PHASE ONE

DraFt EnvironmEntal StatEmEnt Community Forum Area Report 1 | Euston – station and approach HS2 London-West Midlands May 2013

ENGINE FOR GROWTH DRAFT ENVIRONMENTAL STATEMENT Community Forum Area Report ENGINE FOR GROWTH 1 I Euston High Speed Two (HS2) Limited, 2nd Floor, Eland House, Bressenden Place, London SW1E 5DU

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Printed in Great Britain on paper containing at least 75% recycled fibre. CFA Report – Euston/No 1 I Contents Contents

Draft Volume 2: Community Forum Area Report – Euston/No 1 5 Part A: Introduction 6 1 Introduction 7 1.1 Introduction to HS2 7 1.2 Purpose of this report 7 1.3 Structure of this report 9 Part B: Euston – Station & Approach overview of the area and description of the Proposed Scheme 10 2 Euston 11 2.1 The case for Euston as the London terminus for HS2 11 2.2 An overview of the Euston area 14 2.3 Community engagement 19 2.4 Description of the Proposed Scheme 20 2.5 Construction of the Proposed Scheme 25 2.6 Operation of the Proposed Scheme 41 2.7 Station and route section main alternatives 41 Part C: Environmental topic assessments 46 3 Agriculture, forestry and soils 47 3.1 Introduction 47 4 Air quality 48 4.1 Introduction 48 4.2 Policy framework 48 4.3 Assessment scope and key assumptions 48 4.4 Environmental baseline 48 4.5 Construction 49 4.6 Operation 51 5 Community 53 5.1 Introduction 53 5.2 Policy framework 53

1 CFA Report – Euston/No 1 I Contents

5.3 Assessment scope and key assumptions 54 5.4 Environmental baseline 54 5.5 Construction 55 5.6 Operation 58 6 Cultural heritage 60 6.1 Introduction 60 6.2 Policy framework 60 6.3 Assessment scope and key assumptions 60 6.4 Environmental baseline 60 6.5 Construction 62 6.6 Operation 64 7 Ecology 66 7.1 Introduction 66 7.2 Policy framework 66 7.3 Assessment scope and key assumptions 66 7.4 Environmental baseline 67 7.5 Construction 68 7.6 Operation 69 8 Land quality 70 8.1 Introduction 70 8.2 Policy framework 70 8.3 Assessment scope and key assumptions 70 8.4 Environmental baseline 70 8.5 Construction 72 8.6 Operation 74 9 Landscape and visual assessment 75 9.1 Introduction 75 9.2 Policy framework 75 9.3 Assessment scope and key assumptions 75 9.4 Environmental baseline 76 9.5 Construction 77 9.6 Operation 80 10 Socio-economics 84 10.1 Introduction 84 10.2 Policy framework 84 10.3 Assessment scope and key assumptions 84 10.4 Environmental baseline 84 10.5 Construction 86

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10.6 Operation 87 11 Sound, noise and vibration 89 11.1 Introduction 89 11.2 Policy framework 89 11.3 Assessment scope and key assumptions 89 11.4 Environmental baseline 89 11.5 Construction 90 11.6 Operation 91 12 Traffic and transport 94 12.1 Introduction 94 12.2 Policy framework 94 12.3 Assessment scope and key assumptions 94 12.4 Environmental baseline 95 12.5 Construction 98 12.6 Operation 103 13 Water resources and flood risk assessment 108 13.1 Introduction 108 13.2 Policy framework 108 13.3 Assessment scope and key assumptions 108 13.4 Environmental baseline 109 13.5 Construction 110 13.6 Operation 111 14 References 113

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List of figures

Figure 1: HS2 Phase One route and community forum areas 8 Figure 2: The Euston area 15 Figure 3: Illustrative view of the Proposed Scheme at Euston Station 21 Figure 4: Passenger journey on arrival at HS2 platforms 24 Figure 5: Passenger journey to depart from HS2 platforms 25 Figure 6: Indicative construction programme for the area 31 Figure 7: Business Sector Composition in LBC and London 85

List of tables

Table 1: Location of construction site compounds 27 Table 2: Demolition works 29 Table 3: Permanent road closures without replacement 35 Table 4: Permanent road closures with replacement 36 Table 5: Long period temporary road closures 36 Table 6: Preliminary evaluation of likely status and value of protected and/or notable species occurring within this area 68 Table 7: Significant residual construction effects on ecological receptors within the area 69 Table 8: Significant landscape effects during construction 78 Table 9: Significant visual effects during construction 79 Table 10: Significant landscape effects during operation year 1 (2026) 81 Table 11: Significant visual effects during operation year 1 (2026) 82 Table 12: Options for further mitigation 93 Table 13: Existing overground daily passenger demand at Euston Station 96 Table 14: Existing overground passenger demand at Euston Station 96 Table 15: LUL passenger movements at Euston Station 96 Table 16: Overground baseline passenger demand at Euston Station 97 Table 17: LUL passenger movements at Euston Station 98 Table 18: Forecast rail and LUL passengers at Euston 103 Table 19: Forecast taxi movements 104

4 CFA Report – Euston/No 1 I Contents Draft Volume 2: Community Forum Area Report Euston/No 1 Structure of the HS2 draft Environmental Statement The draft ES documentation for the purpose of this consultation comprises: • A Non-technical summary (NTS) – Providing a summary of the Proposed Scheme, the likely significant effects of the Proposed Scheme, both beneficial and adverse, and the means to avoid or reduce the adverse effects; • A main report – Consisting of two volumes: ȃȃ Volume 1: Introduction to the Environmental Statement and Proposed Scheme which provides an introduction to HS2, an overview of the hybrid bill process and the environmental impact assessment (EIA) methodology, an introduction to consultation and engagement, the main strategic and route-wide alternatives considered; and ȃȃ Volume 2: Includes 26 Community Forum Area (CFA) reports, each with a separate corresponding set of Map Book, which together provide the assessment of local environmental effects. An assessment of the effects of the Proposed Scheme on a route-wide basis is presented in Report 27.

HS2 Ltd set up 26 community forums along the line of route of the Proposed Scheme, as a regular way of engaging with local communities.1 Volume 2 of this draft ES supports this engagement strategy by providing a draft ES report for each CFA. This is a report for the Euston area, CFA 1.

The draft ES has been written in a clear and accessible manner, however, on occasion it has been necessary to use technical terms. Given this, a glossary of terms and list of abbreviations for all draft ES documentation is provided.

1 Details of these community forums are provided on the HS2 Ltd website at http://www.hs2.org.uk/have-your-say/forums/community-forums, Accessed: 11 April 2013

5 CFA Report – Euston/No 1 I Contents Part A: Introduction

6 CFA Report – Euston/No 1 I Introduction 1 Introduction 1.1 Introduction to HS2 1.1.1 HS2 is planned to be a Y-shaped rail network with stations in London, Birmingham, Leeds, Manchester, South Yorkshire and the East Midlands, linked by high speed trains running at speeds of up to 360 kilometres per hour (kph) (225 miles per hour (mph)).

1.1.2 HS2 is proposed to be built in two phases. Phase One (the Proposed Scheme), the subject of this draft ES, would involve the construction of a new railway line of approximately 230km (143 miles) between London and Birmingham that would become operational by 2026; with a connection to the West Coast Main Line (WCML) near Lichfield and to the existing HS1 Line in London. The Phase One route and the 26 CFAs are shown in Figure 1.

1.1.3 On opening, Phase One would run up to 14 trains per hour (tph). HS2 trains would be up to 400 metres (m) long with 1,100 seats during peak hours. Beyond the dedicated high speed track, these high speed trains would connect with and run on the existing WCML to serve passengers beyond the HS2 network. A connection to HS1 would also allow some services to run to mainland Europe via the Channel Tunnel.

1.1.4 Phase Two would involve the construction of lines from Birmingham to Leeds and Manchester; with construction commencing around 2027, and planned to be operational by 2033. After Phase Two opens, it is expected that the frequency of train services on some parts of the Phase One route could increase up to 18tph.

1.1.5 The Government believes that the HS2 network should link to Heathrow and its preferred option is for this to be built as part of Phase Two. However, the Government has since taken the decision to pause work on the Heathrow link until after 2015 when it expects the Airports Commission to publish its final report on recommended options for maintaining the country’s status as an international aviation hub. 1.2 Purpose of this report 1.2.1 This report presents the likely significant environmental effects as a result of the construction and operation of Phase One of HS2 (the Proposed Scheme) that have been identified to date within the area of Euston (CFA 1). It provides a summary of the likely environmental issues and proposed mitigation measures that are being addressed during the design development process within the Euston area.

1.2.2 The final details of the Proposed Scheme and assessment of its environmental impacts and effects will be presented in the formal ES submitted in accordance with the requirements of Parliamentary Standing Order 27A (SO27A).2

2 Standing Order 27A of the Standing Orders of the House of Commons relating to private business (environmental assessment), House of Commons.

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Figure 1: HS2 Phase One route and community forum areas

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1.3 Structure of this report 1.3.1 This report is divided into three parts: • Part A – an introduction to HS2 and the purpose of this report; • Part B – overview of the area, description of the Proposed Scheme within Euston and its construction, community forum engagement, and a description of the main local alternatives; and • Part C – environmental topic assessments – overview of the policy framework, the environmental baseline within the area, an assessment of construction and operational effects, the proposed mitigation measures, and significant residual effects for the following environmental topics: ȃȃ Agriculture, forestry and soils; ȃȃ Air quality; ȃȃ Community; ȃȃ Cultural heritage; ȃȃ Ecology; ȃȃ Land quality; ȃȃ Landscape and visual assessment; ȃȃ Socio-economics; ȃȃ Sound, noise and vibration; ȃȃ Traffic and transport; and ȃȃ Water resources and flood risk.

1.3.2 The maps relevant to Euston are provided in a separate corresponding document entitled Volume 2: CFA 1 Map Book, which should be read in conjunction with this report.

1.3.3 In addition to the environmental topics covered in Part C of this report, Report 27 also addresses climate, electromagnetic interference and waste and material resources on a route- wide basis.

9 CFA Report – Euston/No 1 I Introduction Part B: Euston – Station & Approach overview of the area and description of the Proposed Scheme

10 CFA Report – Euston/No 1 I Euston 2 Euston 2.1 The case for Euston as the London terminus for HS2 Policy case

2.1.1 The case for HS2, with a terminus at Euston, is well established within the national and regional policy context.

2.1.2 The Department for Transport’s ‘High Speed Rail: Investing in Britain’s Future’3 confirmed the choice of Euston as the right site for the London terminus for HS2, best serving passenger requirements including onwards travel.

2.1.3 Key regional policies are set out in in the London Plan 20114, the Mayor’s Transport Strategy5, and the emerging Euston Area Plan (EAP) 6. The London Plan seeks to integrate transport and development throughout London, particularly at locations such as Euston, which already have high public transport accessibility. HS2 is a key scheme in the London Plan’s Indicative List of Transport Schemes and is identified as a strategic priority which will ‘support future development and regeneration priority areas, and increase public transport capacity’. The Mayor’s Transport Strategy supports the development of a national high speed network. It seeks to ensure that the main London terminus for a high speed line is centrally located, well connected to existing public transport network, and widely accessible to maximise access to jobs and London’s population. The Transport Strategy identifies Euston as being best placed to “meet these criteria”.

2.1.4 The Euston area is identified in the London Plan as an ‘OpportunityArea’ with significant capacity to accommodate new housing, commercial and other development linked to existing or potential improvements to public transport accessibility.

2.1.5 The vision statement in London Borough of Camden’s (LBC) adopted Core Strategy7 identifies Euston as an area of growth. A strategic objective of the Core Strategy is to support the successful development of the Euston growth area and ensure that development is supported by necessary infrastructure. It is also identified as an area where major redevelopment is expected to occur in association with planned improvements to the station to relieve overcrowding.

2.1.6 LBC, the Greater London Authority (GLA) and Transport for London (TfL), supported by HS2 Ltd, are now jointly producing the EAP, which will provide a single strategic planning document for the Euston Opportunity Area, taking forward previous plans and aspirations for the integrated development of the station and the surrounding area. The HS2 station will provide a key driver in realising the regeneration and development opportunities in the Euston area.

2.1.7 HS2 Ltd will continue to work closely with the LBC, the GLA and other stakeholders, including Network Rail and other landowners, to explore the opportunities for development above the station and associated development opportunities that would arise from the Proposed Scheme. Land around the station that would be required only for the construction phase may become available for appropriate community facilities, housing or other development.

3 Department for Transport. 2012. High Speed Rail: Investing in Britain’s Future – Decisions and Next Steps. London, The Stationery Office. 4 Mayor of London (2011) The London Plan: Spatial Development Strategy for Greater London (Version 3). London, Greater London Authority. 5 Greater London Authority (2010) Mayor’s Transport Strategy. 6 Euston Area Plan, What is the Euston Area Plan; http://www.eustonareaplan.info/about/; Accessed 14 February 2013. 7 London Borough of Camden (2010) Adopted Core Strategy.

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Transport planning case

2.1.8 Transport modelling has demonstrated that the majority of the passengers travelling to and from London on HS2 would wish to travel to and from the central London terminus at Euston even with the option to interchange at Old Oak Common. An interchange with Crossrail at Old Oak Common provides opportunity for quicker access to parts of the West End, the City and Canary Wharf than changing at Euston. However, passengers wishing to access north, south and most central London areas would be better served from Euston.

2.1.9 To avoid further disruption in the future, the Proposed Scheme at Euston is planned to accommodate the ultimate service levels specified for HS2 up to 18 trains per hour operating in and out of Euston station. The modelling shows that 11 HS2 platforms are required to support this level of operation. Any fewer HS2 platforms could cause regular delays. To accommodate 11 new high speed platforms, it will be necessary to expand the station footprint westwards. At present, Euston has 18 platforms. In the future, with HS2, a total of 24 platforms would be needed, including 13 for conventional rail services.

2.1.10 The Proposed Scheme provides the opportunity to make major improvements to the operation of Euston as a whole. The existing concourse would be rebuilt with an improved layout. Euston is well-served by the existing underground network with the Victoria Line and both branches of the Northern Line and is close to Euston Square Station, served by the Metropolitan, Circle and Hammersmith & City Lines. Euston would be improved as an interchange through the provision of expanded London Underground Limited (LUL) ticket hall facilities, additional access to LUL platforms, a new sub-surface link between Euston and Euston Square Underground stations, direct pedestrian access to the south side of Euston Road, and improved bus, taxi and cycle facilities. The Station

2.1.11 The Proposed Scheme would provide enhanced station facilities for all users whilst reducing the amount of work required on the existing Euston station. Most of the existing platforms would be retained and 11 new longer HS2 platforms would be built on the west adjacent to them. A new integrated concourse and range of facilities serving the whole station would be provided at the front of the station. Overall, the existing station footprint would be extended westwards. The provision of longer high speed platforms would also extend the station northwards. The high speed tracks leaving the station would run in a widened cutting next to the conventional railway before descending into the tunnel, about a kilometre north of the station.

2.1.12 Retention of most existing platforms would allow conventional services to operate largely unaffected by the construction of the high speed station to the west and significantly reduces the complexity, length and disruptive effects of construction while still ensuring that the station remains operational throughout. Key environmental issues

2.1.13 The Proposed Scheme would require the demolition of up to 215 dwellings, to the west of Euston Station and its approaches. The majority of these dwellings are social housing, including three housing blocks on the Regent’s Park Estate. The Secretary of State is working in partnership with LBC to replace this social housing. Where reasonably practicable, this would be in the Euston area and with tenants moving only once. Options for the provision of replacement social housing are currently being developed with LBC, but may include both the provision of new purpose built housing and the provision of alternative existing housing, that would be owned and managed by LBC. Funding to provide this replacement social housing

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will be made available by the Government. Other homeowners will be compensated for the compulsory acquisition of their properties in accordance with the Compensation Code.

2.1.14 The construction at Euston would be complex and continue for up to 10 years. Construction impacts such as noise, vibration and dust would be effectively managed and controlled under the draft Code of Construction Practice (CoCP)8. Some dwellings in the Regent’s Park Estate and Park Village East may qualify for noise insulation under the provisions of the draft CoCP.

2.1.15 Construction would have a significant impact on the local community, in particular, immediately to the west of Euston Station. A number of businesses, particularly in the Drummond Street area, would be displaced from their current premises. Those businesses would be able to claim compensation for the resulting disturbance. Other appropriate measures to assist businesses displaced or affected by the ProposedScheme are being developed and will be reported in the formal ES. HS2 Ltd would work closely with local businesses to manage and reduce the disruption caused by construction of the Proposed Scheme as far as reasonably practicable.

2.1.16 The Maria Fidelis Convent School is located at two sites, the Lower School being located on North Gower Street to the west of Euston Station and the Upper School being located on Phoenix Road, to the east of the station. Currently staff and pupils pass between the two sites via the station during the school day. During construction of the Proposed Scheme this would not be possible. HS2 Ltd is working with the school and LBC to mitigate this impact and assist the school’s plans to integrate their facilities onto a single site.

2.1.17 Demolition of community infrastructure and facilities and the loss of open space (including the major part of St James’s Gardens) are recognised as a significant loss to the community. HS2 Ltd is working with LBC and other stakeholders to mitigate these effects.

2.1.18 Hs2 Ltd and LBC have established five working groups to address eyk issues of concern. These groups cover housing, schools, businesses, transport and open space, cultural and community facilities. Key transport issues

2.1.19 To manage transport impacts during construction, an integrated traffic management regime will be developed in consultation with TfL and LBC. This will operate alongside the CoCP. It will provide effective coordination with highways works at other locations required for HS2. Although the overall construction traffic flows are relatively modest, careful management is required, including appropriate lorry routes. Changes required to highways will have greater effects, but HS2 Ltd will seek to reduce road closures, restrictions and diversions, as far as reasonably practicable.

2.1.20 The reconfigured station design is intended to limit disruption to the operation of the existing station and passengers during construction by retaining much of the current station configuration.

2.1.21 The expanded station would provide improvements to station layout, including greater concourse and circulatory space to both the main station and the LUL station and the links between them. A new link to Euston Square Station, including the sub-surface crossing of Euston Road, would provide substantial benefits to onward connectivity. The design also includes improved bus facilities, pedestrian and cycling permeability in the local area and improved cycling facilities at the station.

2.1.22 Without HS2, passenger numbers through Euston underground station will experience significant growth by 2026 and continuing to 2041. Phase One of HS2 would make a relatively

8 Arup/URS (2013) Phase One: Draft Code of Construction Practice. HS2 Ltd, London.

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small contribution to additional usage of the Underground through Euston Station. At Phase Two, HS2 would contribute a more substantial increase in the number of people using the Underground station. Nevertheless, compared to the background growth in use without HS2, the impact on the Underground lines through Euston would be relatively modest, with a considerable proportion of the additional users of Euston being passengers who would otherwise have used King’s Cross. The outcome

2.1.23 A high speed rail terminus at Euston is essential to deliver an integrated national and regional transport solution. It would be a key driver to realising the development and regeneration opportunities already identified in policy for the Euston area in the London Plan and LBC’s Core Strategy.

2.1.24 The Government and HS2 Ltd are committed to working closely with LBC, the GLA, TfL, Network Rail, the local community and other stakeholders to realise the wider development and regeneration of Euston through the Euston Area Plan as far as reasonably practicable and to mitigate any significant adverse effects of the Proposed Scheme. 2.2 An overview of the Euston area 2.2.1 This part of the Proposed Scheme comprises Euston Station and a 1.3km section of the route from Euston Station north of the Euston Road to the Park Street Tunnels, where Parkway crosses the existing railway9. This area is adjacent to Primrose Hill to Kilburn (CFA3) to the immediate north-west and Camden Town HS1 Link (CFA2) to the north. It is entirely within LBC (see map CT‑02-01).

2.2.2 As shown in Figure 1, Euston (CFA1) lies at the south-eastern end of the Proposed Scheme. Figure 2 shows the Euston area. Land use

2.2.3 Euston Station, the West Coast Main Line (WCML), and associated operational and maintenance facilities are key elements of the urban environment in the area. The existing railway corridor runs north-west in cutting from Euston Station, through the districts of Somers Town to the east and Regent’s Park to the west.

2.2.4 To the west of the existing station, there is a mixed business and residential community including shops, other retail outlets and hotels around Drummond Street. Drummond Street is located in close proximity to Euston Station, running parallel with Euston Road. It is well known for its mix of restaurants and shops, and is frequented by locals and station users. The Regent’s Park district, to the east of Regent’s Park, consists mainly of social housing, including the Regent’s Park Estate. In the northern part of this area, adjacent to Regent’s Park, there is Georgian housing on Park Village East and West.

2.2.5 To the east of the existing rail corridor, Somers Town is characterised by medium rise blocks of social housing including the Ampthill and Church Way Estates. Further north, towards Camden Town, there is Georgian terraced housing, including Park Village, Mornington Terrace and Mornington Crescent.

2.2.6 The topography is relatively flat. However, there is a gentle rise of about 15m from Euston Station to Parkway.

9 This is the approximate distance from the buffers at EustonStation to Parkway. These are existing tunnels and are known locally as the Park Street Tunnels.

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Figure 2: The Euston area

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Existing transport infrastructure

2.2.7 Euston Station is a major transport interchange, and a terminus for intercity and local trains. The station is served by three London Underground Limited (LUL) lines. These are the Victoria Line, the Northern Line (Charing Cross branch) and Northern Line (Bank branch). Euston Square underground station, which serves the Circle, Hammersmith & City and Metropolitan Lines, is about 300m from Euston Station, west along Euston Road. There is a bus station served by 12 bus routes at the front of the station and a taxi rank under the station. Euston Station also acts as a local centre with restaurants, cafes and shops.

2.2.8 The station faces onto Euston Road (A501), which is lined with offices, university buildings, hotels, the British Library, Camden Town Hall, University College London Hospital (UCLH) and other London stations. Euston Station and the existing railway corridor form a physical barrier separating the communities to the east and west.

2.2.9 There is one pedestrian right of way, a footway, located in this area leading from Hampstead Road to St James’s Gardens. There are a number of London Cycle Network (LCN) on the streets around Euston. There are four cycle hire docking stations close to Euston Station on Drummond Street, Doric Way, Endsleigh Gardens and Euston Road, close to its junction with Melton Street. Communities, local services and facilities10

2.2.10 The population within 500m on either side of the route is estimated to be 23,900. It is one of the most densely developed areas in London. 51% per cent of the population is under the age of 30, with a low proportion of over 60 year olds (12%).

2.2.11 The area is ethnically diverse, with 53% of the population formed of white ethnic groups, with the next largest groups being Bangladeshi and Black African, at 13% and 8% respectively. Somers Town is a diverse multicultural area, including a considerable Bangladeshi and Somali population. This is represented in the cultural mix of the local schools and community groups throughout the Euston area. The proportion of people of working age in employment is 50%, which is lower than the LBC average (63%). Consequently, there are high levels of deprivation. This is reflected in the high proportion of social rented housing (53%), which is higher than the London, regional and national averages (24%, 24% and 18% respectively).

2.2.12 Key community facilities and features are shown on map CT‑03-01. There are numerous shops and services located throughout the Euston area, with centres at Camden High Street, King’s Cross and St Pancras International Station, and the Brunswick Centre. These include a good range of services, including banks, cinemas and post office. There are also shops, pubs and other services, including those on Euston Road, Euston Street, Drummond Street and Eversholt Street. Euston Station has shops and services that serve both passengers and the local community. Somers Town street market also serves the area around Euston Station.

2.2.13 There are three early-years educational facilities, six primary schools and two secondary schools in the area, the nearest being Maria Fidelis Convent (Lower) School. University College London (UCL) has many buildings in the area, the closest to Euston Station being on Stephenson Way.

2.2.14 There are nine religious facilities and/or places of worship in the area which include St Aloysius campus (with a convent, two schools and a social club), St Pancras Church, the Friends House (incorporating the Quakers Centre) and the Kingdom Hall of Jehovah’s Witnesses.

10 All data is taken from the Office for National Statistics; Census 2011; http://www.ons.gov.uk/ons/guide-method/census/2011/index.html; Accessed: 1 February 2013.

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2.2.15 There are four doctors’ and five dentists’ surgeries in the area around EustonStation. UCLH is 250m from Euston Station.

2.2.16 The British Library, The Dr William’s Library (Congregational Library), The Wellcome Foundation, Regent’s Park and the Petrie Museum are all located in close proximity to Euston Station.

2.2.17 There are six community/youth centres in the Euston area. These include a community hall located on the Ampthill Estate and The Old Tenants Hall on Harrington Street that serves the Regent’s Park Estate. These facilities provide venues for recreation and leisure activities. The Somers Town Community Sports Centre offers a wide range of recreation activities and is approximately 300m north from Euston Station.

2.2.18 The principal open spaces adjacent to Euston Station are Euston Square Gardens and St James’s Gardens. Regent’s Park lies approximately 200m west of the existing railway corridor at its closest point. There are local play spaces interspersed throughout the housing estates and community allotments located between Redhill Street and Augustus Street.

2.2.19 The Zoological Society of London (ZSL) London Zoo is located in Regent’s Park approximately 800m west of the route. Environmental designations

2.2.20 There are a number of key environmental designations in the area, shown on the maps in CT‑01-01, CT‑02-01 and map LV- 11-01 and discussed in more detail in the relevant topic chapters: • All of this part of the Proposed Scheme is within the LBC Air Quality Management Area (AQMA) (see map CT‑02-01); • There are three conservation areas in close proximity to the Proposed Scheme (see map CT01-01): Bloomsbury; Regent’s Park and Camden Town. Euston Station is crossed by the protected view from Primrose Hill to the Houses of Parliament and St Paul’s Cathedral (see map LV-11-01). Regent’s Park Conservation Area is located adjacent to the west of the railway line in this area, along Park Village East and Camden Town Conservation Area is located to the east of the railway line, where it extends broadly from Granby Terrace Bridge to Parkway; • Euston Square Gardens is protected under the London Squares Preservation Act, 1931; • Heritage assets in the Euston area are numerous and include Grade I, Grade II and Grade II* listed buildings (see map CT‑01-01); and • St James’s Gardens are designated as a Site of Local Importance (SLI) for nature conservation. Strategic and local plans for the Euston Area

2.2.21 Volume 1 sets out the national policies under which HS2 has been developed.

2.2.22 The principal regional and local policy documents for the Euston CFA comprise The London Plan 2011, the Mayor’s Transport Strategy, LBC’s Local Development Framework (LDF) and Transport Strategy and the emerging EAP.11 12

2.2.23 The Mayor’s Transport Strategy sets out the Mayor’s vision for London and describes how TfL and its partners, including the London boroughs, will deliver that vision. It sets out a number

11 London Borough of Camden (2011) Camden’s Transport Strategy 2011. 12 London Borough of Camden, Local Development Framework; http://camden.gov.uk/ccm/navigation/environment/planning-and-built- environment/planning-policy/local-development-framework--ldf-/;jsessionid=5245701C21CE81AF5DEA9DB3C2015FB7.node2

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of overarching transport priorities that are relevant to the proposed development at Euston Station as follows: • Policy 2 indicates the Mayor’s support for sustainable capacity enhancements to interregional, national and international rail and coach services, high-speed rail hubs and the strategic road network serving London; • Policy 4 seeks to improve people’s access to jobs, business access to employment markets, and business to business access. The development at Euston Station as part of the Proposed Scheme would provide a sustainable means of access to jobs and business across the country, reducing the need for internal business air travel and business related road travel; • Policy 5 seeks to ensure efficient and effective access for people and goods within central London through providing improved central London connectivity and appropriate capacity. This will include improving access to major public transport interchanges for pedestrians, cyclists and by public transport. The Euston Station development would provide significant access improvements for pedestrians, cyclists and public transport to Euston Station as a major public transport interchange; • Policy 13 seeks to expand the capacity and quality of public transport services, improve passenger comfort and customer satisfaction, reduce crowding, and improve road user satisfaction. The development at Euston Station would improve Euston Station as a major terminal interchange and would increase capacity of rail journeys to ease overcrowding and capacity issues on other rail routes serving the Midlands and beyond; and • Policy 24 seeks to deliver the required contribution from ground-based transport to achieve a 60 per cent reduction in London’s carbon dioxide (CO2) emissions by 2025. The integrated development around Euston Station would encourage the use of sustainable rail travel reducing the number of vehicle trips.

2.2.24 Euston is identified under Policy 2.13 of the London Plan as an ‘Opportunity Area’ with significant capacity to accommodate new housing, commercial and other development linked to existing or potential improvements to public transport accessibility. The Opportunity Area incorporates the land bounded by Hampstead Road, Euston Road and Eversholt Street, including the station and Ampthill Estate; the Euston Plaza and Regent’s Park Estate lands to the west of Hampstead Road; the Chataway Estate lying to the east of Eversholt Street; and the southern frontage of Euston Road, between Fitzroy Street in the west to Mabledon Road in the east. Annex 1 of the London Plan 2011 outlines the broad principles for the Opportunity Area’s development, and estimates that the area has potential to provide for an additional 5,000 jobs and a minimum of 1,000 new homes in the period to 2031.

2.2.25 The vision statement underpinning the LBC’s Adopted Core Strategy (paragraph 31)13 identifies Euston as an area of growth, spatially defined in the document as: land bounded by Hampstead Road to the west; Harrington Square to the north; Eversholt Street to the east; and Euston Road to the south. A strategic objective of the Core Strategy is to support the successful development of the Euston growth area and ensure that development is supported by necessary infrastructure (paragraph 32).

2.2.26 Policy CS2: ‘Growth Areas’ of the Core Strategy identifies Euston as a major ‘growth area’, where major redevelopment is expected to occur in association with Network Rail’s planned improvements to the station to relieve overcrowding (the development of which is promoted in Policy CS11). The LBC anticipates the scope of change in the Euston growth area to ‘depend on operational rail requirements, how (proposed Network Rail) station improvements are financed, the degree of station renewal, transport capacity, use of space over the station,

13 London Borough of Camden (2010), Adopted Core Strategy.

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strategic viewing corridors and other considerations.’ LBC estimates that around 1,500 homes, 70,000m2 of business floorspace and a significant amount of retail floorspace (Policies CS7 and CS8) could be provided – a higher intensity of development than identified in the London Plan.

2.2.27 LBC’s Supplementary Planning Document (SPD) ‘Euston: A Framework for Change’ (2009) provides detailed proposals for the major growth area and highlights that the station’s redevelopment is ‘central to a strong future for national, regional and local train travel, but is also hugely significant as the main catalyst for beneficial change in this part of the borough…’. 14

2.2.28 Emerging planning policy documents make provision for the redevelopment of Euston Station, including the LBC Site Allocations Proposed Submission Document 201215, which recognises that the Proposed Scheme would include an expanded station footprint to the west affecting potential development sites. The emerging Opportunity Area Planning Framework (now known as the Euston Area Plan) will provide a single strategic planning document for the Euston area. The EAP is expected to be released in draft in summer 2013 for consultation, for submission in late 2013, alongside the hybrid bill for HS2 and is intended for adoption in 2014.

2.2.29 A Strategic Board including representatives from LBC, the GLA and TfL is leading the preparation of the EAP, which is to be adopted as an Area Action Plan as part of the LBC LDF and as supplementary planning guidance to the London Plan. The Board has consulted on the objectives for the EAP and has commissioned a range of studies, including those covering economic development; site capacity and viability; transport; historic areas and a masterplan.

2.2.30 The objectives consultation has identified certain of the draft objectives as particularly important, with the top three being (i) prioritising meeting local people’s needs (ii) securing excellent design and (iii) making best use of space over the station and railway. The economic studies have noted the opportunities that exist, particularly to build on the knowledge based and creative sectors already clustered in the Euston area. 2.3 Community engagement 2.3.1 HS2 Ltd’s approach to engagement on the Proposed Scheme is set out in Volume 1.

2.3.2 Following the early community forum meetings, the community in the LBC voted not to engage with HS2 Ltd through the community forum structure. Engagement has continued with stakeholders and forum members through bi-lateral meetings to provide up to date information and feedback. In November 2012, engagement with the community through the community forum structure was reinstated. The community forum meetings were held on: • 19 March 2012 at Cumberland Market Community Hall; • 12 June 2012 at Christchurch School Hall; • 22 November 2012 at Maria Fidelis Convent School; • 24 January 2013 at Maria Fidelis Convent School; and • 18 April 2013 at Maria Fidelis Convent School.

2.3.3 There are some 60 members of the Euston community forum. In addition to HS2 Ltd representatives, attendees at the community forum meetings have included local residents and residents groups; public representatives; representatives from LBC; the local MP; action groups; affected landowners and other interested stakeholders.

14 London Borough of Camden (2009) Euston: A Framework for Change, Supplementary Planning Document. 15 London Borough of Camden (2012) Camden Site Allocations Local Development Framework Proposed Submission Document.

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2.3.4 The main issues and concerns to emerge from these meetings included: • The design of Euston Station and opportunities for over-site development (OSD); • Other environmental impacts including noise and air pollution, asbestos risks, the depth of new track in the Camden Cuttings stretch and the impact of this on the Park Village East retaining wall; • Support for a double deck station to minimise land take; • A need for wider engagement and accessibility for the community in Camden; • Safeguarding the boundary around Euston station; • Employment for local people throughout construction; • The effects on the Maria Fidelis Convent (Lower) School during construction if the school remains at its current location (North Gower Street); • The loss of three social housing blocks on the Regent’s Park Estate and the effects of the displacement of these housing blocks on the wider community, as well as replacement social housing ; • The community’s preference for the National Temperance Hospital buildings to be used after construction as social housing; • The construction and operational effects for Drummond Street businesses; • “Blight” on the area for more than ten years and loss of a tight knit community because of the effects of HS2 on housing, businesses and schools ; • The community’s concern that HS2 Ltd is doing a “land grab” and the loss of LBC’s planning powers in this regard; • Loss and replacement of public space at St James’s Gardens ; • Request for guarantees for all tenants, leaseholders and property owners that they would receive compensation and that residents would not have to move more than once ; and • The community’s preference for Old Oak Common as the London terminus for HS2.

2.3.5 These issues are considered further in Sections 4 to 13. 2.4 Description of the Proposed Scheme 2.4.1 The general design of the Proposed Scheme is described in Volume 1. The following section describes the main features of the Proposed Scheme in the Euston area, including the main environmental mitigation measures. Overview

2.4.2 Euston is proposed as the London terminus for the Proposed Scheme. The existing Euston station would be reconfigured and enlarged to accommodate high speed train services alongside the existing WCML and local conventional rail services. The combined station would become the centrepiece and catalyst for the regeneration and development of the Euston area.

2.4.3 Much of the existing station would be retained and refurbished. A concourse and platforms for high speed trains would replace the western part of the existing station and extend further to the west than the existing station. The high speed and conventional rail concourse would operate as one combined space (see map CT‑06-001).

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Figure 3: Illustrative view of the Proposed Scheme at Euston Station

2.4.4 The provision of platforms for high speed trains at Euston would require widening of the existing railway cutting to the north of Euston Station, to the west of the existing tracks. A tunnel approach structure, including retaining structures, slabs and beams, and a tunnel entrance/portal, would be provided for the high speed tracks to the south of Parkway, close to the existing Park Street Tunnels (CT‑06-002).

2.4.5 The high speed tracks would enter the proposed twin-bore tunnel at a deeper level than the existing railway, necessitating the reconstruction of retaining walls on the western side of the existing cutting. All three of the existing bridges across the railway between Euston Station and Parkway would be demolished and reconstructed. The listed elements of Mornington Street Bridge would be carefully removed and reinstated as part of the new bridge structure. Tracks for Network Rail conventional trains would remain close to their current alignment and levels. Proposed Scheme – Section by section Euston Station

2.4.6 An illustrative three dimensional view of the proposed station within the context of its surroundings is shown in Figure 3. The design of the station remains under development and will be presented in the formal ES.

2.4.7 Key design features of the proposed layout of the new station at Euston are also shown on map CT‑06-001 and include: • Creation of eleven new high speed platforms approximately 415m long below street level with a new concourse at street level to accommodate high speed services. This would involve the demolition of the existing station west of platform 15; • Retention of thirteen existing Network Rail conventional platforms and the majority of the associated station structure;

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• Refit of the existing station concourse, which would be extended through to join the new high speed concourse to the west; • A new northern entrance to the station on Cobourg Street and improved entrances from Euston Square Gardens and Eversholt Street; • Creation of new ticket sales and retail units on the extended concourse. The retail units would vary in size and include cafes, restaurants and shops to serve passengers and the local community; • New escalators and lifts would provide access between the high speed part of the concourse and platforms. Access to the existing conventional platforms would be altered to improve access for an increased number of passengers; • The Euston underground station concourse currently lies beneath the existing station concourse. The concourse would be relocated and remodelled to accommodate increased passenger flows. This would include the provision of new escalators serving both Northern Line branches and the Victoria Line; • The underground platforms would be unchanged. New entrances to the underground station in Euston Square Gardens and a pedestrian subway under Euston Road would be constructed with a new entrance and ticket hall for Euston Square Underground Station in Gordon Street; • The existing station retail units use a service basement under the station that would no longer be available following alteration of the station. Retail and train servicing would be provided for by improved access to the existing parcel deck (above the existing station). Vehicles would access the service area from a new east-west link access road; and • The station would also have offices and welfare facilities for railway/station staff, a British Transport Police station and maintenance facilities. There would also be plant rooms for heating and ventilation equipment, electricity substations, IT and telecommunications equipment.

2.4.8 In the area surrounding Euston Station, vehicle and pedestrian routes would be improved principally through the construction of a new east-west route for vehicles, cycles and pedestrians between Eversholt Street and Hampstead Road. Key design features of the Proposed Scheme in this area are shown on map CT‑06-001 and the permanent changes to highways and related facilities would include: • A new east-west link road bridge over the railway immediately north of the station; • Cobourg Street, which would be extended north to Hampstead Road. There would be a pedestrian link via the southern end of Melton Street to Euston Road ; • The northern end of Gordon Street, which would be closed to vehicles; • The bus station, which would remain south of the station and north of Euston Square Gardens. It would be reconfigured to occupy the full east-west width of gardens, but would be narrower than its current configuration. There would be an entrance for eastbound buses from Melton Street and the closure of the existing bus only access off Euston Road; • Most of the public parking in the existing station would be removed. Disabled parking bays would be provided close to the station entrance; • Improved cycle parking for commuters would be provided; • Additional Barclays cycle docking stations may be provided, dispersed in streets around the station; • Improved cycle routes on roads around the station; and

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• Provision for taxis and private cars to drop off in Eversholt Street and pick up at the new northern entrance in Cobourg Street, as well as drop off and pick up at the southern end of Cobourg Street. Accessibility and operation of the Proposed Station

2.4.9 The high-speed and conventional parts of the station would operate as one entity, both with sub-surface platforms. The main concourse would continue to be at the southern end of the station. The high speed concourse would be an extension of the existing conventional concourse and would be at the level of the existing Cobourg Street. The concourse would have waiting areas and lounges, passenger information and ticketing facilities, retail outlets, cafes and restaurants and public conveniences.

2.4.10 Access to and from high-speed trains and platforms would be via access bridges, with two triple banks of escalators and lifts at the southern end of the platforms and a double bank further north. Passengers on high speed trains would arrive at low level and could either remain at the same level in order to access the underground station or take escalators up to the concourse at street level. From the concourse there would be pedestrian routes down to Euston underground station, to the bus station at the front of the station and to a taxi rank on Cobourg Street. The permeable edges to the station would ensure it could be accessed from the surrounding area and encourage pedestrian use, particularly along Drummond Street, Cobourg Street and Eversholt Street.

2.4.11 Access to the conventional trains and platforms would be essentially unchanged, but with improvements such as additional stairs, escalators or travelators, which are part of the ongoing design.

2.4.12 The main station concourse would have a direct connection to the underground station ticket hall beneath the existing street level. Access to the underground station from outside the station would be provided from the main pedestrian routes across Euston Square Gardens, with a new entrance in Gordon Street with direct sub-surface links to Euston and Euston Square underground stations.

2.4.13 To the east of the station, the Eversholt Street entrance would have a vehicle set-down area for passengers entering the station from the south. On the west of the station, a vehicle set- down area would be provided adjacent to the northern high-speed entrance on Cobourg Street. The southern end of Cobourg Street would become a paved route with priority for pedestrians. This would facilitate key pedestrian access routes along Drummond Street and the south-west approach from Euston Road.

2.4.14 Figure 4 and Figure 5 illustrate how passengers would arrive or depart on high speed trains. Railway approach to Euston Station

2.4.15 The route out of Euston Station is shown on map CT‑06-002, which shows the proposed layout of the station approach between Euston Station and Parkway, where the high speed railway would enter Primrose Hill and Kilburn (CFA3) in tunnel. Key design features of this section would include: • Hampstead Road Bridge, which currently carries a six-lane road, would be demolished and rebuilt on its current alignment. The carriageway level of the replacement bridge may be up to 4m higher than at present to allow for longer bridge spans and sufficient clearance for high speed trains to pass underneath; • Granby Terrace Bridge, which would be demolished and rebuilt on a slightly altered alignment;

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• Mornington Street bridge, which would be demolished and rebuilt in its current position reinstating the listed elements of the structure; • A new dive under, which would be constructed to serve high speed trains. 16 It would be constructed north of Granby Terrace Bridge. The existing dive under which serves conventional rail tracks, located on either side of Mornington Street bridge would be abandoned and is likely to be back-filled; • The existing cutting between Euston Station and Granby Terrace Bridge, which would be widened to the west, over much of its length, to accommodate the Proposed Scheme. Between Euston Station and Parkway, new retaining walls would be constructed along much of the west side of the cutting and some existing walls would be strengthened; • A tunnel portal would be constructed between a point 100m south of Parkway and the existing Park Street Tunnels on the alignment of the western pair of existing railway tracks. The tunnel entrances would be separated, with one about 50m north of the other (see plan CT‑06-002). The tracks would also be at different levels as the railway enters the tunnels; • Currently there are two Park Street Tunnels that are used by the trains approaching and departing Euston. The western (two track) tunnel would be permanently closed to allow construction of the new high speed rail tunnel whilst the eastern (four track) tunnel is retained throughout; and

Figure 4: Passenger journey on arrival at HS2 platforms

16 A dive under is an underpass that allows trains to pass beneath other tracks. This maximises the number of platforms that can be accessed from an individual track without conflicting train movements.

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Figure 5: Passenger journey to depart from HS2 platforms

• A tunnel portal headhouse containing railway and safety equipment, which would be built above the high speed tracks entirely within the cutting and below street level. Single storey access buildings would be constructed on top of the headhouse and would be located to the east of the parapets on the eastern side of Park Village East. Land required for the Proposed Scheme

2.4.16 The Proposed Scheme would require land on both a temporary and permanent basis. The land required for construction is shown as the Construction Boundary on the construction maps series (CT‑05-001 and CT‑05-002) and would be subject to review as the engineering design and formal ES is prepared. The final permanent and temporary land requirements will be set out in the formal ES. 2.5 Construction of the Proposed Scheme 2.5.1 This section sets out the key construction activities that are envisaged to build the Proposed Scheme in the Euston area and the control measures that are proposed to manage the works. General descriptions of construction works that are relevant to the whole of the Proposed Scheme are provided in Volume 1. Environmental management and Code of Construction Practice

2.5.2 All contractors would be required to comply with the environmental management regime for the Proposed Scheme, which would include: • Code of Construction Practice17; and • Local environmental management plans (LEMP), which would apply within each CFA.

2.5.3 The CoCP, in conjunction with associated LEMPs, would be the means of controlling the construction works associated with the Proposed Scheme, with the objective of ensuring that the effects of the works upon people and the natural environment are eptk to a practicable minimum. The CoCP will contain generic control measures and standards to be implemented throughout the construction process.

2.5.4 A draft CoCP has been prepared and will be published alongside this document. It will be kept under review as the design of the Proposed Scheme develops and further engagement with stakeholders is undertaken.

17 Arup/URS (2013) Phase One: Draft Code of Construction Practice. HS2 Ltd, London.

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2.5.5 As part of the CoCP, HS2 Ltd would also implement a noise insulation and temporary re- housing policy as part of the construction activities necessary to build the new railway. Construction site operation Working hours

2.5.6 Core working hours would be from 08:00 to 18:00 on weekdays (excluding bank holidays) and from 08:00 to 13:00 on Saturdays. The following elements of construction of the Proposed Scheme at Euston would be able to take place during the core working hours: • The majority of enabling works, including utilities works in the wider area; • Most demolitions, but excluding demolition of the bridges, parts of the station structure and the carriage shed; • Excavation of the station and high speed station approach; • The southern section of the dive under; • The majority of the west side retaining walls; • The majority of the tunnel portal construction; • Construction of the high speed side of the station; • Elements of conventional station refurbishment; and • Elements of Euston underground station remodelling.

2.5.7 However, at Euston part of the construction would take place on operational railway land where safety considerations for the workforce mean that work has to be completed during possessions of the existing railway. Possessions close or limit the use of the railway for trains so normally take place at night, weekends or during bank holidays, when less disruption is caused to services. Consequently, the working hours at Euston cannot be confined to the core hours. Site-specific variations to core hours and/or additional hours that would be required would be included within LEMPs, following consultation with LBC.

2.5.8 The following activities may involve a significant amount of work outside core working hours: • Demolition of bridges; • Construction of the east-west link road; • Track works on the conventional railway; • Sub-surface tunnelling and excavation associated with the underground stations; • Construction of bridges over the railway; • Construction of the retaining wall between conventional and high speed railways; • Utilities diversions in Euston Road to avoid daytime traffic disruption; • The northern section of the high speed dive under; • Building fit out of the underground station; and • Mechanical, electrical, public health and station systems relocations in the conventional and underground stations.

2.5.9 Similar arrangements have been necessary for other recent major transport and development projects in central London and it would be possible, using the procedures in the CoCP and other management arrangements, which would be agreed with LBC, to ensure that disruption for local residents, businesses and others is reduced.

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Construction site compounds

2.5.10 Main site compounds would be used for core project management (engineering, planning and construction delivery), commercial and administrative staff.

2.5.11 Satellite site compounds would provide office accommodation for limited numbers of staff and there would be limited welfare facilities.

2.5.12 There would be only limited space available at construction compounds for the storage of bulk materials (aggregates, structural steel and steel reinforcement), fabrication of temporary works equipment and finished goods. Generally, site compounds at Euston would only store fuel, plant and equipment.

2.5.13 The location of site compounds and the estimated duration of use is provided in Table 1 and shown in maps CT‑05-001 and CT‑05-002. Construction site details and arrangements are continuing to be refined and will be confirmed in the formal ES. All construction staff would be required to comply with codes of behaviour set out in the CoCP.

Compound type Location Typical works Estimated Estimated number of workers coordinated from the duration of Average work Peak period compound use18 day work day19

Main Site The Podium, map Office accommodation 10 years To be reported To be reported CT‑05-001 in formal ES in formal ES

Main Site National Temperance Construction of the high 10 years To be reported To be reported Hospital/St James’s speed station in formal ES in formal ES Gardens, map CT‑05- 001

Satellite site Euston Square Refurbishment of 10 years To be reported To be reported Gardens (two site conventional station and in formal ES in formal ES areas), map CT‑05-01 remodelling of Euston underground station

Satellite site Gordon Street, map Euston Square Station 10 years To be reported To be reported CT‑05-001 ticket hall construction, in formal ES in formal ES including utility diversions in Euston Road

Satellite site Regent’s Park Estate, Retaining wall 10 years To be reported To be reported map CT‑05-001 construction in formal ES in formal ES

Satellite site Carriage shed Bentonite production, 10 years To be reported To be reported and Park Village East, concrete pumping, steel in formal ES in formal ES map CT‑05-001 fabrication, excavated material handling and track works.

Satellite site Mornington Street Bridge construction 6 years in total To be reported To be reported Bridge, map CT‑05- but in two in formal ES in formal ES 001 and CT‑05-002 phases

Satellite site Mornington Terrace Track works for 2 years To be reported To be reported Sidings conventional railway in formal ES in formal ES

Satellite site Hampstead Road Bridge construction, 10 years To be reported To be reported Bridge East (north) earthworks, highway in formal ES in formal ES map CT‑05-001 and construction CT‑05-002

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Compound type Location Typical works Estimated Estimated number of workers coordinated from the duration of Average work Peak period compound use18 day work day19

Satellite site Hampstead Road Bridge construction, 6 years To be reported To be reported Bridge East (south), earthworks, highway in formal ES in formal ES map CT‑05-001 and construction CT‑05-002

Satellite site Royal Mail NW1 Construction of east- 10 years To be reported To be reported Delivery Office, west access road link in formal ES in formal ES Barnby Street, map CT‑05-001

Satellite site Lancing Street, map Compensation grouting20 6 years To be reported To be reported CT‑05-001 in formal ES in formal ES

Table 1: Location of construction site compounds181920

2.5.14 The peak number of construction personnel at all construction sites at Euston is estimated to be around 2,150 in 2019, of whom 600 would be office-based. After 2019, numbers would decrease to around 800 personnel in 2022 and to around 500 personnel in 2024.

2.5.15 Site buildings for offices and welfare would generally be of a temporary modular type and would typically be stacked up to four storeys to maximise construction space and limit land take. For works to the existing station and underground station, it is proposed that office space in The Podium is acquired, which would minimise the number of temporary cabins for offices and welfare in Euston Square Gardens.

2.5.16 Hard standing would be laid in all compounds. Set up of site compounds, including the erection of hoardings and fencing would be one of the first activities to take place following approval of the hybrid bill and would commence prior to demolition and construction activities.

2.5.17 It is likely that two specialised concrete plants would be required at Euston. Normal concrete for construction would be supplied from commercial concrete plants in London. One specialised facility would be located in the existing station underground car park and would supply sprayed concrete for lining of subsurface pedestrian links associated with the underground station. A second plant would be used to supply sprayed concrete for the barrette retaining wall that would be constructed at Park Village East. It is likely to be located at track level. There may be limited facilities for recycling demolition materials and aggregates for reuse (crushing, screening and grading plants). The location of such facilities has not yet been decided and will be reported in the formal ES. Preparatory and enabling works Demolition works21

2.5.18 It is anticipated that the Proposed Scheme would require the demolition of a number of buildings and structures in the area, in particular, those listed in Table 2. The Secretary of State is working in partnership with LBC to develop options for replacing the social housing that would need to be demolished for the Proposed Scheme.

18 The duration for each site compound is currently based on a draft programme, which will be refined for the formal ES. 19 Peak periods will usually occur when multiple works activities are being carried out concurrently. These will be reported in the formal ES. 20 Compensation grouting is a technique employed to minimise settlement. It works by injecting a cement-like substance, called grout, into the ground to consolidate an area at risk of settlement. 21 Where a property has both residential and commercial uses, they are included in the residential category.

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Description of structure Location Likely timing for demolition

Residential and Community Buildings

3 storey masonry terraced houses 14-15 Melton Street 2016

3 storey masonry residential building 58 Euston Street 2016

3 storey masonry residential building 60 Euston Street 2016

3 storey masonry residential building 62 Euston Street 2016

3 storey masonry residential building 64 Euston Street 2016

4 storey steel/masonry building. (Lower floors 1 & 3 Cobourg Street 2016 used as offices, upper floors include 7 flats)21.

3 storey masonry residential building 59 Cobourg Street 2016

3 storey masonry residential building Flats A-C, 61 Cobourg Street 2016

3 storey masonry residential building Flats A & B, 65 Cobourg Street 2016

3 storey masonry residential building 67 Cobourg Street 2016

3 storey masonry public house Bree Louise, 69 Cobourg Street 2016

7 storey residential building Silverdale, Regent’s Park Estate 2017 69 dwellings

4 storey residential building Ainsdale, Regent’s Park Estate 2017 39 dwellings

9 storey residential building Eskdale, Regent’s Park Estate 2017 60 dwellings

Single storey community hall Old Tenant’s Hall, Harrington Street, Regent’s Park Estate 2017

5 storey brick residential building Stalbridge House, 231 Hampstead Road 2017 20 dwellings

Commercial Buildings

Single storey restaurants and cafes (2 units) Food outlets etc. on station forecourt 2018

10 storey office building, unknown construction Grant Thornton House, 22 Melton Street 2016

16 storey office building, unknown construction One Euston Square (also known as 40 Melton Street and 2016 formerly Railtrack House)

6 storey building including laboratory, Wolfson House, 4 Stephenson Way 2016 unknown construction

5/6 storey office building, unknown Walkden House, 10 Melton Street 2016 construction

4 storey office building 11-13 Melton Street 2016

Single storey building with basement Disused entrance to Euston Underground Station on Melton 2016 Street

3 storey office building, construction unknown 54-56 Euston Street 2016

3 storey masonry building The Cottage Hotel, 67-75 Euston Street 2016

3 storey masonry building 77-79 Euston Street 2016

3 storey shop/office/warehouse 93-103 Drummond Street 2016

4/5 storey masonry building Ibis Hotel Euston, 3 Cardington Street including underground 2016 car park

5/6 storey building, construction unknown Thistle Euston Hotel, Cardington Street 2016

4/6 storey brick warehouse building Offices, 132-140 Hampstead Road 2016

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Description of structure Location Likely timing for demolition

Single storey porta cabins Addison Lee car park, Hampstead Road 2016

4 storey office with single storey warehouse Royal Mail Delivery Office, 1 Barnby Street 2016 attached

Single storey masonry building Building between station and Royal Mail Delivery Office 2016

Railway Buildings and Structures

Station, construction various Euston Station, partial demolition and refurbishment 2016

4 storey concrete/masonry building Euston Power Signal Box, Cardington Street 2016

Train shed with steel truss roof Carriage Shed (adjacent to Park Village East) 2016

4 span pre stressed concrete bridge Hampstead Road bridge (would be rebuilt) 2017

4 span pre stressed concrete bridge Granby Terrace bridge (would be rebuilt) 2016

4 span steel and masonry bridge Mornington Street bridge (would be rebuilt) 2017

Vacant Buildings

6 storey masonry building National Temperance Hospital (South Wing), Hampstead Road 2016

4/5 storey masonry building National Temperance Hospital (North Wing), Hampstead Road 2016

Single storey petrol station with canopy (closed) Petrol Station, 142 Hampstead Road 2016

Table 2: Demolition works

2.5.19 Further studies are ongoing to confirm that it is practicable to construct the underground station upgrade works, while retaining certain buildings, in particular, The Tower and The Podium at 1 Eversholt Street. Preliminary studies suggest that this is likely to be achievable but any change from this will be reported in the formal ES. Construction programme

2.5.20 The construction programme at Euston would be complex and conducted in overlapping stages, as summarised in Figure 6. This programme is currently being refined and will be reported in more detail in the formal ES. Construction sequencing

2.5.21 To assist local communities in understanding how this complex construction project would proceed during a ten year construction period, examples of the likely phasing of construction activities at three key locations are provided below. These locations have been selected because they are likely to be of particular concern to residents and businesses in these communities.

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Figure 6: Indicative construction programme for the area Drummond Street and surrounding streets

• Diversion of utilities that would lie in the proposed station footprint, at this stage the works would proceed in the manner of temporary street works often seen in London (over about a two year period from early 2016); • Erection of hoardings followed by demolition of buildings (over about a two year period from early 2016); • Construction of a retaining wall around the high speed part of the station (over about a two and a half year period from autumn 2016); • Demolition of the existing station west of Platform 15 (over about a four month period from mid-2017); • Excavation for high speed platforms and construction of station structure up to concourse level (over about two and a half year period from autumn 2016); • Construction of station facades and roof (over about two year period from mid-2019); and • Fit out of the high speed station (over about a six year period, in phases, from mid-2019).

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Regent’s Park Estate

• Diversion of utilities and construction of temporary utility bridges (over about a two year period from early 2016); • Conventional track works (over about 20 months from early 2016); • Demolition of buildings including Ainsdale, Eskdale and Silverdale (over about nine months from early 2017); • Demolition and reconstruction of Granby Terrace (over about two years from late 2016); • Demolition and reconstruction of Hampstead Road bridge in two parts (from early 2016 over about five and a half years in phases); • Construction of retaining wall (over about three months in 2018); • Excavation of the high speed cutting (over about five months in 2019/2020); and • High speed railway systems (over about three years from late 2022). Park Village East

• Temporary utilities clearances (over about 18 months from early 2016); • Conventional track works (over about 20 months from early 2016); • Demolition of parapets (over about five months in early 2016); • Demolition of Mornington Street bridge (over about three months from mid-2017); • Construction of the barrette retaining wall (over about nine months in 2019); • Demolition of the existing retaining wall with the works accessed from railway land (over about eight months from mid-2019); • Reconstruction of Mornington Street bridge (over about nine months in 2020); • Construction of the northern section of the dive under and the tunnel portal (for about a six year period); and • HS2 track works (over about three years from late 2022). Fencing and lighting

2.5.22 Security fencing and gates would be provided on the perimeter of each construction site compound. Fence type and construction would be appropriate to the level of security required, likelihood of intruders, level of danger, and visual impact to the environment.

2.5.23 Site perimeters would generally be fenced with 2.4m high solid hoardings, appropriately decorated. At locations where fencing might need to be moved, temporary wire mesh fencing or other suitable alternatives would be used.

2.5.24 All of the Euston construction sites would be manned by security personnel at all times and would be lit during the hours of darkness in accordance with the requirements of the CoCP and where reasonably practicable to minimise light pollution to the surrounding area. Temporary worker accommodation sites

2.5.25 There would be no accommodation sites in this area. Workers would be expected to travel to and from site on a daily basis using public transport or ride-share schemes.

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Construction traffic and access

2.5.26 It is proposed that lorries would access the construction site compounds as follows: • Euston Square Gardens would be accessed from Euston Road (A501); • The National Temperance Hospital/St James Gardens would be accessed from Hampstead Road (A400); • The Royal Mail NW1 Delivery Office would be accessed from Eversholt Street (A4200); • The route to Gordon Street has not be identified, however, it has been assumed the site entrance would not be directly onto Euston Road and the vehicles would follow a specified route through streets south of Euston Road (A501); • Regent’s Park Estate would be accessed from Hampstead Road (A400) via Robert Street, Stanhope Street and Hackworth Street; • The carriage shed to the north of Granby Terrace Bridge would be accessed from Hampstead Road (A400) via Robert Street, Stanhope Street and then down a ramp to track level, accessed from the Regent’s Park Estate construction compounds; • Mornington Street Bridge (east side) would be accessed from either Delancey Street (A503) via Mornington Terrace or from Hampstead Road (A400) via the southern part of Mornington Crescent and Mornington Place; • Hampstead Road Bridge East would be accessed directly from Hampstead Road (A400); and • Lancing Street would be accessed directly from Eversholt Street (A4200).

2.5.27 Lorry holding areas would be required to marshal lorries, particularly those required for the transport of excavated material. These areas would be in addition to the construction compounds described previously; these would be well-connected to the major roads and could be at some distance from Euston. Potential sites have yet to be appraised for their suitability and further assessment of lorry holding areas will be reported in the formal ES. Railway drainage

2.5.28 In general, the surface water drainage for the railway would consist of carrier drains, parallel to the railway, discharging at intervals into the local combined sewer network via pollution control devices.

2.5.29 Surface water drainage on the high speed railway at Euston would either drain towards collection points at the tunnel entrance or at the station. Most of the station approach would drain towards the station and utilise attenuation tanks proposed there. Attenuation tanks would also be constructed near the tunnel entrance and the water pumped to a combined sewer maintained by Thames Water to the west of the railway cutting. Discharge rates from the tanks near the tunnel entrance would be controlled to match or better existing run-off rates.

2.5.30 Drainage of the existing conventional tracks would remain largely unaltered. To ensure segregation of the high speed railway and conventional railway drainage, a wall is proposed between them. In the event that the conventional railway is flooded, this wall would prevent flooding of the high speed railway.

2.5.31 The Proposed Scheme also requires the removal and realignment of a number of existing public highways and utilities. The associated highway drainage systems would require reconfiguration or replacement. All existing highways affected by the Proposed Scheme discharge to combined public sewers maintained by Thames Water.

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Euston station and external works drainage

2.5.32 Gravity collection, attenuation tanks and pumping systems are proposed for surface water from the approach and the high speed part of the station at Euston. The storage capacity of the attenuation tanks would be sufficient to match or better existing run-off rates for predicted storm conditions. Water would be discharged to the combined sewer under Euston Road.

2.5.33 Surface water drainage for the eastern part of the existing conventional station would remain unaltered.

2.5.34 Toilets and other facilities within the high speed station would connect to a dedicated sewer which would discharge to the nearest public foul sewers. Watercourse diversions

2.5.35 There would be no watercourse diversions in the Euston area. Utility diversions

2.5.36 It should be noted that at Euston, because the details are not yet finalised and the extent of works involved is subject to ongoing appraisal and further discussion with statutory undertakers, the environmental effects of utilities diversions have not been assessed in the draft ES and will be reported in the formal ES. Locations of proposed utility diversions are shown in maps CT‑05-001 and CT‑05-002. In summary, the main proposed utility diversions required in the area would be: • Temporary diversion of various services carried on Hampstead Road bridge onto one or two temporary utilities bridges alongside the existing road bridge; • Permanent and temporary diversions of various services carried on Granby Terrace bridge; • Temporary diversion of various services carried on Mornington Street Bridge onto a temporary utilities bridge that would be constructed south of the existing bridge. It is also possible that some telecommunications cables might be diverted via Delancey Street, Parkway and Prince Albert Road; • Permanent diversion of a sewer in Eversholt Street, possibly via Drummond Crescent, Churchway and Grafton Place; • Permanent diversion of a 36-inch low pressure gas main that crosses Euston Square Gardens from Drummond Street to Eversholt Street. The current design proposes that the diversion would remain in Euston Square Gardens but on a different alignment; • Various utilities on Regent’s Park Estate would be permanently diverted. Diversion routes may include Stanhope Street, Varndell Street, Robert Street, Harrington Street and Mackworth Street; • Various permanent utilities diversions in the vicinity of Starcross Street, Drummond Street, Euston Street, Cobourg Street and Stephenson Way, owing to extension of the station footprint westwards; • Permanent diversion of an extra high voltage electricity cable in Euston Street, Melton Street and Gordon Street, possibly via North Gower Street, across Euston Road, Gower Street and Gower Place; • Permanent diversion of a 42-inch water main from Park Village East, possibly via Prince Albert Road, Parkway and Regent’s Park (for a short distance alongside Gloucester Gate Bridge, Albany Street and Robert Street); • Replacement of sewer in the grounds of Maria Fidelis Convent (Lower) School; and

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• Permanent diversion of various utilities in Euston Road to allow construction of the pedestrian subway under Euston Road that would link Euston and Euston Square underground stations.

2.5.37 Discussions with utility providers are underway to confirm whether plant and/or apparatus would need to be realigned away from the area of work; protected from the works by means of a concrete slab or similar or would have sufficient clearance from the work that they would not be affected.

2.5.38 Wherever practicable, temporary connections for construction site compounds will be made to local existing utility services (i.e. electricity, water, data, sewerage and surface water drainage) to reduce the need for generators, storage tanks and associated traffic movements for fuel tankers. Permanent and temporary highway closures

2.5.39 Generally, where roads would be affected by the construction of the Proposed Scheme, the strategy to mitigate for this would be to reduce disruption resulting from highway works by implementing well managed, phased construction involving either permanent or temporary realignments or temporary diversions (see section 12).

2.5.40 The Proposed Scheme would result permanent road closures as a result of an enlarged station footprint or permanent highway works as set out in Table 3:

Location Description of closure Cardington Street Permanently closed for its entire length Melton Street (south of Cardington Street) Permanently closed from the junction with Euston Street to new bus station access. Stephenson Way (northern end) Northern end permanently closed at the junction with Euston Street. Connection may be maintained with realigned Cobourg Street. Drummond Street Permanently closed between Cardington Street and Cobourg Street. Connection may be maintained with realigned Cobourg Street. Euston Street Permanently closed between Cardington Street and Cobourg Street. Connection may be maintained with realigned Cobourg Street. Varndell Street Permanently closed to vehicles at the junction with Hampstead Road (A400), because of level changes. Pedestrian and cycle access may be maintained. Harrington Street Permanently closed at the junction with Granby Terrace Hampstead Road (not the A400 Hampstead Road) A minor road called Hampstead Road which is not the A400 Hampstead Road, permanently closed between junction with Cardington Street and Hampstead Road (A400). Bus Station Access Permanently closed from the junction with Euston Road to the new bus station. Gordon Street Permanently closed to vehicles at the junction with Euston Road. Pedestrian and cycle access would be maintained.

Table 3: Permanent road closures without replacement

2.5.41 The Proposed Scheme would result in the following permanent road closures and diversion to a new alignment as a result of an enlarged station footprint or permanent highway works as set out in Table 4.

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Location Description of closure Approximate duration

Cobourg Street Permanently closed for its entire length and rebuilt on a new alignment 2016-2026

Hampstead Road Existing bridge is to be demolished. Bridge to be rebuilt on an altered alignment. 2017-2021 (A400)

Granby Terrace bridge Existing bridge is to be demolished. Bridge to be rebuilt on a slightly altered 2016-2018 alignment.

Table 4: Permanent road closures with replacement

2.5.42 Construction of the proposed Scheme would result in the following temporary road closures for long periods as set out in Table 5. The closure of routes would be kept to as short a duration as practicable and arrangements would be made to provide satisfactory alternative access arrangements during closures. Diversions show indicative alternative routes available to maintain general access, which may be subject to change as part of the development of the design and will be detailed in the formal ES.

Location Description of closure Approximate duration

Mornington Street To be demolished and rebuilt on its current alignment. A temporary utilities bridge 2016-2020 bridge would be installed during construction providing access for pedestrian and cyclists.

Park Village East Closed to vehicles in sections between its junction with Parkway to about 30m 2016-202022 south of Mornington Street Bridge.

Drummond Street Closed at the junction with Cobourg Street 2016-2026

Euston Street Closed at the junction with Cobourg Street 2016-2026

Starcross Street Closed at the junction with Cobourg Street 2016-2026

Stephenson Way Closed from the junction with Euston Street for part of its length 2016-2026

Table 5: Long period temporary road closures22

2.5.43 Works to Hampstead Road (A400) bridge would occur between 2017 and 2021. The bridge currently carries a six lane road. Reconstruction would involve removing one half of the width and replacing that, before repeating for the other half. Throughout reconstruction it would be possible to keep one lane of traffic open in each direction. Two temporary utilities bridges would be provided during construction which would enable access for pedestrians and cyclists.

2.5.44 The proposed sub-surface pedestrian routes under Euston Square Gardens and across Euston Road and the connections to the Euston Square underground station platforms would be constructed using open cut excavation techniques. Works to construct the sub-surface link would require the permanent diversion of various utilities in Euston Road. The extent and timing of these works is yet to be confirmed but would be likely to require the temporary closure of the eastbound and westbound bus lanes on Euston Road. Construction would be in phases moving across the road, in order to maintain an operational two-way road.

2.5.45 There would need to be other shorter period road closures and restrictions for utilities and other works.

2.5.46 The design of the minor road network to the west of the proposed station is subject to ongoing study and its configuration will be reported in the formal ES.

22 It is likely to be possible to phase restrictions of access to the frontages of particular properties.

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Footpath, cycleway and bridleway diversions

2.5.47 The public footway from Hampstead Road leading into St James’s Gardens would be closed for ten years. No diversion would be necessary as St James’s Gardens would become a construction compound for the duration of the works.

2.5.48 The closure of Melton Street during construction would result in the partial loss of London Cycle Network (LCN) unofficial route 6a (via Melton Street/Cardington Street and Drummond Street). Cyclists would be diverted to a signed route using Hampstead Road (A400) and Tottenham Court Road/Gower Street. Main construction works – Earthworks and structures Earthworks

2.5.49 Major earthworks in the area would include: • Excavations to create the new station; • Excavation for retaining structures and bridge abutments; • Excavation of the tunnel approach ramp and dive under; • Excavation for new escalators serving the Victoria Line and Northern Lines underground platforms; and • Excavation of the pedestrian subway from Euston Station across Euston Road to Euston Square underground station.

2.5.50 As far as reasonably practicable, excavated material and demolition arisings would be transported from the Euston works by rail. However, until a full assessment has been completed, it has been assumed, that all excavated material and demolition arisings would be transported by road. It is likely that some material and equipment for rail construction would be brought in by rail, but the majority of building material for the station and other works would have to be brought in by road. Rail transport would require construction of temporary railheads in the railway corridor. Proposals for rail transportation and a revised assessment will be reported in the formal ES. Structures Euston station– high speed rail

2.5.51 In order to construct the high speed part of the station it would be necessary to demolish the western wing of the existing building including the basement and foundation structures. Prior to this, existing facilities would be relocated or modified requiring minor internal structural work. At concourse level, the British Transport Police station would be relocated and the ticket office, left luggage and mobility assistance facilities reconfigured.The basement would be reconfigured to allow one way access/egress to Eversholt Street. Some retail units and storage space would be removed. Mechanical and electrical plant would be modified as required.

2.5.52 In order to construct the high speed part of the station, it would be necessary to undertake enabling works as follows: • Demolish the buildings between the western edge of the existing station and the western edge of the proposed high speed station; • Divert utilities from within the high speed station footprint; • Construct a piled retaining wall alongside Platform 15 and provide ground support along this line and to form foundation support to the existing station roof and parcel deck; and

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• Transfer activities from the western part of the existing station and demolish the existing station building and concourse west of Platform 15.

2.5.53 There would be careful management of the works for the high speed platforms and pedestrian flows around the works. Presently it is envisaged that all areas west of Platform 15 would be closed off to the public (using hoardings) from the start of the construction.There would be some disruption to platforms and concourse areas east of this area to enable works to the existing station structure and relocation of critical existing station services. Once the high speed concourse area has progressed sufficiently, it would be temporarily occupied by some of the existing station concourse facilities, while the existing concourse is refurbished.

2.5.54 The track level for the high speed part of the station would be about 6m to 8m below the existing adjacent ground levels. A piled retaining wall would be installed along the western and southern boundaries of the high speed station footprint to allow excavation to track level. Foundations would be constructed beneath the platforms to support the concourse and roof structure. There would also be limited excavation beneath the track level to create escape routes from the platforms. These excavations would also be used to install storage tanks for track drainage and rainwater attenuation. Subsurface pedestrian links would be constructed to the underground station ticket hall from both concourse and platform levels.

2.5.55 It is likely the station structure up to and including concourse level would be built using pre- cast and pre-stressed concrete beams to minimise depth and simplify construction. The structures above concourse level are likely to be steel-framed and would include the station facilities and retail areas. Roofs over the concourse and platform areas would be partly glazed to provide appropriate levels of natural light. Euston station – conventional rail

2.5.56 Refurbishment and reconfiguration of the conventional rail part of the station would take place once the high speed station concourse becomes available to accommodate passengers from the conventional station. This would permit removal of the remaining first floor and ground level facilities in the western part of the station concourse.

2.5.57 In the eastern part of the existing station concourse, the existing building structure would be removed to ground level. A new roof and walls would be built for the conventional station concourse. An improved station entrance would be built on Eversholt Street, which would require relocation of the existing boiler house.

2.5.58 In the basement, work would include strengthening of the existing structure, with additional foundations where required, and the construction of passages to connect to the underground station.

2.5.59 Modification of the thirteen platforms that would be retained in the conventional part of the station is likely to be completed during the enabling works. The platform access ramps would be modified and a new separating wall would be constructed between the high speed and conventional platforms, with modifications to the existing roof and drainage.

2.5.60 The parcel deck spans the north end of the platforms at Euston Station. The parcel deck would be demolished west of a line of columns running along the centre of platforms 14/15 and subsequently reconstructed on the eastern edge of the high speed station. The existing ramps that allow vehicle entry and exit, via Barnby Street and Cardington Street respectively, would both be demolished, along with the existing vehicle ramp from Barnby Street to Platforms 2 and 3. A new vehicle access would be established connected to the east-west link road.

2.5.61 There would be close co-ordination of the works in the existing station, in the new high speed section of the station and to the Euston underground. In particular, the flow of passengers

38 CFA Report – Euston/No 1 I Euston

between main line and underground trains would be rerouted on a number of occasions to allow works to progress. One example would be when the existing main escalators into the existing ticket hall would close (about six years from the start of construction works). A second example would be when the passage ways would be available between the ends of conventional platforms and the underground station (after about eight years). Completion of the conventional station, including refurbishment of the concourse, would be concurrent with the commencement of high speed services. Euston and Euston Square underground station

2.5.62 The ticket hall for the improved Euston underground station would be constructed by extending into the existing basement car park. Passenger access would be improved to the Victoria Line and both branches of the Northern Line. Sub-surface connections with escalators would be made to the rail concourse, platforms and the eastern ends of the Victoria Line and Northern Line (Bank Branch). The latter would be at a deep level beneath buildings on Eversholt Street, including Euston House. A compensation grouting shaft is proposed in Lancing Street to control settlement.

2.5.63 The proposed pedestrian subways under Euston Square Gardens and Euston Road, and the connections to the Euston Square underground station platforms would be constructed using open cut excavation techniques. These works would be carried out in phases without the need for road closures.

2.5.64 Underground passengers would be rerouted on a number of occasions during the six years of works that are planned at Euston underground station. The first four years of works are expected to retain operation of most of the existing underground station ticket hall; thereafter passengers would be diverted through new areas whilst the station is completed. A key consideration is the above ground routes used by pedestrians entering or leaving the Euston underground station. Works to the Euston Square underground station would impact traffic flows during construction more than pedestrians. There would also be disruption to underground train services, mostly at weekends, to allow some works to progress. Retaining walls23

2.5.65 A new retaining wall would be built from the north west corner of the proposed station northwards past Granby Terrace and through the site of the existing carriage sheds. One of two types of construction would be used depending on the height of the retaining wall. A barrette wall would be constructed where the height is greater than 10m.24 Where the height is less than 10m, double rows of bored and cast contiguous piles would be used. A high security, 1.8m parapet wall would be constructed above the retaining walls, wherever necessary.

2.5.66 An embedded retaining wall in the form of a barrette wall would be installed to replace the existing retaining wall and prevent any future long term movement to the Park Village East carriageway and the Park Village East properties along the section of replaced wall. These barrettes would be 1.2m by 4.5m in plan and constructed at 4.5m centres. The existing parapet wall would be replaced with a high security parapet. Headhouse and TBM reception chamber

2.5.67 The twin bore tunnel between Old Oak Common (in Kilburn (Brent) to Old Oak Common CFA4) and Parkway would be bored by two tunnel boring machines (TBMs) from Old Oak Common. On completing the twin tunnels, the majority of the TBM equipment would be drawn back down the tunnels for recovery at Old Oak Common. At Euston, temporary

23 All dimensions are approximate and not yet finalised. 24 A barrette wall is a retaining structure constructed from reinforced concrete columns to a rectangular plan form.

39 CFA Report – Euston/No 1 I Euston

reception chambers for removal of the remaining TBM equipment would be constructed using piled walls and a 5m temporary retaining wall between the two chambers. It may also be necessary to dismantle some of the TBM equipment to allow it to be drawn back down the tunnels to Old Oak Common.

2.5.68 A headhouse would be constructed at the tunnel portal. It would be a multi-storey structure, with the main structure below street level that would straddle the western high speed track immediately south of the tunnel entrance. The structure would contain mechanical, electrical and safety equipment to serve the tunnel. Its roof would be approximately street level, though there would be an entrance building above street level for access and egress. Bridges

2.5.69 The locations for bridge works are illustrated on maps CT‑05-001 to CT‑05-002

2.5.70 A new overbridge would be built north of Euston Station for the east-west link access road. More detail of the design will be reported in the formal ES.

2.5.71 Existing overbridges would be demolished and rebuilt: • Hampstead Road bridge is the subject of ongoing design studies and may be either a beam bridge or an arch bridge; • Granby Terrace bridge would be rebuilt as a beam bridge; and • Mornington Street Bridge would be rebuilt as a beam bridge. Rail infrastructure fit out

2.5.72 The principal elements of rail infrastructure to be constructed would be track, overhead line equipment, communications equipment and power supply. The high speed track in the station approach and station would be slab track, which does not use ballast and consists of rails supported by resilient pads on pre-cast, pre-stressed concrete units. Further details are set out in Volume 1. Power supply

2.5.73 HS2 trains would draw power from overhead line equipment, requiring feeder stations and connections to the 400kV National Grid network. There are no feeder stations within the local area. In addition to feeder stations, smaller auto-transformer stations would be required at more frequent intervals. The anticipated location of the proposed auto-transformer station is adjacent to the tunnel entrance at Euston. This location is shown on map CT‑06-002. It would be at track level.

2.5.74 The power supply for Euston Station would be upgraded and two supplies would be required from separate primary electricity substations. The proposed locations are at Lodge Road, St John’s Wood and Back Hill, Bloomsbury. Landscaping and permanent fencing

2.5.75 High security parapet walls 1.8m high would be constructed along the edge of the retained cutting and on either side of the bridges. Vegetation would be used to create a screen in front of the parapets where there is space and security would not be compromised.

2.5.76 Euston Square Gardens and the remaining part of St James’s Gardens would be reinstated as public spaces and pedestrian routes following construction. Opportunities for other landscaping would be explored, where land is used during construction, but is not to be occupied by permanent works or development. Proposals for these areas will be described in the formal ES.

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Commissioning

2.5.77 Commissioning is the process of testing the infrastructure to ensure that it operates as expected. This would take place in the year prior to opening. Further details are provided in Volume 1. 2.6 Operation of the Proposed Scheme 2.6.1 In this area, all HS2 trains would stop at Euston Station; therefore they would be accelerating away from, or decelerating as they approach, the station.

2.6.2 During Phase One of HS2, up to 14 tph would pass in each direction. With Phase Two, the potential maximum operational capability would increase to 18 tph.

2.6.3 The trains would be either 200m (one-unit train) or 400m (two-unit trains) long. They would run between the hours of 05:00 and 24:00 (Monday to Saturday) and between 08:00 and 21:00 (Sunday).The station would be open for a short period before and after operating hours to allow for staff and passengers to enter or leave. When required, maintenance would be conducted outside those operating hours.

2.6.4 Each train could hold up to 550 people (one-unit train) or 1100 people (two-unit trains). A portion of the passengers would alight from the trains at the station, or disembark to transit to other transport services from the station.

2.6.5 The operation of the Proposed Scheme is described in more detail in Volume 1. 2.7 Station and route section main alternatives 2.7.1 The main strategic alternatives to the Proposed Scheme are presented in Volume 1. The main local alternatives considered for the Proposed Scheme within the local area are set out within this section

2.7.2 Since April 2012, as part of the design development process, a series of local alternatives have been reviewed within workshops attended by engineering, architecture, planning and environmental specialists. During these workshops, the likely significant environmental effects of each design option have been reviewed. The purpose of these reviews has been to ensure that the Proposed Scheme draws the right balance between engineering requirements, cost and actual and potential environmental impacts.

2.7.3 Design development continues on this section of the route. Any further changes resulting from this will be assessed in the formal ES if accepted into the Proposed Scheme. Euston station

2.7.4 A systematic examination of potential configurations for Euston Station has been undertaken since April 2012. Six options, which are described below, were selected for option appraisal. In the January 2012 announced scheme and in the subsequent appraisal against other options, it was assumed the high speed service at Euston would require ten dedicated high speed platforms and two hybrid platforms shared with conventional trains. Platform numbers were calculated using proposed service patterns for both high speed and conventional services. Further review of operational requirements has removed the need to provide two hybrid platforms, but increased the number of high speed platforms to eleven in the Proposed Scheme.

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Add to existing platforms (Proposed Scheme)

2.7.5 This option was selected as the preferred option and following further refinement of the station design has been incorporated into the Proposed Scheme. It is the design that is assessed in this draft ES.

2.7.6 In this option the majority of the existing station track and platform layout would be retained. The three, western most platforms of the existing station would be demolished and eleven high speed platforms would be built to the west below existing ground level (at the time of the options appraisal it was assumed this option would only have ten high speed platforms). Most of the existing concourse and the buildings in front of the station would be retained and a high speed concourse would be built at street level. As part of the design, the existing station would be remodelled and an integrated station concourse would be provided. The LUL concourse would be enlarged at its current level.

2.7.7 The works would require demolition of residential and commercial property to the west of the existing station and three residential blocks on the Regent’s Park Estate. About 75% of the public open space at St James’s Gardens would fall within the permanent land take, affecting listed structures in the gardens.

2.7.8 Euston Square Gardens would be retained and a new pedestrian link under Euston Road would be constructed with a new entrance and ticket hall for Euston Square Underground station in Gordon Street. The bus station north of Euston Square Gardens would be modified. The Proposed Scheme would allow the construction of an east-west link access road to the north of the station.

2.7.9 This option was selected as it satisfied the defined transport requirements and met the HS2 Ltd schedule for commencement of service in 2026 at the lowest cost. The overall costs and construction programme for this option would be significantly less than theJanuary 2012 announced scheme, because much of the existing operational infrastructure, e.g. track and platforms, would be retained. This would also reduce the extent and duration of the environmental impacts during construction, when compared with the January 2012 announced scheme. The land take does not distinguish it significantly from other options appraised. However, excavation would only be necessary for the high speed station, unlike the January 2012 announced scheme and the ‘slide the platforms southwards’ option. The volume of material excavated in this option was estimated to be less than half that of the January 2012 announced scheme. The Grade II* listed 1923 annex of 1-9 Melton Street would also be retained, which would have to be demolished to achieve certain other options. January 2012 announced scheme

2.7.10 The January 2012 announced scheme that was appraised was based on the station concept design, put forward during consultation, which proposed the rebuilding of all of the existing station as an integrated high speed and conventional station, and included a combined high speed and conventional concourse at existing ground level. Both high speed and conventional platforms would be built below the concourse with ten high speed platforms, twelve conventional platforms and two central hybrid platforms. The underground station concourse would be rebuilt at a lower level beneath the platforms. The January 2012 announced scheme would offer an easy to access station with intuitive way finding for passengers. In this option, land take would result in the demolition of residential and commercial property to the west of the existing station and three residential blocks on the Regent’s Park Estate. About 75% of open space at St James’s Gardens would fall within the permanent land take, affecting listed structures in the gardens. This option would allow the construction of an east-west link access road to the north of the station.

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2.7.11 Euston Square Gardens would be retained and would not be affected by permanent land take for the new station or the bus station, which would move north from its existing position.

2.7.12 Approximately 1.3 million cubic metres of material would be excavated to create the low level rail platforms. This is a larger volume than any other options apart from the ‘slide platforms southward’ option.

2.7.13 The appraisal assumed that the Grade II* listed 1923 annex of 1-9 Melton Street would need to be demolished, but subsequent refinement of the design avoided this.

2.7.14 The January 2012 announced scheme was rejected principally because on further evaluation it was found not to meet cost and completion date targets.

2.7.15 This option would be complicated to construct while maintaining the existing level of conventional train services and therefore construction could not be completed by 2026, the target opening year. A construction period extending beyond 2026 would extend the duration of disruption in the local area and the associated environmental effects. Split level platforms

2.7.16 Platform configuration would be the same as the January 2012 announced design i.e. ten high speed platforms, twelve conventional platforms and two hybrid platforms. However, only the high speed platforms would be constructed below ground level. The existing conventional tracks would be rebuilt at their existing level. Separate concourses for high speed and conventional services would be built at existing ground level and the LUL concourse would be enlarged at its existing level. Passengers would experience a distinct separation between the high speed and conventional parts of the station.

2.7.17 As with all options described previously, land take would result in demolition of residential and commercial property to the west of the existing station and three residential blocks on the Regent’s Park Estate. About 75% of the public open space at St James’s Gardens would fall within the permanent land take, affecting listed structures in the gardens.

2.7.18 Euston Square Gardens would be required in order to construct the conventional concourse, which would adversely affect the war memorial and lodges in EustonSquare and, indirectly, the nearby Bloomsbury Conservation Area. This option would not allow the construction of an east-west link road to the north of the station.

2.7.19 Retaining the conventional platforms at their existing levels would reduce the volume of excavated material compared to the January 2012 announced scheme, but would still be 50% greater than the Proposed Scheme.

2.7.20 The appraisal assumed that the Grade II* listed 1923 annex of 1-9 Melton Street would need to be demolished.

2.7.21 The ‘split level platforms’ option was rejected because of poor permeability across the station, poor accessibility and interchange between high speed, conventional and underground services and the environmental impact on Euston Square Gardens. This option would not allow the construction of an east-west link road to the north of the station. Platforms at existing levels

2.7.22 Platforms would be arranged as in the January 2012 announced scheme, but would be constructed at existing ground level. This would necessitate a first floor concourse that would be combined to serve both high speed and conventional rail passengers. The existing LUL concourse would be enlarged at its current level. Constructing high speed platforms at the

43 CFA Report – Euston/No 1 I Euston

existing ground level would require Hampstead Road and Granby Terrace bridges to be raised, to allow trains sufficient clearance to pass beneath.

2.7.23 As with all options described previously, land take would result in demolition of residential and commercial property to the west of the existing station and three residential blocks on the Regent’s Park Estate. This option would result in 70 more dwellings being demolished than the Proposed Scheme. About 75% of the public open space at St James’s Gardens would also be required, affecting listed structures in the gardens. The bus station would extend across most of the north-east quadrant of Euston Square Gardens, resulting in a permanent loss of about 0.25ha of the gardens, but it would not affect the war memorial or lodges.

2.7.24 This option avoids significant excavation because the tracks would be at existing ground level, which would yield a cost saving over the January 2012 announced scheme and simplify construction.

2.7.25 The appraisal assumed that the Grade II* listed 1923 annex of 1-9 Melton Street would also need to be demolished.

2.7.26 This option was rejected because it would require the demolition of more dwellings than any other option as well as requiring bridges to the north of the station to be raised. This option would not allow the construction of an east-west link road to the north of the station. Slide platforms southwards

2.7.27 The same platform arrangement as the January 2012 announced scheme would be built but the whole station would be moved south extending into Euston Square Gardens. Platforms would be below existing ground level allowing a combined high speed and conventional station concourse to be built at existing ground level. The underground station concourse would be rebuilt at a lower level. The street level concourse would offer easy access to the station, with intuitive way finding for passengers.

2.7.28 As with all options described previously, land take would result in demolition of residential and commercial property to the west of the existing station and three residential blocks on the Regent’s Park Estate. About 75% of the public open space at St James’s Gardens would fall within the permanent land take, affecting listed structures in the gardens.

2.7.29 Sliding the station southwards would simplify railway design in the station approach and would allow faster approach speeds for trains but as a consequence the station footprint would take all of Euston Square Gardens. The war memorial and lodges would be directly affected and the nearby Bloomsbury Conservation Area would be indirectly affected.

2.7.30 The appraisal assumed that the Grade II* building at 1-9 Melton Street, including the Annex, would need to be demolished.

2.7.31 The volume of excavated material created by this option was estimated to be 1.4 million cubic metres, greater than all of the other options.

2.7.32 This option would result in the permanent loss of Euston Square Gardens and the total demolition of the Grade II* listed 1-9 Melton Street. The option was rejected because there would be no transport or operational benefits gained and it would have greater adverse environmental impacts. This option would, however, allow the construction of an east-west link access road to the north of the station. Double deck station

2.7.33 Platforms would be constructed on two levels with upper level platforms directly above an intermediate concourse and lower level platforms. Ten high speed platforms and six or eight

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conventional platforms would be constructed at or below street level (lower level platforms). Another six or eight conventional platforms would be constructed at high level (upper level platforms) above a combined concourse that would be at street level. The underground concourse would be rebuilt at a lower level.

2.7.34 The footprint of the double deck station would be reduced compared to all other options considered. Less land would be required for the track fans on the railway approach north of the station. The appraisal estimated that 185 fewer dwellings would be affected by this option compared to the Proposed Scheme. No residential blocks would be demolished on the Regent’s Park Estate. Commercial and residential property west of the existing station footprint would not be demolished and St James’s Gardens would not be directly affected.

2.7.35 Excavation for the low level platforms was estimated to produce 1.2 million cubic metres of material which is approximately double the estimate for the Proposed Scheme.

2.7.36 All of Euston Square Gardens would be required, which would adversely affect the war memorial and lodges in the square and, indirectly, the nearby Bloomsbury Conservation Area.

2.7.37 None of the Grade II* listed buildings at 1-9 Melton Street would need to be demolished.

2.7.38 The elevated level of some platforms would require a railway viaduct that would need to fly over Hampstead Road bridge, which would create an intrusive structure in the townscape and introduce the potential for train noise to affect more properties.This option would not allow the construction of an east-west link access road to the north of the station.

2.7.39 The principal reasons for rejecting the ‘Double Deck Station’ option were that it would be unable to maintain the specified level of conventional train services during construction and an extended construction programme; the complexity of the double deck station and the approach would extend the construction period by at least four years; and that high speed services could commence three years after the proposed date for commencement, but there would be a further year to complete construction of the conventional platforms. A construction period extending beyond 2026 would extend the duration of disruption in the local area and the associated adverse environmental effects. Station approach

2.7.40 Design and environmental appraisals have been undertaken on key elements in the station approach, in particular the construction requirements at Parkway and Park Village East and the layout and design of the replacement Hampstead Road and Granby Terrace bridges. These have been seeking, in particular, to reduce the local adverse environmental effects during construction and reduce the permanent land take, visual and cultural heritage effects at those locations. The design assessed in the draft ES has already achieved significant improvements and mitigation over the January 2012 announced scheme described above. Further design refinements and appraisals are in progress and will be reported in the formal ES. Utility diversions

2.7.41 Construction of the high speed station, bridge replacements and the retaining walls necessitate a wide range of utility diversions. Route and engineering options for each utility have been explored with the statutory undertakers and TfL to minimise local adverse environmental effects, including traffic disruption. The requirements for utility diversions have all been identified and many of the preferred route and engineering solutions selected, although all are subject to ongoing appraisal and further discussion with statutory undertakers. The assessment of the preferred utility diversions will be reported in the formal ES.

45 CFA Report – Euston/No 1 I Euston Part C: Environmental topic assessments

46 CFA Report – Euston/No 1 I Agriculture, forestry and soils 3 Agriculture, forestry and soils 3.1 Introduction 3.1.1 This section has been scoped out of the assessment as there are no agricultural or forestry activities affected by the Proposed Scheme in this urban area. Impacts on soils are discussed in Section 8 of this report.

47 CFA Report – Euston/No 1 I Air quality 4 Air quality 4.1 Introduction 4.1.1 This section of the report provides an assessment of the impacts and likely significant effects on air quality arising from the construction and operation of the Proposed Scheme, covering nitrogen dioxide (NO2), fine particulate matter (PM10, PM2.5) and dust.25 Emissions of these pollutants are typically associated with construction activities and equipment, road traffic and the operation of combustion plants. 4.2 Policy framework 4.2.1 The London Plan seeks to achieve reductions in pollutant emissions and minimise public exposure to pollution. Policy 7.14 sets out a number of objectives, such as minimising increased exposure to existing poor air quality, the need to reduce emissions from demolition and construction activities using best practice and the provision of on-site mitigation measures during development.

4.2.2 The Mayor’s Air Quality Strategy and Supplementary Planning Guidance on Sustainable Design and Construction set out actions for improving London’s air quality and include measures aimed at reducing emissions from transport and new developments.26 27 A key objective of the Strategy is to make better use of the planning process so that new developments do not contribute to air pollution. Policy 3 also gives support to the expansion of competitive rail-based alternatives to aviation, including the development of a national high-speed rail network.

4.2.3 LBC’s LDF forms a collection of planning documents and policies applicable in the borough. The adopted Core Strategy highlights the need to promote higher standards of air quality within the borough (CS16). Policy DP32 of the LBC’s Development Policies specifically targets air quality and sets the requirement for an air quality assessment where development could potentially cause significant harm to air quality. LBC has also implemented an Air Quality Action Plan (AQAP) which aims to reduce air pollution levels arising from transport and development, as well as raise awareness of air quality.28 4.3 Assessment scope and key assumptions 4.3.1 The assessment scope and key assumptions for the air quality assessment are set out in Volume 1. 4.4 Environmental baseline 4.4.1 The environmental baseline reported in this section represents the environmental conditions identified within the study area. The main source of existing air pollutants in the Euston area is road traffic, as is the case for nearly all parts of London. Concentrations of road traffic related pollutants are highest in central London and diminish towards the outer boroughs. At places very close to roads where traffic flows are high, the airborne concentrations of the main pollutants are elevated substantially when compared to the urban background, as exemplified by Euston Road.

25 PM10 is any particulate with an aerodynamic diameter equal to or less than 10µm. Particulate matter of this size is respirable. PM2.5 is any particulate matter with an aerodynamic diameter equal to or less than 2.5µm. This size fraction of particulate matter is respirable and has been linked to adverse effects on human health. 26 Greater London Authority (2010) Clearing the Air: The Mayor’s Air Quality Strategy. 27 Greater London Authority (2006) Sustainable Design and Construction: The London Plan Supplementary Planning Guidance. 28 London Borough of Camden (2009) Air Quality Action Plan Report 2009 – 2012.

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4.4.2 Estimates of NO2, PM10 and PM2.5 concentrations have been obtained from London-wide modelled pollution maps for 2008 and 2011, published by the GLA in 2010.29 These maps have been used to characterise the baseline air quality in London in preference to the background concentration maps produced nationally by the Department for Environment and Rural Affairs (Defra) that have been used in the assessment on other parts of the Proposed Scheme outside London. This is because the GLA maps reflect concentrations at all locations, including at the roadside, whereas the Defra national maps are for background concentrations and do not include the effects of individual roads. It is therefore considered that theGLA maps provide a better indication of baseline conditions at a local level.

4.4.3 There are four air quality monitoring stations in LBC and 24 NO2 diffusion tubes sites measuring annual average concentrations of NO2. Neighbouring boroughs also have extensive monitoring networks.

4.4.4 The data collected by the local authorities, along with the GLA mapping data, show that parts of the Euston area currently experience annual average concentrations of NO2, PM10 and PM2.5 that are above the limit values and national air quality objectives, especially in close proximity to major roads.

4.4.5 As NO2 concentrations exceed the relevant air quality objective value over much of Camden, LBC has declared the whole borough an AQMA (see map CT‑02-01).

4.4.6 There are a large number of human receptors in the study area, given its urban nature and the proximity of many residential properties, commercial premises and community facilities to construction sites and roads where traffic flows would change. There are no ecological receptors with statutory designations within the study area. 4.5 Construction Assessment of impacts and mitigation

4.5.1 Impacts from the construction of the Proposed Scheme could arise from dust generating activities and emissions from construction traffic. As such, the assessment of construction impacts has been undertaken for human receptors sensitive to dust and exposure to NO2 and PM10.

4.5.2 Air quality would be controlled and managed during construction through the route-wide implementation of Section 7 of the draft CoCP, where appropriate. Specific measures would include: • Contractors being required to control dust, air pollution, odour and exhaust emissions during construction works; • Inspecting and monitoring undertaken after consultation with LBC to assess the effectiveness of the measures taken to prevent dust and air pollutant emissions; • Cleaning (including watering) of haul routes and designated vehicle waiting areas to suppress dust; • Keeping soil stockpiles away from sensitive receptors (including historical features), watercourses and surface drains where reasonably practicable, also taking into account the prevailing wind direction relative to sensitive receptors; and • Using enclosures to contain dust emitted from construction activities.

29 Greater London Authority (2008) London Atmospheric Emissions Inventory (version date August 2010); http://data.london.gov.uk/laei-2008. Accessed February 2013.

49 CFA Report – Euston/No 1 I Air quality

4.5.3 In the Euston area, the main dust generating activities that have been assessed are the redevelopment of Euston Station, retaining walls, tunnel portal, bridges and utility works. In addition, the station redevelopment would include the demolition of a number of residential and commercial properties to the west of the site. This activity and the associated removal of the demolition arisings would be the phase of the redevelopment that would have the greatest potential for dust emissions.

4.5.4 Construction activities would be located adjacent to densely populated residential areas and commercial properties. In addition, there are eight schools, two hospitals and a number of recreational areas within 350m of the site boundary.

4.5.5 The construction dust assessment, taking account of the draft CoCP dust control measures, concluded that the impact would be negligible for most receptors and minor adverse for some receptors adjacent to the portal to the south of the A4201 Parkway. The overall effects from construction dust would not be significant.

4.5.6 Construction activity could also affect local air quality through the additional traffic generated on local roads as a result of the routing of construction traffic and changes to traffic patterns arising from temporary road diversions. Details of the basis for the transport assessment used for the air quality assessment for the draft ES are set out in Section 13. It has assumed, as a worst case, that all excavated and demolition materials would be removed by road.

4.5.7 Examination of the changes in traffic flows resulting from the peak year of construction activity compared with the predicted background traffic flows in 2021 along the affected roads has shown that some of these locations warrant further assessment.

4.5.8 Worst case exposure locations include receptors close to major junctions and those buildings with façades closest to the kerb. The assessment found that impacts from road vehicle emissions were minor adverse, negligible or minor beneficial for NO2 at the majority of receptors. At these locations, these effects are not significant.

4.5.9 However, in relation to road vehicle emissions and air quality impacts, there would be some significant effects arising from road closures and the diversions of traffic, which would be both adverse and beneficial. Significant effects on air quality were identified at the following locations: • Moderate adverse impacts are predicted at Albany Street and the junction of Polygon Road and Ossulston Street; • A major adverse impact is predicted at the junction of Euston Road and Eversholt Street.

4.5.10 Whilst these impacts would result insignificant effects, they would be of limited spatial extent and for a short period during construction. Moderate or major beneficial impacts on NO2 are predicted at a number of receptors. These are primarily due to road closures or diversions reducing traffic flows along certain roads, some of which would be temporary. Likely residual significant effects

4.5.11 The methods outlined within the draft CoCP to control and manage potential air quality effects resulting from dust are considered effective in this location. Hence, no residual effects are considered likely. In relation to traffic emissions, there would be some adverse and some beneficial significant effects arising from road closures and the diversions of traffic. Further mitigation

4.5.12 Further measures currently being considered but which are not yet part of the design include a review of the transport of excavated and demolition material by rail and of access routes to

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and from worksites, which may alter the residual effects reported and reduce the number of those reported as significant adverse. 4.6 Operation Assessment of impacts and mitigation

4.6.1 Impacts from the operation of the Proposed Scheme relate mainly to changes in the nature of traffic and the operation of combustion plant. There are no direct atmospheric emissions from the operation of trains that would cause an impact on air quality; these have therefore not been assessed.

4.6.2 Traffic data for the Euston area, provided by the traffic modelling described in Section 12 has been screened to identify roads that require further assessment and to confirm the likely effect of the change in emissions from vehicles using those roads in 02 26. This process identified several roads where changes in traffic flows are predicted to be sufficiently large to meet the criteria for further assessment, both in respect of increases and decreases.

4.6.3 In the Euston area, significant effects have been identified as a consequence of moderate or major adverse NO2 impacts predicted in a preliminary assessment at the following receptor locations, where there are already high background concentrations: • Marylebone Road/Chiltern Street; • Marylebone Road; • Marylebone Road/Park Square East; • Camden High Street/Parkway; • Marylebone Road/Tottenham Court Road; • Tottenham Court Road/Goodge Street; • Euston Road/Gordon Street; • Gower Street/Torrington Place; • Euston Road/Churchway; • Bedford Square; • Euston Road/Midland Road; • Euston Road/A500; and • Gray’s Inn Road/Argyle Street.

4.6.4 Further assessment is in progress and will be reported in the formal ES. It is likely that the reported outcome will change when the traffic models are refined and this may reduce the number of locations where there are significant adverse effects.

4.6.5 The traffic modelling has predicted some reduced flows along some roads and these would result in significant beneficial effects due to the reductions in NO2 concentrations. In a preliminary assessment, these have been predicted to occur at the following locations: • Robert Street; • Melton Street; • Gower Street; and • Gray’s Inn Road/Cromer Street.

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4.6.6 Further assessment is in progress and will be reported in the formal ES. This may alter the locations where there are significant beneficial effects. Likely residual significant effects

4.6.7 Some residual effects would be anticipated for air quality in this area from the operation of the Proposed Scheme, in respect of NO2 concentrations along roads in the vicinity of Euston Station. Further mitigation

4.6.8 No further mitigation is currently proposed to reduce NO2 concentrations. The Proposed Scheme’s contribution to the local concentrations during operation is marginal and improvements to air quality in the area would require general action to manage road traffic on these routes.

52 CFA Report – Euston/No 1 I Community 5 Community 5.1 Introduction 5.1.1 This section of the report provides a summary of impacts and likely significant effects on local communities resulting from the construction and operation of the Proposed Scheme.

5.1.2 The Proposed Scheme presents an opportunity for wider development and regeneration in the Euston area, providing benefits to existing residents and new communities. HS2 Ltd recognises that the construction of the Proposed Scheme would have impacts on those living and working nearby and is committed to working with LBC, local people and businesses to avoid and manage the adverse effects of construction.

5.1.3 This section of the report focuses on housing and community facilities around Euston station. Impacts from changes in noise and air quality, socio-economic factors and traffic and transport are considered in other sections of this report. 5.2 Policy framework 5.2.1 There is strong policy support to maximise the opportunities for growth and regeneration around Euston Station, as set out in regional and local policies, for example, in the London Plan and LBC’s Core Strategy (see Section 2).

5.2.2 A key objective of the London Plan is that London should be a place where people and businesses want to locate, with facilities to meet their needs. The London Plan seeks to achieve this by: • Ensuring that development proposals protect and enhance facilities and services that meet the needs of particular groups and communities (Policy 3.1); and • Providing people, in their neighbourhoods, with a good quality environment in an active and supportive local community with the best possible access to services, infrastructure and public transport (Policy 7.1).

5.2.3 The London Plan contains a range of policies which seek to avoid the loss of community facilities and affordable housing such as Policies 3.6, 3.14, 3.16, 3.18 and 3.19, and Policy 7.18 which seeks to protect local open space. Euston is identified under olicyP 2.13 of the London Plan as an ‘Opportunity Area’ with significant capacity to accommodate new housing, commercial and other development linked to existing or potential improvements to public transport accessibility.

5.2.4 This objective is also Policy CS2 of the LBC’s Core Strategy, identifying Euston as an area where major redevelopment is expected to occur in association with improvements to the station. LBC, the GLA and TfL, supported by HS2 Ltd, are jointly producing the Euston Area Plan. A key objective for the Plan is prioritising meeting local people’s needs, including mitigating the effects of HS2.

5.2.5 Policies in the LBC Core Strategy and the Development Policies document seek to prevent the loss of affordable housing, community facilities, social infrastructure and open space.These seek to: • Minimise the net loss of affordable housing – Policy CS6 of the Core Strategy; • Support the retention and enhancement of existing community, leisure and cultural facilities – Policy CS10 of the Core Strategy;

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• Designate parks and open spaces, including Metropolitan Open Land, and other suitable land of 400 m2 or more on large estates with the potential to be used as open space – Policy CS15 of the Core Strategy; • Protect existing health facilities – Policy CS16 of the Core Strategy; and • Protect to existing community and leisure facilities – Policy DP15 of the Development Policies document. 5.3 Assessment scope and key assumptions 5.3.1 The assessment scope and key assumptions for the community assessment are set out in Volume 1.

5.3.2 The study area includes the area of land within the construction boundary (comprising the temporary and permanent land take) as well as a suitable additional area as relevant to inform the respective environmental topics upon which the assessment is based.

5.3.3 Shops, restaurants, cafes and bars on the station concourse are excluded from the community assessment in this area as they are considered mainly to serve the users of the railway rather than the local community. 5.4 Environmental baseline The Euston area

5.4.1 The study area is within one of the most densely populated areas in London with high levels of deprivation and includes the residential areas of the Regent’s Park Estate and Somers Town. Bangladeshi and African communities are strongly represented in the study area. The population in the study area is younger than the national average with a large proportion of students and younger adults.

5.4.2 Somers Town is located to the east of Euston station and is a dense multi-cultural area characterised by medium rise blocks of local authority housing (including the large Ampthill and Church Way Estates), schools and other community facilities. The Ampthill Estate lies between Eversholt Street and Hampstead Road. There is a community/tenant’s hall on Barnby Street and medical centre on Eversholt Street which serve Ampthill Estate.

5.4.3 The Regent’s Park district to the west of the station has local authority housing primarily in, and around, the 1950s Regent’s Park Estate. To the north, there are also streets of Georgian terraced houses, with Regent’s Park and Regent’s Park Barracks to the west. The Regent’s Park Estate is made up of a variety of low, medium and high rise blocks where there are a high proportion of residents of Bangladeshi origin. There is also a community hall (the Old Tenant’s Hall) on Harrington Street which serves the Regent’s Park Estate. This residential community is mixed with businesses, shops, and other retail outlets and hotels around Drummond Street, where there are numerous Bangladeshi/Indian shops and restaurants.

5.4.4 Euston station acts as a local centre with restaurants, cafes and shops which serve both passengers and the local community. Somers Town street market also serves the area around the station.

5.4.5 The station fronts on to Euston Road (A501), a main transport artery lined with large offices, university buildings, King’s Cross and St Pancras stations. Euston station and the railway tracks heading north form a large physical and social barrier across the community within the study area.

54 CFA Report – Euston/No 1 I Community

5.4.6 Further north, towards Camden Town, there are Georgian terraces such as those on Mornington Terrace and Mornington Crescent. The area west of the existing Euston Station

5.4.7 The extent of the land required to the west of the existing Euston station for the enlarged station and railway is described in Section 2. Community facilities serving the area are shown on map CT‑03-01.

5.4.8 The Old Tenant’s Hall on Harrington Street, a community hall which serves the Regent’s Park Estate and wider area, lies within both the permanent and temporary land take.

5.4.9 A small parade of shops on Stanhope Street, including a convenience store and a public house, The Sovereign, lie outside the permanent and temporary land take but within the study area. Eskdale play area, also on Stanhope Street, has a small playground and a grassed area and lies within the temporary land take.

5.4.10 Hampstead Road Open Space, located to the south of Silverdale, contains a children’s playground, benches and lawn area and the area lies within the permanent land take. The Bree Louise public house on Cobourg Street also lies within the permanent and temporary land take.

5.4.11 St James’s Gardens, on Cardington Street, which has a hard court for ball sports as well as paths, a lawn area, benches, memorials and a fountain, lies within the permanent and temporary land take.

5.4.12 A small part of the Maria Fidelis Convent (Lower) School lies within the temporary land take on North Gower Street, and Christ Church Primary School and Netley Primary School both lie outside the permanent and temporary land take. Maria Fidelis Convent (Senior) School and St Aloysius Roman Catholic Primary School lie outside of the permanent and temporary land take, to the east of the study area, as does St Aloysius Roman Catholic Church and St Mary’s Church. Wolfson House, part of UCL Biology department, on Stephenson Way, to the south- west of Euston station, lies within the permanent and temporary land take. The area around Parkway and the tunnel portal

5.4.13 There is a wide range of shops and services located along Parkway to the east of the proposed route, including an Odeon Cinema, bank and several public houses. These all lie outside of the permanent and temporary land take. The York and Albany restaurant, at the junction of Parkway and Park Village East, is adjacent to the permanent and temporary land take.

5.4.14 The Danish Church of St Katherine and St Mark’s Church lie outside the permanent and temporary land take to the west of the proposed route. Our Lady of Hal Church (a Belgian Church on Arlington Road) and The Cavendish School, on Arlington Road, which caters for girls from 2- 11 years and boys from 7-11 years, both lie outside the permanent and temporary land take to the east of the route. The Regent’s Park, one of Central London’s largest grassed areas and home to ZSL London Zoo, is located adjacent to the study area. 5.5 Construction Assessment of impacts and mitigation Residential property

5.5.1 The construction works for the high speed station and widening of the approach would require the demolition of 168 social housing dwellings on the Regent’s Park Estate. This comprises three medium rise blocks: Silverdale (69 dwellings), Eskdale (60 dwellings) and

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Ainsdale (39 dwellings). In addition, Stalbridge House (20 private dwellings) would also be demolished. The loss of these dwellings from the housing stock and the impacts on the people that they house would be a major adverse effect on the local community and would be significant.

5.5.2 The community immediately west of the existing station would also be affected by demolitions of residential property. The properties demolished are listed in Section 2 (Table 2) and include properties at Cobourg Street (approximately 20 dwellings), Euston Street (four dwellings) and Melton Street (three dwellings). Collectively, the loss of these dwellings would result in a major adverse effect on the local community and would be significant.

5.5.3 As noted in Section 2, the Secretary of State is working in partnership with LBC to replace this social housing. Where reasonably practicable, this would be in the Euston area and with tenants moving only once. Options for the provision of replacement social housing are currently being developed with LBC, but may include both the provision of new purpose built housing and the provision of alternative existing housing, that would be owned and managed by LBC. Funding to provide this replacement social housing will be made available by the Government. Other homeowners will be compensated for the compulsory acquisition of their properties in accordance with the Compensation Code.

5.5.4 The indicative construction programme for the Proposed Scheme is in Section 2. This would involve construction works close to residential and business premises for varying periods. HS2 Ltd would work with LBC, local communities and businesses to ensure that disruption during construction is reduced.

5.5.5 A particular element of the construction work involves the demolition and replacement of a deep retaining wall on the west side of the railway station approach at Park Village East. The existing retaining wall between Park Village East and the railway has suffered over time from movement and damage. The construction of a new retaining wall would help to address some historic subsidence issues. Construction at Park Village East would require the temporary phased closure of vehicular access to properties on Park Village East, between numbers 16 and 36. Some temporary parking would be provided to the south and emergency access would be maintained. During the closure periods, residents would only be able to access their properties on foot. There would be some disruption to Park Village East over a four year period. Vehicular access would only have to be restricted in phases for up to twelve months, during the principal works to the retaining wall structures. The demolition and replacement of Mornington Street Bridge would also mean that residents would not be able to gain vehicular access to and from the east, while those works are in progress. HS2 Ltd is continuing to discuss these issues with residents in Park Village East in order to identify ways to further reduce the impacts of these works. The restrictions in access and duration of construction works are considered to result in a moderate adverse effect on the local community and would be significant. Community infrastructure

5.5.6 The construction of the high speed station would require the demolition of community resources within the Regent’s Park Estate. The Old Tenant’s Hall off Harrington Street is located between the Silverdale and Ainsdale residential blocks. The hall is used for community meetings and events. While demand for this resource is likely to reduce – after the demolition of surrounding residential blocks, it would still remain. The loss of this hall, without mitigation, would have a moderate adverse effect on the community and would be significant.

5.5.7 The Maria Fidelis Convent School is located at two sites, the Lower School being located on North Gower Street and the Upper School being located on Phoenix Road, to the east of the station. Utility works in part of the school grounds, on North Gower Street, are expected to take around three months to complete. However, the nature and location of these utility

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works alone means that the impacts would not result in a significant effect.The construction works at Euston Station mean that pupils and teachers would be hindered in moving between the two school sites during the course of the school day, particularly where their preferred access route is across the existing station. Changes to time-tabling and alternative routes (e.g. via Euston Road) could mitigate these impacts to prevent disruption to the functioning of the school. Therefore, the impacts would not result in a significant effect on the community. However, HS2 Ltd is working with the school and LBC to mitigate this impact and assist the school’s plans to integrate their facilities onto a single site.

5.5.8 Wolfson House, 4 Stephenson Way, is part of UCL. The building houses the Galton Laboratory, part of the Department of Biology, which is used by researchers and research students. The demolition of this facility would result in a moderate adverse effect on the community and would be significant. In addition, UCL has recently taken a temporary five year lease of 132- 140 Hampstead Road. UCL are aware that the building would be demolished to make way for the Proposed Scheme and it is understood that the intended educational use would be unaffected.

5.5.9 The Bree Louise public house at 69 Cobourg Street would be demolished. Although there are alternative pubs within walking distance, the demolition of this resource would result in a moderate adverse effect on the community and would be significant. Open space and recreational facilities

5.5.10 St James’s Gardens would be closed throughout the duration of the works (up to ten years). The gardens have a designated hardstanding court for ball sports as well as a lawn area, benches, a listed fountain, a former burial site and a public footpath. After construction, around 25% of the gardens would be re-instated. The majority of the resource would therefore be lost and there are few other local open spaces in the area. The closure of the gardens during the construction phase and permanent loss of 75% of this open space would be a major adverse effect on the community and would be significant.

5.5.11 Hampstead Road Open Space is located on the west side of Hampstead Road, to the south of Silverdale. The area contains a children’s playground, benches and lawn area and within the permanent land take. Although some of the users of this resource are those living in adjacent residential blocks that would be demolished, there is still likely to be a demand for this open space and play area as there are limited nearby alternatives. The loss of this open space is a major adverse effect on the community and would be significant.

5.5.12 The nearby Eskdale play area would be required for up to ten years for the construction works. This is a children’s playground and green space between the residential blocks of Eskdale and Langdale in the Regent’s Park Estate (between Stanhope Street and Harrington Street). The playground has children’s climbing frames and swings, is surrounded by mature trees and has several benches. The playground and open space serves the people living in the surrounding residential blocks. There are no other similar areas in the northern part of the estate. The loss of this resource, for a period up to ten years, would result in a major adverse effect on the community and would be significant.

5.5.13 All of Euston Square Gardens (located to the front of the main station) would be required for up to ten years during construction works. The gardens would be used as a main construction compound and for the construction of sub-surface pedestrian routes. Euston Square Gardens is an area of open space used by commuters, the local workforce and residents. Its location means that it is one of the most heavily used open spaces in LBC. The loss of the gardens for the construction period would have a major adverse effect on the community and would be significant.

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Amenity

5.5.14 The formal ES will also assess the effects on community amenity arising from the combination of other impacts, for example, those from construction noise and traffic. Likely residual significant effects

5.5.15 Residual effects would result from the loss of residential property in the Regent’s Park Estate area (188 dwellings in total) and to the west of the existing Euston Station (about 25 dwellings). The loss of the Old Tenant’s Hall off Harrington Street, Wolfson House, the Bree Louise public house, Hampstead Road Open Space, the Eskdale House Play Area, St James’s Gardens and Euston Square Gardens would also result in residual effects. In addition, the restrictions in access at Park Village East are also considered to be residual effects.

5.5.16 The Secretary of State is working in partnership with LBC to develop options for replacing the social housing that would need to be demolished for the Proposed Scheme. There will be further consultation with residential and business owners and occupiers to minimise disruption during construction.

5.5.17 The formal ES will assess the incidence of significant effects, including in-combination effects, on community amenity. Further mitigation

5.5.18 Mitigation of the impacts on the community arising from the loss of open space and other community facilities is being explored in consultation with LBC, local communities and other stakeholders. Such mitigation measures could include improvement of existing community resources at or near the site, or the provision of new facilities, where appropriate sites can be found. These mitigation measures will be reported in the formal ES. 5.6 Operation Assessment of impacts and mitigation

5.6.1 Within this study area, effects on the community resulting from the operation of the Proposed Scheme could potentially arise from changes to amenity.

5.6.2 The assessment of effects on amenity will draw upon other technical disciplines e.g.( air quality, noise and vibration, visual, electromagnetic interference, transport and traffic) findings to inform the amenity assessment. The presence of in-combination impacts from these other disciplines might result in significant amenity effects on community facilities and resources in the area. This will be reported as part of the formal ES.

5.6.3 There would also be potential benefits to the local communities in the Euston area that would be realised during the operational phase. The ‘Euston Opportunity Area’ has been identified as having capacity to accommodate new housing, commercial and other development linked to existing or potential improvements to public transport accessibility (See Section 2). The nature of these benefits in terms of meeting the needs of local people will be set out in the Euston Area Plan and is likely to include provision for additional housing and employment and improvement to community facilities. Likely residual significant effects

5.6.4 Any residual significant effects will be reported as part of the formal ES.

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Further mitigation

5.6.5 HS2 are supporting LBC, the GLA and TfL in producing the EAP, which will provide a single strategic planning document for the Euston area, taking forward previous plans and aspirations for development in and around the station. This will ensure that all potential development and regeneration opportunities associated with the Proposed Scheme and any necessary mitigation can be realised.

59 CFA Report – Euston/No 1 I Cultural heritage 6 Cultural heritage 6.1 Introduction 6.1.1 This section of the report presents a summary of the impacts and likely significant effects on heritage assets and the historic environment as a result of the construction and operation of the Proposed Scheme. Heritage assets comprise: • Archaeological and palaeoenvironmental remains; • Historic landscapes; and • Historic buildings and the built environment. 6.2 Policy framework 6.2.1 Policy 7.8 of the London Plan seeks to conserve the significance of London’s heritage assets and their settings through good planning and design, noting that archaeological assets should, where possible, be made available to the public in their original location, in-situ. Policy 7.9 requires an assessment of the significance of heritage assets when a development is proposed, and schemes should be designed so that the heritage significance is recognised and is used as a catalyst for regeneration.

6.2.2 A number of policies from the LBC Core Strategy and the Development Policies Document seek to preserve the Borough’s cultural heritage. These seek to: • Preserve and enhance LBC’s heritage assets and their settings – Policy CS14 of the LBC Core Strategy; • Maintain the character of Conservation Areas, prevent the demolition of listed buildings; and • Protect remains of archaeological importance – Policy DP25 of the Development Policies document.

6.2.3 In addition, local and regional policy guidance has been considered including: • London World Heritage Sites – Guidance on Settings SPG30; and • The Conservation Area Appraisals for Bloomsbury, Camden Town and Regent’s Park31 32 33. 6.3 Assessment scope and key assumptions 6.3.1 The assessment scope and key assumptions for the cultural heritage assessment are set out in Volume 1.

6.3.2 Detailed historic environment records (HER) data was obtained for an area of 500m from the centre line in Greater London. 6.4 Environmental baseline 6.4.1 Historically the area of study is characterised by 19th century urban development on a previously rural landscape and there is little archaeological evidence for settlement prior to this. Following the construction of ‘New Road’ (Euston Road), the area is depicted as becoming heavily developed through the 19th century, including the creation of St James’s burial ground and chapel. St James’s Burial Ground (St James’s Gardens) was used as a burial

30 The Greater London Authority (2012) London World Heritage Sites – Guidance on Settings SPG. 31 London Borough of Camden (2011) Adopted Bloomsbury Conservation Area Appraisal and Management Strategy. 32 London Borough of Camden (2007) Adopted Camden Town Conservation Area Appraisal and Management Strategy. 33 London Borough of Camden (2011) Adopted Regent’s Park Conservation Area Appraisal and Management Strategy.

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ground from 1789 to 1853.34 The Chapel of St James’s was constructed adjacent to the burial ground in 1791. In 1886, the north-eastern portion of the burial ground was sold for the expansion of Euston Station. The land around the chapel was sold to The Temperance Movement for the site of a hospital in 1875. In the early 1960s St James’s Church was demolished, although the burial vaults may have survived.

6.4.2 The early 19th Century saw the construction of numerous buildings designed by the architect John Nash around Regent’s Park. Urban intensification continued through the 19th century with the development of the Lord Southampton Estate, including the construction of Mornington Crescent and the creation of Somers Town.

6.4.3 This period also saw the creation of Euston Square, which is surrounded by a group of significant historic buildings including the Grade II* listed 1-9 Melton Street. This was built in 1906-1908 as the headquarters of the London, Edinburgh and Glasgow Assurance Company and designed by Beresford Pite, in the Greco Style.

6.4.4 Constructed in 1837 for the London and Birmingham Railway Company, Euston station is the site of the second oldest major rail terminus in London, although the current Euston station building was constructed in the 1960s. This remodelling of the station resulted in the demolition of the Euston Arch.

6.4.5 Within the area of study only the following designated and non-designated assets are recorded. Designated assets

6.4.6 Designated assets are represented on map CT‑01-01.

6.4.7 The following designated assets would be potentially affected by the ProposedScheme: • 22 Grade II* listed buildings comprising 2-16, 22-34, 36A and 36B Park Village East, 8-12 Park Village West and 1-9 Melton Street; • 17 Grade II listed buildings comprising structures in Eust0n Square, Euston Station Forecourt, St James’s Gardens, Parkway Tunnel (also known as Park Street Tunnel) and Cutting, as well as buildings on Parkway; and • Parts of Bloomsbury, Regent’s Park (Camden) and Camden Town conservation areas.

6.4.8 The following designated assets are located within the draft Zone of Theoretical Visibility (ZTV): • Two Grade I listed buildings comprising New St Pancras Church and London Zoo Penguin Pool.

• 18 Grade II* and 75 Grade II listed buildings including the Euston Fire Station and railings and listed structures in Euston Square Gardens – the Euston lodges, war memorial and railings; • Regent’s Park, a Grade I registered park and garden; and • Parts of Bloomsbury, Regent’s Park (Camden) and Camden Town conservation areas.

34 Archaeology South East (2006) The Site of the former National Temperance Hospital, 110 – 122 Hampstead Road, London Borough of Camden; An Archaeological Desk Based Assessment. Project No. 2363, 8

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Non‐designated assets

6.4.9 Within the area of permanent and temporary land take, the following assets have been identified: • A Late Roman/Early Medieval coin; and • Euston Station (19th century).

6.4.10 The HER identifies a further 28 archaeological assets which were recorded within 50m2 of the permanent and temporary land take boundary, the majority of which are of post-medieval date. Many of these are associated with built heritage of the 18th to 19th century.

6.4.11 Site survey and local archive searches have identified additional heritage assets not recorded in the HER. Of these, eight assets were located within the permanent land take and temporary land take, these are: • 1 Cobourg Street, a late 19th century stables and post depot associated with Euston station; • The former Euston underground station (Melton Street); • Mornington Street Bridge, late 19th century railway bridge (associated with Grade II listed bridge piers); • 1 Park Village East, a late 19th/early 20th century riding school; • Granby Terrace, late 19th/early 20th century Euston station carriage shed; • Mornington Terrace, late 19th/early 20th century former carriage shed wall; • The mid 19th century National Temperance Hospital; and • St James’s Gardens, the site of an 18th and 19th century burial ground and chapel. 6.5 Construction Assessment of impacts and mitigation

6.5.1 The construction works have the potential to affect heritage assets. Impacts would occur to assets within the construction boundary, as well as the settings of heritage assets within the ZTV.

6.5.2 The draft CoCP sets out the provisions that would be adopted to control effects on cultural heritage assets. The provisions include: • Management measures to control damage to assets that are to be retained within the area of temporary land take and the preparation of project wide principles, standards and techniques for works affecting heritage assets; • A programme of historic building investigation and recording to be undertaken prior to modification or demolition of the assets; • A programme of archaeological investigation to be undertaken prior to construction works affecting potential assets; and • The use of appropriate equipment and methods to limit ground disturbance and settlement including monitoring, protection and remediation.

6.5.3 In addition the following measures have been included as part of the design of the Proposed Scheme and will avoid or reduce impacts on heritage assets: • Redesign of the Proposed Scheme to avoid any demolition of the Grade II* listed 1-9 Melton Street;

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• Construction sites for the works to the retaining walls and tunnel portal have been located and designed to avoid physical impacts to listed buildings on Parkway; and • Permanent relocation of listed structures from St James’s Gardens, Euston station forecourt, Euston Square Gardens and Mornington Street Bridge.

6.5.4 Assets that would experience a significant physical effect in this area are: • The Grade II* listed 1-9 Melton Street and 2-16, 22-34, 36A and 36B Park Village East assets of high heritage value, would require appropriate measures to avoid or limit the risk of settlement.

• The Grade II listed statue of Robert Stephenson in Euston station forecourt, an asset of moderate heritage value, may need to be relocated; • The Grade II listed railings around Euston Square Gardens, assets of moderate heritage value, may need to be removed in part and relocated; • The Grade II listed Christie Monument, Southampton Monument and drinking fountain within St James’s Gardens, assets of moderate heritage value, would need to be relocated; • The Grade II listed Mornington Street Bridge piers, assets of moderate heritage value, would be re-instated as part of the replacement bridge; • The Mornington Street Bridge, an asset of low heritage value, would be demolished; • The Grade II listed 14 and 15 Melton Street , assets of moderate heritage value, would be demolished; • The majority of St James’s Gardens burial ground and the site of St James’s chapel, assets of moderate heritage value, would be removed; • 1 Cobourg Street (the former Euston underground station), Granby Terrace carriage shed, Mornington Terrace carriage shed wall and the National Temperance Hospital, assets of low heritage value would be demolished; • Euston Station, an asset of low heritage value, would be partly demolished. The demolitions would comprise the western part of the existing concourse building, 40 Melton Street and buildings on the station plaza, as well as the signal box; • The Grade II listed buildings of the Parkway tunnel and cutting, 119-125 Parkway, The York and Albany restaurant and bar, assets of moderate heritage value, would require appropriate measures to avoid or limit the risk of settlement; • 1 Park Village East, an asset of low heritage value, would require appropriate measures to avoid or limit the risk of settlement; and • Camden Town and Regent’s Park (Camden) conservation areas are assets of moderate heritage value. Designated and non-designated assets are physically impacted by the Proposed Scheme within these conservation areas, including the demolition of Mornington Street Bridge, a key view into both conservation areas.

6.5.5 Due to the duration of construction works at Euston, the settings of the following specific heritage assets would experience significant effects: • The Grade I listed New St Pancras Church, an asset of high value, would have its character and context impacted by construction plant, worksites and construction activities; • The Grade II* listed 1-9 Melton Street, and 2-16, 22-34, 36A and 36B Park Village East, assets of high value, would have their character and context impacted by construction plant, worksites and construction activities; and

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• The setting of the conservation areas of Camden, Camden Town and Bloomsbury, assets of moderate value, would be altered by construction plant, worksites and construction activities.

6.5.6 The construction of the Proposed Scheme would not have an impact on any other identified heritage asset within the permanent and temporary land take and would not have an impact on the setting of any other designated asset identified with theZTV . Likely residual significant effects

6.5.7 Although a programme of archaeological and historic building investigation and recording contributes to knowledge gain, such works would not fully mitigate the effect or reduce the impact on heritage assets. The following residual effects would therefore remain: • The demolition of 14-15 Melton Street; • The demolition of Mornington Street Bridge; • The demolition of 1 Cobourg Street; • The demolition of the former Euston underground station; • The demolition of Granby Terrace carriage shed and Mornington Terrace carriage shed wall; • Partial demolition of Euston station; • The demolition of the National Temperance Hospital; and • In St James’s Gardens, the removal of burials, the memorials and the remains of St James’s chapel.

6.5.8 Long term effects on the settings of listed buildings and conservation areas, identified in paragraph 6.5.5 above, would remain. Further mitigation

6.5.9 Design options for the public realm in and around the station are still being developed and will take account of the heritage of Euston station, including the existing listed structures that need to be relocated.

6.5.10 The demolition of 10 Melton Street would expose the northern facade of the Grade II* listed building, 1-9 Melton Street. An appropriate treatment would be provided to the exposed facade, if necessary, in keeping with the existing building. 6.6 Operation Assessment of impacts and mitigation

6.6.1 There would be no effects on buried archaeological remains arising from operation.

6.6.2 The introduction of the Proposed Scheme into an area of existing urban townscape and operational railway land would change the setting of certain heritage assets. As far as reasonably practicable, the effects on the setting of these assets will be addressed through sympathetic design.

6.6.3 The replacement road bridges would be designed to ensure that there is no permanent significant impact on the character of the Camden Town and Regent’s Park conservation areas.

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Likely residual significant effects

6.6.4 Even with a high quality design and landscaping, the introduction of the new station and bridges into an area of mixed use and diverse townscape would change, to some extent, the key characteristics of the area and would necessarily change the setting of New St Pancras Church, 1-9 Melton Street, the listed structures in Euston Square Gardens (for example, the Euston Lodges and War Memorial) and the conservation areas. These are not considered to be significant residual effects.

65 CFA Report – Euston/No 1 I Ecology 7 Ecology 7.1 Introduction 7.1.1 This section of the report provides a summary of the predicted impacts and significant effects upon species and habitats as a consequence of the construction and operation of the Proposed Scheme. This includes effects upon sites recognised or designated on the basis of their importance for nature conservation. 7.2 Policy framework 7.2.1 Policy 7.19 of the London Plan seeks to ensure a proactive approach to the protection, enhancement, and management of biodiversity. Policy 7.21 seeks to retain existing trees of value and where there is any loss from development, these should be replaced following ‘right place, right tree’ principle.

7.2.2 Policy CS15 of LBC’s Core Strategy seeks to protect and improve sites of nature conservation, biodiversity interest and other valuable green areas including gardens and trees.

7.2.3 In addition, local and regional guidance relevant to this assessment includes: • The Mayor’s Biodiversity Strategy; 35 • LBC’s Planning Guidance on Sustainability; 36and • LBC’s Biodiversity Action Plan.37 7.3 Assessment scope and key assumptions 7.3.1 The assessment scope and key assumptions for the ecological assessment are set out in Volume 1.

7.3.2 The current assessment draws on existing information gathered from national organisations and from regional and local sources including the Greenspace Information for Greater London (GiGL). Key organisations from whom data has been sought, but which has not yet been included in the assessment, are as follows: • Black Redstarts; 38 • Invertebrate groups’ recorders; and • The London Bat Group.

7.3.3 Field surveys undertaken to date have been limited to locations where landowner permission has been obtained or areas accessible to the public. They include (but are not limited to): • Phase 1 extended (habitat) surveys of St James’s Gardens and trees at Euston Square Gardens; and • Initial bat roost assessment surveys of buildings and trees within and adjacent to the Proposed Scheme.

7.3.4 Given the urban, built-up environment within this section of the route the defined survey extent has been restricted and limited to areas within or adjacent to the Proposed Scheme for the majority of the surveys undertaken. In addition due to the urban nature of the

35 The Greater London Authority (2002) Connecting with London’s Nature, The Mayors Biodiversity Strategy. 36 London Borough of Camden (2011) Adopted Camden Planning Guidance CPG3 Sustainability. 37 Camden Biodiversity Partnership (2011) Camden Biodiversity Action Plan. 38 Blackredstarts.org.uk available online at: http://www.blackredstarts.org.uk/

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environment the consideration of impacts on badger, otter, water vole, white clawed crayfish, fish and aquatic invertebrate have been scoped out of the assessment.

7.3.5 Surveys will continue during 2013 and will include (but are not limited to) the following, subject to access: • Bat emergence/re-entry and activity surveys, breeding bird, and terrestrial invertebrate surveys of St James’s Garden and Euston Square Gardens; and • Further bat roost assessment surveys of suitable buildings and trees within or adjacent to the Proposed Scheme.

7.3.6 Given the existing ambient noise climate and predicted levels of operational noise at potential receptors, noise disturbance affecting bats and breeding birds has been scoped out of the assessment in this area. 7.4 Environmental baseline 7.4.1 This section presents the environmental baseline that is relevant to the consideration of impacts and effects reported in this draft ES.

7.4.2 Land within or adjacent to the Proposed Scheme in this area comprises a largely built-up inner-city environment. Most of the green space consists of cultivated gardens and amenity plantings around residential and commercial properties. There are a limited number of small parks or public gardens (St James’s Gardens, Euston Square Gardens, Gordon Square Garden and Tavistock Square Gardens) and some churchyards. Regent’s Park is nearby.

7.4.3 Statutory and non-statutory designated sites are shown on maps CT‑01-01 and CT‑02-01. There are no nationally designated sites within 500m of the Proposed Scheme.

7.4.4 Local Wildlife Sites (LWS) which are located within the extent of or adjacent to the Proposed Scheme or are considered potentially subject to significant effects are relevant to the assessment. There is one designated LWS in this section of the route, St James’s Garden Site of Local Importance (SLI). The SLI is located within the construction boundary and comprises mature trees and planted beds with shrubs. Parks, gardens and open spaces are included in the LBC Biodiversity Action Plan. This site is considered to be of local/parish value.

7.4.5 Other habitats located outside the designated site identified above, which are relevant to the assessment, include the following: • Trees within Euston Square Gardens provide suitable habitat for roosting bats and breeding birds and are considered to be of local/parish value; and • Small areas of habitats including scrub and ruderal vegetation which may be present within the railway land on the approach to Euston and are considered to be of local/parish value.

7.4.6 A summary of the likely value of species covered by the assessment (excluding any features of species interest for which the sites described above are designated) is provided in Table 6.

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Resource/Receptor Value Rationale

Bats Unlikely to be more than Survey and desk study to date indicates suitable roosting habitat is present district/borough for bats in buildings and trees within and adjacent to the Proposed Scheme. Very small areas of suitable habitat for foraging bats present within the rail land and at St James’s Garden. Bats are likely to be common species and present in low numbers.

Black redstart Unlikely to be more than Desk study to date indicates black redstart is likely to be present, in low district/borough numbers, in the local area. Black redstart is a species of principal importance under Section 41 of the Natural Environment and Rural Communities (NERC) Act 2006.39

Terrestrial Likely to be local/parish Desk study to date indicates very small areas of suitable habitat for invertebrates terrestrial invertebrates present within the rail land and at St James’s Garden. It is likely that common terrestrial invertebrate species will be present.

Plants Likely to be local/parish Desk study to date indicates very small areas of suitable habitat for plants present within the rail land, along the retaining walls and at St James’s Garden. It is considered unlikely that rare or notable plant species will be present.

Breeding birds Likely to be local/parish Desk study and scoping surveys to date indicates a small number of bird (excluding black species of interest are likely to be present within St James’s Garden and redstart) Euston Square Gardens. Species are likely to be common and in low numbers.

Table 6: Preliminary evaluation of likely status and value of protected and/or notable species occurring within this area39 7.5 Construction Assessment of impacts and mitigation

7.5.1 The following section considers the impacts and effects on ecological receptors as a consequence of construction of the Proposed Scheme. All assessments made are provisional, based on the preliminary assessment of baseline value as presented in Section 7.4.

7.5.2 There are no measures included as part of the design of the Proposed Scheme in this section of the route which avoid or reduce impacts on features of ecological value.

7.5.3 The assessment assumes implementation of the measures set out within the CoCP, which includes translocation of protected species where appropriate. The following measures are considered particularly relevant in this section of the route: • Re-instatement of areas of temporary habitat loss; • Where practical the sensible timing of works to avoid or reduce impacts on protected species; and • The control of invasive and non-native species.

7.5.4 The Proposed Scheme would result in the demolition of several buildings and structures in this section of the route which are considered potentially suitable to support roosting bats. If bats are found to be present there is the potential for a permanent adverse effect on conservation status of the species concerned that is significant at up to the district/borough level.

7.5.5 Several of the buildings are considered potentially suitable perches and breeding sites for black redstart. If black redstart are found to be present there is the potential for a permanent adverse effect on conservation status of the species concerned that is significant at up to the district/borough level.

39 The Natural Environment and Rural Communities (NERC) Act 2006. London, Her Majesty’s Stationery Office.

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7.5.6 The Proposed Scheme would result in the permanent loss of the majority of St James’s Garden SLI which potentially provides foraging, nest and roost sites for bats, black redstart and other breeding birds, terrestrial invertebrates and plants. It would result in a permanent adverse effect on the integrity of the designated site and the conservation status of these species which would be significant at the local/parish level.

7.5.7 A summary of likely significant residual effects is provided in Table 7. Local/parish effects, which in combination may be significant, will be described in the formal ES Likely residual significant effects

7.5.8 Taking into account mitigation included in the design of the Proposed Scheme, anticipated significant residual ecological effects during construction are detailed inT able 7.

Resource/Receptor Residual effect Level at which the effect would be significant

Bats Potential permanent adverse effect due to loss of a Up to district/borough small number of roosts of common species

Black redstart Potential permanent adverse effect due to loss of Up to district/borough perches and breeding sites.

Table 7: Significant residual construction effects on ecological receptors within the area Further mitigation

7.5.9 Further measures currently being considered but which are not yet part of the design include: • Green/brown roofs and walls to be integrated as appropriate within the design of new buildings; • Provision of alternative bat roosting habitat, as required based on results of 2013 surveys; • Provision of features for black redstart within building design as alternative habitat, as required based on results of 2013 surveys; and • Potential opportunities for areas of new habitat creation in the new station and approach design to mitigate, in part, the loss of the St James’s Garden SLI and the temporary loss of Euston Square Gardens. 7.6 Operation Assessment of impacts and mitigation

7.6.1 No significant effects on ecological receptors during operation of the ProposedScheme are anticipated. Assessments made are provisional, based on the preliminary assessments of baseline value presented in Section 7.4.

7.6.2 Local/parish effects, which in combination may be significant, will be described in the formal ES.

69 CFA Report – Euston/No 1 I Land quality 8 Land quality 8.1 Introduction 8.1.1 This section provides a summary of the likely impacts and significant effects to land quality and geology, as a result of the construction and operation of the Proposed Scheme.

8.1.2 Areas of land have been identified, both within and adjacent to construction areas, that could affect or be affected by the construction of the route because they are contaminated (for example contaminated soils may need to be removed or the construction may alter existing contamination pathways). Each of these areas has been studied in order to determine the scale of any potential impacts caused by existing contamination and what needs to be done to avoid significant consequences to people and the wider environment. In addition, a review has been undertaken to establish whether the operation of the Proposed Scheme would lead to contamination of its surroundings and what needs to be done to prevent such contamination. This process is known as a contamination risk assessment. 8.2 Policy framework 8.2.1 Policy 7.20 of the London Plan seeks to ensure that development proposals should, wherever possible, make a positive contribution to the protection and enhancement of geodiversity. Policy 5.21 deals with the remediation of contaminated sites.

8.2.2 A number of policies from the LBC’s Core Strategy and the Development Policies document seek to protect and enhance land quality within the borough. Policy CS16 seeks to incorporate appropriate remedial action into contaminated sites, sites near to such sites or sites that have the potential to be contaminated. 8.3 Assessment scope and key assumptions 8.3.1 The assessment scope and key assumptions for the land quality assessment are set out in Volume 1.

8.3.2 There has been engagement with the LBC Environmental Health Department in respect of land contamination. 8.4 Environmental baseline Geology

8.4.1 A cover of made ground is likely to be present throughout the majority of the Euston area due to previous cycles of development40. The route is located on an existing rail corridor in cutting and made ground would be present in the form of track bed materials.

8.4.2 Geological mapping suggests that superficial deposits are likely to be restricted to the southwest corner of Euston Station41. These deposits comprise River Terrace Deposits (Lynch Hill Gravel, gravels with pockets of sands and clays) and the Langley Silt (silts and clays). Superficial deposits are indicated as being absent from the remainder of the study area.

40 Made ground is a term given to any man-made or artificial deposits. It may be derived from a variety of materials including entirely natural products such as quarried stone, sand, gravel or clay or from the residues of industrial processes (such as ash or clinker) or a mixture of materials. It is frequently used interchangeably with the term ‘fill’. 41 Superficial deposit is a term given to a geological deposit or formation that was laid down during the Quaternary period (within the last 2.6 million years). Such deposits were largely formed by fluvial (river) and glacial or periglacial processes and include wind-blown deposits known as loess.

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8.4.3 The bedrock geology underlying the entirety of the route section is the London Clay Formation of the Thames Group. This is a blue-grey clay that weathers to a brown colour in its upper part. The geological succession beneath the London Clay comprises, in turn, the: • Harwich Formation (at least locally), which is a very thin and largely sandy deposit; • Lambeth Group (also termed the Woolwich and Reading Formations), which comprises a mixture of clay, sand and occasional pebble beds; • Thanet Sand Formation, which is a dense green sand; and • Chalk Group, which is a soft white limestone. Groundwater and surface water

8.4.4 The superficial deposits are classified by the Environment Agency (EA) as a Secondary A Aquifer (River Terrace Deposits comprised of the Lynch Hill Gravel) and unproductive strata (Langley Silt).

8.4.5 The London Clay Formation that is present beneath the study area has been designated by the EA as unproductive strata (i.e. it is not a usable groundwater resource).

8.4.6 There are no surface water bodies or surface water abstractions within 250m of the Proposed Scheme and there are no groundwater source protection zones (SPZs) within this area (see map CT‑04-01).

8.4.7 There are nine licensed abstractions within 2km of the route. None of these are used for Public Water Supply (PWS).

8.4.8 Records held by British Geological Survey (BGS) list seven wells within 500m of the route, which may be private or trade, licensed, unlicensed or unused groundwater abstractions.

8.4.9 Groundwater and surface water resources are discussed in more detail in Section 14. Current and historical land use

8.4.10 There are a number of potential contamination sources from historical and current activities which may have impacted soils or groundwater (at least locally) within the limits of the study area (see map CT‑03-01).

8.4.11 Historically, to the west of Euston station, potential contamination sources dating back to the early 20th Century included: a petrol station; warehouses; engineering works; foundries; chemical works; printing works and industrial laundry facilities.

8.4.12 The higher risk sites (both historical and current land uses) identified by the assessment are shown on map CT‑03-01.42 These sites are being considered for more detailed assessment and comprise the following: • Railway land comprising Euston station and the associated tracks, depot and carriage shed extending to the north of the station (up to the A4201 Parkway); • A disused petrol filling station adjacent to the railway on Hampstead oad;R • Historic activities to the south-west of Cardington Street/Melton Street, which included printing works; warehousing; a chemical works; garages; foundry; and a saw mill; • Historic activities to the east of Stanhope Street, comprising former small chemical works, a foundry and printing works; and • A former leather works to the south-west of Charlton Street.

42 The definition of ‘higher risk’ sites in this instance relates to the contamination potential of the source, the type of construction works that are proposed at that location (e.g. tunnel, cutting or embankment) and the proximity of receptors e.g. people, groundwater bodies etc.

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8.4.13 Typical contaminants commonly associated with the identified land uses include metals, semi- metals, asbestos, inorganic compounds and organic compounds such as oils, fuels and solvents. It is likely that contamination beneath the Proposed Scheme would principally comprise contaminants directly associated with the existing and historic railway uses.

8.4.14 Throughout the study area, the majority of potential contamination sources are underlain by the low permeability London Clay. The London Clay is known to provide an effective barrier to vertical contaminant migration and any contamination present is therefore likely to be localised. Mining/mineral resources

8.4.15 There are no mining or mineral extraction sites within 250m of the Proposed Scheme. Geo-conservation resources

8.4.16 Supplementary planning guidance issued by the London Geodiversity Partnership indicates that there are no current or potential geological designations within 250m of the Proposed Scheme43 44. Receptors

8.4.17 Contaminated land can affect people living or working on or adjacent to the Proposed Scheme, surface and groundwater in the vicinity, ecological resources and the built environment. The following potential receptors within the Euston area have been identified: • Residents, workers and rail users who would be present adjacent to the proposed works; • On-site workers within the existing rail land; • Groundwater within the superficial aquifer under the south-western corner of Euston Station; and • The built environment (such as listed buildings, housing, foundations to structures). 8.5 Construction Land contamination Assessment of impacts and mitigation

8.5.1 The Proposed Scheme would include excavations beneath the existing station and on adjoining land immediately to the south-west (in the area between Cardington Street/Melton Street and Cobourg Street). Historically, potentially contaminating activities may have been present in this area. In addition, construction of the Proposed Scheme would involve works to the north of the station, parallel to the existing rail corridor, including the site of a disused petrol filling station, housing and an existing carriage shed.

8.5.2 In addition to this, construction to create the portal ramp, dive under, a wider rail corridor/ retaining walls and tunnel portal structures would involve excavations in the existing rail corridor between Euston Station and the Park Street Tunnels.

8.5.3 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. The draft CoCP requires that a programme of ground investigation would take place prior to construction in order to confirm areas of contamination and a risk assessment undertaken to determine what, if any, site specific remediation measures would be required to allow the Proposed Scheme to be constructed safely and to

43 BGS/Natural England/Greater London Authority (2012) Green Infrastructure and Open Environments: London’s Foundations: Protecting the Geodiversity of the Capital, Supplementary planning guidance. 44 Regionally or Locally Important Geological or Geomorphological Sites Special Scientific Interest (RIGS/LIGS)

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prevent harmful future migration of contaminants. Any remediation scheme would be agreed with the regulatory authorities.

8.5.4 During the construction phase, the principal effects on receptors from the potential sources of contamination identified relate to the potential for soil disturbance and subsequent off-site migration of contaminants (e.g. through wind-blown dust or vapours) or the escape of contaminating substances that are used in construction (e.g. fuels). Excavations are proposed in areas with a history of railway use, petrol retailing and other relatively small scale potentially contaminating historic activities.

8.5.5 The measures outlined in the draft CoCP would be implemented and it is anticipated that contamination risks to off-site land users would remain broadly the same as those at the baseline case. Therefore there would be no significant effects on land users of adjacent areas during construction of the Proposed Scheme.

8.5.6 Construction activities at Euston Station would involve demolition and excavations on land previously occupied by printing works, warehousing and substations. This area is underlain by a Secondary Aquifer (the Lynch Hill Gravels). There is a potential for a small and temporary increase in risk to this receptor due to ground disturbance. Where impermeable cover is removed it could result in increased infiltration and possible migration or leaching of contaminants.

8.5.7 Measures adopted in the CoCP, such as risk assessments and remediation, would keep impacts to a minimum and to the short term (for example, until impermeable cover is reinstated during construction) resulting in a minor adverse effect (not significant) on this receptor.

8.5.8 Contaminated soils excavated from the site, wherever feasible, would be treated as necessary to remove or render any contamination inactive, and reused within the Proposed Scheme where needed and suitable for use. Techniques are likely to include stabilisation methods, soil washing and bio-remediation to remove oil contaminants. Contaminated soil disposed off-site would be taken to a soil treatment facility, another construction site (for treatment, as necessary, and reuse) or an appropriately permitted landfill site.

8.5.9 While the construction compounds would store and use potentially contaminative materials such as fuels, oils and solvents, they would be managed in accordance with the CoCP, thus minimising the impacts of contamination from these sources.

8.5.10 It is considered unlikely that additional remediation works would be required over and above the mitigation measures contained as standard within the CoCP. Likely residual significant effects

8.5.11 Where remediation of contaminated soils or groundwater has been carried out, there would be a minor beneficial effect for the environment in the long term with respect to contamination. This is not a significant effect. Mining/mineral resources Assessment of impacts and mitigation

8.5.12 There are no impacts associated with mining/mineral resources in the Euston area. Likely residual significant effects

8.5.13 No residual effects have been identified.

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Geo-conservation resources Assessment of impacts and mitigation

8.5.14 There are no impacts associated with geo-conservation resources in the Euston area. Likely residual significant effects

8.5.15 No residual effects have been identified. 8.6 Operation Assessment of impacts and mitigation

8.6.1 Maintenance and operation of the railway would be in accordance with environmental legislation and best practice. Spillage and pollution response procedures similar to those outlined in the draft CoCP would be established for all high risk activities and employees would be trained in responding to such incidents.

8.6.2 An auto-transformer station, such as the one proposed at the tunnel portal, can, in principle, be a source of contamination through accidental discharge or leaks. However the proposed auto-transformer station, in common with other modern substations, would use biodegradable oils and double containment thereby minimising the likelihood of future contamination.

8.6.3 There exists the potential of minor leakage of hydraulic or lubricating oils from the trains. However, such leakage or spillage is expected to be very small and would not lead to any significant contamination.

8.6.4 Where contamination remediation works have been carried out during the construction period, there may need to be a requirement to undertake post-remediation monitoring of, for example, groundwater. Likely residual significant effects

8.6.5 Any residual pollution associated with the operation of the Proposed Scheme is not considered to be a significant effect.

74 CFA Report – Euston/No 1 I Landscape and visual assessment 9 Landscape and visual assessment 9.1 Introduction 9.1.1 This section of the report presents the assessment of the likely significant landscape and visual effects. It starts by describing the current conditions found within and around the route of the Proposed Scheme, the nature and pattern of buildings, streets, open space and vegetation and their interrelationships within the urban environment. A summary of the significant effects that would arise from the construction and operation on landscape character areas and visual receptors is provided. 9.2 Policy framework 9.2.1 The London Plan Policy 7.2 states that all new development should achieve the highest standards of accessible and inclusive design, whilst Policy 7.4 states that development should respect local character and provide high quality design (and sets out various factors that contribute to this). Policy 7.6 highlights a variety of aspects that should be taken into account in the design of new buildings and structures.

9.2.2 A number of policies from the LBC Core Strategy and the Development Policies document seek to protect and enhance the borough’s landscape. These seek: • To promote high quality places, high quality landscaping and works to streets and protect and, where possible, enhance important views of St Pauls Cathedral and the Palace of Westminster along with locally important views – Policy CS14 of the LBC Core Strategy; and • The highest standard of design that respects the character, setting, context, form and scale of neighbouring buildings – Policy DP24 LBC Development Policies document.

9.2.3 In relation to other policy documents used in the assessment, the following are considered important: • London View Management Framework 2012;45 • Green Infrastructure and Open Environments: All London Green Grid, 2012;46 • National Character Areas 1998;47 and • The London Regional Landscape Framework 2011.48 9.3 Assessment scope and key assumptions 9.3.1 The assessment scope and key assumptions for the landscape and visual assessment are set out in Volume 1.

9.3.2 The study area has been informed by early drafts of the zone of theoretical visibility, which is being prepared for inclusion in the formal ES. Landscape character areas (LCAs) and visual receptors within approximately 500m of the Proposed Scheme have been assessed. Long distance views of up to 1km have been considered from locations such as Primrose Hill viewpoint (reported in CFA 3) and Regent’s Park viewpoint (indicative location).

45 Greater London Authority (2011) London View Management Framework, http://www.london.gov.uk/priorities/planning/vision/supplementary- planning-guidance/view-management. Accessed 24/5/2012 46 Greater London Authority (2012) Green infrastructure and open environments: The all London green grid, http://www.london.gov.uk/priorities/ planning/vision/supplementary-planning-guidance/view-management. Accessed 24/5/2012 47 Countryside Commission (1998) Countryside character, South East and London national character areas, Countryside Agency, http://www. naturalengland.org.uk/publications/nca/southeast.aspx Accessed 24/5/2012 48 Natural England (2011) London’s Natural Signature, The London Landscape Framework. http://www.naturalengland.org.uk/regions/london/ ourwork/wildlondon/naturalsignatures/default.aspx Accessed 24/5/2012

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9.3.3 Important local assumptions include the following: • The heights for the western extension to the station would be up to 20m above ground level at facades and up to 35m at its highest point and would have a roof over and spanning the extended concourse; • There would be no public access to St James’s Gardens or Euston Square Gardens during the construction period; • The Podium building and 1 Eversholt St would not be demolished; • The replaced Hampstead Road Bridge would have a parapet level about 4m above existing and would be about 34m in width. It has been assessed as a beam bridge; and • Some of the mature trees along the southern and eastern periphery of the Euston Square Gardens could be retained during construction. 9.4 Environmental baseline 9.4.1 The following section sets out the baseline conditions for the landscape and visual assessment in the study area. Map LV-11-01 shows the location of landscape character areas and visual receptor viewpoints.

9.4.2 The study area is focussed on Euston station and comprises a densely developed area of central London with a varied mix of building styles, ages, scale and layout. Primrose Hill and Regent’s Park to the north-west of the route provide a counterbalance to the developed areas and include large expanses of amenity grass and peripheral mature trees. Other smaller, formal squares and open spaces are integrated into the building pattern and layout, including Euston Square Gardens to the south of the station and St James’s Gardens to the west. Street trees and occasional areas of amenity planting make up the remainder of the vegetation within the study area. Given the central London location, there are a number of major transport routes in the area including Euston Road to the south and Hampstead Road to the west and north of the station. Landscape character assessment

9.4.3 LCAs are defined as areas with broadly homogenous characteristics and are influenced by national and district published character assessments. The study area falls within the Clay Ridges landscape type with Gravel Terraces to the south as defined by Natural England. For the purposes of this assessment the study area has been sub-divided into nine discrete LCAs, three of which would be affected.

9.4.4 Euston Road Commercial LCA, large and small scale commercial and residential properties including part of the Bloomsbury conservation area, has a high sensitivity. Regent’s Park Georgian Residential LCA, a historic development of large scale terraces and villas, including part of the Regent’s Park conservation area, also has a high sensitivity. Euston West Post-war Residential LCA, a mixture of post-war residential apartments and commercial properties, has a low sensitivity. Visual baseline

9.4.5 Viewpoints, split into protected views, residential, recreational, transport and employment have been selected in liaison with GLA, LBC and Westminster City Council to represent groups of receptors within this area, which are illustrated on figures VL -11-01 and LV-11-02. Protected views, i.e. views designated in the London View Management Framework or in conservation areas, i.e. Bloomsbury Conservation Area Appraisal, Camden Town Conservation Area Appraisal and Regent’s Park Conservation Area Appraisal, have a high sensitivity to change. Residential receptors (i.e. residents) have a high sensitivity to change and are located along

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the entirety of the railway corridor and in locations adjacent to Euston Station. Recreational receptors also have a high sensitivity to change and include users of Primrose Hill (reported in CFA3) and Regent’s Park. The smaller parks and squares include Euston Square Gardens, St James’s Gardens and the Friends’ House Garden. Transport receptors (i.e. users of private or public transport) have a low sensitivity and are located on roads throughout the study area. Employment receptors have a low sensitivity to change and are located throughout the study area.

9.4.6 The protected view of St Paul’s designated in the London View Management Framework from Primrose Hill would not be significantly affected by the ProposedScheme during construction or operation. Cranes, if apparent during construction, would be a minor element in the view and the proposed station building would be too low to be visible in the view. 9.5 Construction Assessment of impacts and mitigation

9.5.1 Due to the scale of the construction activities, works would be highly visible in many locations and would have the potential to give rise to significant effects which cannot be mitigated.This is commonplace with construction of major development and infrastructure projects, but it should be noted that these effects are not permanent and will vary in intensity over the construction period.

9.5.2 Measures that have been incorporated into the draft CoCP to avoid or reduce landscape and visual effects during construction include: • Appropriate measures to reduce impacts associated with temporary site offices, vehicle movements, construction plant and compounds; • Avoidance of unnecessary tree and vegetation removal and protection of existing trees in accordance with BS 5837: Trees in relation to design, demolition and construction; • Use of well-maintained hoardings and fencing; • Prevention of damage to the landscape and landscape features adjacent to the construction site by movement of construction vehicles and machinery; and • Use of appropriate lighting.

9.5.3 These measures have been taken account of in the assessment of the construction effects in this section. Landscape assessment

9.5.4 The key changes to landscape character, as a result of the construction activities would relate to the presence of construction plant, the construction and demolition of buildings, structures, and the removal of existing landscape elements in the area around Euston station. The construction of the western extension to Euston station and the east-west link bridge, the demolition and reconstruction of Hampstead Road, Granby Terrace and Mornington Street bridges and the construction of the tunnel portal would be prominent activities in the area. Construction would involve the introduction of large construction plant, lighting and substantial ground works throughout the Euston area. These activities would discernibly alter the tranquillity of the area. Construction would result in the loss of characteristic landscape elements such as, street trees, public gardens and buildings.

9.5.5 Table 8 summarises the LCAs that would be significantly affected during construction of the Proposed Scheme.

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LCA Sensitivity of LCA Magnitude of Level of effect to change LCA

Euston Road Commercial LCA High Medium Major adverse Construction resulting in loss of buildings, trees, open space, closure of a London Square and the activity associated with large scale demolition and construction works.

Euston West Post-war Residential LCA Low Medium Moderate adverse Construction resulting in loss of open amenity space, residential and commercial buildings and activity associated with the construction of east-west link and Hampstead Road bridge.

Regent’s Park Georgian Residential LCA High Low Moderate adverse Construction resulting in temporary loss of parapet walls and amenity planting associated with the construction of the south portal headhouse and hardstanding.

Table 8: Significant landscape effects during construction Visual assessment

9.5.6 The most apparent changes to views during construction would relate to the presence of construction plant and the removal of existing landscape elements. Changes would be most notable adjacent to the existing railway line and Euston Station, between Melton and Cobourg Street, with the demolition of existing buildings, construction of the western extension to Euston Station and loss of St James’s Gardens. To the south of the station, the demolition of an office block, tree removal and the presence of a construction compound would affect Euston Square Gardens. Additionally, from Hampstead Road, Park Village East and Mornington Terrace, taking account of demolitions, construction of the tunnel portal and replacement bridges in this section would be visible. The height of the construction plant and the close proximity of construction activities to viewpoints, particularly where existing buildings have been removed, would allow direct views of construction activity.

9.5.7 An assessment of effects arising from lighting during construction where( required) will be prepared and included as part of the formal ES.

9.5.8 Table 9 summarises the views which would be significantly affected by the construction of the Proposed Scheme. The numbers in brackets identify the viewpoint locations which are shown on map LV-11-01.

9.5.9 The assessed effect is considered to be at a maximum level at the peak of construction activity in the view at each location. The duration of this effect would in most instances be less than the entire construction period and will be considered in the formal ES. An indicative construction programme is set out in Section 2 of this report.

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Viewpoint Sensitivity Magnitude Level of of visual of change effect to receptors visual receptors

Protected views

View west from Mornington Street, View looking west from the corner of High Medium Moderate Delancey Street (004.1.008 and 004.1.010) adverse Visibility of construction of the south portal headhouse and Mornington Street overbridge, existing vegetation partially screens some of the view from Delancey Street.

Residential receptors

View north and east from Cobourg Street (001.2.008) Medium High Major Foreground visibility of demolitions and construction of the western extension to adverse Euston Station, would change the view through demolition of properties to the east of Cobourg Street.

View from North Gower Street looking east along Starcross Street, High Medium Moderate Drummond Street and Euston Street (001.2.009) adverse Middle-ground visibility of construction of the western extension to Euston Station.

View from the corner of Hampstead Road and Drummond Street looking east High Low Moderate (001.2.010) adverse Middle-ground visibility of the construction of the western extension to the station, partially obscured by buildings at lower levels.

View east from Hampstead Road, opposite Cardington Street, view north High High Major from Staveley and Waterhead apartments on Varndell Street, view east from adverse Langdale, view east from Augustus Street (001.2.016 and 001.2.017, 001.2.020, 003.2.001) Visibility of building and vegetation removal, construction of the Proposed Scheme in cutting and the Hampstead Road and Granby Terrace overbridge.

View west from Eversholt Street, between Phoenix Road and Polygon Road High Low Moderate (002.2.007) adverse Direct foreground view of construction plant and construction of the Proposed Scheme at a lower level than the street.

View west from apartments on Barnby Street (002.2.014) High Medium Moderate Direct foreground view of construction plant and construction of the Proposed adverse Scheme at a lower level than the street.

View east from Park Village East and Granby Terrace, view looking east from High High Major Park Village East (003.2.002 and 003.2.010) adverse Direct foreground view of construction plant, vegetation and wall removal, construction of the Mornington Street bridge, portal headhouse and hardstanding, and the Proposed Scheme at a lower level than the street.

View west from Dalehead apartments (004.2.004) High High Major Direct foreground view of construction plant, construction of the Hampstead adverse Road and Granby Terrace bridges and the Proposed Scheme at a lower level than the street.

View south-west from Mornington Crescent (Numbers 1-12) view west from High High Major Mornington Terrace (004.2.005 and 004.2.007) adverse Direct foreground view of construction plant, construction of the Granby Terrace and Mornington Street bridges and the Proposed Scheme at a lower level than the street.

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Viewpoint Sensitivity Magnitude Level of of visual of change effect to receptors visual receptors

Recreational receptors

View north from Friends House Garden and office workers in adjacent High Medium Moderate buildings (002.3.001) adverse Visibility of construction plant, demolition of office blocks and tree removal in Euston Square Gardens.

Transport receptors

View north along Gordon Street in front of UCL, views north from the corner of Low Medium Moderate Euston Road and Gordon Street (001.4.001 and 001.4.002) adverse Visibility of construction plant, demolition of office blocks and tree removal in Euston Square Gardens.

Views east along Robert Street (001.4.015) Low Medium Moderate Middle ground visibility of construction plant and some vegetation removal. adverse Visibility of building removal, construction of the Proposed Scheme.

Employment receptors

View east from RCGP building (001.6.024) Low High Moderate Visibility of construction plant, demolition of office building and tree removal in adverse Euston Square Gardens

View north west from LCC Fire Station (002.6.002) Low Medium Moderate Visibility of construction plant, demolitions and vegetation removal partially adverse obscured by intervening vegetation and built form.

Table 9: Significant visual effects during construction Likely residual significant effects

9.5.10 Due to the highly visible nature of the construction activities along the Proposed Scheme there would be significant residual effects, as set out inTable 8 and Table 9 above, although they would be temporary and variable in nature, lasting only for the duration of the construction works. Residual effects would generally arise due to the foreground visibility of construction activity, demolitions and bridge replacement within protected views, from residential receptors and in linear views along streets in the study area. Further mitigation

9.5.11 It is intended that the protection and retention of mature trees within Euston Square Gardens and that part of St James’s Gardens outside the permanent land take be secured as far as possible. This will be dependent upon the exact location of ground works and the extent of these areas required for construction worksites. Following the works, restoration and enhancement of the remaining part of St James’s Gardens and Euston Square Gardens is planned in order to create high quality public realm spaces. 9.6 Operation Assessment of impacts and mitigation

9.6.1 The operational assessment of impacts and mitigation measures is based on the first year of opening of the Proposed Scheme (2026). A process of iterative design and assessment has been employed to avoid or reduce adverse effects during the operation of the Proposed

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Scheme. Measures that have been incorporated into the design of the Proposed Scheme include: • Avoiding potential demolition/changes to the listed and other buildings: 1-9 Melton Street, The Podium and the Tower (1 Eversholt Street), buildings fronting Parkway and 1 Park Village East (the Old Riding School); • Replacement of the parapet walls along Park Village East; and • Restoration of Euston Square Gardens.

9.6.2 These measures have been taken account of in the assessment of the operation effects. Landscape assessment

9.6.3 The potential significant effects on the landscape in 2026 (i.e. the assumed year of opening) occur within the same LCAs experiencing effects during construction. Effects on LCAs would arise from the introduction of the new large scale built elements and loss of open green space within a dense urban setting. These elements include: the western extension to Euston Station, which would be up to 35m high, the reconstructed Hampstead Road bridge, a wider railway corridor and the reduced area of St James’s Gardens, which would change key characteristics of the LCAs.

9.6.4 Table 10 summarises the LCAs that would be significantly affected by the Proposed Scheme in year one of operation (2026).

LCA Sensitivity Magnitude Level of effect to LCA49 of LCA of change

Euston Road Commercial Area LCA Medium High Moderate adverse Presence of the large scale western extension to the station up to 35m in height and associated vehicular access within a semi residential setting, changes to Euston Square Gardens and ‘new’ St James’s Gardens.

Euston West Post-war Residential LCA Low High Moderate adverse Presence of the Proposed Scheme, in cutting. Presence of replaced Hampstead Road and Granby Terrace bridges.

Table 10: Significant landscape effects during operation year 1 (2026)49 Visual assessment

9.6.5 The potential significant effects on views in 2026 (i.e. the assumed year of opening) are applicable to fewer viewpoints than those considered to be affected during construction.

9.6.6 The most apparent changes to views would be from viewpoints where the presence of new elements contrast in scale with the surrounding buildings, where there would be changes to elements that frame views or are important to the context and setting of the representative viewpoints, where the introduced western extension to the station is prominent along Cobourg Street, and at Euston Road, Euston Street and Drummond Street, the new east-west link bridge and the reconstructed Hampstead Road bridge.

9.6.7 Table 11 summarises the visual receptors that would be significantly affected by the Proposed Scheme in 2026. The numbers in brackets identify the viewpoint locations which are shown on map LV-11-01.

49 In year one of operation, any new planting along the Proposed Scheme would be immature and therefore not help to integrate the Proposed Scheme into the landscape. As the plants mature, screening of the Proposed Scheme would improve.

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Viewpoint Sensitivity Magnitude Level of effect of visual of change to visual receptors receptors

Residential receptors

View from North Gower Street east along Starcross Street; view from the High Medium Moderate corner of Hampstead Road and Drummond Street looking east (001.2.009 adverse and 001.2.010) Visibility of the western extension to the station, up to 35m in height.

View east from Hampstead Road, opposite Cardington Street; view east High Medium Moderate from Langdale (001.2.016 and 001.2.020) adverse Visibility of the Proposed Scheme in cutting, reconstructed Hampstead Road and Granby Terrace bridges.

View east from Park Village East (003.2.010) High Medium Moderate Visibility of the south portal headhouse and hardstanding, Proposed Scheme in adverse cutting.

View west from Dalehead apartments (004.2.004) High Medium Moderate Visibility of the Proposed Scheme in cutting, reconstructed Hampstead Road adverse and Granby Terrace bridges.

View west from Mornington Terrace (004.2.005 and 004.2.007) High Medium Moderate Visibility of the tunnel portal headhouse and hardstanding, Proposed Scheme in adverse deep cutting.

Recreational receptors

View east from St James’s Gardens area (001.3.021) High Medium Major adverse Visibility of the western extension to the station, up to35m in height. Some elements and character of the existing gardens would be lost but could be replaced with high quality public realm landscape.

View north from Euston Square Gardens (002.3.011) High Medium Major adverse Visibility of the western part of the station up to 35m in height and new underground entrance. Some elements and character of the existing gardens would be lost but could be replaced with high-quality public realm landscape.

Transport receptors

View north from the corner of Euston Road and Gordon Street (001.4.002) Low Medium Moderate Visibility of the western extension to the station, up to 35m in height and adverse changes to Euston Square Gardens.

Table 11: Significant visual effects during operation year 1 (2026)

9.6.8 The operational effects in years 15 (2041) and 60 (2086) of operation would remain unchanged from year 1 (2026) because of the limited additional change that the matured planting would have on the operational effects. An assessment of effects for these assessment years will be included in the formal ES. Likely residual significant effects

9.6.9 Due to the visibility of the proposed station, significant residual effects would remain as set out in Table 10 and Table 11. Although the Proposed Scheme would be partly within the existing railway corridor, the residual effects would arise from a change in character in the vicinity of the station and the foreground visibility of the proposed structures from residential and other receptors. However, at this stage, due to the ongoing development of the Proposed Scheme, the assessment has been based on the massing of the proposed Hs2 station rather than any specific architectural and public realm design. When developed, the HS2 station and re-instatement of Euston Square Gardens and St James’s Gardens could have the potential to

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give rise to beneficial effects on some landscape character areas and visual assessment viewpoints, and this will be considered and presented in the formal ES. Further mitigation

9.6.10 Further specific mitigation measures, which would be included as design requirements, are being considered. These would seek to: • Design to reduce the prominence of new structures such as bridges and parapets within the area, particularly in relation to views within, into and out of the conservation areas; • Use high-quality design for the urban realm, station facades and roof finishes to create a distinctive architectural treatment, which breaks up the massing of the station in terms of its facade and roof form to create an appropriate relationship to the surrounding context; • Promote ‘active’ frontages to the facades of the station, to promote a more open and active relationship with the surrounding landscape; • Ensure that the structures associated with the tunnel portal are as small as is practicable for their function, and the design and finishes of the building are appropriate to its location, adjacent to the conservation area; • Ensure that the design of the restored public realm along the route would preserve and enhance the character of the conservation area it passes through; • Ensure that the design and location of other boundary treatments are appropriate to their location; • Design lighting to prevent light spill and to provide the minimum light levels required for the functioning of the railway; • Ensure that the design of Euston Square Gardens and other associated public areas provides an enhanced public realm space that meets the needs of users and is relevant to its context; and • Ensure that the design of the re-instated parts of St James’s Gardens forms a new functional urban space to the west of the station that enhances the local character and is appropriate to its context.

83 CFA Report – Euston/No 1 I Socio-economics 10 Socio-economics 10.1 Introduction 10.1.1 This section provides a summary of the environmental baseline, and likely significant economic and employment effects during construction and operation of the Proposed Scheme.

10.1.2 The need for a socio-economic assessment results from the potential for the Proposed Scheme to affect: • Existing businesses and community organisations and thus the amount of local employment; • Local economies, including factors such as employment; and • Planned growth and development.

10.1.3 The beneficial and adverse socio-economic effects of the ProposedScheme are reported at two different levels: route-wide and at the level of the CFA. Effects on levels of employment are reported at a route-wide level within Report 27 (Route-wide effects). Localised effects on businesses and observations on potential local economic effects are reported within eachCF A report. 10.2 Policy framework 10.2.1 The main planning policy documents relevant to socio-economics are described in Section 2 of this report.

10.2.2 In particular, LBC, the GLA and TfL, supported by HS2 Ltd, are jointly producing the EAP , which will provide a single strategic planning document for the Euston area, taking forward previous plans and aspirations for development in and around the station. This will ensure that all potential development and regeneration opportunities associated with the Proposed Scheme and any necessary mitigation can be realised. 10.3 Assessment scope and key assumptions 10.3.1 The assessment scope and key assumptions for the socio-economic assessment are set out in Volume 1. 10.4 Environmental baseline 10.4.1 Section 2 provides a general overview of the Euston area which includes data of specific relevance to socio-economics notably that relating to demography and employment. The following provides a brief overview in terms of employment, economic structure, labour market, and business premises available within the Euston area. In 2011, 292,000 people worked in LBC50. The employment rate for LBC residents, in 2011, was 64%, which is in line with that recorded for both London and England (both 65%), and highlights the high level of in-commuting51. As of September 2012 the unemployment rate in LBC stood at 7%, compared to the England average of 8%52,53. In 2011, 51% of LBC residents aged 16 and over were qualified to National Vocational Qualification Level 4 (NVQ4) compared to 38% in London and 27% in England. 13% of residents had no qualifications, which was lower than that recorded both for London (18%) and England (23%).

50 Office for National Statistics (ONS) (2012), Business Register and Employment Survey 2011. 51 The proportion of working age (16-74 years) residents that are in employment. 52 ONS (2012), Census 2011. 53 ONS (2012), Annual Population Survey 2012.

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10.4.2 Within LBC there is a wide spread of business types reflecting a diverse range of commercial services. The professional, scientific and technical services sector accounts for the largest proportion of businesses (31%), with the information and communication (11%), arts, entertainment, recreation and other services (10%), and retail (8%) sectors also accounting for relatively large numbers of businesses within the borough. This is shown below in Figure 7.54 For comparison within the London region the professional, scientific and technical services sector accounts for the largest number of businesses (20%), with the information and communication (11%), retail (10%) and arts, entertainment, recreation and other services (8%) sectors also accounting for relatively large numbers of businesses within the region.55

10.4.3 Drummond Street is located in close proximity to Euston Station running parallel with Euston Road. Drummond Street is well known for its curry restaurants and supply shops and is frequented by station users.

Figure 7: Business Sector Composition in LBC and London

Source: Office for Nationaltatistics S (2011), UK Business: Activity, Size and Location 56

10.4.4 Data for quarter 3 of 2012 for the Euston area, as defined and published by Colliers International, indicates an office premises floorspace stock of 7.5 million sq. ft. with a vacancy rate of 5% (approximately 375,000 sq. ft.).57 In the neighbouring ‘City Midtown’ area, the same source recorded vacancy rates of around 5%.

10.4.5 Data for quarter 3 of 2012, published by Jones Lang LaSalle, indicated there was 18.2 million sq. ft. of industrial and warehousing floorspace available (i.e. vacant) inGreater London.58 The LBC Business Premises Study (2011) indicates that local availability of such premises is constrained in the borough, with vacancies estimated at 2% of a total stock of approximately 3.6 million sq. ft.59

54 Figure 6 presents the proportion of businesses within each business sector in the borough but not the proportion of employment by sector. 55 ONS (2011), UK Business: Activity, Size and Location. 56 ‘Other’ includes Agriculture, forestry & fishing; Production; Motor Trades; Transport and Storage; Finance and insurance; Public administration and defence; and Education sector. 57 Colliers International (2012), Central London Quarterly Offices: Quarter 3 2012. 58 Jones Lang LaSalle (2012), UK Industrial Property Trends Today: Issue 3 (December 2012). 59 Roger Tym and Partners/LB Camden Council (2011), Camden Business Premises Study.

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10.4.6 January 2012 data from Colliers CRE60 identifies vacancy rates in retail space of around 3% in Central London, which includes much of the Euston area. Vacancy rates recorded in nearby Camden Town in 2010 were 6%61.Given the current state of the economy, it is expected that net absorption of vacant office, industrial and warehousing and retail floorspace by the market over coming years would be relatively slow in comparison. 10.5 Construction Assessment of impacts and mitigation

10.5.1 Businesses directly affected, i.e. those that lie within land which would be acquired for the construction of the Proposed Scheme, are reported in groups where reasonably practicable to form defined resources, based on their location and operational characteristics.A group could contain either one or a number of businesses.

10.5.2 Construction at the station would require the demolition of some retail premises at Euston Station as part of a phased demolition process. Although there is a reasonable supply of alternative premises available within the surrounding area it is considered likely that most of these businesses affected are dependent upon their location in or next to the station. Consequently there is likely to be some temporary loss of retail activity and employment, although this could be kept to a minimum through appropriate phasing of the works.

10.5.3 The combined office and storage building at the Royal Mail Delivery Office on Barnby Street is proposed to be demolished. With high vacancy rates it is considered reasonably likely that the office component of the premises would be able to find and move to alternative local premises. Availability of alternative warehousing/storage premises in LBC is more constrained and such business activity may therefore find it more difficult to find alternative local premises.

10.5.4 The Proposed Scheme would require the demolition of 132-140 Hampstead Road previously used as a combined office and storage building. UCL has a five year temporary lease for the building, ending in 2018. The college will use it to temporarily rehouse the Bartlett School of Architecture while the School’s current location is refurbished. UCL is aware that the building would be demolished to make way for the Proposed Scheme and it is understood that the intended educational services would be unaffected.

10.5.5 The Ibis Hotel Euston, the Thistle Euston Hotel and Cottage Hotel would be demolished. Hotels can be bespoke buildings and there is a more limited supply than, for example, office and retail space. It is considered that these operators may have difficulty in finding suitable alternative premises.

10.5.6 The Proposed Scheme would require the demolition of Wolfson House, a laboratory/office building belonging to UCL. It is considered that UCL may find it difficult to find suitable alternative accommodation given the specific locational, design and skill requirements associated with the facility.

10.5.7 There are also locations where the construction footprint requires the demolition of properties but where the associated employment losses do not present particular relocation problems given the type of premises that these occupiers would require and the availability of alternative premises. These properties include: • One Euston Square (also known as 40 Melton Street and formerly Railtrack House); • Grant Thornton House, 22 Melton Street; and

60 Colliers CRE (2012), Central London Retail Health Check. 61 Camden Council (2010), Camden Town Centre Health Check.

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• Walkden House, 10 Melton Street.

10.5.8 Construction works at Euston Station would require the closure of the eastern end of Drummond Street for approximately ten years which is likely to cause disruption to the operations of businesses located in this area. HS2 Ltd will work with the local businesses on Drummond Street to reduce disruption which occurs as a result of the Proposed Scheme.

10.5.9 It is estimated that the Proposed Scheme would result in the displacement or possible loss of a total of 2,570 jobs62 within this area. The impact on the local economy from the loss/ relocation of jobs is considered to be relatively small, in the context of the total number of people employed (292,000) in LBC and the scale of economic activity and opportunity in the area.

10.5.10 Construction compounds for the Proposed Scheme are described in Section 2. The use of these compounds would result in the creation of construction employment opportunities63 that, depending on skill levels required and the skills of local people, are potentially accessible to residents in the locality and to others living further afield. It could also lead to opportunities for local businesses to supply the project or to benefit from expenditure of construction workers. Quantification of direct and wider construction employment effects are captured at a route-wide level (see Report 27 (Route-wide effects)).

10.5.11 It is intended that discretionary enhancement measures, such as business support, supply chain engagement and local construction skills development initiatives to enhance local business performance will be included as appropriate in the formal ES. Likely residual significant effects

10.5.12 The likely residual significant socio-economic effects are currently being assessed and will be reported in the formal ES. 10.6 Operation Assessment of impacts and mitigation

10.6.1 The Proposed Scheme would create direct and wider operational employment opportunities at locations along the route including stations, train crew facilities and infrastructure/ maintenance depots. Initial estimates suggest that gross direct employment from the high speed station operations could be 250 jobs.64 There would also be train crew facilities, space for retail units and potential for OSD. It is estimated that 160 jobs would come from train crews being located in the area. With the anticipated increased footfall and availability of business space this would create increased direct and wider employment. In addition the station is likely to encourage further investment in the surrounding area in line with regional and local policy aspirations.

10.6.2 Some of the employment opportunities created would be accessible to residents in the locality. Also given the transport accessibility of Euston within the London travel to work area (TTWA)65, other residents living further afield could access these jobs. These opportunities would arise either through directly working on the project itself or via opportunities for local businesses to supply the project or benefitting from expenditure of construction workers.

62 Employment within businesses has been estimated through a combination of sources, for example, surveys of businesses, the Experian employment dataset, employment floor space and the Homes and Communities Agency (HCA) Employment Density Guide (2010). The estimate is calculated using standard employment density ratios and estimates of floor areas and may vary significantly from actual employment at the sites. 63 Construction labour is reported in construction person years, where one construction person year represents the work done by one person in a year composed of a standard number of working days 64 High Speed 2 (2010), Appraisal of Sustainability, Section 8.15 Economic Prosperity, Appendix III Chapter 2; and URS assumptions. 65 As defined by ONS analysis of Census 2001 data; ONS (2007),Travel to Work Areas.

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10.6.3 Wider employment opportunities could be accessible in a number of business sectors particularly engineering, construction and retail. These opportunities align with the objectives of the emerging EAP, which will promote future employment and business opportunities in the Euston area. Likely residual significant effects

10.6.4 The likely residual significant socio-economic effects are currently being assessed and will be reported in the formal ES.

88 CFA Report – Euston/No 1 I Sound, noise and vibration 11 Sound, noise and vibration 11.1 Introduction 11.1.1 This section of the report provides a summary of the likely noise and vibration significant effects associated with the construction and operation of the ProposedScheme. This section should be read in conjunction with Volume 1. 11.2 Policy framework 11.2.1 The policy framework for sound, noise and vibration is set out in Volume 1. 11.3 Assessment scope and key assumptions 11.3.1 The approach to the assessment of sound, noise and vibration and the related key assumptions are set out in Volume 1, with local variations as described below. A summary of the operating assumptions is given in Section 2 of this report. Assumptions

11.3.2 In addition to those given in Volume 1 and Section 2 of this report, the following assumptions apply to the assessment of sound noise and vibration in this area. 11.3.3 The engineering design of tunnels and their portals would ensure passenger comfort in tunnels. This design should also avoid any significant airborne noise effects caused by the tunnel portals. This will be confirmed in the formal ES.

11.3.4 Tunnel ventilation and intervention shafts (vent shafts) and tunnel portals are likely to include mechanical ventilation equipment. This equipment would only operate in abnormal situations or in the event of an emergency. It has been assumed that the ventilation equipment in the vent shafts would be designed so that it could be tested, like that associated with HS1, during the daytime. This is subject to ongoing development work that will be reported in the formal ES.

11.3.5 It has been assumed that significant noise effects from the operation of vent shafts and static equipment (e.g. auto-transformers and station plant) would be avoided through the design and specification of the shafts and any fixed plant and equipment.

11.3.6 16tph in each direction have been assumed during the day between 07:00 and 21:00. Section 2.6 details the operational assumptions for this area.

11.3.7 For the purposes of the modelling assessment, passenger services have been assumed to operate up to 110kph in this area with speeds reducing towards Euston Station. 11.4 Environmental baseline 11.4.1 The baseline sound environment for this area is generally high given the urban setting and proximity to major infrastructure, including several trunk roads serving central London and the existing Euston Station, however there is local variation to this as outlined below.

11.4.2 The baseline sound environment in the vicinity of Park Village East is relatively low, considering its urban setting. Vehicle traffic on the adjacent A4201 (Parkway) becomes dominant at the north end of Park Village East. To the south, the area is relatively quiet, particularly at night. The area is predominantly residential and traffic flow along Park Village East is light.

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11.4.3 The baseline sound environment in the vicinity of Mornington Terrace is similar to that experienced in Park Village East.

11.4.4 The baseline sound environment in Somers Town, in the vicinity of Ampthill Square, Hampstead Road and Harrington Square is typically high, being dominated by traffic on Hampstead Road and Eversholt Street. Some facades that are screened by buildings from local sound sources experience lower sound levels. Traffic continues throughout the night on Hampstead Road, maintaining relatively high night-time sound levels in this area.

11.4.5 The baseline sound environment in the vicinity of Regent’s Park Estate is relatively low, due to screening provided by buildings adjacent to Hampstead Road. The area is predominantly residential, with relatively little traffic, leading to relatively low sound velsle during the evening and night.

11.4.6 The baseline sound environment west of Euston Station, in the vicinity of Drummond Street, Euston Street and Cobourg Street is typical of a busy urban situation, being dominated by road traffic on Euston Road but becoming quieter as one moves away from Euston Road. Stephenson Way, Euston Street and Cobourg Street typically experience relatively low sound levels consistent with urban residential/commercial areas.

11.4.7 It is likely that the majority of receptors adjacent to the line of route are not currently subject to appreciable vibration. Baseline monitoring to be undertaken for the formal ES will confirm whether this is the case for receptors close to existing railways. For the draft ES, vibration at all receptors has been assessed using the absolute vibration criteria as described in Volume 1. 11.5 Construction Assessment of impacts and mitigation

11.5.1 This initial assessment has considered the potential effects on community receptors within the study area, their occupants and their use (including annoyance and activity disturbance) arising from construction noise and/or vibration.

11.5.2 The mitigation measures specified within the draft CoCP have been included within the assessment of construction noise and vibration.

11.5.3 Potential construction noise or vibration effects could occur on the receptors closest to the construction areas in the following communities: • In the vicinity of Park Village East arising from construction activities such as utility diversion works within the carriageway of Park Village East (currently assumed to last for 12 months, commencing 2016), parapet demolition (assumed to last for six months in 2016), retaining wall construction (assumed to last for 12 months; starting in 2019) including some evening work, and bridge pier removals on Mornington Street Bridge (assumed to last six months in 2017); • In the vicinity of Mornington Terrace (at the end closest to Mornington Street) arising from construction activities such as bridge pier removal on Mornington Street Bridge (assumed to last six months in 2017); • Somers Town in the vicinity of Ampthill Square, Hampstead Road and Harrington Square arising from construction activities such demolition of Granby Terrace Bridge (assumed to last 12 months starting in 2016, and likely to include night works during railway possession), demolition of Hampstead Road Bridge piers (currently assumed to last six months in 2017 and likely to involve night works during railway possession), and phased construction of the new Hampstead Road Bridge (works assumed over four years starting in summer 2017);

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• Regent’s Park Estate in the vicinity of Stanhope Street, Harrington Street, Mackworth Street and Augustus Street arising from construction activities such as the demolition of adjacent buildings (works assumed over two years from 2016), retaining wall construction (works assumed over six months in 2018), excavation (assumed to last for six months commencing in 2019), and modification to the existing station and construction of new station elements throughout the duration of the project; • Euston Station (west) in the vicinity of Drummond Street, Euston Street and Cobourg Street arising from construction activities such as the demolition of adjacent buildings (works assumed over a two year period commencing 2016), retaining wall construction (currently assumed over two and a half years from 2016) and modification to the existing station and construction of new station elements throughout the duration of the project; and • Properties on Albany Road, Eversholt Street and Euston Road arising from construction activities associated with utility diversion works. Works at these sites would be transient and effects relatively short lived at each receptor. Likely residual significant effects

11.5.4 Further work is being undertaken to confirm significant construction noise and vibration effects, including any temporary effects from construction traffic. Non-residential receptors identified at this stage as potentially subject to construction noise or vibration effects will be further considered, where necessary, on a receptor-by-receptor basis. Any further assessment will be reported in the formal ES. Further mitigation

11.5.5 Further work is being undertaken to confirm the likely significant effects and identify any site- specific mitigation considered necessary in addition to the general measures set out in the draft CoCP. Any site specific mitigation will be presented in the formal ES and will include an estimate of the number of properties that may qualify for noise insulation or temporary re- housing under provisions set out in the draft CoCP.

11.5.6 The initial assessment has identified that, after taking account of best practicable means to minimise noise at source, noise insulation may be required for properties in the general vicinity of Park Village East and Regent’s Park Estate. Further assessment work will be undertaken for the formal ES. 11.6 Operation Assessment of impacts and mitigation

11.6.1 This initial assessment has considered the potential effects on community receptors within the study area, their occupants and their use (including annoyance, activity and sleep disturbance) arising from operational noise and/or vibration. Further assessment will be undertaken for the formal ES.

11.6.2 The ongoing development of the scheme includes noise barriers in the form of noise (fence) barriers integrated into retaining walls and the station building. The envisaged noise barrier locations are shown on the Operational Sound Contour and Potential Significant Effect Maps SV-01.

11.6.3 The Operational Sound Contour and Potential Significant Effect Maps SV-01 indicate the likely long-term daytime sound level (defined as the equivalent continuous sound level from 07:00

to 23:00 or LpAeq,day) from HS2 operations alone. The contours are shown in 5dB steps from 50dB to 70dB. With the train flows described in Volume 1, the night-time sound level (defined

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as the equivalent continuous sound level from 23:00 to 07:00 or LpAeq,night) from the Proposed Scheme would be approximately 10dB lower than the daytime sound level. The 50dB contour therefore indicates the distance from the Proposed Scheme at which the night-time sound level would be 40dB. This contour represents where the lowest observed community noise effects would be expected to occur during the day (with respect to annoyance) and night (with respect to sleep disturbance). It is generally unlikely that there would be any adverse noise effects outside of this contour. With regard to sleep disturbance the assessment has also taken account the maximum sound levels generated by each train pass-by.

11.6.4 Residential receptors within the daytime 65dB contour, and therefore the night-time 55dB contour, have been identified as being likely to experience a significant adverse effect from HS2 noise alone. This is in line with the daytime threshold for in the Noise Insulation Regulations 199666 and the Interim Target defined in the World Health Organization’s Night Noise Guidelines 200967.

11.6.5 The potential for significant noise effects on communities in areas between the0dB 5 and 65dB daytime sound contours, or 40 dB and 55 dB night-time contours, would be dependent on the baseline in that area and the change in sound level brought about by the Proposed Scheme.

11.6.6 For the draft ES, the criteria used in assessing whether an effect is potentially significant includes factors such as the number and magnitude of impacts in a community as well as the existing sound environment. The further significance criteria set out in the SMR, including the character of the existing sound environment, any unique features of the Proposed Scheme’s sound or impacts, and the potential combined impacts of sound and vibration will be taken into account in the formal ES.

11.6.7 This initial assessment has identified potential ground-borne noise and/or vibration effects on the following non-residential receptors and land uses (e.g. schools, hospitals, hotels): • Park Village Productions Ltd which houses a studio (identified by SV01-N01 on Maps SV-01). Likely residual significant effects

11.6.8 The envisaged mitigation (especially noise barriers integrated into retaining walls and the station building) described in this chapter substantially reduces the potential airborne sound impacts and noise effects that would otherwise arise from the ProposedScheme. Nonetheless, potential significant adverse noise effects have been identified for residential receptors in the following communities: • The eastern part of the Regent’s Park Estate in the general vicinity of Stanhope Street, Harrington Street, Mackworth Street and Augustus Street (identified by SV01-C01 on Maps SV-01).

11.6.9 At this stage it is considered that there could be potentially significant secondary noise effects arising from changes to the existing roads for residential receptors in the following communities (this will be confirmed in the formal ES): • Properties in the vicinity of Eversholt Street and Hampstead Road (identified by SV01-C02 on Maps SV-01).

11.6.10 Further assessment work is being undertaken to confirm operational sound and vibration significant effects, including those at non-residential receptors and quiet areas (as necessary on a receptor-by-receptor basis). This will be reported in the formal ES which will present

66 The Noise Insulation (Railways and Other Guided Transport Systems) Regulations, 1996. London, Her Majesty’s Stationery Office. 67 World Health Organization (2009) Night Noise Guidelines for Europe.

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baseline levels, forecasts for the Proposed Scheme and the change in sound levels brought about by the Proposed Scheme both as impact plans and tables. Further mitigation

11.6.11 Improvements in the performance of mitigation that may further reduce or avoid the potential significant airborne noise effects are being considered for the formal ES.otential P options are included in Table 12.

Potential significant effect Further mitigation option

Regent’s Park Estate Options include noise barriers to the new edge of the railway corridor and/or noise barriers to (SV01-C01) screen Hampstead Road.

Table 12: Options for further mitigation

11.6.12 The suggested further mitigation options would reduce or avoid the potential significant airborne noise effect at these locations.

93 CFA Report – Euston/No 1 I Traffic and transport 12 Traffic and transport 12.1 Introduction 12.1.1 This traffic and transport section describes the likely impacts and effects arising from the construction and operation of the Proposed Scheme within the Euston Station area on all forms of transport. 12.2 Policy framework 12.2.1 Relevant regional and local policy documents for CFA1 are set out in Section 2 and include the London Plan, the Mayor’s Transport Strategy, LBC’s LDF and Transport Strategy, and the Euston Area Plan (EAP).

12.2.2 The LBC Development Policies Document includes a number of policies on transport. Of particular relevance is Policy DP16 which covers the transport implications of development and notes that the LBC will seek to ensure that development is properly integrated with the transport network and is supported by adequate walking, cycling and public transport links.

12.2.3 LBC’s Transport Strategy sets out LBC policies and strategies for transport and has strong links with the relevant sub-regional transport plans (central and north London), and other London Mayoral policies.

12.2.4 LBC, the GLA and TfL, supported by HS2 Ltd, are jointly producing the EAP, which will provide a single strategic planning document for the Euston area, taking forward previous plans and aspirations for development and transport in and around the station. This will ensure that any potential opportunities associated with the Proposed Scheme are maximised. It is intended that the draft EAP will be released in Summer 2013 for consultation and will be formally adopted in 2014. 12.3 Assessment scope and key assumptions 12.3.1 The assessment scope and key assumptions for the traffic and transport assessment are set out in Volume 1.

12.3.2 It should be noted that the transport and passenger modelling of HS2 is continuing to be developed and therefore the assessment is intended to be updated for the formal ES.

12.3.3 Transport modelling tools have been used to inform the assessment including TfL’s Railplan model and Central London Highway Assignment Model (CLoHAM) for public transport and highways respectively. The time periods available in these tools means that the public transport assessment covers the weekday morning peak period (07:00-10:00) whilst the highway assessment covers the morning (08:00-09:00) and evening (17:00-18:00) peak hours and the period in between (the inter-peak hour).

12.3.4 At the time of the assessment there were a number of known planned updates to these modelling tools. Railplan will be updated for HS2 Ltd by TfL in 2013. This will include the development of 2026 and 2041 forecasts for both the morning and evening peak periods. The CLoHAM model will also be updated in early 2013 based on 2012 observed count data. As a consequence of this planned strategic model development it will be necessary to update the assessment using these revised models.

12.3.5 The impact of construction traffic has been assessed on the assumption that all excavated and demolition material from the worksites around Euston would be removed by road, although investigation will continue to establish the extent to which this can be transferred to rail. The construction traffic assessment is intended to be updated for the formal ES.

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12.3.6 There will need to be some rail possessions during the construction phase. The timing and duration of these possessions has yet to be defined. Their impact on conventional rail services at Euston has not yet been assessed.

12.3.7 It has currently been assumed that construction traffic would arrive and depart Euston from a number of directions. An alternative scenario would involve the use of a construction railhead. This would have the effect of concentrating the construction road traffic onto a single route to and from the railhead. The use of a railhead has yet to be assessed.

12.3.8 The transport assessment is wholly based on the January 2012 announced scheme. Subsequently, the scheme design has changed to the ‘add to existing platforms’ option, which now forms the Proposed Scheme. The transport effects of the Proposed Scheme have not yet been fully assessed. Preliminary results are presented in this document and the results of the assessment will be reported in the formal ES.

12.3.9 The introduction of high speed rail services would initially lead to diversion from and lower flows on conventional rail services at Euston which would mean that fewer services are required to meet this reduced demand. The benefits arising from the use of this released capacity and potential growth have not been considered at this stage. 12.4 Environmental baseline 2012 baseline

12.4.1 A combination of desktop research, and observational traffic and transport surveys have been undertaken in order to understand the 2012 baseline transport situation in the vicinity of Euston Station.

12.4.2 Existing conditions have been determined through site visits, specially commissioned transport surveys, and liaison with TfL and other stakeholders to source transport models and accident data. All transport modes have been surveyed including private vehicles, public transport, walking, cycling and taxis, with the data supplemented by information from TfL.

12.4.3 Euston Station lies on part of the TfL Road Network (TLRN) with access to the A501 Euston Road, Eversholt Street, the A400 Hampstead Road, the A503 Camden Road and the A5200 Gray’s Inn Road. Roads around Euston Station carry a significant amount of traffic as well as pedestrian flow given their proximity to the station.

12.4.4 Euston Station has 216 basement public car park spaces, but with relatively low utilisation. In addition, there are 326 staff parking spaces, the majority of which are allocated to train operating companies and other service companies including food, engineering and station facility providers. On street parking is present on surrounding streets comprising resident permit holders, pay and display, motorcycle bays, disabled spaces, loading bays, car club bays and taxi parking. Parking surveys indicated that under half of these bays and spaces were occupied during the morning peak period.

12.4.5 Euston Station generates approximately 300 service and delivery vehicle movements each day to support its function as a station and its ancillary services such as retail and dining.68

12.4.6 Euston Station provides main line National Rail services and direct interchange with LUL Victoria and Northern lines (Bank and Charing Cross branches) services, buses and taxis. The station provides both commuter and intercity services. The average number of existing overground passengers per day are shown in Table 13.

68 A movement is a trip either to or from the station, for example a delivery van arriving at and then leaving the station counts for two movements.

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Daily69

From trains 62,381

To trains 63,916

Source: DfT rail statistics, 2011

Table 13: Existing overground daily passenger demand at Euston Station69

12.4.7 Some 23,300 passengers alight from existing overground services in the morning peak period (three hours), with some 11,500 of those in the peak hour. In the evening peak period (three hours) some 23,500 board and with some 8,900 of those in the peak hour period (Table 14).

Morning peak period Morning peak hour Evening peak period Evening peak hour 07:00-10:00 08:00-9:00 16:00-19:00 18:00-19:00

From trains 23,303 11,520 12,909 5,685

To trains 8,155 2,988 23,527 8,930

Table 14: Existing overground passenger demand at Euston Station70

12.4.8 The main entrance to the Euston Underground Station is from within the Euston Station concourse, with a secondary access via an underground footway from the main line platforms 8-11. The surface level pedestrian movements outside the station include people walking to nearby land uses, interchanging with bus services and also street level links with the Circle, Hammersmith & City, and Metropolitan line LUL services at Euston Square Station. Pedestrians wishing to interchange between LUL services at Euston and Euston Square have to cross Melton Street.

12.4.9 Some 12,700 passengers interchange from existing overground to LUL services (Euston Station and Euston Square) in the morning peak period (three hours), with nearly 6,000 of those in the peak hour, as shown in Table 15.

Morning peak period Morning peak hour Evening peak period Evening peak hour 07:00-10:00 08:00-9:00 16:00-19:00 18:00-19:00

From trains

To Northern line 6,494 3,009 2,422 997

To Victoria line 3,411 1,440 3,163 1,390

To Euston Square 2,793 1,537 720 342

Total 12,698 5,986 6,305 2,729

To trains

From Northern line 1,354 417 6,138 2,644

From Victoria line 2,127 831 4,435 1,584

From Euston Square 550 147 2,163 727

Total 4,031 1,395 12,736 4,955

Table 15: LUL passenger movements at Euston Station71

12.4.10 The station is well served by bus services. Twelve bus routes serve Euston Station, with the majority of routes serving Euston Bus Station including four terminating routes.

69 Daily passenger demand is from ‘start of service to end of service’. 70 Evening peak hour from trains is 17:00-18:00. Source: Euston Station passenger surveys 2012. 71 Passenger flows between overground and LU at Euston Station. Source: TfL survey data 2010 (Arup analysis).

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12.4.11 There is one existing coach bay on the west side of the railway station on Cardington Street opposite the Ibis Hotel Euston.

12.4.12 A number of London Cycle Network (LCN) routes are present on streets around Euston. Surveys undertaken in July 2012 indicate a tidal flow of cyclists from Euston Station in the morning peak hour westbound and southbound returning to Euston Station in the evening peak hour. Cycle demand is higher during the weekday peak hours than the Saturday peak hours. A survey of cyclists at the station recorded a total of approximately 190 cycle movements into and out of the station in the morning peak hour.

12.4.13 Euston Station is a major terminus for commuters and travellers to and from central London. The major origins and destinations in London to and from Euston Station are located to the south, while smaller origins and destinations include local retailers and private housing to the east and west and public facilities (such as UCL) to the south. The major pedestrian movements in the morning peak hour are therefore to the south (crossing Euston Road) and west. Baseline assessments indicate that during peak hours, pedestrian crossings are crowded and may lead to some pedestrians avoiding certain crossings. Future baseline

12.4.14 Between the 2012 base year and 2026, CLoHAM baseline road traffic growth forecasts predict an increase by around 8% in the morning peak with slightly higher growth in the evening and inter peak periods. Increases in traffic flows are relatively modest but wouldcur oc on most roads around Euston Station and would add substantially to road congestion. By 2041 road traffic is forecast to have increased by a further 7%, resulting in further increases in highway congestion.

12.4.15 Future baseline public transport flows arriving and departing Euston in the morning peak 07:00-10:00 period have been derived from TfL’s Railplan model. This uses a base year of 2007 and forecasts for 2026 and 2041 (Table 16). Comparison of the Railplan figures and the 23,300 observed arrivals in 2012 illustrates a significant growth in rail demand into Euston between 2007 and 2012. In the future baseline, results from Railplan indicate these flows would increase as follows with morning peak rail to LUL flows increasing by 25% between 2012 and 2026 and by a further 20% between 2026 and 2041 (Table 17).

Morning peak period 07:00-10:00

2012 Baseline 2026 Baseline 2041 Baseline

From trains 23,303 24,200 27,100

To trains 8,155 8,900 10,950

Table 16: Overground baseline passenger demand at Euston Station

97 CFA Report – Euston/No 1 I Traffic and transport

Morning peak period 07:00-10:00

2012 Observed 2026 Forecast73 2041 Forecast

From trains

To Northern line 6,494 9,509 10,647

To Victoria line 3,411 3,787 4,412

To Euston Square 2,793 2,571 3,988

Total 12,698 15,867 19,047

To trains

From Northern line 1,354 2,755 3,463

From Victoria line 2,127 3,056 3,767

From Euston Square 550 1,028 1,723

Total 4,031 6,839 8,953

Table 17: LUL passenger movements at Euston Station7273

12.4.16 By 2026, the pedestrian crossing network and footway network to the south of the station is expected to become crowded, with queues and delays. In 2041, levels of congestion on the pedestrian crossing and footway network are expected to increase further with the increase in traffic and pedestrian demand.

12.4.17 Passenger numbers on the underground network are forecast to increase in the 2026 baseline. The planned LUL tube upgrades include a combination of major station upgrades, with new trains and signal and control system upgrades on the Northern, Circle, Hammersmith & City, District and Metropolitan Lines, which will result in faster and more frequent trains. These upgrades will help reduce crowding levels on several sections of the Northern, Jubilee and Victoria lines by 2026. However, crowding would increase on the southbound Northern line between Camden and King’s Cross St Pancras. Growth form 2026 onward would result in increased crowding.

12.4.18 The nearest waterway is the Regent’s Canal approximately 2km to the north of Euston. 12.5 Construction Assessment of impacts and mitigation

12.5.1 The construction programme at Euston is detailed in Section 2. A construction programme that illustrates indicative periods for each core construction activity in this area is provided in Figure 6. With the construction of the HS2-HS1 link in CFA2 there may be impacts on CFA1 due to road closures, bus diversions and construction vehicle routing, which are still being developed. The effects of these joint impacts will be reported in the formal ES.

12.5.2 The average levels of traffic generated by construction activities at Euston throughout the construction period would be approximately 250 vehicles per day in each direction (inbound and outbound). However during the main construction works, traffic levels could be up to just over 375 vehicles per day in each direction (inbound and outbound), on two or three days a week. The split of construction vehicles is expected to be 75% heavy goods vehicles (HGV) and 25% light goods vehicles (LGV).

72 Passenger flows between overground services and LU at Euston Station. Source: TfL survey data 2010 (Arup analysis) and Railplan. 73 2026 Forecast comprises 2026 long distance rail demand and 2031 suburban rail demand from Railplan. 2041 forecast comprises 2037 long distance rail demand and 2931 suburban rail demand from Railplan

98 CFA Report – Euston/No 1 I Traffic and transport

12.5.3 As described in Section 2, a number of vehicle access points to the construction sites would be required and so the construction vehicle movements would be spread over a number of roads.

12.5.4 The majority of construction traffic is expected to access the main site compounds at the National Temperance Hospital/St James’s Gardens and the satellite compound at Regent’s Park Estate. During the main construction works these two compounds would be used by around 75% of construction vehicles. The National Temperance Hospital/St James’s Gardens compound would be accessed via Hampstead Road (A400). Regent’s Park Estate compound would be accessed from Hampstead Road (A400) via Robert Street and Stanhope Street.

12.5.5 The levels of traffic and the access arrangements, together with the controls imposed by the CoCP, means that construction traffic is not expected to have a significant impact on traffic levels on roads around the station. The measures in the CoCP would include HGV management, no parking provision for construction workforce and other control measures to minimise peak hour lorry movements.

12.5.6 A framework construction workers travel plan would incorporate route-wide travel planning measures and would include the need for a project-wide travel plan manager, initial travel surveys during construction and a monitoring framework to minimise construction impacts.

12.5.7 The main impacts of the Proposed Scheme during the construction phase relate to changes to the highway network due to road closures and local diversions which would affect highway vehicles, buses, taxis, cyclists and pedestrians.

12.5.8 Generally, where roads would be affected by the construction of the Proposed Scheme, the strategy would be used to reduce disruption resulting from highway works by implementing well managed, phased construction involving either permanent or temporary realignments or temporary diversions.

12.5.9 Construction activities would result in a number of temporary, mainly partial, road closures and some roads are to be rebuilt on an altered alignment. The details of these closures and alignment changes are described in Section 2.

12.5.10 Works to Hampstead Road (A400) bridge would occur during construction. The bridge currently carries a six lane road. Reconstruction would involve removing one half of the width and replacing that, before repeating for the other half. Throughout reconstruction, it will be possible to keep one lane of traffic open in each direction. Two temporary utilities bridges would be provided during construction which would enable access for pedestrians and cyclists.

12.5.11 The proposed pedestrian sub-surface pedestrian routes under Euston Square Gardens and across Euston Road and the connections to the Euston Square underground station platforms would be constructed using open cut excavation techniques. Works to construct the sub- surface link would require the permanent diversion of various utilities in Euston Road. The extent of these works is yet to be confirmed but would be likely to require the temporary closure of the eastbound and westbound bus lanes on Euston Road. Construction will be phased across the road, in order to maintain two lanes in each direction.

12.5.12 Construction activities would result in the loss of 216 public car park spaces with the removal of the Euston Station basement car park and the loss of 100 associated with the Ibis Hotel Euston, which is to be demolished. There would be a loss of approximately 130 on-street parking spaces as a result of the construction of the Proposed Scheme and 24 parking bays as a result of the removal of the Eversholt Street bus lane74. Included within this total are residential parking bays (120), motorcycle bays (4), car club bays (5), loading bays (1), blue

74 The bus lane on Eversholt Street operates between 07:00 and 10:00 and 16:00-19:00 Monday to Friday. Outside these time periods it can be used for parking, waiting and loading.

99 CFA Report – Euston/No 1 I Traffic and transport

badge parking (3) and coach parking (1). Parking spaces are not currently well used with some of these relating to land uses that will be permanently removed.

12.5.13 No public car parking would be provided during construction phases. Passenger access by car would be retained with temporary facilities for passenger drop-off.

12.5.14 During construction, the existing taxi rank would be removed from the Euston station basement and a temporary replacement facility would be provided throughout the construction programme. The taxi facility would be relocated to a suitable location, within 400m, likely to be off Eversholt Street. The temporary taxi operations would be developed with TfL and LBC.

12.5.15 As described in Section 2, passenger routes within Euston Station between platforms, concourse and surface connections and interchange will be affected throughout the construction period. Temporary routes across the concourse will be managed throughout each phase to minimise passenger disruption.

12.5.16 The construction should not impact on LUL train services during normal operating hours, but would affect passengers using the LUL ticket hall. During construction of the new escalators and lifts down to the Victoria line and Bank branch of the Northern line, closure of sections of the LUL platforms would be required. The provision of a lift to the Charing Cross branch of the Northern line would require partial platform closures. All platforms and underground services will remain operational. However, there would be increased congestion in the LUL station during these works.

12.5.17 While there are not likely to be significant impacts on the existing bus station operations at Euston Station during construction, works would be required to the junction of Melton Street and Euston Road to construct the new access to the linear bus station proposed between Melton Street and Eversholt Street. Works would also require the temporary closure of bus lanes and the relocation of some existing bus stops/facilities. Works to the east side of the station would require the removal of the southbound bus lane on Eversholt Street during construction. Works to Hampstead Road (A400) bridge would require the removal of the northbound and southbound bus lanes during construction. Works to Euston Road would require the removal of the eastbound and westbound bus lanes during construction.

12.5.18 The application of the draft CoCP would limit disruption to pedestrian and cycle routes by: minimising the need for, and duration of, diversions; providing clear signage of diversions; ensuring they are suitable for mobility-impaired users; and providing controls at site accesses to ensure safety. However, construction activities would result in disruption to pedestrian and cycle routes through and around the station.

12.5.19 The closure of Melton Street during construction would result in the partial loss of LCN unofficial route 6a (via Melton Street/Cardington Street and Drummond Street). Cyclists would be signed via an alternative north-south route during the construction period. One possible alternative is to sign cyclists via Hampstead Road (A400) and Tottenham Court Road/ Gower Street. This would add approximately 400 metres to cycle journey distances. Temporary cycle routes would be developed in consultation with TfL and LBC.

12.5.20 Reducing the number of traffic lanes on Hampstead Road (A400) would not affect cycle facilities during construction. Cycle facilities would be maintained along Hampstead Road (A400) through the provision of cycle lanes in both directions.

12.5.21 Cycle parking levels would be maintained and specific cycle parking locations proposed in collaboration with TfL and the LBC, as required. Any Barclays Cycle Hire docking stations affected during construction would be relocated.

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Likely residual significant effects

12.5.22 The Proposed Scheme would result in a number of traffic and transport impacts in and around Euston Station. Even with mitigation there would be residual effects on all modes to some extent in the form of increased congestion and delays to passengers and road users.

12.5.23 An assessment of the effects on passengers using Euston Station and LUL facilities arising from construction activity has yet to be completed.

12.5.24 The temporary relocation of taxi facilities to Eversholt Street would increase the time to walk to them from the station by three to four minutes (up to 400 metres), but there would be a beneficial effect in removing the facilities from the existing poorly ventilated location.The effect is therefore considered to be minor.

12.5.25 The effect of additional construction traffic on the TLRN is not anticipated to be significant. However, during the construction phase, proposed temporary local road closures and the necessary diversions, relocated taxi and private car drop-off/pick-up activity and lane reductions on Hampstead Road and Euston Road are anticipated to have a significant effect, which is moderate, with increases in local traffic flows (including on theTLRN) of between 30% and 120%. 75

12.5.26 There are 37 roads affected along part of their length by an increase in traffic ,flow although this does not imply a significant increase in congestion on these roads.The effects of congestion at junction will be reported in the formal ES. Of the roads affected by a change in traffic flow there is a significant effect, which is major, on 8% of these roads, a significant effect, which is moderate, on 27% of these roads and a significant effect, which is minor, on 65% of these roads; on this basis, the overall effect is considered moderate significant. Those streets with increases in local traffic in excess of 120% and therefore expected to experience significant effects which are major are as follows: • Eversholt Street; • Grafton Place; and • Ossulton Street.

12.5.27 The removal of the bus lanes on Euston Road, as a result of the construction of the subsurface link between Euston and Euston Square LUL stations, would be expected to increase the end to end journey time of some buses that use this road by between 10% and 20% in the peak direction in the morning peak hour due to vehicle delays. In view of the numbers of passengers travelling per day, the overall effect is considered to be of moderate significance.

12.5.28 The removal of the bus lanes on Hampstead Road (A400) bridge would be expected to increase the end to end journey time of some bus routes that use this road by 10% and 20% in the peak direction in the morning peak hour due to vehicle delays. Whilst this would only be a minor significant effect on each bus trip, in view of the numbers of passengers travelling per day, the effect is considered to be of moderate significance.

12.5.29 The removal of the southbound bus lane on Eversholt Street would be expected to increase the end to end journey time of some bus routes that use this road, by between 10% and 20% in the peak direction in the morning peak hour. Whilst this would only be a minor significant effect on each bus trip, in view of the numbers of passengers travelling per day, the effect is considered to be of moderate significance.

12.5.30 The relocation of bus stops and bus facilities is not considered to have a significant effect as alternative facilities would be available to passengers within 100m.

75 Changes in traffic flow during construction relate to the Average Annual Weekday Traffic (AAWT) flows.

101 CFA Report – Euston/No 1 I Traffic and transport

12.5.31 The accident data for the 36 month period from April 2009 to March 2012 was reviewed. Increase in flows on major roads and through certain junctions would bring a commensurate increase in accident risk. During construction there would not be a significant effect on accidents and safety risks for the majority of links/junctions within the study area. There would, however, be a minor significant effect on accident risk, as a result of anticipated changes in traffic flows of between 30% and 60% at the following links/junctions: • Euston Road (between Churchway and Dukes Road) link; • Albany Street link; • Regent’s Park Outer Circle link; • The junction of Euston Road/Tottenham Court Road; • The junction of Euston Road/Eversholt Street/Upper Woburn Place; • The junction of Eversholt Street/Lidlington Place; and • Hampstead Road (A400)/Robert Street link.

12.5.32 While the underlying risk of collisions should be lower near the worksites (due to reduced or no general traffic), a small residual risk of collisions during the construction period would remain, as a result of construction vehicle movements into and out of the worksites. However, this risk would not constitute a significant effect.

12.5.33 Severance of access across Granby Terrace bridge would have a moderate significant effect on pedestrian access. There would also be a moderate significant effect on pedestrian access to the station from Melton Street, Drummond Street, Euston Street, Starcross Street and Stephenson Way as a result of road closures. This would be due to increases in journey distance and the number of pedestrians that would be affected.

12.5.34 The disruption to cycle routes through and around the station would not have a significant effect on the majority of routes, due to the small changes in journey time and the low number of cyclists affected. Routes affected are as follows: • The closure in sections of Park Village East and the closure of Melton Street would have a moderate significant effect on cyclists. The closure of Melton Street would increase the journey time of some cyclists by approximately two minutes (based on 400m diversion via Tottenham Court Road and Hampstead Road); and • The closure of Granby Terrace bridge and the closure of Cardington Street would have a minor significant effect on cyclists. The closure of Granby Terrace would increase the journey time of some cyclists by two to three minutes.

12.5.35 There would generally be a moderate significant effect on pedestrian journey times and distances to/from the station, due to the high volume of pedestrians.

12.5.36 There would be a major significant effect on parking amenity at the station, the Proposed Scheme will result in the permanent removal of 216 spaces from the public car park at Euston station and the demolition of the Hotel Ibis and its 100 space car park as a result of the enlarged station footprint. However, the removal of this parking would encourage more sustainable modes of transport and would fit with TfL and LBC policies.

12.5.37 There would be a loss of approximately 150 on-street parking spaces as a result of the construction of the Proposed Scheme. This would have a moderate significant effect on parking amenity, based on the relatively long duration of the loss of parking offset by the good availability of spaces within the local area.

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Further mitigation

12.5.38 Where relocated station operations (e.g. taxi and private car drop-off pick up activities), road or lane closures or additional construction vehicle traffic would result in junctions experiencing increased congestion, appropriate schemes would be considered to mitigate the effects.This could include signal timing adjustments, junction reconfiguration, travel demand management schemes, bus priority measures and pedestrian crossing facilities as appropriate. Mitigation would be developed and confirmed in consultation with TfL and LBC.

12.5.39 Additional design development to accommodate temporary taxi operations would be undertaken in collaboration with TfL and LBC as required. 12.6 Operation Assessment of impacts and mitigation

12.6.1 By the 2026 baseline, rail passengers alighting at Euston station between 07:00 and 10:00 are forecast to increase to 24,200, as shown in Table 18. With the introduction of the Proposed Scheme (HS2 Phase One) in 2026, rail passengers alighting at Euston Station are forecast to increase to approximately 33,600 passengers76 (39% increase), compared with the 2026 future baseline. By 2041, baseline rail passengers are forecast to increase to 27,100. With the introduction of HS2 Phase Two, it is estimated that rail passengers alighting at Euston Station would increase to approximately 58,200 (115% increase), compared with the 2041 future baseline. This includes 5,000 passengers arriving at Euston who would travel on conventional rail services into King’s Cross St Pancras in the absence of HS2.

12.6.2 By the 2026 baseline, onward morning peak boarders at Euston LUL station between 07:00 and 10:00 are forecast to increase to 28,900 and those who exit Euston station to 18,500. With the introduction of the Proposed Scheme (HS2 Phase One) in 2026, onward morning peak LUL boarders are forecast to increase to 34,700 (20% increase) and those who exit Euston station to 21,600 (17% increase). By 2041, baseline LUL boarders are forecast to increase to 30,500 and those who exit the station to 19,500. With the introduction of HS2 Phase Two, LUL boarders would increase to 48,600 (59% increase) and people exiting Euston Station would increase to 30,800 (58% increase).

Morning peak period 07:00-10:00

2026 Forecast77 2041 Forecast

National Rail Euston Baseline 24,200 27,100

National Rail Euston with HS2 33,600 (+39%) 58,200 (+115%)

LUL Boarders Baseline 28,900 30,500

LUL Boarders With HS2 34,700 (+20%) 28,600 (+59%)

Station Exit Baseline 18,500 19,500

Station Exit with HS2 21,600 (+17%) 30,800 (+58%)

Table 18: Forecast rail and LUL passengers at Euston77

12.6.3 The future station design has been sized to include sufficient concourse and platform space to accommodate conventional overground passenger demand to 2041 together with HS2 Phase Two demand and achieve an acceptable level of service (i.e. acceptable levels of crowding). The design of the station would give improvements in accessibility, compared with the

76 Railplan Forecast. 77 2026 Forecast comprises 2026 long distance rail demand and 2031 suburban rail demand from Railplan. 2041 forecast comprises 2037 long distance rail demand and 2931 suburban rail demand from Railplan

103 CFA Report – Euston/No 1 I Traffic and transport

existing station and reduced crowding levels within the concourse, with additional and improved access points which would be aligned with the surrounding street network.

12.6.4 New highway elements have been introduced to facilitate access improvements for various users. New highway network elements would include: • New drop-off facilities on Eversholt Street for taxi and private car; • New short term pick-up and drop-off facility for blue-badge holders on Eversholt Street; • New east-west link road between Eversholt Street and Hampstead Road (A400) to the north of the station; • Extended and reconfigured Cobourg Street providing connection from the proposed east- west link to Hampstead Road; • New drop-off facility for private cars on Cobourg Street; and • New taxi drop-off and pick-up facilities on Cobourg Street.

12.6.5 Construction of the Proposed Scheme would result in permanent road closures as a result of an enlarged station footprint or permanent highway works as described in Section 2.

12.6.6 Permanent road closures or design changes introduced following the transport assessment work, which have not been assessed in the draft ES, are as follows: • The bus station access from Euston Road would be permanently closed from junction with Euston Road to new bus station; • Gordon Street would be permanently closed to vehicles at the junction with Euston Road. Pedestrian and cycle access would be maintained; and • A taxi rank on the southbound carriageway of Hampstead Road (A400) bridge.

12.6.7 There would be a reduction in parking provision since approximately 316 off-street car parking spaces and 60 on-street parking bays would be permanently removed.

12.6.8 There would be a significant increase in traffic flows with the ProposedScheme due to increases in taxis and drop-off and pick-up demand and permanent changes to the highway network. Euston Station taxi demand is forecast to increase from around 220 existing taxi movements (pick-up from station) in the morning peak hour to around 386 as a result of Phase One and 550 as a result of Phase Two.

12.6.9 Table 19 shows the forecast taxi movements to and from the station for 2026 Phase One and 2041 Phase Two.

AM Peak Hour PM Peak Hour

pick-up from station drop-off to station pick-up from station drop-off to station

HS2 Phase One 386 277 340 540

HS2 Phase Two 550 410 500 780

Table 19: Forecast Taxi Movements78,79

12.6.10 The forecast growth of taxi numbers to meet future demand at Euston Station, as a result of the Proposed Scheme, would be met by the re-sizing and proposed re-design of the taxi pick- up and drop-off facilities. Whilst private car use would not be encouraged and no public car

78 The taxi forecast was based on the maximum peak hour service frequency for HS2 services to be accommodated at Euston. 79 The future taxi numbers assumes improved taxi circulation, reduced empty taxi movements and a taxi share scheme to reduce overall taxi movements.

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parking would be provided, pick-up and drop-off facilities would be sized to accommodate the future (drop-off zone) demand anticipated to access the station.

12.6.11 The Proposed Scheme would be designed in consultation with TfL so as to enable a larger number/increased frequency of buses at or near the station.

12.6.12 Based on the profile of existing cycle movements associated with the station, cycle flows as a result of Phase 1 are expected to increase by 200 movements to approximately 500 in the busiest (morning) peak hour when compared to the 2026 future baseline. By 2041, cycle flows as a result of Phase 2 are expected to increase by 480 movements to approximately 800 movements in the busiest (morning) peak hour when compared to the 2041 future baseline.

12.6.13 Increased demand for cycle parking at Euston Station would be met as part of the re-sizing of cycle parking facilities, with sufficient space and facilities accommodated in the overall station design. Specific cycle parking locations would be proposed in collaboration with TfL and the LBC. A north-south cycle route would be provided as a replacement for the partial loss of LCN route 6a (Cardington Street/Melton Street).

12.6.14 It is anticipated that there would be no impact on pedestrian and cycle journey time or access as a result of the Proposed Scheme. The proposed east-west link would be beneficial to cyclists and pedestrians wishing to travel between Hampstead Road and Eversholt Street.

12.6.15 There would be no impacts on waterways. Likely residual significant effects

12.6.16 As a result of the Proposed Scheme, rail passengers at Euston Station would benefit significantly from improved journey times to the Midlands and beyond and lower crowding levels on trains as a result of increases in the frequencies of trains. There would be benefits of reduced crowding on existing rail services and benefits from released capacity of existing long distance services. The introduction of HS2 Phase Two in 2041 is forecast to result in a transfer of passengers from long distance services from the north of England from King’s Cross St Pancras to high speed services into Euston. This would result in the relief of King’s Cross St Pancras Station, with the benefit of reduced station concourse crowding, and consequent local reductions in passenger volumes on LUL lines from King’s Cross St Pancras.

12.6.17 The increase in rail users at Euston Station with HS2 Phase One in 2026 (i.e. the Proposed Scheme) and the HS2 Phase Two assessment in 2041 and consequent increases in LUL users would result in increased passenger volumes on the Northern (both branches) and Victoria lines. This would likely result in increased journey times for passengers, due to delays in boarding LUL trains.

12.6.18 Despite the planned LUL upgrades, passenger congestion would already be high in the forecast baseline situation in 2026 – in excess of four passengers/m2 80 on the Northern line Bank and Charing Cross branches and over five passengers/m2 on the Victoria line. The additional passengers as a result of HS2 Phase One and the proposed HS2 Phase Two would cause further congestion at interchanges and increase interchange times for passengers in 2026 and 2041. On the basis that the number of travellers affected for all LUL lines is high and the change in journey times could be greater than 10%, the effect on public transport delay is considered moderate significant.

12.6.19 Euston LUL Station is forecast to be overcrowded by 2026 due to background growth alone. The LUL station needs to be upgraded irrespective of the Proposed Scheme. However, when demand generated as a result of the operation of the Proposed Scheme is considered, it would add to the level of overcrowding.

80 Four passengers per square metre is generally considered the limit of what is tolerable by TfL.

105 12.6.20 The increase in taxi movements and also private car drop-off and pick up activity as a result of the Proposed Scheme, would have a significant effect on roads around Euston Station. Traffic volumes on a number of roads are forecast to increase by between 10% and 40% or more during the peak hour.81

12.6.21 There are 46 roads affected along part of their length by an increase in traffic ,flow although this does not imply a significant increase in congestion on these roads.The effects of congestion at junction will be reported in the formal ES. Of the roads affected by a change in traffic flow there is a significant effect which is major on 28% of these roads, a significant effect which is moderate on 43% of these roads and a significant effect which is minor on 28% of these roads; on this basis, the overall effect is considered moderate significant.

12.6.22 Those streets expected to experience a significant effect, which is major, due to the forecast increase in traffic as a result of HS2 of 40% or more in the peak hour over some of their length, and/or the number of travellers affected are listed below: Roads with 40% or more increase with medium numbers of travellers affected: • Park Village East; • Mornington Street; • Arlington Road/Inverness Street; • Bloomsbury Way; • Pancras Road (A5202); • Tavistock Place; • Vernon Place/Theobalds Road; • Cleveland Street; • Mortimer Street; • Marylebone High Street; and • Upper Woburn Place. Roads with 20% to 39% increase but with high or medium number, of travellers affected: • Hampstead Road (A400); and • Eversholt Street.

12.6.23 During HS2 operation there would not be a significant effect on cidentsac and safety risks for the majority of links/junctions within the study area. There would, however, be a significant effect which is moderate on safety at two links/junctions and a minor significant effect at three links/junctions, as a result of anticipated changes in traffic flows.The links/junctions with a significant effect are listed below: • The junction of Hampstead Road (A400)/Drummond Street (moderate significant effect); • The junction of Euston Road/Eversholt Street/Upper Woburn Place (moderate significant effect); • Hampstead Road (A400)/Robert Street link (minor significant effect); • Euston Road (between Churchway and Dukes Road) link (minor significant effect); and • Albany Street link (minor significant effect).

81 Changes in traffic flows with the Proposed Development relate to the peak hour CFA Report – Euston/No 1 I Traffic and transport

12.6.24 Pedestrian comfort level assessment was undertaken for the future baseline 2026. It shows that the crossing network to the south of the station across Euston Road, Melton Street and Eversholt Street, is expected to be crowded and would require mitigation regardless of the Proposed Scheme. The level of crowding would increase following the introduction of the Proposed Scheme.

12.6.25 In order to improve north-south pedestrian access across Euston Road, a sub-surface link would be provided. The sub-surface link would also link to Euston Square LUL Station. The effect of the sub-surface link on pedestrian movement and the configuration of pedestrian crossing facilities are yet to be assessed. However, the sub-surface link is likely to have significant benefits for pedestrians using the facility and also relieve crowding at street level crossings across Euston Road. Assessment of the pedestrian network will be undertaken in collaboration with TfL and LBC and reported in the formal ES.

12.6.26 The permanent severance at the eastern end of Varndell Street would have a significant effect on pedestrian access to Euston station at this location. There would also be a significant effect on pedestrian journey times and distances to/from the station. However, it may be possible to maintain pedestrian access with the Proposed Scheme which would remove this significant effect.

12.6.27 The removal of the public car park from Euston Station would have a major significant effect on people’s ability to park at the station, but would encourage more sustainable modes of transport and fit with TfL and LBC policies.

12.6.28 There would be a permanent loss of approximately 60 on-street parking spaces as a result of the Proposed Scheme. Due to the availability of alternative parking spaces within the local area, this effect is considered not significant. Further mitigation

12.6.29 Additional design development of pedestrian crossing facilities, bus passenger and taxi facilities will be undertaken in collaboration with TfL, as appropriate.

12.6.30 Increased taxi flows and private car drop-off and pick up demand would result in increased traffic around Euston Station. Appropriate schemes will be developed to mitigate the effects. These might include signal timing adjustments, travel lane reconfiguration, provision of additional travel lanes and travel demand management schemes, as appropriate. Possible mitigation will be developed and confirmed in consultation with TfL and LBC.

12.6.31 Continued growth in baseline demand to 2026 and beyond is forecast to result in high crowding levels on LUL services through Euston, primarily south of Euston station. Committed upgrades are expected to provide some additional capacity towards meeting this continued growth in baseline demand. TfL is planning additional upgrades, such as enhanced frequencies on the Victoria Line. Even assuming the introduction of committed and currently planned upgrades, crowding levels resulting from continued growth in baseline demand are not expected to be fully addressed. Accordingly, there will be a need to bring forward further major upgrades and schemes, such as those proposed in the Mayor’s Transport Strategy, to help alleviate the effects of the continued growth in baseline demand to 2026 and beyond. Such further provision will need to take account of HS2’s contribution to overall passenger demand through Euston through 2026 onwards.

107 CFA Report – Euston/No 1 I Water resources and flood risk assessment 13 Water resources and flood risk assessment 13.1 Introduction 13.1.1 This section provides a summary of the likely impacts and significant effects on water resources and flood risk as a result of the construction and operation of the ProposedScheme. The assessment considers effects on surface water resources, groundwater resources and flood risk. 13.2 Policy framework 13.2.1 Policy 5.12 of the London Plan notes that new developments must adhere to the measures set out in the National Planning Policy Framework (NPPF)82 and requires that: • A strategy of safe evacuation can be followed under flood conditions; • Key services including electricity, water etc. would continue to be provided under flood conditions; • Developments are designed for quick recovery following a flood; and • The integrity of flood defences is protected and, wherever possible, development should be set back from the banks of watercourses and those defences.

13.2.2 A number of policies from the LBC Core Strategy and the Development Policies document seek to protect water resources and enhance flood protection measures.These seek to: • Make Camden a water efficient borough and minimise the potential for surface water flooding – Policy CS13 of the adopted Core Strategy; • Require development to be resilient to climate change by ensuring schemes include appropriate adaptation measures, such as limiting run-off and reducing water consumption – Policy DP22 of the Development Policies document; • Ensure that developments are assessed for groundwater flood risks in areas where historic surface water courses are known to have been present – Policy DP23 of the Development Policies document; and • Require developments to reduce their water consumption and the risk of flooding – Policy DP23 of the Development Policies document. 13.3 Assessment scope and key assumptions 13.3.1 The assessment scope and key assumptions for the water resources and flood risk assessment are set out in Volume 1.

13.3.2 The assessment of surface water resources and flood risk focuses on the urban drainage network and the risk of flooding from surface water sources.

13.3.3 The groundwater resources assessment focuses on aquifers that are present within deposits overlying the London Clay, Lambeth Group and Thanet Sand Formation but resources in the deeper Chalk aquifer are not considered.

13.3.4 Key assumptions applied to the assessment in this area are as follows: • Construction of foundations and deep excavations for underground structures, including the tunnel portal, dive under, station escalators and retaining walls, could be up to 40m

82 Department for Communities and Local Government. 2012. The National Planning Policy Framework.

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deep (from street level) and may penetrate the base of the London Clay, into the Lambeth Group and Thanet Sand Formation. Temporary dewatering is unlikely to be required but cannot be ruled out for escalator construction for the underground station; and • There are no groundwater dependent terrestrial ecosystems in the area. 13.4 Environmental baseline 13.4.1 The study area is heavily urbanised with no surface watercourses present. All surface drainage passes directly into the Thames Water combined sewer system.

13.4.2 The geological sequence underlying this section of the Proposed Scheme comprises London Clay over the Harwich Formation (locally) and upper Lambeth Group (Woolwich and Reading Beds). Below the Lambeth Group lie the Thanet Sand Formation and Chalk. The majority of excavations would be within the London Clay, although the upper Lambeth Group and possibly Thanet Sand Formation, may be penetrated locally where deeper excavations are required, such as piling and for new escalators to the Victoria and Northern (Bank branch) Lines.

13.4.3 The London Clay is classified as unproductive strata and it is not assessed under the Water Framework Directive (WFD)83. The underlying Chalk aquifer has not been assessed as the Proposed Scheme would not penetrate the Chalk aquifer. The Lambeth Group and Thanet Sand Formation are classified as Secondary A Aquifers, although they are not assessed under the WFD.

13.4.4 Geological mapping suggests that superficial deposits are likely to be present beneath the south-western corner of the existing Euston Station. These deposits comprise River Terrace Deposits (Lynch Hill Gravel, gravels with pockets of sands and clays) and the Langley Silt (silts and clays). Superficial deposits are indicated as being absent beneath the remainder of the Proposed Scheme in the Euston area.

13.4.5 Construction involved in the redevelopment of Euston Station would involve excavation and demolition above a small area of superficial deposits of Lynch Hill Gravel which is classified by the EA as a Secondary A aquifer.

13.4.6 There are no known licensed or unlicensed abstractions within 500m of the route. BGS data indicate that there are seven water wells within 500m of the route; however, these data are insufficient to differentiate between private, trade or disused boreholes or whether ythe draw water from the shallow superficial deposits or the deeper Chalk aquifer. The Proposed Scheme does not intersect any source protection zones (SPZs) within this area

13.4.7 The route does not cross any areas at risk of river flooding designated as FloodZone 2 and/or Flood Zone 3 (see map CT‑04-01).

13.4.8 There is an area that is shown to have a ‘Very High’ susceptibility to groundwater flooding, according to the BGS, which is associated with the superficial deposits of Lynch Hill Gravel to the south-west of Euston Station.

13.4.9 The PFRA for LBC states that areas of the track beds north of Euston Station have a high risk of surface water flooding. 84 At this location, surface water depths of up to 1.5m are predicted to occur during a 1 in 30 year annual probability (3.33%) and a 1 in 100 annual probability (1%) storm event including an allowance for climate change.

83 Directive 2000/60/EC of the European Parliament and of the Council of the 23 October 2000 establishing a framework for Community action in the field of water policy. Strasbourg, European Parliament and European Council. 84 London Borough of Camden (2011) Preliminary Flood Risk Assessment for London Borough of Camden.

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13.4.10 Other guidance and studies used in the assessment include: • The Mayor’s Water Strategy;85 • The London Regional Flood Risk Appraisal (RFRA)86; • North London Strategic Flood Risk Assessment (SFRA)87; and • The Environment Agency, River Basin Management Plan, Thames River Basin District88. 13.5 Construction Assessment of impacts and mitigation

13.5.1 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. It would provide effective management and control of the impacts during the construction period, including those required for station development, utility diversions, bridge replacement, works to the cutting and its retaining structures, the tunnel portal and TBM receipt chamber and the railway itself.

13.5.2 The draft CoCP includes the following provisions: • Implementation of a groundwater monitoring plan, as required and in consultation with the EA and Lead Local Flood Authorities (LLFAs), where appropriate, particularly in relation to works which may affect groundwater sensitive areas; • Undertaking site specific risk assessments associated with excavation work and impacts on surface water, groundwater, abstractions, aquifers and private water supplies; • Preparing further site specific flood risk management plans for those areas at risk of flooding; • Avoiding the use of contaminating materials through appropriate design, construction and equipment specification and wherever possible, using biodegradable substances; • Following the measures outlined for the provision of suitable site drainage, for the storage and control of oils and chemicals and to mitigate against accidental spillages in the draft CoCP; and • Undertaking, as required, further site specific pre-construction monitoring where applicable to establish baseline water quality conditions for watercourses; groundwater and during construction works. This would enable the effectiveness of those mitigation measures introduced to limit pollution risk to be monitored and any pollution incidents to be identified.

13.5.3 The following examples illustrate how the draft CoCP would reduce potential effects to levels that would not be significant: • Measures defined in the draft CoCP, including detailed method statements, would ensure that there would be no effect on surface water quality or flows associated with construction; • This would include ensuring that there would be no effect on quality or flows associated with release to surface water sewers in the surrounding receptors, principally the Thames Water sewer network.

13.5.4 There is the potential for construction activities to disturb contamination beneath the footprint of Euston Station. The Lynch Hill Gravel is classified as a Secondary A aquifer, but is

85 Greater London Authority (2011) Securing London’s Water Future, The Mayor’s Water Strategy. 86 Greater London Authority (2009) London Regional Flood Risk Assessment. 87 Mouchel (2008) North London Strategic Flood Risk Assessment. 88 Environment Agency (2009) River Basin Management Plan, Thames River Basin District.

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considered to be of low value. During construction there may be a temporary minor adverse impact on water quality in the Lynch Hill Gravel and any water wells abstracting from the gravel. Due to the limited area affected, the overall impact on groundwater in the ynchL Hill Gravel would be negligible and the effect would not be significant.

13.5.5 Any pile foundations that pass into the Lambeth Group and Thanet Sand Formation are unlikely to affect groundwater flow or quality significantly. Application of the draft CoCP would ensure groundwater quality is not adversely impacted and the effect on local groundwater flow would be short lived and very localised, resulting in a negligible impact and insignificant effect on groundwater quality and flows in the LambethGroup, Thanet Sand Formation, Chalk aquifers and abstraction from local water wells.

13.5.6 Temporary depressurisation, using dewatering wells, may be required during construction of new escalators to the Victoria and Northern (Bank branch) Lines. The escalators may pass into the Lambeth Group. Depressurisation of the Lambeth Group is likely to be needed during construction, with further depressurisation of the Thanet Sand Formation if construction is close to the base of the Lambeth Group. Available groundwater level data indicate that depressurisation of the Thanet Sand Formation is unlikely, although should the Thanet Sand Formation or Chalk require depressurisation or under-drainage, further assessment would be required. Depressurisation in the Lambeth Group would be very localised and unlikely to significantly affect groundwater flow in the Lambeth Group or the Thanet Sand Formation/ Chalk aquifers.

13.5.7 Any potential for increase in off-site flood risks from construction activities would be managed by measures defined in the draft CoCP and reported in the FRA.

13.5.8 Retaining wall construction would penetrate the superficial Lynch Hill Gravel deposits as part of the redevelopment of Euston Station but would not cause significant impacts, as superficial groundwater elevations would not be altered sufficiently to cause groundwater flooding. There would therefore be no significant effect on groundwater flood risk. Likely residual significant effects

13.5.9 No significant residual effects on the water environment or flood risk are anticipated. 13.6 Operation Assessment of impacts and mitigation

13.6.1 The Proposed Scheme has been designed to control operational impacts on the water environment. Drainage would be designed to reduce the rate and volume of run-off from the station and the railway and prevent an increase in flood risk.

13.6.2 Best practice pollution control guidance would be adopted for maintenance of the Proposed Scheme.

13.6.3 All drainage, including fire fighting discharges, would discharge to theThames Water combined sewer via attenuation tanks under an appropriate consent covering water quality and run-off rates. The impact on surface water receptors is therefore not significant.

13.6.4 There is likely to be a negligible impact on groundwater receptors during operation and thus there is no significant effect on groundwater.

13.6.5 The overall impact on flooding from all sources during operation is negligible and the effect to local receptors is neutral so there would be no significant changes to flood risks.

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Likely residual significant effects

13.6.6 No significant residual effects on the water environment or flood risk are anticipated.

112 CFA Report – Euston/No 1 I References 14 References Archaeology South East (2006) The Site of the former National Temperance Hospital, 110 – 122 Hampstead Road, London Borough of Camden; An Archaeological Desk Based Assessment. Project No. 2363, 8. Arup/URS (2013) Phase One: Draft Code of Construction Practice. HS2 Ltd, London. BGS/Natural England/Greater London Authority (2012) Green Infrastructure and Open Environments: London’s Foundations: Protecting the Geodiversity of the Capital, Supplementary planning guidance. Blackredstarts.org.uk; available online at: http://www.blackredstarts.org.uk/ Camden Biodiversity Partnership (2011) Camden Biodiversity Action Plan. Camden Council (2010), Camden Town Centre Health Check. Colliers CRE (2012), Central London Retail Health Check. Colliers International (2012), Central London Quarterly Offices: Quarter 3 2012. Countryside Commission (1998) Countryside character, South East and London national character areas, http://www.naturalengland.org.uk/publications/nca/southeast.aspx. Accessed 24/5/2012. Department for Communities and Local Government. 2012. The National Planning Policy Framework. Department for Transport. 2012. High Speed Rail: Investing in Britain’s Future – Decisions and Next Steps. London, The Stationery Office. Directive 2000/60/EC of the European Parliament and of the Council of the 23 October 2000 establishing a framework for Community action in the field of water policy. Strasbourg, European Parliament and European Council. Environment Agency (2009) River Basin Management Plan, Thames River Basin District. Euston Area Plan, What is the Euston Area Plan; http://www.eustonareaplan.info/about/; Accessed 14 February 2013. Greater London Authority (2002) Connecting with London’s Nature, The Mayor’s Biodiversity Strategy. Greater London Authority (2006) Sustainable Design and Construction: The London Plan Supplementary Planning Guidance. Greater London Authority (2008) London Atmospheric Emissions Inventory (version date August 2010); http://data.london.gov.uk/laei-2008: Accessed February 2013. Greater London Authority (2009) London Regional Flood Risk Assessment. Greater London Authority (2010) Clearing the Air: The Mayor’s Air Quality Strategy. Greater London Authority (2010) Mayor’s Transport Strategy. Greater London Authority (2011) London View Management Framework, http://www.london.gov.uk/ priorities/planning/vision/supplementary-planning-guidance/view-management. Accessed 24/5/2012. Greater London Authority (2011) Securing London’s Water Future, The Mayor’s Water Strategy. Greater London Authority (2012) Green infrastructure and open environments: The all London green grid, http://www.london.gov.uk/priorities/planning/vision/supplementary-planning-guidance/view- management. Accessed 4 May 2012. Greater London Authority (2012) London World Heritage Sites – Guidance on Settings SPG. HS2 Ltd (2011) HS2 London to the West Midlands Appraisal of Sustainability.

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HS2, (2009) High Speed Rail – London to the West Midlands and Beyond, December 2009. Jones Lang LaSalle (2012), UK Industrial Property Trends Today: Issue 3 (December 2012). London Borough of Camden (2007) Adopted Camden Town Conservation Area Appraisal and Management Strategy. London Borough of Camden (2009) Air Quality Action Plan Report 2009 – 2012. London Borough of Camden (2009) Euston: A Framework for Change, Supplementary Planning Document. London Borough of Camden (2010) Adopted Core Strategy. London Borough of Camden (2011) Adopted Bloomsbury Conservation Area Appraisal and Management Strategy. London Borough of Camden (2011) Adopted Camden Planning Guidance CPG3 Sustainability. London Borough of Camden (2011) Adopted Regent’s Park Conservation Area Appraisal and Management Strategy. London Borough of Camden (2011) Camden’s Transport Strategy 2011. London Borough of Camden (2011) Preliminary Flood Risk Assessment for London Borough of Camden. London Borough of Camden (2012) Camden Site Allocations Local Development Framework Proposed Submission Document. London Borough of Camden, Local Development Framework; http://camden.gov.uk/ccm/navigation/ environment/planning-and-built-environment/planning-policy/local-development-framework--ldf-/;jsessio nid=5245701C21CE81AF5DEA9DB3C2015FB7.node2. Mayor of London (2011) The London Plan: Spatial Development Strategy for Greater London (Version 3). London, Greater London Authority. Mouchel (2008) North London Strategic Flood Risk Assessment. Natural England (2011) London’s Natural Signature, The London Landscape Framework. http://www. naturalengland.org.uk/regions/london/ourwork/wildlondon/naturalsignatures/default.aspx Accessed 24/5/2012. Natural Environment and Rural Communities Act 2006 (2006, Chapter 16) London, Her Majesty’s Stationery Office. Office for National Statistics (2012),Annual Population Survey 2012. Office for National Statistics (2011),UK Business: Activity, Size and Location. Office for National Statistics; Census 2011; http://www.ons.gov.uk/ons/guide-method/census/2011/index. html; Accessed: 1 February 2013. Roger Tym and Partners/LB Camden Council (2011), Camden Business Premises Study. Standing Order 27A of the Standing Orders of the House of Commons relating to private business (environmental assessment), House of Commons. The Noise Insulation (Railways and Other Guided Transport Systems) Regulations, 1996. London, Her Majesty’s Stationery Office. World Health Organization (2009) Night Noise Guidelines for Europe.

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