W4

2.827 Within this route window the main Crossrail works will involve:

• construction of a new rail underpass at Acton Yard; and

• new ticket hall, footbridge and platform canopies, and platform extensions at Acton Main Line station.

2.828 This route window is located within LB Ealing. The works area for the underpass extends from the North Circular Road bridge east of Ealing Broadway station through to the western end of Acton Main Line station. The wide railway corridor includes the existing sidings to the north of Acton Main Line station, as well as some light industry. Residential uses predominate either side of the railway. Retail and commercial uses are located along Horn Lane, near to Acton Main Line station.

Acton Rail Underpass

2.829 A new rail underpass will be constructed to make train paths available for freight trains going to and from Acton Yard without disrupting Crossrail and other services. This will take the eastbound relief line beneath the tracks that connect with Acton Yard. The ramp for the underpass will commence at a point where the Central Underground line diverges from the GWML, to the west of Noel Road bridge. Beyond the underpass, a further ramp will take the relief line back to ground level immediately to the west of Acton Main Line station. The track remodelling will require some demolitions within Acton Yard.

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2.830 The two goods lines and the three depot reception lines will need to be realigned considerably to the north of their current location to accommodate the rail underpass. This in turn will require that other sidings and facilities (used by EWS or their tenants) be moved northwards. The precise location of this relocation has not yet been agreed with EWS. Although it is likely that the recreational land north of Acton Yard will only be used temporarily, this is not certain. The assessment has therefore assumed that some permanent land take will be required from this.

Acton Main Line Station

2.831 A new ticket hall, 5 m high and 30 m wide, will be constructed at 267 Horn Lane to the south of the existing station. The existing facility on Horn Lane bridge may be converted to commercial use. The new ticket hall will lead to a new footbridge, which will provide lift access to each platform. New 35 m long canopies will be provided along the platforms in place of the existing platform shelters. Platforms three and four will be extended westwards by 57 m and 33 m respectively to accommodate Crossrail trains.

2.832 The site’s town centre location gives rise to moderate to high background noise.

Baseline

2.833 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No 1E0415-W1E00-E01-F-00004: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) EA02 Acton House x EA03 52 Lowfield Road x EA04 65 Mynton Road x EA05 151 Lynton Road x EA06 8 Churchill Gardens x EA07 273 Noel Road x EA08 3 Oakley Road x 2.834 Eight survey locations were selected in this route window, including three long-term, three 24 hour and two short-term surveys.

2.835 The 7 day long-term surveys were undertaken on the Acton House (EA02), 151 Lynton Road (EA05) and 8 Churchill Gardens (EA06). The day and night-time baseline noise levels varied greatly between the three sites, although the dominant noise source was noted to be train noise, with contributions from distant road traffic noise.

2.836 At Acton House (EA02) the daytime baseline LAeq,12hr level was 71 dB, with LAmax,F levels measured up to 108 dB. The night-time LAeq,8hr level was 64 dB, with night-time LAmax,F levels of up to 99 dB. Weekend daytime levels were found to 2 dB lower, while the night-time LAeq,8hr was 3 dB higher.

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2.837 Noise levels at 151 Lynton Road (EA05), were noted to be quite high as the measurement location was within 5m of the railway boundary. Daytime LAeq,12hr levels of 79 dB and night-time LAeq,8hr levels of 69 dB were recorded. LAmax,F levels reached 119 dB in the day and 102 dB during the night-time period. At Churchill Gardens (EA06), the weekday baseline LAeq,12hr was 61 dB, with a night-time LAeq,8hr level of 54 dB. Weekend levels were noted to be 1 dB lower during the daytime and 5 dB higher during the night-time. Daytime LAmax,F levels ranged between 63 dB and 91 dB, with night-time levels of up to 82 dB. Both of these locations were dominated by railway noise.

2.838 The two 24 hour surveys were carried out at 65 Mynton Road (EA04) and 3 Oakley Road (EA08). At each location the dominant noise source was noted to be a railway noise, with the additional influence of noise generated by Acton Freight Yard opposite, contributing to the baseline noise environment at EA04. The daytime baseline LAeq,12 hr levels were 61 dB and 69 dB dB at locations EA04 and EA08, respectively. The daytime baseline LAmax,F levels were measured up to 90 dB at EA04 and 102 dB at EA08. At EA04, the night-time LAeq,8hr level was 56 dB, with the night-time LAmax,F level ranging between 61 dB and 79 dB. At EA08, the night-time LAeq,8hr level was 64 dB, with LAmax,F levels of up to 91 dB. At EA22, the night-time LAeq,8hr level was 53 dB, with night-time LAmax,F levels of up to 83 dB.

2.839 The two short-term measurement locations selected in this route window were 52 Lowfield Road (EA03) and 273 Noel Road (EA07). The daytime LAeq,3hr baseline levels were 57 dB and 69 dB, respectively, with LAmax,F levels of up to 83 dB and 90 dB, respectively. At EA03 noise sources were a combination of train noise, road traffic noise, industrial noise from Acton Freight Yard and aircraft noise, which is not untypical of the type of noise environment experienced within the area. The baseline noise environment at EA07 was dominated by frequent freight train movements.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.840 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00004.

Noise from Surface Construction Activity

Construction Sites and Works including Onsite Traffic

2.841 Appendix A provides tables for each route window giving the predicted durations of significant impacts for representative receptors. Each listed receptor is representative of one or more dwellings or other noise-sensitive location. Also included in the tables is an estimate of the numbers of dwellings that may be eligible for temporary re- housing and/or noise insulation. Appendix A should be read in conjunction with both the text below and the Construction Noise Assessment Plans provided in Volume 8 of this Technical Report.

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Acton Mainline Station

2.842 In the vicinity of the Acton Mainline Station worksite areas, residential development to the east and south of the works are predicted to be significantly affected by construction noise. In particular, residential properties in Friary Road and Horn Lane, which face the proposed works, are predicted to experience daytime construction noise impacts. Properties in Friary Road are predicted to experience daytime and evening/weekend construction noise impacts.

2.843 The construction activities predicted to give rise to these significant impacts include: demolition works to the existing station and platforms, excavation and concreting works for the foundations of the new footbridge, overbridge and platform extensions and works associated with the temporary track crossings. The daytime construction activities predicted to give rise to the significant impacts include the planned demolition of 263 Horn Road. Acton Yard & Diveunder

2.844 In the vicinity of the Acton Yard and Diveunder worksite areas, residential development to the north and south of the works are predicted to be significantly affected by construction noise. In particular, residential properties in Oakley Avenue, Lynton Road and Churchill Gardens, which face the proposed works, are predicted to experience significant daytime construction noise impacts.

2.845 The construction activities predicted to give rise to these significant impacts include: the preparation of the formation for the headshunt, the new depot alignment construction, plain line track works including ballast laying and tamping, piling for the eastern and western sections of the diveunder, excavation between piled walls, installation of props, casting of base and roof slabs, provision of temporary track connections, removal of redundant permanent way and installation of new switches and crossings.

Offsite Road Traffic

2.846 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.847 The plant likely to be required for works in this route window has been reviewed to identify sources which may produce levels of vibration sufficient to cause adverse comment from the occupants of buildings, or cause damage to buildings. Acton Mainline Station Worksite

2.848 The construction information provided by Crossrail indicates that concrete breakers and a wacker plate are required during platform works, a tamper is required during track works, and that breakers will be required for the demolition of 267 Horn Lane.

2.849 Vibration levels from the trackworks or platform works are predicted to be in the region of 0.5 to 1.5 mm/s at the nearest potentially sensitive receptors. Vibration levels are predicted to be in the region of 0.5 to 3 mm/s at the nearest potentially sensitive receptors during demolition of 267 Horn Lane.

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Acton Mainline Station Worksite West

2.850 The construction information provided by Crossrail indicates that concrete breakers are required for demolition of some buildings during site clearance.

2.851 Vibration due to demolition at this worksite will not be significant due to the distance between the tracks and the nearest potential sensitive buildings.

2.852 Vibration levels are not expected to exceed the threshold of significance for damage at any receptor during the any of the proposed works.

2.853 The construction activities required at this site are likely to give rise to vibration levels that are below those that correspond to a semantic rating of ‘a low probability of adverse comment’.

2.854 No listed buildings, or receptors that are potentially more sensitive to vibration than residential uses, such as precision laboratories and operating theatres, have been identified that are significantly close to these worksites.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic Acton Mainline Station

2.855 Hoardings of a minimum height of 3.6 m would be provided along the northern and southern boundaries of the site and static plant associated with night-time working will be acoustically enclosed. This corresponds to Tier 2 mitigation.

2.856 An estimated 2 properties are predicted to be eligible for noise insulation due to construction noise. No properties are predicted to be eligible for temporary re- housing. With the implementation of these mitigation measures, 96 properties are predicted to be subject to a significant daytime residual construction noise impact. Acton Yard & Diveunder

2.857 Hoardings of a minimum height of 2.4 m would be provided along the northern and southern boundaries of the site. This corresponds to Tier 1 mitigation.

2.858 No properties are predicted to be eligible for noise insulation due to construction noise. No properties are predicted to be eligible for temporary re-housing. With the implementation of these mitigation measures, 119 properties are predicted to be subject to significant daytime residual construction noise impacts.

Offsite Road Traffic

2.859 There are no significant residual impacts.

Vibration from Surface Activity

2.860 There are no significant residual impacts and no vibration mitigation is required for works in this route window.

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Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.861 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.862 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.863 When the Crossrail scheme is operational, it will cause only small increases in the

18-hour traffic flow on roads in this route window. The change in LA10 18,hour corresponding to this increase in traffic is predicted to be < 1 dB. There are therefore no significant impacts arising from increases in operational traffic as a result of the scheme.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.864 There are no significant residual impacts.

Vibration from the Surface Railway

2.865 There are no significant residual impacts.

Noise from Road Traffic

2.866 There are no significant residual impacts in this route window.

Impacts on Sites Granted Planning Permission

2.867 No extant planning permissions that might be affected by the scheme have been identified in this route window.

ACTON YARD SCENARIO

Impact Assessment – Temporary Impacts

Impacts during Construction

Construction Sites and Works including Onsite Traffic

2.868 With the Acton Yard scenario, the yard’s sidings will be located slightly more to the north than as assessed above. This would put some areas of the worksite closer to the noise-sensitive receptors of to the north. However, even with the reduced distance between the worksite and these residential receptors, no changes in noise impacts are predicted from the construction activity in this area.

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Offsite Road Traffic

2.869 The alternative site layout considered here would not materially change the number of vehicle movements, offsite. Therefore, there would be no change from the assessment above.

Vibration from Surface Activity

2.870 The potential impacts are predicted to be the same or lesser than those for the Crossrail base case.

Noise and Vibration Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.871 As for the base case for Acton Yard and Diveunder, hoardings of a minimum height of 2.4 m would be provided along the northern and southern boundaries of the site. This corresponds to Tier 1 mitigation.

2.872 No properties are predicted to be eligible for noise insulation due to construction noise. No properties are predicted to be eligible for temporary re-housing. The residual effects also do not differ from the base case, with the same total of 119 properties subject to significant daytime residual construction noise impacts.

Offsite Road Traffic

2.873 Same comments apply as for Crossrail base case.

Vibration from Surface Activity

2.874 Same comments apply as for Crossrail base case.

Vibration from Surface Activity

2.875 Same comments apply as for Crossrail base case.

Impact Assessment – Permanent Impacts

1.20 The permanent effects are predicted to be no different from the Crossrail base case.

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Route Window W4 – Acton Main Line Station– Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Acton Mainline Daytime noise impacts at 98 residential Significant BPM to reduce noise, An estimated 2 properties are predicted Significant Station. properties. 2.4 m high hoarding on to be eligible for noise insulation. Platform Evening/weekend noise impacts at 2 the north and south side With this mitigation: Extensions residential properties. of the tracks, enclosure of Daytime noise impacts at 96 residential and footbridge Night-time noise impacts at 0 residential static plant associated properties. properties. with night time working. Evening/weekend noise impacts for 0 Places of worship: No noise impacts. Mitigation = Tier 1 residential properties. Educational facilities: No noise impacts. Night-time noise impacts at 0 residential Medical facilities: No noise impacts. properties Public open spaces: No noise impacts Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts Acton Yard & Daytime noise impacts at 119 residential Significant BPM to reduce noise, No properties are predicted to be eligible Significant Diveunder properties. 2.4 m high hoarding on for noise insulation or temporary re- Evening/weekend noise impacts at 0 the north and south side housing. residential properties. of the tracks, enclosure of With this mitigation: Night-time noise impacts at 0 residential static plant associated Daytime noise impacts at 119 residential properties. with night time working. properties. Places of worship: No noise impacts. 2.4m high hoarding Evening/weekend noise impacts for 0 Educational facilities: No noise impacts. around contractors residential properties. Medical facilities: No noise impacts. compound. Night-time noise impacts at 0 residential Public open spaces: No noise impacts Mitigation = Tier 1 properties Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts

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Route Window W4 – Acton Main Line Station– Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W3 – OLD OAK COMMON DEPOT

Overview of Route Window W3

2.876 Within this route window the main Crossrail works will involve remodelling to provide 14 new Crossrail stabling sidings and a further siding incorporating train-washing plant within the site of Old Oak Common depot. This will require some remodelling of existing trackwork to accommodate the needs of other existing users within the depot. The site to be used for the sidings will also be used temporarily as a tunnel construction and fit-out depot.

2.877 This route window is located within the London boroughs of Ealing and Hammersmith & Fulham. Old Oak Common is an extensive site comprising stabling sidings, engine sheds and workshops; the works area is confined to the central part of the existing stabling yard. The broad railway corridor contains large engine sheds. The surrounding area is dominated by industry and industrial estates. Small pockets of residential development are located to the west along Shaftesbury Gardens and Wells House Road, and to the south of Wormwood Scrubs Park.

2.878 The permanent works will consist of fourteen new Crossrail stabling sidings within the site of Old Oak Common depot, of which 12 will be 250 m long and two will be 130 m long. A further siding incorporating a train washing facility will also be provided. The sidings will be overhead electrified and located between the existing English Welsh & Scottish and First Great Western depots on a section of land known as the Coronation Sidings. The site will also include a staff accommodation building.

2.879 A new electrical feeder station at Old Oak Common will be located north of the railway, opposite Wells House Road.

2.880 The site’s town centre location gives rise to high background noise

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Baseline

2.881 One baseline noise survey locations was selected within the route window, details are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F- 00003: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) EA01 167 Wells House Road x

2.882 One week long measurement was carried out at 167 Wells House Road (EA01). The dominant noise source was attributed to constant road traffic on Old Oak Common Lane and the continuous rumble of diesel locomotive engines from North Pole Depot. The daytime baseline LAeq,12hr level was 70 dB and the night-time LAeq,8hr was 63 dB. Measured LAmax,F levels ranged between 77 and 108 dB during the day period and up to 96 dB at night.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.883 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00003.

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.884 Construction works at the Old Oak Common Depot are not predicted to result in significant noise impacts for any residential or non-residential, noise-sensitive receptors.

Offsite Road Traffic

2.885 Construction vehicles will only use the highway during the daytime (07:00 - 19:00).

At façades overlooking roads used by construction traffic, the existing hourly LA10 during the daytime is predicted to increase by < 1 dB.

Vibration from Surface Activity

2.886 The works are distant from vibration sensitive receptors and significant impacts are considered unlikely to arise.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.887 There are no significant residual impacts.

Offsite Road Traffic

2.888 There are no significant residual impacts.

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Vibration from Surface Activity

2.889 There are no significant residual impacts.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.890 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.891 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.892 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.893 There are no significant residual impacts.

Vibration from the Surface Railway

2.894 There are no significant residual impacts.

Noise from Road Traffic

2.895 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.896 No extant planning permissions that might be affected by the scheme have been identified in this route window.

OLD OAK COMMON SCENARIO

Impact Assessment – Temporary Impacts

Impacts during Construction

Construction Sites and Works including Onsite Traffic

Noise from Surface Activity

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2.897 The Old Oak Common scenario involves works being undertaken at different locations within the site in order to accomadate the needs of current occupants. However, even with works taking place at other locations within the site, the assessment in the Crossrail base case still applies. No significant noise impacts are predicted from construction activities in this area.

Offsite Road Traffic

2.898 Effects are likely to be the same or lesser than those in the Crossrail base case.

Vibration from Surface Activity

2.899 Crossrail base case still applies. Impacts are considered unlikely to arise.

Noise and Vibration Mitigation and Residual Impacts during Construction

Construction Sites and Works including Onsite Traffic

2.900 Crossrail base case still applies. There are no significant residual impacts.

Offsite Road Traffic

2.901 There are no significant residual impacts.

Vibration from Surface Activity

2.902 Crossrail base case still applies. There are no significant residual impacts.

Impact Assessment – Permanent Impacts

2.903 Crossrail base case still applies. The permanent effects are predicted to not be significantly different from the Crossrail base case.

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Route Window W3 – Old Oak Common Depot – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Platform and Daytime noise impacts at 0 residential Not significant BPM to reduce noise, An estimated 0 properties would be Not significant track works properties. enclosure of static plant eligible for noise insulation, 0 of which Evening/weekend noise impacts at 0 associated with 24 are predicted to be eligible for temporary residential properties. hour/night-time working. re-housing. With this mitigation: Night-time noise impacts at 0 residential properties. Mitigation = Tier 1. Daytime noise impacts at 0 residential properties. Places of worship: No noise impacts. Evening/weekend noise impacts for 0 Educational facilities: No noise impacts. residential properties. Medical facilities: No noise impacts. Night-time noise impacts for 0 residential Public open spaces: No noise impacts. properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts.

Route WINDOW W3 – Old Oak Common Depot – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W2 – CANAL WAY

Overview of Route Window W2

2.904 The four tracks in the GWML corridor currently increase to six at Ladbroke Grove (in Route Window W1). In order to provide space for a reversing facility at Westbourne Park this four-six track widening location will need to be moved eastwards to Subway Junction, east of Westbourne Park. The remaining two (northern) tracks between Ladbroke Grove and Westbourne Park will be used by Crossrail for movement of empty stock between Old Oak Common depot and the Westbourne Park train reversing facility.

2.905 As part of these works, the track layout at Canal Way will be modified to permit Crossrail services to access Old Oak Common depot and to reduce conflict with other services accessing the depot. This will require installation of a series of crossovers between the relief lines and the Crossrail lines leading to the depot, and reinstatement of a second track over the Engine & Carriage Line flyover. Testing and commissioning of the new track layout will be undertaken on completion of the main works. Subject to possession planning requirements, the works involved with this will take place over a period of about seven months.

2.906 Construction plant required for these works will include excavators, bulldozers, mobile cranes, rail-mounted cranes, rail saws and drilling equipment. All works will take place within the existing railway corridor, with materials mainly taken to and from the works by rail.

2.907 This route window is located within the LB Hammersmith & Fulham and the Royal Borough of Kensington & Chelsea. The intensively used rail corridor is bordered to the south by residential areas and by Wormwood Scrubs Park, a significant area of open space, which lies adjacent to the Eurostar North Pole depot. To the northeast, beyond the Grand Union Canal are situated commercial uses and gas works. To the north of the canal lies the expanse of open space of St Mary’s and Kensal Green cemeteries, both of which have non-statutory ecological designations.

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2.908 Baseline noise levels are high and are dominated by trains.

Baseline

2.909 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No. 1E0415-W1E00-E01-F-00002: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) KC07 Northall House x KC08 Kensal Green Cemetery x

2.910 At Northall House, the daytime baseline LAeq,12hr level was 58 dB and the night-time LAeq,8hr level was 55 dB. The baseline LAmax,F levels ranged up to 85 dB, for both the daytime period (07:00 to 19:00 hours) and night-time period (23:00 to 07:00 hours).

2.911 In addition, a short-term attended noise survey was undertaken at Kensal Green Cemetery, where the daytime baseline LAeq,3 hr level was 59 dB, with measured LAmax,F levels of up to 76 dB. Continuous steady hum from the gasometer on the opposite side of the canal was audible throughout the monitoring period. Although trains were not visible from site, train pass-bys were also audible and considered to be the dominant noise source.

Impact Assessment -Temporary Impacts

Impacts During Construction

2.912 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00002.

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.913 Construction works comprise track works and are not predicted to result in significant noise impacts for any residential or non-residential, noise-sensitive receptors.

Offsite Road Traffic

2.914 Not applicable to this route window.

Vibration from Surface Activity

2.915 The works are distant from vibration sensitive receptors and significant impacts are considered unlikely to arise.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.916 There are no significant residual impacts.

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Offsite Road Traffic

2.917 Not applicable to this route window.

Vibration from Surface Activity

2.918 There are no significant residual impacts.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.919 Intensification of train flows along the line will result in a maximum noise change that is less than 3 dB during both the day and at night. This is below the significance criterion, hence no impact.

Vibration from the Surface Railway

2.920 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.921 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.922 There are no significant residual impacts.

Vibration from the Surface Railway

2.923 There are no significant residual impacts.

Noise from Road Traffic

2.924 Not applicable to this route window.

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Impacts on Sites Granted Planning Permission

2.925 The London Borough of Kensington and Chelsea has granted planning consent (boundary of W1 and W2) for a mixed-use development on Ladbroke Grove, comprising of B1, A1, A2, A3 and 28 residential dwellings. The location of the proposed planning permission is located at a distance from the worksite, thus indicating that the residential aspect of the development should not experience noise impacts due to Crossrail construction works.

2.926 Planning permission to develop part of the former Kensal Green Gas Works in Canal Way will incorporate business, residential and restaurant/bar uses. Some trackworks will be required on the northern side of the GWML corridor and if residential aspects of the development are adjacent to the railway, then significant impacts are likely but only for relatively short durations.

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Route Window W2 – Canal Way – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Track works No impacts Not significant Not applicable Not applicable Not applicable

Route Window W2 – Canal Way – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

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ROUTE WINDOW W1 – LADBROKE GROVE

Overview of Route Window W1

2.927 As described for Route Window W2, in order to provide space for a reversing facility at Westbourne Park the four-six track widening location will need to be moved eastwards to Subway Junction, east of Westbourne Park. The works will require the removal of existing tracks, the laying of new tracks, crossovers and turnouts, and the provision of new signalling. The final arrangement will result in the northern pair of tracks being used by Crossrail for empty stock movements to and from Old Oak Common depot; the middle pair of tracks will be used as the relief lines; and the southern pair of tracks will be used as the main lines.

2.928 Much of the works will be undertaken during possessions, typically of either 16 or 52 hours duration. However, the most significant elements of the track remodelling and re-signalling will require a two week blockade of all lines into Paddington station, together with restrictions in the use of some lines during the weeks before and after this.

2.929 During these works, the track layout at Portobello Junction will be modified to permit Crossrail services to cross between the dedicated Crossrail lines and the GWML relief lines. The works will involve the installation of a series of crossovers. This will allow flexibility for some relief line services to be routed into Paddington without conflicting with Crossrail services.

2.930 Plant and equipment required at the worksite will include excavators, bulldozers, mobile cranes, rail-mounted cranes, rail saws and drilling equipment. Works will be carried out from within the rail corridor and, with only limited access available to lorries, almost all materials will be taken to and from the works by rail.

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2.931 This route window is located within LB Hammersmith & Fulham and the Royal Borough of Kensington & Chelsea. The intensively used rail corridor is bordered on both sides by residential areas, principally three to five storey flats, and commercial estates. Works take place over about 850 m, wholly within the rail corridor, which lies within a 4 m cutting, approximately between Ladbroke Grove overbridge to the northwest and Barley Shotts Business Park to the southeast.

2.932 There are some locally important wildlife areas alongside the railway and associated with the Grand Union Canal that is situated to the north of the railway. Baseline noise levels are high and are dominated by trains and by traffic on the A40.

Baseline

2.933 The baseline noise survey locations and durations are listed in the following table and identified on Drawing No 1E0415-W1E00-E01-F-00001: Long-term Medium term Short-Term Location Address (1 week) (24-hours) (3-hours) KC01 1 Edenham Way (Elkstone Road) x KC02 83 St Ervans Road x KC03 Kennington and Chelsea College x KC04 Octavia House x KC05 38 Kensal House x KC06 15 Barbly Gardens x

2.934 In total six monitoring positions were selected in route WINDOW W1, these included two long-term positions and four 3-hour measurement surveys.

2.935 The four short-term surveys were undertaken at 1 Edenham Way, off Elkstone Road (KC01), 83 St Ervans Road (KC02), Octavia House (KC03) and 38 Kensal House (KC05). At KC04, the microphone was located at a façade position at the ground floor of the southeast corner of Octavia House. Originally monitoring was to be conducted at Manchester Drive, however access could not obtained and the survey location was therefore repositioned. The daytime LAeq,3 hr baseline levels were measured as 73 dB at both KC01 and KC02, 68 dB at KC04 and 75 dB at KC05, with LAmax, F in the range of 89 dB to 106 dB. The highest levels were measured at KC05, with the lowest measured levels at KC01 and KC02.

2.936 Daytime LAeq,12hr baseline levels at Kensington and Chelsea College (KC03) was 69 dB, with the night-time LAeq,8hr falling to 62 dB. The LAmax,F night-time levels during the survey period ranged up to 95 dB. Trains were the dominant influence on the LAeq noise level, while distant road traffic noise was the principle influence on the LA90.

2.937 A long-term survey was undertaken at 15 Barbly Gardens KC06, on the rear façade, at the first floor window. The noise levels measured in the area were 56 dB LAeq,12hr during the daytime period (07:00 to 19:00) and 50 dB LAeq,8hr during the night-time period (23:00 to 07:00). The day and night-time levels measured during the weekend period were 6 dB and 2 dB below the weekday levels. This location was dominated by railway noise.

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Impact Assessment -Temporary Impacts

Impacts During Construction

2.938 Temporary impacts from construction activities are illustrated on Drawing No. 1E0315-W1E00-E01-F-00001.

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.939 Significant daytime impacts are only predicted to occur at 1 residential property; 81 Southern Row, due to construction activities associated with track works.

2.940 No evening or night-time impacts are predicted to occur. In addition, no non- residential noise sensitive properties are predicted to be impacted.

Offsite Road Traffic

2.941 Not applicable to this route window.

Mitigation and Residual Impacts during Construction

Noise from Surface Activity

Construction Sites and Works including Onsite Traffic

2.942 Due to works taking place along a significant length of track, it is not practical to erect barriers along the whole length of track where works are scheduled. This corresponds to Tier 1 mitigation.

2.943 Within this route window, approximately 1 property (located in Southern Row) is predicted to experience a significant residual noise impact by construction works. No properties are eligible for noise insulation or temporary re-housing.

Offsite Road Traffic

2.944 Not applicable to this route window.

Impact Assessment – Permanent Impacts

Impacts during Operation

Noise from the Surface Railway

2.945 This Route Window includes a number of bridges. There are no stations or sidings in this Route Window. Crossrail tracks will run parallel to Great Western Main Line corridor. Sensitive receptors are located to the south and north of the railway but these areas are subject to high ambient noise levels day and night due to the presence of the railway corridor. On this basis, a Level 2 (assessment based upon changes in railway traffic on existing lines and on other infrastructure alterations) assessment has been carried out.

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2.946 The intensification of train flows along the line will result in a maximum noise change of less than 3 dB during both the day and at night. This is below the significance criterion, hence no significant impacts are predicted in this Route Window, based on the assumptions made.

2.947 A detailed study of the potential maximum noise levels arising from the operation of trains has not been undertaken, as it is considered unlikely that the LAmax,F levels associated with the proposed infrastructure and traffic pattern changes will be any higher than those already experienced at nearby receptors.

Vibration from the Surface Railway

2.948 Changes in vibration levels affecting sensitive receptors will be below levels at which impact is deemed to arise.

Noise from Road Traffic

2.949 No change in baseline traffic flows in this route window as a result of Crossrail. Therefore not applicable.

Mitigation and Residual Impacts during Operation

Noise from the Surface Railway

2.950 It can be seen from the assessment that no significant noise impacts have been identified and, as such, no mitigation is considered necessary.

Vibration from the Surface Railway

2.951 There are no significant residual impacts.

Noise from Road Traffic

2.952 Not applicable to this route window.

Impacts on Sites Granted Planning Permission

2.953 Planning permission has been granted on the land adjacent to 338 Ladbroke Grove to develop a multi-use development, comprising of mixed business and residential use. Residential properties close to the railway line may be subject to significant impacts from daytime working activities.

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Route Window W1 – Ladbroke Grove – Temporary Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Westbourne Daytime noise impacts at 1 residential Not significant BPM to reduce noise, An estimated 0 properties are predicted Not significant Park property. enclosure of static plant to be eligible for noise insulation. No Reversing Evening/weekend noise impacts at 0 associated with 24 properties are predicted to be eligible for Facilities residential properties. hour/night-time working. temporary re-housing. With this (Permanent- Night-time noise impacts at 0 residential Mitigation = Tier 1. mitigation: way works) properties. Daytime noise impacts at 1 residential Places of worship: No noise impacts. property. Educational facilities: No noise impacts. Evening/weekend noise impacts for 0 Medical facilities: No noise impacts. residential properties. Public open spaces: No noise impacts. Night-time noise impacts for 0 residential properties. Places of worship: No noise impacts. Educational facilities: No noise impacts. Medical facilities: No noise impacts. Public open spaces: No noise impacts.

Route Window W1 – Ladbroke Grove – Permanent Impacts

Works Potential Impact Significance Assumed Mitigation Residual Impact

Description Significance Operation of Railway No significant change in Not significant Not required None Not significant operational railway noise at any noise sensitive receptors– no significant noise impacts. Operation of Railway No operational railway Not significant Not required None Not significant vibration impacts

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APPENDIX A

Construction Impact Summary Tables, Route Windows W25 to W1